A319/320/321 TRAINING CENTER AVIONICS DOCUMENT

TRAINING CENTER
A319/320/321
B2
AVIONICS
ONLY FOR TRAINING PURPOSE
Page 6
2
This document must be used for maintenance

training purposes only.
Amendment service will not be provided.
MNG Technic Maintenance

Training Center
RECORD OF REVISIONS
Rev. No
Rev. Date
Revised Pages
Reason
for Changes
Prepared By
Original
02.10.2006
Original
Original
Oktay TRKMEN
20.10.2009
ALL
General Revision
Oktay TRKMEN
21.05.2013
ALL
TNA STUDY
Oktay TURKMEN
Arif VURUCU
__________________________________________________________________
ONLY FOR TRAINING PURPOSE
TABLE OF CONTENTS
AUTO FLIGHT
GENERAL......................................................................................................................................................................2-13
AUTOPILOT/FLIGHT DIRECTOR................................................................................................................................14-57
AUTO THRUST............................................................................................................................................................58-69
FLIGHT SUGMENTATION...........................................................................................................................................70-99
FLIGHT MANAGEMENT..........................................................................................................................................100-117
FAULT ISOLATION..................................................................................................................................................118-121
TESTS......................................................................................................................................................................122-133
INDICATING&RECORDING
FLIGHT WARNING SYSTEM...................................................................................................................................134-135
PARAVISUAL INDICATING (PVI) ...........................................................................................................................136-139
APPENDIX...............................................................................................................................................................140-150
TROUBLE SHOOTING EXERCISES.......................................................................................................................151-320
COMMUNICATIONS
AUDIO MANAGEMENT...........................................................................................................................................321-348
GROUND CREW AND COCKPIT CALL SYSTEM..................................................................................................349-354
RADIO MANAGEMENT SYSTEM............................................................................................................................355-376
VHF SYSTEM...........................................................................................................................................................377-390
HF SYSTEM.............................................................................................................................................................391-404
ACARS.....................................................................................................................................................................405-448
CIDS.........................................................................................................................................................................449-523
PRAM.......................................................................................................................................................................524-531
COCKPIT VOICE RECORDER................................................................................................................................532-540
EQUIPMENT FURNISHING EMERGENCY LOCATER TRANSMITTER (ELT)...................................................541-552
ELECTRONIC INSTRUMENT SYSTEM (ILS) ........................................................................................................553-554
CENTRAL WARNING SYSTEMS............................................................................................................................555-577
AUDIO WARNINGS.................................................................................................................................................578-618
ELECTRONIC INSTRUMENT SYSTEM (EIS) ........................................................................................................619-632
PRIMARY FLIGHT DISPLAY (PFD) ........................................................................................................................633-634
NAVIGATION DISPLAY ..........................................................................................................................................635-638
TABLE OF CONTENTS
CENTRAL WARNING SYSTEMS ...........................................................................................................................639-640
ECAM CONTROL PANEL (ECP) ............................................................................................................................641-642
SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC) ..................................................................................643-648
FLIGHT WARNING COMPUTER (FWC) ................................................................................................................649-659
DISPLAY MANAGEMENT COMPUTER (DMC) CATHOD RAY TUBE (CRT).....................................................660-676
EIS SWITCHING .....................................................................................................................................................677-688
ELECTRONIC INSTRUMENT SYSTEM .................................................................................................................689-690
EIS-TEST/BITE .......................................................................................................................................................691-702
ELECTRICAL CLOCK .............................................................................................................................................703-775
CENTRALIZED FAULT DISPLAY SYSTEM (CFDS) AND DATA RECORDING SYSTEM.....................................776-803
AIDS ........................................................................................................................................................................804-863
MULTIFUNCTION PRINTER...................................................................................................................................864-869
NAVIGATION
STANDBY NAVIGATION SYSTEMS.......................................................................................................................870-875
AIR DATA / INERTIAL REFERENCE SYSTEM.......................................................................................................876-989
SATELLITE NAVIGATION.....................................................................................................................................990-1003
ILS SYSTEM........................................................................................................................................................1004-1021
ILS (MULTI MODE RECEIVER) ..........................................................................................................................1022-1047
VOR/MARKER.....................................................................................................................................................1048-1063
DME......................................................................................................................................................................1064-1079
ADF......................................................................................................................................................................1080-1095
RADIO ALTIMETER.............................................................................................................................................1096-1109
WEATHER RADAR..............................................................................................................................................1110-1123
WXR/PWS............................................................................................................................................................1124-1143
ATC/MODES........................................................................................................................................................1144-1155
TCAS....................................................................................................................................................................1156-1175
GPWS...................................................................................................................................................................1176-1193
ENHANCED GPWS.............................................................................................................................................1194-1216
INFORMATION SYSTEM
INFORMATION SYSTEM.....................................................................................................................................1217-1259
MNG TECHNIC
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AVIONIC
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A319/320/321 / TRAINING MANUAL
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22-00
GENERAL
SYSTEM DESIGN PHILOSOPHY

This module highlights the new concept of the AutoFlight System and presents
the relationship with the Electrical Flight Control Systems and the Full Authority Digital Engine Control ( FADEC ).
Introduction
The purpose of this module is to explain basic system design aspects included
in a modern AutoFlight System. This module is not an introduction of all the
functions of the system.
General Concept
The AutoFlight System calculates orders to automatically control the flight controls and the engines. The system only computes orders. These orders are not
executed by actuators ( exept FAC for Rudder Control ) belonging to AFS but
by systems which usually control the surfaces and the engines when the AFS
is not active i.e. : side sticks and thrust levers.
Navigation
A fundamental function of AutoFlight System is to calculate the position of the
aircraft. When computing A/C position, the system uses several aircraft sensors giving useful information for this purpose.
AFS/Fly by Wire
The control wheel steering mode which existed in previous AutoFlight System
is now ensured by the manual fly by wire mode of the Electrical Flight Control
System. On conventional aircrafts the Control Wheel Steering ( CWS ) mode
consists in maintaining the A/C attitude once the control wheel is released.
In any case, when the automatic control of surfaces is active, if the pilot moves
the stick, it disengages.
System Design
To meet the necessary reliability, the AutoFlight System is built around four
computers. Two Flight Management and Guidance Computer ( FMGC 1 and
FMGC 2 ) and two Flight Augmentation Computer ( FAC 1 and FAC 2 ).
Each FMGC and each FAC has a command part and a monitor part: it is a
fail passive computer.
In Approach or Go Around the AFS is automaticly fail operative, if both APs
are engaged.
Flight Plan
The system has several flight plans in its memory. These are predetermined
by the airline. A flight plan describes a complete flight from departure to arrival,
it includes vertical information and all intermediate waypoints. It can be displayed on the instruments ( CRTs ).
Operation
There are several ways to use the Auto Flight System. The normal and recommended way to use the AFS is to use it to follow the flight plan. Knowing the
position of the aircraft and the desired flight plan ( chosen by the pilot ), the
system is able to compute the orders sent to the surfaces and engines so that
the aircraft follows the flight plan. The pilot has an important monitoring role.
Note : during AFS operation, side sticks and thrust levers do not move automatically.
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FCU
AUTOFLIGHT
SYSTEM
CMD
COMMAND
MON
SENSORS
MONITOR
FLIGHT CONTROL
SYSTEM
2
FMGC 1
CMD
COMMAND
MON
MONITOR
FADEC
FAC 1
Figure 1
System Design Philosophy
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CONTROLS AND INDICATIONS IN THE COCKPIT

Controls
( 1/18 )
( 6/11 )
( 7/10 )

(8)
( 17 )
Flight Control Panel

Multipurpose Control and Display Units ( MCDU )
Radio Management Panels ( RMP ) for Navaid selection.
Rudder Trim Panel
Flight Control Unit ( FCU ).
Indication
( 2/15 )
( 3/14 )
( 13 )

(4)
Navigation Display ( ND )
Primary Flight Display ( PFD )
Engine Warning Display ( EWD )
System Display ( SD ).
Miscellaneous
( 5/12 ) Takeover and Priority pushbutton switches

( 9 ) A/THR Instinctive Disconnect pushbutton switches
( 16 ) AUTO LAND warning lights and Paravisual Display
Warnings: MASTER WARN and MASTER CAUT lights.
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Figure 2
Controls and Indications in the Cockpit
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LOCATION OF THE FMGCS AND FACS
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Figure 3
Location of FMGCs and FACs
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AUTOFLIGHT SYSTEM PRESENTATION

1. General
The auto flight system ( AFS ) installed on the aircraft is made up of two
types of computers :
- the flight management and guidance computer ( FMGC )
- the flight augmentation computer ( FAC )
and two types of control units :
- the flight control unit ( FCU )
- the multipurpose control and display units ( MCDU ).
- acquisition and hold of a flight path

- guidance of the aircraft at takeoff by holding runway axis and speed
( available in the FD as long as the aircraft is on ground )
- automatic landing and go around.
The autopilot generates the following orders :
- position of the control surfaces on the three axes : pitch, roll and yaw
- position of the nose wheel during roll out.
These orders are taken into account by these computers :
FACs, ELACs, SECs and BSCU.
The functions of the FMGC are :

- autopilot ( AP )
- flight director ( FD )
- automatic thrust control ( A/THR )
- flight management.
The flight director generates guidance orders used in manual control.

These orders are displayed on the PFDs ( primary flight displays ) through the
DMCs ( display management computers ).
The functions of the FAC are :

- yaw damper
- rudder trim
- rudder travel limiting
- calculation of the characteristic speeds and flight envelope monitoring
- acquisition of the yaw AP order.
The MCDUs linked to the FMGCs enable :
- the introduction and the modification of the flight plan
- the display, the selection and the modification of the parameters
associated with the flight management function.
The FCU is used for :
- the engagement of the AP/FD and A/THR systems
- the selection of flight parameters ( altitude speed/Mach, vertical
speed/flight path angle, heading/track )
- the selection of AP/FD modes.
This system description describes the autopilot ( AP ) and the flight
director ( FD ) functions, which are :
- stabilization of the aircraft around its center of gravity when the AP/FD
system holds vertical speed or flight path angle and heading or track
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PFD
DMCs
ND
EFIS
To ELACs
ND
DMCs
PFD
EFIS
Figure 4
Layout of AFS Components
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ELECTRICAL POWER
The AFS components are supplied by electrical power supply systems as defindet on figure 5.
CAT 3 DUAL is indicated, if contactor BTC 1 (11XU1) and BTC 2 (11XU2)
and 1PC2 (DC BAT BUS - DC BUS 2) are open.
The APU-generator is not accepted for CAT 3 DUAL operation.
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Figure 5
Electrical Power
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FMGC - INPUT / OUTPUT DISCRETES
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AUTO FLIGHT
DISCRETES/ANALOG INTERFACES
FMGC-INPUT / OUTPUT DISCRETES
22-85-00
SCHEM 04 Page 101

Nov 01 /89
Figure 6
FMGC - Discretes
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22-10
AUTOPILOT / FLIGHTDIRECTOR
AUTOPILOT INTRODUCTION
General
The autopilot is engaged from the Flight Control Unit by the related pushbuttons.
The autopilot guidance modes are selected from the Flight Control Unit or the
Flight Management and Guidance Computer.
The autopilot function is a loop after a comparison between real and reference
parameters, the FMGC computes orders which are sent to the Flight Controls.
The loop is closed by real values coming from sensors and given by other systems ( ex : ADIRS ) to the FMGC.
When the autopilot is engaged, the load thresholds on the side sticks and pedals are increased.
If a side stick is overriden or the Takeover and Priority P/BSw is depressed the
autopilot disengages.
When AP is engaged :
on the side sticks, the pitch and roll load threshold changes.
Any force exeeding this tresholds disengages the AP.
on the rudder pedals, the load threshold changesalso in the artificial feel
and trim unit.
Exeeding this threshold results on AP disengagement.
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Figure 7
FMGS - Components
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AUTOPILOT INTRODUCTION ( CONT. )

Modes
There are lateral modes and vertical modes.
Basically, one of each is chosen by the pilot or by the system.
The AP being engaged, a lateral mode and a vertical mode are simultaneously
active.
According to the flight phases, the lateral mode controls the aileron via Elevator Aileron Computers (ELACs), the spoilers via ELACs and Spoiler Elevator
Computers (SECs), the rudder via Flight Augmentation Computers (FACs) and
the nose wheel via ELACs and the Braking/Steering Control Unit (BSCU).
The vertical mode controls the elevators via ELACs.
Autopilot Operation on Ground
For maintenance purposes, the autopilot can be engaged on the ground only
with both engines shut down.
Hydraulic power is not required.
When an engine is started, the autopilot disengages.
Autopilot Operation at Take-Off
The autopilot can be engaged in flight, provided the aircraft has been airborn
for at least 5 seconds.
Before autopilot engagement, take-off modes can be active for the flight director.
Autopilot Operation at Cruise
In cruise, only one autopilot can be engaged at a time. Ailerons and Spoilers
execute the orders of lateral modes, Elevators execute the orders of vertical
modes.
Engaging a second AP in cruise disengages the other one.
Note : The rudder is not controlled by the AP, but by Flight Augmentation Computer ( FAC ) functions.
Autopilot Operation during Landing

If the airfield is equipped with ILS installations, the autopilot can perform a
complete landing, roll out included.
In addition, the autopilot controls the rudder via the Flight Augmentation Computer.
ILS approach : AP is able to perform a complete landing with descent, flare
and roll out. A second AP can be engaged (AP 1 active,
AP 2 backup ).
After landing, the autopilot gives steering orders for the nose wheel.
Roll out : Steering order to rudder and nose gear depend on aircraft speed.
Ailerons and spoilers AP orders are null.
Note : spoilers are directly controlled by SECs as airbrakes.
During roll out, at low speed (about 60 kts), the pilot normally disengages the
AP function(s) by pressing a take over pushbutton located on the side stick.
If the airfield has no glide slope installation, the pilots can select a LOC or a
NAV approach, but the autopilot is disengaged at a given altitude.
LOC (without glide) or NAVigation approach : same principles as for
cruise. Pilots have to disengage AP at a given altitude in order to land
manually.
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/ EPR
Figure 8
FMGS - Architecture
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AUTOPILOT INTRODUCTION (CONT.)

Nose wheel control
Each ELAC receives a nose wheel steering command from the two FMGCs :
DELTA ( NOSE WHEEL
The ELACs select one off the two commands in function of :
AP engagement
The selected command is sent to the BSCU.
The BSCU uses this command associated with commands from the control
wheel and rudder pedals to compute nose wheel control angle.
The command from the FMGC and the command from the rudder pedals are
limited with respect to the speed.
The command from the FMGC is used after landing during rollout.
The BSCU generates four discretes ( BSCU HEALTHY ) whose validity is
taken into account :
For capability computations
In the ROLL OUT logic.
It also supplies 2 discretes (wheel speed ) for the ROLL OUT logic.
Using the Pedal Disconnect P/B on the Handwheel prevents nosewheel movement e. c. during full ruddertravel in Take off ( Crosswind ).
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+
+
to Rudder
+
+
Figure 9
Nose Wheel Control
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FD INTRODUCTION
Interface with DMCs and Reconfiguration
Each DMC receives :
- a bus from each FMGC on which are routed :
the FD orders, the AP/FD engagements, the AP/FD modes, the landing
capabilities,
- a wired discrete per FMGC giving the engagement status of the FDs,
- a bit on a discrete label of the FCU corresponding to the action on the FD
pushbutton switch associated with the PFD.
A logic inside the acquisition module selects the FMGC bus(es) required to
present the FD orders and the FMA messages.
In normal operation :
- the DMC 1 transmits data to Capt PFD
- the DMC 2 transmits data to F/O PFD.
Each DMC is linked to its associated PFD by two connections ( a normal one
and an alternate one). The alternate connection is used for different types
of changeover.
DMC / PFD Reconfiguration
In the event of a DMC failure, the DMC 3 in standby can replace the faulty
DMC after action on the EIS DMC selector switch.
In the event of a PFD failure, the data are transferred automatically from the
PFD to the ND ( data on PFD have priority ).
This transfer can also be made manually in two ways:
- by turning the PFD potentiometer to OFF
- by action on the PFD / ND XFR pushbutton switch.
Automatic Selection of FMGC Bus for the FD Orders
Each DMC makes a selection depending on the side on which it is installed
and on the validity of each FD, in function of:
- the engagement wired discretes
- the status matrices (SSM) of the labels which the FD orders are routed.
So the DMC1 (2) selects the FMGC1 (2) bus if the FD1 (2) is valid.
The PFD1 (2) therefore displays:
- the FD1 (2) message on the FMA
- the FD orders from the FMGC1 (2).
Automatic FD Reconfiguration
If an FD1 (2) validity loss is detected by the DMC1 (2) through:
- loss of the FD1 (2) ENG condition
- non refresh of FMGC1 (2) labels
- status matrix of FMGC1 (2) labels coded at F/W status the DMC1 (2) will
select the data from the FMGC2 (1) automatically and will display:
- FD2 (1) message
- the FD orders from the FMGC2 (1).
FD Order Removal
All the FD orders can be cleared by the DMC in one of the following cases:
- action on the corresponding FD pushbutton switch on the FCU
- validity loss of both FDs.
The DMC clears a given FD order when the associated label is NCD.
Selection of FMGC Bus for Display of AP/FD Modes and Landing Capabilities
This selection depends on the engagement of the AP/FD systems.
FD only engaged :
Each DMC utilizes the bus selected for the FD orders as per the logic
described in Automatic Selection of FMGC Bus for the FD Orders .
Only one AP engaged :
Each DMC utilizes the FMGC bus which corresponds to this AP.
Each PFD displays :
- AP1 or AP2 message depending on the AP engaged,
- the modes corresponding to this AP,
- the landing capabilities from the FMGC corresponding to the AP engaged.
Both APs engaged :
Each DMC is associated with the corresponding FMGC.
Therefore the Capt (F/O) PFD displays :
- AP1 + 2 message,
- the modes corresponding to AP1 (2),
- the landing capabilities from the FMGC1 (2).
FD Flag ( red )
In case of both FMGCs failure or both FD disengaged with FD pushbutton
ON and attitude valid, a red FD - flag is displayed.
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Figure 10
Interface between FMGCs and DMCs
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AUTOPILOT / FLIGHT DIRECTOR - MODES

Modes General
Engagement Principle :
The engagement of the cruise modes on the AP/FD follows the operational utilization principle of Automatic Flight System ( AFS ).
When the pilot wants to control a flight parameter manually, he must select the
required value on the FCU then pull the associated selector knob. Then, the
AP/FD mode of the manual control of this parameter is engaged.
Disengagement Principle :
The disengagement of a lateral mode is caused by the engagement of a new
lateral mode.
During RUNWAY LOC sub-AFS mode ( FD Roll-Takeoff mode ) when a discrepancy between CMD and MONG channels leads to FD disengagement.
The disengagement of a longitudinal mode is caused by the engagement of a
new longitudinal mode.
Each mode ( lateral or longitudinal ) is disengaged at the engine running on
ground or at the confirmed loss of AP/FD for more than 0.6 s.
In order to have a flight parameter controlled by the FM part of the FMGC the
pilot must push the associated selector knob. The automatic control is then
armed or activated.
Synchronization of Modes between FMGCs :
So as to ensure a consistent operation of the AFS, it is mandatory to have the
two FMGCs in operation of the same modes active and armed. The logic for
the selection of the FMGC which has priority takes into account the engagement of the AP/FD and A-THR functions ( see Fig. on next page ).
In cruise phase there is at least one AP/FD engaged, the FMGC which has
priority imposes the cruise modes active and armed to the FMGC which has no
priority
Engagement on the Ground :
In order to facilitate the AFS test, certain cruise modes can be activated on the
AP and on the FD, on the ground when the engines are stopped.
All these modes are disengaged at engine start-up on the ground and this
causes the return to a configuration in conformity with the takeoff phase.
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AP ENGAGEMENT
FD ENGAGEMENT
A-THR ENGAGEMENT FMGC having

priority
1
2
1 ( if valid )
NOTE:
- means: whatever the state
Figure11 FMGC Priority Logic
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AUTOPILOT / FLIGHT DIRECTOR - MODES ( CONT. )

Mode Selection Principle
A mode can be selected through one of the following possibilities :
Automaticly, e.g. the altitude acquisition mode is always armed, exept in
some cases ( approach ).
Action on pushbutton switch located on the FCU.
Push or pull action on one of the reference selection knobs ( speed / mach,
heading / track, altitude, vertical speed/flight path angle ) on the FCU.
CRUISE FLIGHT
LONGITUDINAL
LATERAL
Cancellation of an engaged mode.

Position of the throttle control levers ( selection of TO or GARD modes ).
AP - A/THR Mode Compability
The AFS is such that the AP/FD system or the A/THR function always control
the speed. The AP/FD has the priority. To do this, the modes of the A/THR system are function of the AP/FD-longitudinal modes.
The table below presents the Cruise Modes.
MODE
AVAILABILITY
PHASES
NOTE
- Vertical speed ( V/S )

( Acquisition and Hold )
AP / FD
HOLD
Automatic or V/S - FPA select knob
- Flight path angle ( FPA )

AP / FD
HOLD
- Altitude acquisition
( ALT ACQ )
AP / FD
- Altitude hold ( ALT )
AP / FD
HOLD
- DES
- OP DES
( Descent )
( Open Desct )
AP / FD
AP / FD
ARM - HOLD
HOLD
- CLB
- OP CLB
( Climb )
( Open Climb )
AP / FD
AP / FD
ARM - HOLD
HOLD
- Heading ( HDG )
- Track
AP / FD
AP / FD
HOLD
HOLD
- Navigation ( NAV )
AP / FD
ARM - CAPTURE
ARM - HOLD
Armed automatically
Automatic on selected
Altitude
Altitude select-knob
Automatic or
HDG / TRK selectknob ( pulled )
HDG / TRK selectknob ( pushed )
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COMMON MODES ( Takeoff, Landing, Go Around )
COMMON MODES
TAKEOFF
( TO )
LONGITUDENAL MODES
All engines operational :
Speed Reference System
( SRS ) :
Holding of V2 + 10 kts
LATERALE MODES
AVAILABILITY
Runway ( RWY ):
- Holding of LOC centerline up to 30 ft RA,
FD
- Track above 30 ft RA
One engine fail :
PHASES
HOLD
AP*/ FD
( *AP only 5 sec after lift off )
SRS :
Holding of Va if Va > V2
V2 if Va < V2
( Va : Actual Speed )
GO AROUND ( GA )
SRS :
Holding of Va if Va > Vapp
or Vapp if Va < Vapp
Track
LOCALIZER ( LOC )
APPROACH ( APP )
Glide capture, track ( GS ),

Flare, Rollout
or
Final desct ( FINAL ) according to the profile determined
by the FMGC ( Appr. Page )
AP / FD
HOLD
LOC capture and track
AP / FD
ARM - CAPT - TRACK
LOC capture and track

Align and Rollout
or
R - NAV approach
or
VOR approach
AP / FD
ARM - CAPT - TRACK
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FRA
AUTOPILOT / FLIGHT DIRECTOR - MODES ( CONT. )

The operational use of the AFS is based of the following principle :
The short-term pilot orders are entered through the FCU
The long.term pilot orders are entered through the MCDU.
This principle leads to two distinct operations : Selected and managed controls.
Selected Control
The aircraft is controlled using reference parameters entered by the pilot on the
FCU ( heading / track, vertical speed / flight path angle, speed / mach, altitude
). These parameters are taken into account ( acquisition and then hold ) as follows:
Modification of the parameter by means of the corresponding selector knob
on the FCU.
Pull action on the selector knob.
Managed Control
The aircraft is controlled using reference parameters computed by the FMGC
which takes into account the pilot data selected on the MCDU. A parameter is
selected in managed control by pushing the corresponding selector knob. In
this case the parameter value is called out by means of a dashed line on the
FCU ( exept altitude which is always displayed ) and a white indicator light
comes on near the coresponding referens display.
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Figure 12
Managed and Selected Control
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AP ENGAGEMENT
General
The AP is engaged through two pushbutton switches ( AP 1 and AP 2 ) located on the center section of the FCU.
In cruise only one AP can be engaged at a time ( priority to the last AP engaged ).
Both APs can be engaged when APPR and GO AROUND modes are selected.
In these cases, the AP 1 has priority and is active. The AP 2 is in standby and
becomes active if the AP 1 is lost.
When these modes are released, the AP 2 is disengaged automatically.
The AP can be engaged on the ground in any mode with engines stopped.
The AP disengages when one engine is started.
An AP can be engaged again 5 s after lift-off :
- In active FD modes ( if at least one FD is engaged )
- In HDG and V/S modes ( if no FD is engaged ).
At AP engagement, the load thresholds on the side stick controllers and on the
rudder pedals are increased.
AP engagement is indicated by the illumination of the corresponding pushbutton switch ( three green bars ) and by the AP 1 or AP 2 indication in the status
column on the PFDs.
The pilot can disengage the AP in different ways:
- By action on the engagement pushbutton switch, with the green bars on.
- By action on one takeover and priority pushbutton switch on the side stick
controller.
AP-engage hardware logic

Principle:
A part of the AP engage logic is accomplished through the hardware. It takes
into account the following signals :
- AP ENGD boolean generated in the software
- FG HEALTHY logic signal
- AP SW wired discrete from the FCU.
The AP-engage hardware logic utilizes the command and the monitoring channels. Each output discrete takes into account the conditions generated by each
channel.
During the safety tests ( at power up ) the AP SW signal is inhibited prohibiting
engagement through the pushbutton switch.
The disengagement takes place in the hardware logic :
- Upon loss of one of the AP ENGD and FG HEALTHY signals after
confirmation of 200 ms
- Through action on one takeover and priority pushbutton switch
located on the side stick controllers
- Upon detection of Long Power Failure ( LPF ) by the power unit
.
In the event of short interruption, the engage signal maintains its pre-cutoff
state. The final circuits are therefore supplied with back-up current ( VS ).
They are isolated from the other signals during the cutoff ( SW RESET signal
active ).
The AP ENGD wired discretes obtained are used by:
-The Elevator Aileron Computers ( ELAC ) ( selection of AUTO mode )
-The FCU ( illumination of the corresponding AP pushbutton switch )
-The opposite FMGC ( disengagement of associated AP if in cruise
modes, selection of the FMGC having priority )
-The FMGC OWN ( engagement wrap around ).
-The FWCs ( generation of the AP warning ).
Loss of the AP is indicated by an aural and visual warning.
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Confirmation and Trouble Schooting Data

LPF - Long Power
Failure
CONFIRMATION AND TROUBLE

SHOOTING DATA
Figure 13
AP-Engage Hardware Logic
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AP ENGAGEMENT ( Cont. )
AP-engage software logic.
Engagement conditions.
This signal is at 1 ( F/F set ) if all the engagement conditions are activated :
- Action on the engagement pushbutton switch.
- Ground conditions; engagement possible in any mode only if all engines are stopped.
- Flight conditions; engagement possible 5 s after lift-off.
- Conditions specific to the AP : AP COND.
- Conditions common to the AP/FD : AP/FD COND.
- Conditions common to the AP/FD and A/THR : AP/FD, A/THR COND.
Disengagement conditions.
These are :
- Action on the engagement pushbutton switch, the associated AP
being already engaged
- or action on one takeover and priority pushbutton switch
- or one engine start on the ground
- or loss of one condition: either AP COND, or AP/FD COND or
AP/FD/A/THR COND
- or in the event of landing in dual-AP operation, disengagement of AP 2 only
when the LAND or GO AROUND mode is released
- or engagement of the opposite AP if the AP is not in LAND or
GO AROUND mode.
AP-specific conditions
Disengagement through AP takeover and priority pushbutton switches.
Availability and validity of peripherals.
These are peripherals which utilize the AP commands.
FAC :
- Availability of at least one FAC ( CMD and MON FAC HEALTHY wired
discretes ).
- confirmation of FAC operation in AUTO mode further to AP
engagement by the FAC
- engagement of the yaw damper function
- engagement of the rudder trim function.
Loss of one of the above five logic conditions is not taken into
account in LAND TRACK, between 100 ft. and the ground.
ELAC :
Each ELAC generates ELAC AP DISC discretes.
The AP disengages only upon a command from the two ELACs.
- The pilot takes control by overriding the load thresholds of the side
stick controller
- or both ELACs not healthy
- or servoloops not healthy
- or high or low speed protections are reached
- or the Alpha floor protection is active
- or the roll angle is > 45
- or the EFCS abnormal laws are engaged ( direct or alternate ).
.
The disconnection command from only one ELAC results in a reduction of
landing capability.
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Confirmation and Trouble Shooting Data

LPF - Long Power

Failure
CONFIRMATION AND TROUBLE

SHOOTING DATA
Figure 14
AP-Engage Hardware Logic
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SIDE STICK CONTROLLERS AND RUDDER PEDALS

Increase of load thresholds on side stick controllers and rudder pedals
When the AP is engaged, the command and the monitoring channels supply
the relays which control the side stick lock solenoids ( the command channel
provides the +28 V, the monitoring channel provides the ground ).
Each control has its own solenoid.
Each AP has its own relays and can therefore lock the controls.
Side stick controllers:
The loads are increased on both axes.
Any load on the side stick controller which exceeds these values, results in
AP disconnection ( wired discrete from the ELACs ).
Rudder pedals:
The load is applied on the rudder artificial feel ( addition of a spring in the
artificial feel and trim unit ).
Exeeded load results not in an AP disconnection.
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Figure 15
Side Stick Controllers and Rudder Pedals - Locking
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WARNINGS
AP Warnings
When the AP is disengaged,a warning is provided:
If the disengagement is manual through the TAKE-OVER-PB on the SIDE
STICK, the visual and associated warnings are temporary.
If the disengagement is due to a FAILURE, an ACTION on the FCU PB or
FORCE on the SIDE STICK the visual and audio warnings are continuous.
Autoland Warning
When LAND appears in green and at least one AP is engaged, the AUTOLAND red light appears on the glareshield when the aircraft is below 200 ft RA
and one of the following events occurs:
The APs are lost, or
the aircraft gets too far off the beam, or
the localizer or glide slope transmitter or receiver fails, or
the difference between both radio altimeter indications is greater than 15 ft.
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Figure 16
Location - Warnings
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FLIGHT DIRECTOR ENGAGEMENT

The Flight Director ( FD ) generates guidance orders used in manual control
and displays these orders on the Primary Flight Display.
Engagement
The Flight Director is engaged upon energization.
Energization on the GROUND :
- After the safety tests at power rise :
Both FDs engage if no failure is detected by internal monitoring automatically.
The white 1 FD 2 indication appears on each Primary Flight Display
( PFD ), but the FD bars are removed.
If a FD does not engage ( FMGC failure detected by internal monitoring ),
both PFDs are automatically switched to the valid FD
( FD indication: 2 FD 2 if FD #1 fails or 1 FD 1 if FD #2 fails on both
PFDs ).
Let us see the FD engagement in case of energization in flight.
Display Logic
There are three types of FD bars :
PITCH BAR,
ROLL BAR,
YAW BAR.
The horizontal PITCH BAR does not appear if there is no active vertical mode
or in rollout phase of LAND mode.
The vertical ROLL BAR does not appear in ROLLOUT mode or in RUNWAY
mode up to 30 feet.
The YAW BAR only appears in RUNWAY mode, up to 30 feet, and during
LAND mode, align or rollout phases.
This bar is said to be centered when just below the central yellow square.
Energization in FLIGHT :
The safety test at power rise is not performed. The two FDs engage in Vertical
Speed ( V/S ) and Heading ( HDG ) modes if no AP is engaged.
Flight Director Pushbutton
FD pushbuttons, located on the EFIS control panels of the Flight Control Unit,
allow the Flight Director symbols to be removed from the Primary Flight Display.
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HDG - V/S
SELECTION
TRK - FPA
SELECTION
Figure 17
Flight Director Selection and Indications
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FLIGHT DIRECTOR DESCRIPTION OPERATION ( CONT. )

Bar Display
The Flight Director bars can be used provided heading/vertical speed is selected on the FCU.
HDG / VS displayed at power up.
AP/FD modes are correctly followed, when the FD bars are centered on the
fixed aircraft symbol of the PFD.
The FMGCs can send a command to the DMCs to make the FD bars flash for
10 seconds.
The FD pitch and roll bars flash in the following conditions :
When one AP or FD is engaged, when no AP/FD were previously engaged
If V/S and HDG modes are engaged with approach modes engaged or in
the NAV mode associated, with RNAV approach
When the glide data is lost above 100 feet with approach modes engaged
the PITCH BAR flashes
When the LOC data is lost above 15 feet with approach modes engaged the
ROLL BAR flashes.
Flight Path Director ( FPD ) Symbol

The Flight Path Director can be used provided track/flight path angle ( TRK/
FPA ) is selected on the FCU.
The Flight path director symbol shows the pilot how to intercept and fly the vertical and lateral flight path.
Flight Path Vector ( FPV ) Symbol
The Flight Path Vector symbol represents the track and flight path angle actually being flown.
When the pilot superimposes the FPV and the FPD symbols, the aircraft is flying the commanded trajectory.
Yaw Bar Symbol

The yaw bar appears in take-off and landing phases and is identical to the FD
bar case.
It only appears in RUNWAY mode up to 30 ft RA and during align ( at 30 ft )
and rollout phases of LAND mode on ground.
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HDG - V/S
SELECTION
TRK - FPA
SELECTION
Figure 18
Flight Director Selection and Indications
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FMA DESCRIPTION
AP, FD, A/THR
ENGAGEMENT
STATUS
FLIGHT MODE ANNUNCIATOR ( FMA )

The flight mode annunciator ( FMA ), which is just above the primary flight displays, shows the status of the autothrust, the vertical and Iateral modes of the
autopilot and flight director, and the approach capabilities, and the engagement
status of the AP/FD and the autothrust.
After each mode change, the FMA displays a white box around the new
annunciation for ten seconds.
In the three Ieft columns:
The first Iine shows the engaged modes in green.
The second Iine shows the armed modes in blue or magenta.
Magenta indicates that the modes are armed or engaged because of a
constraint.
The third Iine displays special messages:
Messages related to flight controls have first priority :
MAN PITCH TRIM ONLY in red, flashing for 9 seconds, then steady
USE MAN PITCH TRIM in amber, pulsing for 9 seconds, then steady
Messages related to the FMGS have second priority.
Figure 19
The fourth column:

Displays approach capabilities in white.
Displays DH or MDA / MDH in blue.
The fifth column:
Displays the engagement status of AP, FD, and A/THR in white.
Displays a box around FD for 10 seconds in case of automatic FMGC switching.
Displays A/THR in blue when autothrust is armed but not active.
Note:
When one AP is engaged, the master FMGC drives both FMAs.
If no AP is engaged, each FMA is driven by its onside FMGC.
(The onside FD pushbutton must be ON to display AP/FD modes and
approach capabilities).
FMA
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Figure 20
FMA
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Figure 21
FMA
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Figure 22
FMA
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Figure 23
FMA
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Figure 24
FMA
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LANDING CAPABILITY CONDITIONS

Landing Capabilities
Whatever the flight phase, each Flight Management Guidance Computer
( FMGC ) computes its own automatic landing capability according to the availability of the varius sensors and functions.
According to this capability, each FMGC computes the landing capacity which
takes into account information from both FMGCs.
When the AP and FD are disengaged for one FMGC, the landing capability
corresspons to the category of the only FMGC likely to provide automatic landing.
When the AP or FD is engaged for the two FMGCs, the landing capability corresponds to the lowest category coming from the two FMGCs.
The master FMGC then sends the category of landing to be displayed on both
Primary Flight Displays ( PFD, on FMA ) via the Display Management Computers ( DMC ).
The LAND 3 FAIL OPERATIONAL capability is obtained, when both FMGCs
have the LAND 3 FAIL OPERATIONAL category.
In this configuration, the objective is to continue automatic landing in spite of
the simple failures which might affect the various systems used during this
phase.
NOTE : Below 100 ft RA, LAND 3 FAIL PASSIVE and LAND 3 FAIL OPERA
TIONAL categories are memorized, until the LAND TRACK mode is
disengaged or the 2 APs are disengaged.
A failure occurring below 100 ft does not cause any capability down
grading.
The CAT 1, CAT 2, CAT 3 SINGLE and CAT 3 DUAL messages are displayed
on the FMA according to the landing capabilities send by the FMGCs.
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FMGC 1
FMGC 2
FMGC 1
FMGC 1
Figure 25
Land Capability - Block Diagram
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LAND 2 Capability
One Autopilot engaged involves the validity of at least one Elevator Aileron
Computer (ELAC) and one Spoiler Elevator Computer (SEC) including hydraulic condition.
The output LAND 2 CONDITION is used in the logic of the land 3 fail passive capability.
LAND 3 FAIL PASSIVE Capability
Land 3 Fail Passive Capability is frozen below 100 feet as long as one Autopilot remains engaged in LAND TRACK.
A failure occuring below 100 feet does not cause any Capability Downgrading.
For details and meaning of the LAND 2 COND input refer to the logic of
land 2 capability.
The RESET CAPABILITY output is used in the logic of land 3 fail operative capability.
LAND 3 FAIL OPERATIONAL Capability
Each command/monitoring FMGC channel performs Landing Capabilities.
Land 3 Fail Operational Capability is frozen below 100 feet as long as one Autopilot remains engaged in LAND TRACK.
A failure occuring below 100 feet will thus not cause any Capability
Downgrading.
Note that the EFCS in FAIL OP status means that there is a redundancy of
hydraulic systems and of surfaces.
POWER SUPPLY SPLIT condition means that both power supplies must be
dissociated and provided by independent buses.
The RESET CAPABILITY input is detailed in the logic of land 3 fail
passive capability.
Capacity Downgrading Display
Land category INOP messages are displayed on ECAM status page, on the
right column.
Downgraded land category messages are displayed on ECAM STATUS page,
on the left column.
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LAND 3 FAIL OPERATIVE CAPABILITY
LAND 3 FAIL PASSIVE CAPABILITY
LAND ARM AND LAND ARM OPP

OVER 400FT
LAND TRACK AND LAND TRACK OPP
LAND 2 COND
AP AND AP OPP ENG

A/THR OR A/THR OPP ENG
FWC OWN AND OPP VALID

POWER SUPPLY SPLIT
ENGINE STOPPED
LAND 3
FAIL
OPERATIVE
CAPABILITY
A/THR ENG
A/THR OPP ENG
S
RA OWN VALID
RA OPP VALID
PFD OWN AND OPP VALID
LAND 3
FAIL
PASSIVE
CAPABILITY
LAND 3 FAIL OP CAPABILITY
NO ELAC AP DISC
IR OWN,OPP AND 3 AVALID
RA OWN AND OPP VALID
ILS OWN AND OPP VALID
ADR OWN,OPP AND 3 VALID
FAC OWN AND OPP HLTY
RA > 100FT
RESET
CAPABILITY
LAND TRACK
LAND TRACK OPP
BSCU VALID
RESET
CAPABILITY
NO AP ENG
ADIRS MONITORING BY FAC OWN AND OPP OK

YAW DAMPER OWN AND OPP HLTY
RUD TRIM OWN AND OPP HLTY
LAND 2 CAPABILITY
LAND ARM OVER 400FT OR LAND
TRACK
AP ENG
LAND ARM OPP OVER 400FT OR LAND
TRACK OPP
AP OPP ENG
FWC OWN VALID

FWC OPP VALID
PFD OWN VALID
PFD OPP VALID
ILS OWN OK
LAND 2
CAPAB
ILS OPP OK
LAND 3 FAIL PAS CAPABILITY

LAND 3 FAIL OP CAPABILITY
Figure 26
LAND 2
CAPABI
LITY
Partial Landing Capabilities
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FLIGHT CONTROL UNIT

Purpose
In general, the Flight Control Unit (FCU) provides the short term interface between the crew and the Flight Management and Guidance System.
The FCU comprises three panels :
- one center panel (auto flight control section) which features the
controls and the displays associated with the AFS.
- two symmetrical panels (EFIS control sections) located on the left side
and on the right side of the center panel. These panels include the
controls and the displays associated respectively with the Captain and
the First Officer EFIS display units.
The FCU it is located on the glareshield.
The FCU is the main interface to engage functions and guidance modes and to
select parameters.
The FCU allows:
Engagement of Autopilots, Flight Directors and Autothrust.
Selection of Guidance modes; e.g. Heading,Vertical Speed or Track Flight
Path Angle.
Selection of Flight parameters; e.g. Speed, Altitude, Mach.
FCU-Reconfiguration
The FCU consists of two identical computers ( FCU #1 and #2 ) totally independent.
The computers ( SIDE 1 and SIDE 2 ) have separate power supplies.
Each side is associated with the controls on the front panel of the unit.
The display is common to both sides, whereas the signals are routed via
separate paths.
Only one is active at the time, the other is in standby for AFS but controls his
Baro-correction. When both channels fail, all FCU controls are inoperative.
AUTOTHRUST, AP/FD 1 AND AP/FD 2 are not available.
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Figure 27
Flight Control Unit (FCU)
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FLIGHT CONTROL UNIT (CONT.)

Changeover
In order to ensure segregation of barometric selections and displays, the CAPT
and F/O BARO parameters are controlled, in normal operation, independently
by the two different FCU - processors.
If both FCUs are healthy, the FCU 1 is active and controls Capt BARO selection, AFS display, AFS and EFIS pushbutton switches as well as ARINC
1 bus.
The FCU 2 controls only F/O BARO selection and ARINC 2 bus.
When FCU 1 is failed, there is a changeover on FCU 2 which becomes full
active. It then controls the whole FCU.
When FCU 2 is failed, FCU 1 remains active and also controls F/O BARO
selection and ARINC 2 bus.
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FCU 2 NOT VALID
FCU 1 NOT VALID
Bus #1
FCU DISPLAYS
Bus #2
FCU 1 NOT VALID

FCU 2 NOT VALID
FCU 1 NOT VALID
FCU
FCU
Figure 28
Changeover Block Diagram
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FCU PHILOSOPHIE
The guidance targets and their associated modes are of two types:
managed by the FMGS
selected by the crew
Those managed by the FMGS are indicated by dashed windows with the associated dot illuminated white.
Those selected by the crew are displayed on the windows with the associated
dot extinguished.
Note: ALTITUDE WINDOW IS NEVER DASHED AND ALWAYS DISPLAYS
PILOT SELECTED ALTITUDE.
FCU PANEL DESCRIPTION
There are four selector knobs:

SPD-MACH
HDG-TRK
ALT
V/S-FP A
Selector knobs can be turned and pulled or pushed ( exept on A 320 V/S-FPA
which cannot be pushed ).
APRR mode engagement P/B Sw

Arms, disarms, engages or disengages approach modes.
AP 1 - AP 2 Engage P/B Sws

Engages or disengages autopilot functions.
Illuminated green when the AP is engaged.
A/THR - Engage P/B Sw
Arms, activates or disconnects the autothrust functions.
Illuminated green if the A/THR is armed or active.
Meter selection P/B Sw
Used to display the FCU selected altitude target and QNH in meters on ECAM.
LOC mode engagement P/B Sw

Arms, disarms, engages or disengages the LOC mode.
In order to arm/engage managed guidance the pilot must push the associated selector knob e.g. HDG selection knob pushed = NAV mode engaged/
armed.
In order to engage a selected guidance mode, the pilot has to turn (to set
the required value) then pull the selector knob to engage the mode on the
selected target.
In managed guidance (window dashed), turning the selector knob (without
pulling it) dispays the set value for 45 seconds ( A 320 for 10 seconds) in
the HDG-TRK and V/S-FPA windows and 10 seconds in SPD/MACH
window
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SPEED/MACH control area
Lateral control area
AP-A/THR control area
Vertical control area
SPEED/MACH WINDOW
HDG/TRK WINDOW
AP1-AP2 pb
ALTITUDE WINDOW
-shows selected SPD or MACH in

selected guidance
-shows after PWR UP: SPD 100
-shows selected HDG or TRK in

selected guidance
-shows after PWR UP: ------ in managed guidance
-Display range: between 0 -359 deg.
-engages or disengages autopilot

function
-always displays a target value selected

by the crew. The window is never dashed
HDG TRK selector knob
A/THR pb
---- in managed guidance

-Display range: between 100 and 399 KT
for speed, between 0.10 and 0.99 for
MACH number
SPD/MACH selector knob
-Knob pushed: armes/engages NAV

for managed guidance
-Knob pushed: engaged SPD/MACH for

managed guidance
-knob pulled: engages HDG or TRK in

selected guidance
-Knob pulled: engaged SPD/MACH for

selected guidance
SPD/MACH pb
-illuminated green when the AP is

engaged
-arms, activates or disconnects the

autothrust
-illuminated green if the A/THR is armed
or active
Altitude selector knob (outer and inner)

-outer knob has 2 selectable positions:
100ft or 1000ft
-inner knob sets the altitude in the FCU
window
- knob pushed: CLB / DESCT.
- knob pulled: OPEN CLB /OPEN DESCT.
ECAM meter selector push button
-is used to display the FCU altitude target
in meters on the ECAM
LOC mode engagement pb

Arms, engages or disengages the
LOC mode
V/S-FP A window
-shows selected V/S or FPA in selected
guidance
-shows --- in manged guidance
-Depressing this pb changes SPD target

to corresponding MACH target and vice
versa
(automatic on FL 305)
V/S-FP A selector knob

-turning sets V/S or FPA value to be displayed in the V/S/FPA window.
V/S range: -6000 +6000 ft/min
FPA range: -9.9 +9.9 deg.
-knob pushed: engages an immediate
Level Off (V/S or FPA=0)
-knob pulled: engages V/S or FPA mode
APPR push button
-arms, disarms, engages or disengages
approach modes
MANAGED DOT
HDG-V/S/TRK-FP A PB
SPD/MACH PB
ECAM METER SELECTOR PB
Figure 29
Panel Description
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ECAM - FCU Warnings.
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FCU 1 AND 2 FAULT
FCU 1 (2) FAULT
CAT 2 only
Figure 30
CAT 3
FCU Warnings
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22-30
AUTOTHRUST
Purpose
The autothrust ( A/THR ) system is part of the auto flight system .The autothrust system ensures the functions below through the control of the thrust :
speed hold ( selected by the pilot : manual control or computed by the
FMS: auto control )
Mach hold ( selected by the pilot : manual control or computed by the
FMS: auto control )
thrust hold
thrust reduction during flare-out ( RETARD )
protection against excessive angle of attack ( ALPHA FLOOR protection )
The A/THR is integrated in the Flight Management and Guidance System.
The Engine Interface Units ( EIUs ) and the Electronic Control Units ( ECUs ) /
Electronic Engine Control ( EECs ), ensure the link between this system and
the engines.
The use of digital engine control units permitted to simplify the autothrustsystem through :
the deletion of the autothrottle actuator ( use of a digital link between the
FMGC and the ECUs/EECs )
the deletion of the limit thrust computation ( already performed by the
ECUs/EECs )
the deletion of the limit thrust panel ( the ECUs/EECs make this selection
automatically depending on the position of the throttle levers ).
the deletion of the TO/GA levers ( the engagement of these modes is made
through push action on the throttle control levers ).
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-----------------------------------------------------------------------------!
ENGAGEMENT OF AP
!
ENGAGEMENT OF FD
!
A/THR ACTIVE !
!---------------!------------!-------------!--------------!
!
!
1
!
2
!
1
!
2
!
!
!---------------!------------!-------------!--------------!------------------!
!
ON
!
*
!
*
!
*
!
A/THR 1
!
!---------------!------------!-------------!--------------!------------------!
!
OFF
!
ON
!
*
!
*
!
A/THR 2
!
!---------------!------------!-------------!--------------!------------------!
!
OFF
!
OFF
!
ON
!
*
!
A/THR 1
!
!---------------!------------!-------------!--------------!------------------!
!
OFF
!
OFF
!
OFF
!
ON
!
A/THR 2
!
!---------------!------------!-------------!--------------!------------------!
!
OFF
!
OFF
!
OFF
!
OFF
!
A/THR 1
!
!
!
!
!
!
(OR A/THR2 IF !
!
!
!
!
!
A/THR 1 FAIL) !
!----------------------------------------------------------------------------!
* either ON or OFF
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DESCRIPTION AND OPERATION

Engagement
The engagement of the Autothrust function can be MANUAL or AUTOMATIC.
The Autothrust ( A/THR ) is engaged MANUALLY by pressing the A/THR
pushbutton on the Flight Control Unit ( FCU ).
This is inhibited below 100 feet RA, with engines running.
The A/THR is engaged AUTOMATICALLY :
- when the Autopilot/Flight Director ( AP/FD ) is engaged in TAKE-OFF
or
-GO AROUND modes,
- or
- in flight, when the Alphafloor is detected ; this is inhibited below 100
feet RA except during the 15 seconds following the lift-off.
Note: To effectively have A / THR on engines, the engagement of the A / THR
is confirmed by a logic of activation in the Engine Control Unit ( ECU ).
A/THR Loop Principle
To perform the A/THR function, the Flight Management and Guidance Computer ( FMGC ) communicates, on the one hand, with the FCU and, on the
other hand, with the ECU via the FCU and the Engine Interface Units ( EIUs ).
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ACTIVE
RANGE
FLX
TO
EXCEPT
FLX TO
>IDLE
Figure 31
A/THR Engagement
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Description and Operation (Cont.)

Thrust Levers
The thrust levers are manually operated and electrically connected to the Engine Control Units.
Each lever has 4 positions, defined by DETENTS or STOPS, and 3 operating
segments.
Note that the thrust levers never move automatically.
The Engine Control Units compute the thrust limit which depends on the position of the thrust levers.
The thrust levers can be moved on a sector which includes specific positions :
- 0 : corresponds to an IDLE thrust,
- CL : corresponds to a CLIMB thrust,
- FLX/MCT : corresponds to a FLEXIBLE TAKE-OFF thrust or a
MAXIMUM CONTINUOUS thrust,
- TO/GA : corresponds to a MAXIMUM TAKE-OFF/GO AROUND
thrust.
The thrust reverser levers only allow REVERSE thrust to be performed.
If a thrust lever is in a detent, the thrust limit corresponds to this detent.
If a thrust lever is not in a detent, the thrust limit corresponds to the next higher
detent.
The FMGCs select the higher of the ECU1,and ECU2 thrust
limits.
A/THR Function Logic
The A/THR function can be ENGAGED or DISENGAGED.
When it is engaged, it can be ACTIVE or NOT ACTIVE.
DISENGAGEMENT case :
- the thrust levers control the engines,
- on the FCU, the A/THR pushbutton light is OFF,
- the Flight Mode Annunciator ( FMA ) displays neither the A/THR engagement status nor the A/THR modes.
When the A/THR engage logic conditions are present, the A/THR can be engaged.
It is active or not active depending on the thrust lever position.
A/THR is ACTIVE if :
- setting thrust levers between CL and IDLE detents ( with two engines
running )
- or between MCT and IDLE detents if one engine inoperative
- selecting the FCU A/THR pb on while the thrust levers are in the
A/THR active range
- activation of ALPHA FLOOR regardless of A/THR initial status and
thrust levers position.
Note : While A/THR is active:
- If at least one thrust lever is set out of the CL detent anywhere within
the A/THR active range, A/THR remains active.
ASYM amber message is displayed on FMA.
When the A/THR function is ENGAGED and ACTIVE :
- the A/THR system controls the engines,
- on the FCU, the A/THR pushbutton light is ON,
- the FMA displays the A/THR engagement status ( in white ) and the
A/THR mode.
A/THR is NOT ACTIVE if ;
- as soon as one thrust lever is placed outside the active range, the two
engines are controlled by the position of the thrust levers.
This lasts as long as the ALPHA FLOOR protection is not activated.
When the A/THR function is ENGAGED and NOT ACTIVE
- the thrust levers control the engines,
- the A/THR pushbutton light is ON,
- the FMA displays the A/THR engagement status ( in cyan ) and the
A/ THR mode.
Note that in case of one engine failure, the A/THR activation zone becomes
between MCT and > 0 stop.
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ACTIVE
RANGE
EXCEPT
FLX TO
>IDLE
Figure 32
FLX
TO
A/THR Engagement
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Description and Operation (Cont.)

Modes
The A/THR function works according to modes and their related reference parameters.
The reference parameter can be :
- a SPEED or a MACH NUMBER; in this case, the source is either
the FCU ( value chosen by the pilots ) or the FMGC itself,
- a THRUST; in that case, the sources are either the ECUs ( which
compute the thrust limit ) when the thrust limit is needed, or the
FMGC itself.
The possible Autothrust modes are SPEED, MACH, THRUST, RETARD
and ALPHAFLOOR - PROTECTION.
The choice of the mode is made by the FMGCs :
- SPEED or MACH mode, the reference which are selected
on FCU or managed by the FMGC,
- THRUST mode, where the reference corresponds to a thrust limit
computed by the ECUs ( according to the thrust lever position ), idle
thrust in descent or optimum thrust computed by the FMGC,
- RETARD mode : a thrust reduced to and maintained at idle during
flare,
- ALPHAFLOOR - PROTECTION : a TO/GA thrust setting to protect
the aircraft against excessive angle-of-attack and windshear.
Alphafloor
The A/THR function protects against an excessive angle of attack.
The Alphafloor signal is detected by the FACs or ELACs.
In case of excessive angle-of-attack, the FACs send an order to the FMGCs
which activate the Alphafloor protection.
The Alphafloor detection automatically engages and activates the A/THR function, whatever the thrust lever position and the A/THR engagement status :
the engine thrust becomes equal to Take-Of f / Go Around thrust.
When the A/THR is active with the Alphafloor protection active, the amber
message A. FLOOR is displayed on the Flight Mode Annunciator.
When the A/THR is active with the Alphafloor protection active but, with the
Alphafloor detection no longer present in the FACs, the amber message
TOGA LK ( LK for LOCK ) is displayed on the FMA.
The Alphafloor protection can only be cancelled through the disengagement of
the A/THR function, via the A/THR pushbutton or the A/THR instinctive disconnect switches.
The A/THR modes depend on the active vertical mode of the Autopilot or
Flight Director.
When no vertical mode is engaged, the A/THR operates in SPEED / MACH
modes except :
- when THRUST mode engages automatically in case of Alphafloor,
- when, A/THR being in RETARD, APs and FDs disengage, the A/THR
function remains in RETARD mode.
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ACTIVE
RANGE
EXCEPT
FLX TO
>IDLE
Figure 33
FLX
TO
A/THR Engagement
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Description and Operation ( Cont. )

A/THR Operation in Flight
The Aircraft is on GROUND and ready for take-off.
Neither AP nor A/THR are engaged.
The engines are controlled by the thrust levers.
Disconnection
Besides the normal A/THR operation, the A/THR function is disengaged either
by pilot action or in case of a system failure.
To TAKE-OFF , the pilot sets the thrust levers to the TO/GA stop or to the
FLEX/MCT detent if a flexible temperature is selected on the MCDU.
This engages the A/THR function ( but it is not active ).
At THRUST REDUCTION ALTITUDE, a message on the Flight Mode Annunciators indicates to the pilots that they have to set the thrust levers in the
CL detent.
As soon as the thrust levers are in CL detent, the A/THR is active.
Then, the thrust levers remain in this position until the approach phase.
If only one thrust lever is set into CL - MCT area, a message on the FMAs
warns the pilot to set the thrust lever to CL detent ( LVR ASYM ).
The A/THR remains active.
During AUTOMATIC LANDING, before touch down, an auto call out,
RETARD , indicates to the pilot that he has to set the thrust levers to the
IDLE stop.
When he does it, the A/THR disengages.
The A/THR function can be disengaged either by pressing at least one of the
two red instinctive disconnect switches on the side of thrust levers 1 and 2 or
by pressing the A/THR pushbutton on the FCU.
A/THR disengagement can also be due to an external system failure.
When the A/THR function is active, the actual engine thrust does not necessarily correspond to the thrust lever position.
Consequently, it is important to know what happens after Autothrust disconnection.
- As long as a thrust lever remains in its detent, the thrust on the
corresponding engine is frozen at its last value just before the disconnection.
- As soon as a thrust lever is moved from the detent, or if it was not in a
detent, the thrust on the corresponding engine is smoothly adapted
to the thrust lever position.
This allows the automatic activation of the ground spoilers if they are in armed
condition.
Then, on GROUND, the pilot sets the thrust reverser levers to the REVERSE
position.
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ACTIVE
RANGE
EXCEPT
FLX TO
>IDLE
Figure 34
FLX
TO
A/THR Engagement
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Description and Operation ( Cont. )

Isolation of the Engines from the A/THR System
A separation of the ECUs from the FMGCs after a disengagement, is done
through the wired discrete that the ECUs receives directly.
This disconnection can be done in two different ways:
Standart disconnection;
- depress the INST DISC P/B on thrust levers, or
- set all thrust levers to IDLE detent.
Non standart disconnection;
- depress the FCU A/THR P/B while A/THR is active ( no effect in LAND
TRACK ), or
- loss of the arming conditions ( e.g. failure condition ).
Action on one of the two INST DISC P/B forces the relays of FMGC and ECU
to the separat the systems.
Action of one of the two INST DISC P/B for more than 15 sec. inhibits any engagement of the A/THR function, what ever the reason ( FCU A/THR P/B
switch, Alpha floor protection etc. )
Recovering is only possible at next computer power up.
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15 sec
Figure 35
Isolation of the Engines
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22-60
FLIGHT AUGMENTATION
Functions
The FAC performs the functions given below :
- yaw damper
- rudder trim ( manual or automatic )
- rudder travel limiting
- monitoring of the flight envelope and computations of maneuvering speed
- achievement of yaw autopilot order using power loops of yaw damper and
rudder trim.
In addition the FAC 1 performs the BITE function of the AFS.
Operating principles
The FAC is a dual-dual type system for yaw damper, rudder trim and rudder
travel functions ( fail operational ).
FAC 1 and 2 can be engaged at the same time through FAC 1 and FAC 2
pushbutton switches on the overhead panel. Only one system is active at a
time : FAC 1 has priority, FAC 2 being in standby and synchronized on FAC 1
orders. An automatic changeover occurs on FAC 2 in case of disengagement
or failure of FAC 1.
Partial changeover per function ( yaw damper, rudder trim, RTL ) is possible.
The following functions are achieved upon energization independently of FAC
pushbutton switches :
- monitoring of the flight envelope
- computation of maneuvering speed.
The FMGCs and the PFDs receive these information signals as follow:
- FMGC 1 and Capt PFD normally use data from FAC 1
- FMGC 2 and F/O PFD normally use data from FAC 2
In the event of failure, the FMGCs and the PFDs use the data from the active
FAC.
Yaw Damper
The yaw damper provides :
- manual yaw stabilization.
The ELACs compute the corresponding data and transmit them to the rudder
surface via the servo loop of the yaw damper ( FAC ).

- alternate law for Dutch roll damping when the ELAC no longer computes
normal yaw stabilization.
- Dutch roll damping ( including turn coordination ) when the autopilot is enga
ged in cruise only.
- engine failure recovery when the autopilot is engaged ( the ELACs provide
this function in manual flight ).
Rudder Trim
The rudder trim provides :
- manual control via a rudder trim control switch located on the center pedestal.
In addition the ELACs compute a command signal for rudder deflection ( normal yaw damping law including recovery of engine failure ) performed by the
trim sub-system in manual flight.
Reset of the rudder trim position is possible using a pushbutton switch located
on the center pedestal.
- automatic control when the autopilot is engaged which provides the accomplishment of yaw autopilot command and the recovery of engine failure.
Position of the trim is indicated on the center pedestal.
Rudder Travel Limitation
This function provides the limitation of the rudder travel by displacement of a
stop as a function of the speed.
Monitoring of flight envelope and computation of maneuvering speed
This function provides the primary flight display ( PFD ) with different data displayed on the speed scale.
The FAC also computes the conditions of activation of the alpha floor mode of
the A/THR functions (angle of attack protection in case of windshear).
BITE function of the system
The FAC 1 performs BITE function of the whole AFS / FMS.
Each computer includes its own BITE function and is linked to the FAC 1.
The MCDU displays the content of the maintenance data via the CFDIU.
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ARTIFICIAL FEEL
YAW DAMPER ACT (YELLOW)

YAW DAMPER ACT (GREEN)
RUDDER POSITION
TRANSDUCER UNIT
Figure 36
Rudder Components
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Figure 37
FAC Components
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Figure 38
FAC Peripheral
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26 V AC POWER SUPPLY
The rotary variable differential transformers ( RVDT ) and the linear variable
differential transformers ( LVDT ) associated with the FAC1 are supplied with
26V/400 Hz :
- from the 115VAC ESS BUS 4XP through the 26VAC ESS BUS 431XP.A
via 3A circuit breaker 14CC1.
The components associated with the FAC2 are supplied with 26V / 400 Hz :
- from the 115VAC BUS 2 2XP through the 26VAC BUS 2 231XP-A via 3A
circuitbreaker 14CC2.
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HEATER
This CB supplied also the heater of the RTL unit
Figure 39
Power Supply - Block Diagram
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ENGAGEMENT - DESCRIPTION AND OPERATION

General
Each flight augmentation computer ( FAC ) includes two independent computation channels with digital processors.
The engagement and monitoring principles ensure :
- safe operation through the failure detectors
- maximum availability through the automatic reconfigurations further to
failures.
System Description
Each FAC comprises the following devices for function monitoring :
- an engagement device per FLT CTL/FAC pushbutton switch common to the
yaw damper, rudder trim and rudder travel limiting functions.
- global internal monitoring of the computer in software ( real-time monitor )
and hard-wired circuitry ( FAC HEALTHY, watchdog ).
- Monitoring of reconfiguration of certain peripherals
- monitoring of sensors.
The result of the failure is memorized in flight only.
The logic circuits common to all the functions lead to the total loss of the FAC
with illumination of the FAULT legend.
The result of the failure is memorized.
The reset will be possible only upon manual action by the pilot on the
FLT CTL / FAC pushbutton switch.
The Flightcontrol function can be disengaged through action on the pushbuttonswitches, but not the flight envelope protection.
Connection with FLT CTL/FAC Pushbutton Switches

Each FAC is associated with an engagement pushbutton switch located on the
FLT CTL panel, on the overhead panel.
This pushbutton switch serves for :
- The engagement or the disengagement of all the flight control func tions,
engagement status : no indication on the pushbutton switch,
disengagement status : the OFF legend is on.
- The indication of FAC failures with the FAULT legend. This authorizes a
pilot action ( FAULT/OF F ) to reset the digital section of the FAC.
If the action is operative, the FAULT legend goes off and the system can
be re-engaged.
Therefore in normal operation the legends are off.
In abnormal operation these indications are given :
- computer not energized or not installed :
FAULT legend on ; ECAM warning.
- FAC failures specific to one function :
FAULT legend off ; ECAM warning.
- Common FAC failures which can be reset :
FAULT legend on with possible reset by the pilot ; ECAM warning.
- Power-supply transient failures :
FAULT legend on with possible reset by the pilot.
- FAC failures on the ground with engines shut down :
FAULT legend with automatic reset at failure suppression.
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Figure 40
FAC Engagement
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Warnings - FAC Faults
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FAC 1 (2) Fault
FAC 1 and 2 Fault
CAT 3 DUAL
Figure 41
Warnings - FAC Faults
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CONFIGURATION AND OPERATIONAL SPEED COMPUTATION - DESCRIPTION AND OPERATION

General
The flight augmentation computer ( FAC ) fulfills several functions independently of the engagement status of the FLT CTL/FAC pushbutton switches.
These functions are necessary for :
- the control of the speed scale on the primary flight displays ( PFDs ).
- the adaptation of gains of the flight management and guidance computer
( FMGC ) and elevator aileron computer ( ELAC ).
- the distribution of signals for the FMGC control laws
- the protection of the flight envelope in automatic flight ( speed limits for the
FMGC, alpha-floor for the autothrust )
- the display of the rudderposition input.
The FAC therefore computes :
- the weight and the center of gravity
- the characteristic speed data
- the aerodynamic flight-path angle ( Gamma actual ) and the potential
flight-path angle ( Gamma command )
- the alpha-floor protection
- the position of the rudder trim for the ECAM system.
- the windshear detection.
- the low energy warning.
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Figure 42
Interconnection between FAC and Users
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The signification of the different speed data is given below :

- VSW : stall warning speed
- VALPHA PROT : speed corresponding to angle-of-attack reached when
ELAC Alpha Protection is triggered.
- VALPHA LIM : minimum speed which can be reached in ELAC Alpha
Protection
- VLS : lower selectable speed for a given configuration
- VMAN (Green dot) : maneuvering speed :
This speed represents the drift down speed which corresponds to the
optimum speed (max. lift-to-drag ratio) in the event of engine failure.
- V3 and V4 : minimum flap and slat retraction speed
V3(F) = minimum flap RETRACTION speed
V4(S) = minimum slat RETRACTION speed
- VMAX : maximum allowable speed
It determines a maximum value not to be exceeded. It represents,
depending on the configuration, the smallest value of the following :
VFE = maximum flap and slat extended speed
VLE = maximum landing gear extended speed in clean configuration
VM0/MM0 = maximum operating limit speed
- VMAXOP : maximum selectable speed
- VC TREND : airspeed tendency.
It corresponds to the speed increment in 10s with the actual acceleration
of the aircraft
- VFEN : in landing phase, it corresponds to the VFE at next flap/slat position.
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SPD LIM FLAG
Appears when both FACs are inoperative.

In this case, the following PFD information is
lost :
- VSW, VLS, S, F, Green Dot, Speed Trend,
VMAX, VFE, VFE NEXT.
SPD
LIM
FLT / CTR IN PITCH

ALTN OR DIRECT LAW
FLT / CTR IN PITCH

NORMAL LAW
Figure 43
PFD - SPD Scale
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DETECTION OF ALPHA FLOOR

Computation of Alpha Floor Protection
The alpha floor protection is calculated in the FAC.
This function enables :
- To protect the aircraft against excessive angle-of-attack.
To do this, a comparison is made between the aircraft angle-of-attack and
predetermined thresholds function of configuration.
Beyond the thresholds the FAC transmits a command signal to the autothrust
which will apply full thrust.
- To protect the aircraft against windshear in approach by determining a
wind acceleration ( deduced from the difference between ground
acceleration and air acceleration ).
The ELAC direct computation of the alpha floor protection is taken into account
directly as soon as the first detection is made either by the FAC or by the
ELAC
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FAC 1/2
ELAC 1/2
Figure 44
Detection of Alpha Floor Condition
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WINDSHEAR DETECTION
ENERGY AWARENESS
General
The windshear is a sudden change in wind direction and / or speed over a
relatively short distance in the atmosphere. This can have an effect on aircraft
performance during takeoff and landing phases.
In windshear conditions, the principle is to reduce the detection threshold according to the detected windshear in order to get the possibility of performing a
go around maneuver sooner.
General
It is the generation of an aural warning from FWCs in the cockpit, telling the
crew that with the current thrust, it wont be possible to recover flight path angle
through pitch control.
The only warning is. SPEED SPEED SPEED !
Whenn this low energy warning appears, thrust must be increased until warning disappears, or alpha floor may be triggered.
This warning is available only with flaps and slats in configuration 3 or Full and
with radio altitude between 100 ft and 2000 ft.
The alpha floor function inhibits the low energy warning.
The low energy warning is triggert if the A/C angle of attack is greater than the
computed low energy angle of attack. The latter depends on A/C configuration, deceleration rate and flight path angle.
Warning
The windshear warning is only active at takeoff and at landing below 1000 ft.
During the landing phase the warning is inhibited at 50 ft.
The crew is informed of a windshear by activation of the following warnings:
- Red WINDSHEAR legend displayed on the PFDs at least 15 s
- WINDSHEAR three times announcement generated by the FWC.
The computation is performed in the FACs, and relies only on ADIRU avaibility.
In case of warning inhibition in both FACs, the WINDSHEAR DET FAULT

message appears on the upper ECAM display unit during TO or landing as
soon as the slats are extended.
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WIND
SHEAR
Figure 45
Windshear Indication on PFD and ECAM
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RUDDER TRIM - DESCRIPTION AND OPERATION

Components
There are two rudder trims. All components are duplicated exept the RUDDER
TRIM selector and RESET button.
The rudder trim function is achieved by ;
an electromechanical actuator which comprises 2 asynchronous motors
connected to a reduction gear by rigid linkage and 4 Rotary Variable Differential Transduceres ( RVDT ).
a RUD TRIM selector for manual trim control.
a RESET pushbutton.
a rudder trim indicator located to the left of the RUD TRIM selector.
two Flight Augmentation Computers ( FAC 1 and FAC 2 ).
General
The rudder trim function has two modes: Manual Mode, when the autopilot is
not engaged and Automatic Mode when the autopilot is engaged.
The autotrim order is computed by the laws, whereas the manual trim order
transits through them. The order is then sent to the actuator. This order is reproduced at the rudder pedals.
Priority is given to the rudder trim of FAC 1; a changeover logic enables to the
switch to FAC 2 in case of failure. If both rudder trims fail, the last deflection is
maintained
The rudder position is displayed on the RUD TRIM indicator and on the ECAM
display unit.
Power Loop
During the autotest triggered by the FAC power up the internal actuator monitoring checks the actuator servo-loop and monitor circuit validity, and the enabling signal reception.
Then the changeover logic enables the trim motor to be supplied and the rudder trim laws control it.
The laws compute the trim order and sent it to the actuators motor via the
Electronic Control Circuit.
The feedback in the power loop is provided by two Rotary Variable Differential
Transducers ( RVDT ) for each side.
Monitoring
The computation and the power loop are monitored by comparators. The input
parameters are also monitored.
The computation is monitored by the comparators between the FAC Command
and Monitor parts.
The FMGC and ADIRS peripheral inputs are always monitored.
The power loop is monitored by the the comparators between the rudder trim
order and the position feedback signal.
Manual Mode
When the autopilot is not engaged, the rudder trim order is given by the RUDDER TRIM selector.
Note : The RESET pb. enables to return the rudder to the neutral position.
Automatic Mode
With the autopilot engaged, the Flight Augmentation Computer calculates the
trim order using Flight Management and Guidance Computer and Air Data Reference System data.
Note : At touch-down, the AUTO RESET function moves the rudder to the
neutral position.
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Figure 46
Rudder Trim Schematic
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Warnings - Rudder Trim faults
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RUD TRIM 1 AND 2 FAULT
RUD TRIM 1 (2) FAULT
AP 1+2
Figure 47
Warnings - Rudder Trim Faults
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YAW DAMPER - DESCRIPTION AND OPERATION

Components
There are two yaw dampers. In normal operation both are engaged, but only
one is active. Yaw damper 1 has priority.
The yaw damper function is achieved by :
2 electrohydraulic actuators with an external centring element. Each actuator comprise 1 jack, 1 Linear Variable Differential Transducer ( LVDT ),
2 Electro Valves ( EV ), 2 Bypass Valves, 1 Pressure Switch ( PS ), 1 Servo
Valve ( SV ).
2 Flight Augmentation Computers ( FAC 1 and FAC 2 )
2 Rotary Variable Differential Transducer ( RVDT ).
General
Yaw Damper one and two operate with the changeover logics.The yaw damper
actuators does not move the rudder pedals.
The Yaw Damper function operates as follows :
Order is computed by the laws and sent to the rudder via the related yaw
damper actuator.
YD actuator 1 is powered by the green hydraulic system.
YD actuator 2 is powered by the yellow hydraulic system.
Manual Mode
In manual mode, the autopilot is not engaged and the Elevator Aileron Computer sends the turn coordination, and the dutch roll damping yaw orders to the
FAC.
Land Mode
When the land mode is engaged, the yaw order is computed directly by the
FMGC.
Power Loop
The yaw damper laws control the servovalve and the changeover logic enable
to pressurize the jack.
The feedback in the power loop is provided by a Linear Variable Differential
Transducer ( LVDT ) for the Command side and a Rotary Variable Differential
Transducer ( RVDT ) for the Monitor side.
In case of dual monitor loss, a centring spring rod moves the rudder to the neutral position.
Monitoring
At power up, the yaw damper function safety tests are initiated.
The continuity between the standby yaw damper and its servo valve is tested.
The computation is monitored by the comparators between Command and
Monitor part. The ELAC, FMGC and ADIRS peripheral inputs are always monitored.
The power loop is monitored by a comparator between the yaw order and the
rudder position feedback.
In flight, the hydraulic pressures are monitored by the FAC. The LVDTs and
the RVDTs are always monitored.
Manual Alternate
After a dual Elevator Aileron Computer failure, turn coordination is lost and a
simplified alternate law of dutch roll damping is computed by the FAC.
Auto Mode
In auto mode, the FAC computes the dutch roll damping in clean configuration,
the engine failure recovery in take-off, go-around and runway modes. The turn
coordination law is computed by using roll orders from the FMGC.
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Turn Coordin. , Yaw damp.

Yaw damping
Align, Rollout
Figure 48
Yaw Damper Schematic
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YAW DAMPER DESCRIPTION AND OPERATION (CONT.)

Pressure Switch Function
The table shows the reaction of the Pressure Switch depending of the engagement-state of the electro valve #1 and #2. You see also the actuator modes.
EV 1
EV 2
ACT
PR.SW
0
BY PASS
1
Y/D FAIL
1
ACTIVE
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YAW DAMPER 1 (2) FAULT
YAW DAMPER 1 AND 2 FAULT
Figure 49
Warnings - Yaw Damper Faults
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RUDDER TRAVEL LIMITING DESCRIPTION AND OPERATION

Components
The Rudder Travel Limiting function is dual.
All the components are duplicated.
The Rudder Travel Limiting function ( RTL ) is achieved by ;
- an electromechanical rudder travel limitation unit with two motors.
- two Rotary Variable Differential Transducer ( RVDT ) integrated in the
unit.
- two Flight Augmentation Computers ( FAC 1 and FAC 2 ).
General
The Rudder Travel Limiting function acts through a control law, which is a function of the corrected airspeed, and returns to the low speed limitation in case of
failure.
Normal operation :
The return to low speed logic connects the motor for 30 sec directly to 26 VAC
in order to recover full rudder deflection.
Monitoring
The computation and the power loops are monitored by comparators.
The computation is monitored by the comparator between the FAC Command
and Monitor channels.
The ADIRS parameters ( Vcas ) are monitored by a two-by-two comparison
and then one of them is selected.
The power loop is monitored by the comparators between the Rudder Travel
Limiting order and the RTL unit position feedback.
Rudder Travel Limation Unit
The RTL law in the command channel of the FAC 1 ( active side ) controls the limitation unit stops through a motor.
Return to low speed :
If both Rudder Travel Limiting function fail when the slats are extended,
the full rudder deflection is obtained.
Priority is given to RTL of FAC 1; a changeover logic enables to switch to
FAC 2 in case of failure.
Laws
The Rudder Travel Limiting control law generates a rudder deflection order in
relation to the corrected airspeed.
Power Loop
The Rudder Travel Limiting law controls the units motor, and the changeover
logic enables the motor to be supplied.
The return to low speed function has an independent power supply.
The law computes the RTL order and sends it to its motor via an electronic
control.
The feedback in the power loop is provided by one Rotary Variable Differential
Transducer ( RVDT ) for slaving and monitoring.
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Figure 50
Rudder Travel Limiting Schematic
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Warnings - RTL Faults
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Rudder Travel Limit 1 and 2 Fault
Rudder Travel Limit 1 (2) Fault
CAT 3 Single only
Figure 51
CAT 3 DUAL
Warnings - Rudder Travel Limitation Faults
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22-70
FLIGHT MANAGEMENT
Purpose
The Flight Management part has several functions linked to the flight plan
such as lateral and vertical guidance, or displays.The FLIGHT MANAGEMENT
function of each FMGC, in association with the FCU and two MCDUs, performs ;
- aircraft position computation,
- radio nav tuning,
- flight planning,
- lateral navigation and flight phase management,
- speed management,
- performance data,
- displays of flight management data ( on MCDU, ND and PFD ).
Flight Plan
The flight plan is defined by various elements which indicate the routes the aircraft must follow with the limitations along these routes.
The elements are mainly taken from the data bases or directly entered by the
pilot.
The limitations are mainly speed, altitude or time constraints originated by the
Air Traffic Control (ATC).
The function that integrates these elements and limitations to construct a flight
plan is called FLIGHT PLANNING.
In addition to this, the FM part provides the aircraft position and the follow-up
of the flight plan, this is called NAVIGATION.
Everything can be prepared prior to the take-off but can also be modified
quickly and easily during the flight operation.
In case of a FM problem, the remaining valid FMGC can be used as sole
source to command both MCDUs and NDs ( single mode ).
This data base is updated every 28 days.

Besides this, some room is kept to allow manual entry of 20 navaids, 20 waypoints, 3 routes and 10 runways.
The data base cannot be erased, however, the manually entered data can be
erased.
Two cycle data bases can be inserted, the selection is made automatically using data from the aircraft clock.
Navigation
The navigation process provides the system with current aircraft state information
consisting of present position, altitude, winds, true airspeed and ground speed.
This is achieved using inputs from the inertial reference system, air data sensors and navigation radios ( Global Positioning System (GPS) can also be used
if it is installed ).
Navigation Data Base

The navigation data base provides all necessary information for flight plan
construction and follow-up.
The pilot will either select an already assembled flight plan ( company route CO ROUTE- ), or will build his own flight plan, using the existing data base
contents.
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FMGC 1
Figure 52
FM - Schematic
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FM - DESCRIPTION AND OPERATION (CONT.)

Lateral Flight Plan
The lateral flight plan provides the sequential track changes at each waypoint
within 3 main sections.
Departure :
initial FIX (origin airport), SID...
En Route :
waypoints, navigation aids...
Arrival :
STAR, approach, missed approach, go around...
The lateral steering order can be followed by the pilot or the autopilot through
the NAV mode selected on the Flight Control Unit (FCU).
Vertical Flight Plan

The vertical flight plan provides an accurate flight path prediction which requires a precise knowledge of current and forecast wind, temperature and the
lateral flight path to be flown.
The vertical flight plan is divided into several flight phases :
PREFLIGHT :
fuel / weight / V2 insertions.
TAKE-OFF :
speed management, thrust reduction altitude, acceleration
altitude.
CLIMB : speed limit, speed management.
CRUISE :
top of climb ( T / C ), cruise altitude, top of descent ( T / D ).
APPROACH / MISSED APPROACH / GO AROUND :
thrust / acceleration altitudes.
The vertical steering order can be followed by the pilot or the autopilot.
Any level change in the vertical profile is initiated after a push action on a level
change selector.
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Performance
The performance data base contains optimal speed schedules for the expected
range of operating conditions.
Display
According to the pilot selection on the FCU, the flight plan is shown in relation
to the aircraft position on the ROSE-NAV or ARC modes.
Several performance modes are available to the operator with the primary one
being the ECONOMY mode.
The ECON mode can be tailored to meet specific airline requirements using a
selectable COST INDEX ( CI ).
A Cost Index is defined as the ratio of cost of time ( $ / h ) to the cost
of fuel ( cts / pds ).
The speed and the thrust values associated with a given Cost Index are used
to determine the climb and descent profiles.
FUEL and TIME are the main actors in this particular part of the FM function
and direct the airline choice.
The aircraft model is fixed and the chart moves.

The difference between the two modes is that the half range is available when
the Navigation Display ( ND ) is set to ROSE mode as there is only frontal view
when it is set to ARC mode.
In PLAN mode, the flight plan is shown, with NORTH at the top of the screen,
centered on the TO waypoint.
Depending on the selected range, the aircraft may or may not be visualized on
this display.
The PLAN display can be decentered by scrolling the flight plan on the MCDU.
The Primary Flight Display ( PFD ) shows the FM guidance following engagement of the AP / FD lateral and longitudinal modes.
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FLIGHT MANAGEMENT PRIORITY LOGIC

FM OPERATING MODES
There are three operating modes : DUAL, INDEPENDENT, SINGLE.
At FM initialization, that means at power up, both FM parts exchange information.
Initial cross-comparison is made on the following parameters :
Nav data base
Perf. data base
FM operational program software part numbers
A/C and engine type
Pin program.
If the Flight Management ( FM ) parts agree, DUAL mode is active.
When keys are pressed, they are immediately processed by both FMs, regardless of the MCDU from which they originate.
If the FM parts disagree, INDEPENDENT mode is automaticly active.
Each FM part manages its own Multipurpose Control and Display Unit.
If one FM part has failed, SINGLE mode is active.
Both MCDUs are driven by the remaining FM part.
An independent configuration results in the MCDU - messages INDEPENDENT OPERATION .
MODE OPERATION
In DUAL mode, the FM part receives the master / slave activation from the
Flight Guidance part.
The Master computer imposes the following parameters upon the Slave computer :
Flight phase
Flight plan sequencing
Active performance mode and speeds
Clearence and maximum altitudes
ILS frequencies and courses, if any.
After a flight plan change, there is a comparison on the active leg and, every
second, on the active performance mode and active guidance mode.
If it is different, the slave computer will synchronize itself to the master one by
copying the master values.
In DUAL mode operation three parameters are computed independently by
each FMGC.
This parameters, aircraft position, gross weight and target speeds from master
and slave computers are compared every second.
If the difference is greater than 5 Nm, 2 tons or 2 Kts respectively, an appropriate message is displayed on the MCDUs :
- FMS1 / FMS2 POS DIFF
- FMS1 / FMS2 GW DIFF
- FMS1 / FMS2 SPD TGT DIFF
Note :In some dynamic conditions, vertical and lateral computations may
temporarily disagree and may be evident on the ND.
In this case, the flight director and autoflight system use the master
FMGC for tracking.
In INDEPENDENT mode, there is no interaction from one system to the other
one.
The FMGCs only send their status information to each other (e.g. in this case,
the INDEPENDENT mode).
In SINGLE mode, both MCDUs are driven by the same FM part, but they can
still display different pages.
Messages linked to the navigation process are displayed on both MCDUs.
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Figure 53
FMGC System Architecture
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FLIGHT MANAGEMENT PRIORITY LOGIC (CONT.)

MCDU
As already presented in the FM OPERATING MODES topic, the MCDUs work
differently.
In Normal mode, the MCDUs can be used simultaneously on different
pages.
Any modification or entry on one MCDU is transmitted to the other MCDU
via the FMGC crosstalk.
In INDEPENDENT mode, both MCDUs operate separatly.
The message INDEPENDENT OPERATION in the scratchpat indicates
this operation.
In SINGLE mode, both MCDUs basically work as in normal mode, but with
the only valid FMGC.
This mode is indicated with the message OPP FMGC in PROCESS on
the corresponding MCDU.
Displays
Flight Management information is displayed on Navigation Displays and on Primary Flight Displays.
For FM information, in DUAL or INDEPENDENT modes,
FMGC1 supplies PFD1 and ND1,
FMGC2 supplies PFD2 and ND2.
In SINGLE mode, the remaining FMGC supplies all the displays.
Radio Navigation
The schematic shows the architecture of the radio navigation receivers controlled by the FMGCs in DUAL or INDEPENDENT modes.
For the selection of radio navigation frequencies and courses, in DUAL or INDEPENDENT modes, each FMGC controls its own side receivers through a
Radio Management Panel ( RMP ).
Only the actual frequencies and courses from the receivers are displayed on
the PFDs and the NDs.
In case of a FMGC failure, the valid FMGC controls its own side receivers as
usual, through a Radio Management Panel, but also the other side receivers,
directly without going through a RMP.
If both FMGCs fail, the crew must use the Radio Management Panels to select
the frequencies and courses.
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Figure 54
FMGC System Architecture
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MULTIPURPOSE CONTROL AND DISPLAY UNIT

Purpose
The Multipurpose Control and Display Units ( MCDU ) provide access to the
following :
-
FMGC ( Flight Management function )

DATA LINK ( ACARS )-optional
CFDS ( Centralized Fault and Display System )
AIDS-optional.
They are composed by a keyboard and a screen for entry / display between the
pilot or the line maintenance.
The 2 MCDUs are located on the center pedestal.
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MCDU 1
FMGC 1
MCDU 2
AIDS
ACARS
Figure 55
CFDS
FMGC 2
MCDU Architecture
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Front Panel Annunciators

There are three annunciator lights on the MCDU front panel.
The FAIL annunciator comes on amber when the MCDU has failed.
The FMGC annunciator comes on white when the FM is not the active
system and it has sent an important message to display.
In this case, any page key can be pressed to return to the Flight Manage
ment related display.
Important messages are those displayed in amber.
The MCDU MENU annunciator comes on white when a system, linked
to the MCDU, other than the FM, requests the display.
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Figure 56
MCDU Annunciator
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EFIS FM - DISPLAY
FM Display on PFD
The Primary Flight Display ( PFD ), as main guidance instrument, displays the
data computed or inserted on the Multipurpose Control and Display Unit.
This data can be ECON speed targets and target altitudes in managed guidance modes, V1 and V2, Decision Height ( DH ) or Minimum Descent Altitude
( MDA ) in approach.
At the top of the Primary Flight Display, the Flight Mode Annunciator ( FMA )
provides the pilot with the DH or the MDA.
The speed scale displays the Flight Management data such as the speed target and V1.
The altitude scale displays the altitude constraint from the Flight Management
( FM ) part and the linear vertical deviation with respect to the FM theoretical
vertical flight plan ( F-PLN ).
Landing elevation is also indicated by a blue horizontal bar on the altitude
scale.
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Figure 57
FM Display on PFD
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EFIS DISPLAY (CONT.)

FM Display on ND
The Navigation Display works in six different modes selected on each Electronic Flight Instrument System ( EFIS ) control panel of the Flight Control Unit
( FCU ).
In ROSE-NAV, ARC and PLAN modes, the Navigation Display ( ND ) displays
the flight plan computed in the FM part at a scale defined by the range selected
on the FCU.
The ND represents basically : the aircraft position, the flight plan data, the
range selected on the FCU, autotuned navaids.
Note :
The aircraft position is fixed in all display modes except in PLAN mode,
where it moves along the flight plan.
There is correspondance between the flight plan displayed on the ND and the
MCDU FLIGHT PLAN page if no scrolling has been done on this page.
Note :
Wind speed and direction, ground speed and track are computed by the
FM part and transmitted to the Display Management Computers ( DMC )
which also receive the same data from the Air Data and Inertial Reference
Units (ADIRU).
In accordance with the pin programming, the DMC selects the ADIRU
data to be displayed on the ND.
Radio navaids are displayed in cyan when they are autotuned by the FM
part.
Specific symbols can appear, along the flight plan, corresponding to some
maneuvers such as Start of Climb ( S/C ) in white, Top of Climb ( T/C ) in
cyan, Top of Descent ( T/D ) in white, holding pattern and turn procedure.
The TO waypoint characteristics are displayed in the top right hand corner of
the Navigation Display ( ND ) :
ident ( in white ) and bearing ( in green ),
distance to go ( in green ),
Estimated Time of Arrival ( ETA ), ( in green ).
The rest of the flight plan line and waypoints is displayed in green.
A crosstrack deviation, if any, is also provided, in green, on the left or right
hand side in nautical miles.
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ILS
Figure 58
FM Display on ND
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EFIS DISPLAY (CONT.)

Data Base Display P/B
By pressing these five interlocked pushbuttons : WPT, VOR.D, NDB, ARPT
and CSTR, different information from the Navigation data base is available in
magenta.
Note that these options are exclusive and the priority is given to the last which
has been selected.
When the WPT pushbutton is pressed in, all waypoint locations in the related
range, are transmitted to the ND to be displayed.
When the VOR.D pushbutton is pressed in, all VOR and / or DME stations
locations in the related range, are displayed on the ND.
When the NDB pushbutton is pressed in, all Non Directional Beacon station
locations in the related range, are transmitted to the ND to be displayed.
When the ARPT pushbutton is pressed in, all airport locations in the related
range, are transmitted to the ND to be displayed.
When the CSTR pushbutton is pressed in, all speed, altitude and time
constraints ( if any ) on one or several waypoints, are transmitted to the ND to
be displayed.
For example, the constraints on BGN waypoint are :
- the flight level is constrained to below ( - ) FL180, and the
- speed is constrained to below ( - ) 250 kts.
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ILS
Figure 59
CSTR P/B pressed in
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22-90
FAULT ISOLATION
BITE AND FIDS DESCRIPTION AND OPERATION

General
The Auto Flight System is a type 1 system, able to maintain a two-way communication with the Centralized Fault Display System.
It comprises a system BITE located in FAC 1 called Fault Isolation Detection System ( FIDS ).
Basically, the faults detected by the computer BITEs are concentrated in the
system BITE called Fault Isolation Detection System ( FIDS ), and can be
accessed through the MCDU and the CFDS.
Like for other systems, the CFDIU works in NORMAL MODE and MENU
MODE ( see ATA 31 - CFDS ).
A FIDS card is fitted in each FAC. Both FACs are interchangeable, but only the
FAC 1 FIDS is active due to side 1 signal.
Note :
When the FIDS has failed, BITEs continue to work, the results can be
read in the shop after FAC 1 change.
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FMGC 1
FAC 1
CFDIU
FMGC 2
FIDS
FAC 1
FAC 2
FCU
2
MCDU 1
MCDU 2
MCDU 1
AFS Computer
BITEs
Figure 60
AFS BITE Architecture
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BITE AND FIDS DESCRIPTION AND OPERATION (CONT.)

MCDU BITE
The MCDU performs tests on its processor, memory and display unit;
If a failure is found by the MCDU BITE.
- the FAIL annunciator comes on in amber and the display is blank
- no snapshot is taken
- the MCDU FAIL output discrete is set and sent to FG 1 and FG 2 parts.
FCU BITE
Each FCU BITE computes the maintenance status of its related part and permanently sends this maintenance data to the FG part.
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D+I+M
MON
D+I+M
FM
D: DETECTION
I: ISOLATION
M: MEMORIZATION
D+I+M
CMD
T
O
FMGC 1
F
I
D
S
FMGC 2
F
D+I+M
CMD
A
I
L
D+I+M
MON
D+I+M
FM
Figure 61
MCDU BITE
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22-91
TESTS
Operation
Normal Mode:
The use of the system in normal mode is described in ATA REF 31-32-00.
Menu Mode:
Access to the main menu of the FIDS : chaining of the operations enabling
display of this menu is described in the next figure.
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Figure 62
Menu Chaining
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Menu Mode
The menu mode is relevant to a specific operation enabled only on the ground.
It is based on an interactive dialogue betweenthe FIDS and the MCDU.
The functions of the system in menu mode are described in the next figure:
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Digit 4
Figure 63
AFS Main Menu
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GROUND SCAN
This function is accessible from the MCDU when the system is in menu mode
The three following functions can be accessed when the AFS / GROUND
SCAN page is displayed:
- GROUND REPORT
- PRESENT FAILURES SCAN
- PROGRAM
GROUND REPORT function
This function enables the failures recorded in the ground area of the FIDS
memory to be displayed.
The content of the ground area is erased during computer power up and engine start .
The failures memorized and visible in the GROUND REPORT are the ones
which occurred after the last ground area initialization.
Two types of content can be displayed:
PRESENT FAILURES SCAN function (GROUND SCANNING)

This function is used to isolate failures present when the function is selected.
Therefore an inhibited failure will not be announced.
Once the function is activated ( push action on the line key adjacent to the
PRESENT FAILURES SCAN indication ), a wait message is displayed for 40s
while the system isolates the present failures.
After this time, the messages are displayed on the GROUND REPORT page.
NOTE : As soon as the PRESENT FAILURES SCAN function is selected,
the ground contexts previously recorded are erased and thus
definitely lost.
Only the internal failures that occured on ground are normally displayed
by the GROUND REPORT function.
After selection of the PRESENT FAILURES SCAN function ( Ref. para.
PRESENT FAILURE SCAN ) all internal and external failures ( considering a limit of three contexts ) found during this operation are seen in this
report.
As selection of the PRESENT FAILURES SCAN function erases the content of the ground area, it is highly recommended, prior to this selection,
to display this content using the GROUND REPORT function.
Failures are presented with the following data:
- the flight counter ( Leg - 00 ) which indicates that the failure occurred on
the ground.
- the ATA reference ( AMM PGBK. 400s ) and the associated Failure message.
- the computer which identified the failure.
Additional information can be obtained by selecting the TROUBLE SHOOTING
DATA item.
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Digit 4
Figure 64
Ground Scan
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AFS TEST
The purpose of the AFS TEST is to check the integrity of the AFS after
replacement of an LRU ( line replaceable unit ).
The AFS TEST completes the AFS computer monitoring and safety tests.
This test, which is performed in the FACs and the FMGCs ( FM and FG sections ) consists in:
using the computer safety test results ( FAC, FG, FM, FCU and MCDUs )
the test of symmetrical discrete inputs : FAC COM and FAC MON, FG COM
and MON
the test of the symmetrical ARINC inputs
the plausibility test of the information delivered by:
- the RUD TRIM/RESET pushbutton switch
- the rudder trim control switch
- Capt A/THR instinctive disconnect pushbutton switch
- F/O A/THR instinctive disconnect pushbutton switch
- Capt takeover and priority pushbutton switch
- F/O takeover and priority pushbutton switch
- FAC engagement pushbutton switch.
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Figure 65
AFS Test
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LAND CAT 3 CAPABILYTY TEST

The purpose of the test is to verify the capability of the involved systems
to perform a CAT 3 fail - operational automatic landing.
It also verifies the takeover and priority pushbutton switches, the A/THR instinctive disconnect pushbutton switches and the warnings associated to the
automatic landing.
The LAND TEST function is mainly performed in the FIDS and utilizes FG
failure detection ( snapshot, analysis and reporting ).
Consequently, the LAND TEST efficiency is identical to the FG BITE
efficiency.
Test Principle
This test consists in checking the correct operationof the systems inside and
outside the AFS and involved in CAT 3 automatic landing ( correct operation of
BITEs, system reception, self - test results, interconnections validity ).
Test Running
If a failure occurs prior to the acceptation phase, the test is refused.
If a failure occurs after the acceptation phase, the FMGCs remain in LAND
TEST condition.
From AFS / LAND TEST-4 page, the operator must answer questions by YES
or NO via the MCDU.
NOTE:Please answer by YES if agree with sentence,
NO if disagree.
If the answer is YES, the test continues until the last page is displayed
( AFS / LAND TEST-9 ) with TEST OK final message.
If the answer is NO, an analysis is made at the level of the AFS BITEs
in order to detect and isolate the failure.
A failure message is displayed on the AFS / LAND TEST REPORT
page requesting to check the system concerned by the analysis.
NOTE:Each AFS / LAND TEST page displays an END OF TEST indication.
Pressing the line key adjacent to this indication results in the transmis
sion of an END OF TEST FIDS command to the four FG BITEs.
Reception of this command causes loss of the LAND TEST ACCEPTA
TION condition for each BITE.
Chaining of the various pages of the Land Test are described in the next figure.
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Figure 66
Land Test ( Accepted )
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Figure 67
Land Test ( Refused )
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ATA 31
INDICATING AND RECORDING
31-51
FLIGHT WARNING SYSTEM
ALTITUDE ALERT
Operation
An altitude warning ( C chord sound and altitude window of PFD pulsing
yellow or flashing amber ) is generated by FWC when A/C approaches a preselected altitude or flight level.
This warning is based on comparison of altitude ( ADIRS ) with preselected
altitude displayed on FCU.
Continuous C chord is cancelled by
a new altitude selection or
the EMER CANC pushbutton of the ECAM control panel or
the MASTER WARN pushbutton.
The altitude box frame flashing is extinguished by
a new altitude selection.
The altitude alert is inhibited
when the slat are out with L/G selected down or
in approach after capture of glide slope or
when L/G is downlocked.
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Figure 68
Altitude Alert
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ATA 34
NAVIGATION
34-34
PARAVISUAL INDICATING ( PVI )
PVI DESCRIPTION AND OPERATION

Principle
The PVI is a roll out piloting aid system when on runway, during take-off and
landing phases below 30 feet, in reduced visibility conditions.
The PVI is installed on the Captain side of the glareshield and generates a
head up paravisual image for the Captain.
The electronic and display modules are integrated in a single unit.The autoland
indicator is also integrated in this unit.
The Liquid Cristal Display consists of two fixed stripes and moving box.
The Captain can correct the aircraft trajectory following the PVI indication.
Components
The PVI is provided for the Captain only.
The electronic and display modules are integrated in a single unit.
The autoland indicator is also integrated in this unit.
ON/OFF Switch
An ON/OFF switch controls the PVI. When it is set to OFF the PVI display is
black.
PVI in Standby
When the PVI is ON and guidance command presentation conditions are not
fullfilled, fixed marks are displayed.
The conditions of display are :
PVI ON
no PVI internal failure
correct reception of Yaw Flight Director control
AP/FD modes and engagement such as RUNWAY LOC mode or ROLL
OUT mode.
PVI in Guidance Command Presentation

The PVI displays a moving symbol and a fixed mark.
When the moving symbol is on the right, the Captain has to correct on the
right. Opposite for the left.
When the moving symbol is centered, no action is required.
External Failure
When a non valid signal input is detected, the PVI display is white.
Internal Failure
When the PVI integrated test detects a failure, a black display appears.
Test Condition
The test can be performed when the PVI is not in guidance command presentation.
The test can be performed when :
PVI is ON
not in RUNWAY LOC mode
not in ROLL OUT mode.
Test without Failure
To perform the test the PVI has to be switched on.
The test P/B has to be pressed.
The AUTOLAND and the PVI display are tested.
The autoland light comes on red. The moving symbol moves from the center to
the right, then to the left, and so on until the test pushbutton is released.
Test with Failure
To perform the test the PVI has to be switched on.
When a failure is detected by the power up test, the PVI display is black.
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Figure 69
PVI -Schematic
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Test
A self test controlled by a pushbutton is integrated in the PVI.
When the test pushbutton is pressed in, a discrete signal is transmitted to each
Flight Warning Computer.
The autoland lights comes on red.
Note: If the ILS switches on the EFIS control panel are ON, the LOC / GS
scales and indexes are flashing too.
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Figure 70
Autoland Light
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ATA 22
AUTOFLIGHT
APPENDIX
TAKE OFF SEQUENCE
Take Off Mode
This mode provides lateral guidance function, at takeoff, on the runway centerline by means of the LOC beam and by following an optimum longitudinal flight
path after rotation.
The mode is engaged when the pilot selects the takeoff thrust by positioning
the throttle control levers beyond the MCT / FLX TO gate.
Engagement of the mode is shown by the green SRS ( Speed Reference System ) and RWY indications in the Flight Mode Annunciator ( FMA ) columns
corresponding to the longitudinal modes.
The pitch guidance law enables holding of V2 + 10 kts in normal engine configuration.
Prior to mode engagement, the pilot must select speed V2 on the TAKE OFF
page of the MCDU or on the FCU if the FM is faulty.
NOTE :
In engine fail detection, the law enables to hold:
The aircraft speed ( Va ) if it is greater than V2 when the engine failure occurs, or
V2 if the aircraft speed ( Va ) is lower than V2 when the engine failure occurs.
In addition, the guidance law includes:
An attitude protection to reduce the A / C nose-up attitude during this
phase.
A flight path angle protection to ensure a minimum climbing rate.
With V2 selected, the managed speed control is activated and the TO longitudinal mode ( SRS ) can be engaged. Without V2 selection on the MCDU,
the mode is not engaged on this axis.
The guidance law on the lateral axis provides guidance of the aircraft on the
runway centerline by means of the LOC beam. For this, the FM or the pilot selects the ILS frequency associated with the takeoff runway.
This selection can be made:
Implicitly by selecting the takeoff runway or departure procedure on the
MCDU.
Expressly by selecting the frequency on the RMP or the MCDU.
The laterale TO ( RWY ) mode can be engaged when the aircraft is at the end
of the runway and receives the LOC deviation signals. If the ILS is not available
or if the ILS frequency is not selected, theTO mode is not engaged on this axis.
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Figure 71
Take Off Sequence - System Preparation
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NAV
1FD2
1FD2
CLB
CLB
NAV
1FD2
NAV
NAV
1FD2
1FD2
1FD2
RWY
NAV
1FD2
1FD2
Figure 72
Take Off Sequence - with NAV Armed
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APPROACH AND LANDING

LOC Mode
Localizer capture shall be achieved with only one overshoot followed by a
constand convergent heading ( if needed ) under the following conditions:
A track angle error of between 20 and 60.
Capture initiated at a distance of at least 10 nautical miles from the runway
threshold.
Aircraft ground speed of 200 kts.
LOC beam sensitivity of 75 mA per degree.
Still in air the LOC beam shall be tracked to within 7.5 mA.
GLIDE
The overshoot on glideslope beam capture shall not exeed 75 mA. If the capture is initiated when the aircraft is on, or above the beam center line, the overshoot shall not exeed 150 mA providing that the capture altitude is above 1500
ft.
Still in air the glideslope beam shall be tracked to within 20 mA.
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Figure 73
Appr. and Ldg. Sequence - System Preparation
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NAV
NAV
Figure 74
Approach and Landing Sequence - ILS Approach
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GO AROUND
On the laterale axis, the engaged mode enables to hold the track followed by
the aircraft.
On the longitudenal axcis, it ensures managed speed control.The speed reference of the guidance law is the aircraft speed when the mode was engaged
( the lower limit of speed is the approach speed ).
This mode is available on the AP and the FD. It is engaged when the pilot selects the maximum thrust by positioning the throttle control levers in the TO /
GA gate.
Engagement is indicated by the green SRS and GA TRK indications displayed in the FMA sections corresponding to the longitudenal and lateral
modes.
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Figure 75
GO Around Sequence
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Training Manual
A 319/320/321
ATA 22
Autoflight
TROUBLE SHOOTING EXERCISES
Lufthansa
Issue: MARCH 2000
Technical Training GmbH
For Training Purposes Only
Lufthansa Base
Lufthansa 1995

Book
No:
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ATA 22
T/S EXERCISES
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Familiarize yourself with the different documentations and references when trouble shooting.
Use the following exercises refered on a TLB-report and PFR and answer the question.
You can check your answer given on page 4.
Exercise 1
TLB:
- A/P disengagement in Cruise Flight
- ECAM: AFS: AP OFF
PFR:
ECAM WARNING MESSAGE:
- 22-oo AUTO FLT AP OFF,
FAILURE MESSAGE:
- 22-83-34 AFS : FMGC 1 / C-M ARINC LINK
SOURCE: AFS
IDENTIFIERS: ECAM 1,ECAM 2, EIS 1, EIS 2, EIS 3
Question 1: Which TSM Task do you have to use ?
Question 2: Which test do you have to perform for Fault Confirmation ?
Question 3: After removal and installation of the FMGC the fault is still present. You have to check the Wiring.
What is the FIN of the first terminal block ?
Question 4: Which test do you have to perform at the end of your trouble
shooting ?
Exercise 2
TLB:
- MCDU 1 FAIL- Light comes on.
PFR:
- none
FAILURE MESSAGE:
- 22-82-12 AFS : MCDU 1
SOURCE: AFS
IDENTIFIERS: CFDS
Question 1: Which Fault Symptom Index do you have to use to find this malfunction ?
Question 4: After removal and installation of the MCDU which test do you perform to check the proper installation ?
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Exercise 3
TLB:
- AF / FCU 1 FAULT
PFR:
- 22-00 AUTO FLT FCU 1 FAULT
FAILURE MESSAGE:
- 22-81-12 AFS : FCU
SOURCE: AFS
IDENT : ADR 1, ADR 3, ECAM 1, EIS 1, EIS 3, RADAR 1
Question 2: The Aircraft is CAT III certyfied.
You have to change the FCU.
After removal and installation of the FCU which test do you perform to check the proper installation ?
Question 3: Do you have to perform a LAND 3 TEST ?
Question 4: Which task do you have to perform for the LAND 3 TEST ?
shooting ?
Exercise 4
TLB:
- During CRUISE-FLIGHT A/P 2 disengaged, reengage. possible
PFR:
- 22-00 AUTO FLT YAW DAMPER 1
FAILURE MESSAGE:
- 29-32-12 AFS : HYD G 1151GN
SOURCE: AFS

Question 2: TS-DATA Word 3 is: 39AC.
Do you have to remove and install a new FAC ?
shooting ?
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ANSWERS :
Exercise 1:
1/1: 221100 T 810 821
1/2: TASK 22-96-00-710-001 Operational Test of the AFS
1/3: 1851 VT
Exercise 2:
2/1: 22-LOCAL
2/2: 228200 T 810 802
2/3: TASK 22-91-00-710-001 Operational test of the ground
scanning
2/4: TASK 22-70-00-710-001 MCDU Operational Test
Exercise 3:
3/1: 228100 T 810 805
3/3: YES
3/4: TASK 22-97-00-710-001 Land 3 Capability Test.
scanning
Exercise 4:
scanning
4/2: NO
scanning
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Training Manual
A 319/320/321
ATA 23
Communications
ATA Spec. 104 Level 3
Lufthansa
Issue: January 1999
Book No: A320 23 L3
Lufthansa Base
Lufthansa 1995
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23-51
AUDIO MANAGEMENT
AUDIO INTEGRATING SYSTEM PRESENTATION

The Audio Management Unit (AMU) is the heart of the Audio Integrating System.
The AMU acts as an interface between the users and the various radio communication and navigation systems.
The AMU provides the following functions :
radio transmission,
radio and navigation reception
visual and aural warnings of the ground crew and the Cabin Attendant calls,
flight interphone,
interface with the Cockpit Voice Recorder (CVR)
SELCAL calls,
emergency function for the Captain and the First Officer.
CALLS
Ground crew and cabin Attendants calls are visualized on the Audio Control
Panels (ACPs).
TRANSMISSION
For transmission, the AMU collects the microphone inputs from the various
acoustic equipment and directs them to the radio communication transceivers
selected on the Audio Control Panels (ACPs).
RECEPTION
For reception, the AMU collects the audio outputs from the various communication and navigation systems and directs them to the various crew stations and
acoustic equipment, whatever the election made on the ACPs.
FLIGHT INTERPHONE
The flight interphone allows telephone links between the various crew stations
in the cockpit and between the cockpit and the ground mechanic through the
External Power Control Panel.
SELCAL (SELective CALling)
The SELCAL system provides the crew with visual and aural warnings from
ground stations equipped with a coding device.
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1
OXY
STWG
BOX
OXY
STWG
BOX
OXY
STWG
BOX
SDAC
FWC
CFDS
(aural Call Indication)

1
aural Warnings
(FWC,GPWS,TCAS)
4TH OCCUPANT
(parallel to 3rd
Occupant)
Figure 1
AMU Schematic
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AUDIO CONTROL PANEL PRESENTATION

GENERAL
Three basic Audio Control Panels are provided in the cockpit for the Captain,
First Officer and 3rd occupant.
Two other optional ACPs can be installed, one in the cockpit for the 4th occupant and one in the avionics bay for ground service.
Each Audio Control Panel (ACP) allows :
the use of various radio communication and radio navigation facilities
installed in the aircraft for transmission and reception of the audio signals,
the display of various calls (SELCAL, ground crew calls and calls from the
Cabin Attendants),
the use of flight, cabin and service interphone systems.
The Audio Control Panels (ACPs) are connected to the Audio Management
Unit (AMU) via an ARINC 429 bus.
TRANSMISSION KEY
The front face features :
seven rectangular pushbutton keys for transmission.
Transmission channel selection :
when a transmission key is pressed (CALL, MECH or ATT), three green
bars come on.
The selection is accepted (e.g : VHF1):
the selected system is ready for transmission.
only one radio system can be selected at a time for transmission.
When a new transmission key is pressed, the green bars come on and the previously selected key is disabled.
When a SELCAL/CALL, MECHanic or ATTendant call is received, the
associated system key flashes amber and a buzzer sound is heard.
CALL : For a SELCAL/CALL (HF/VHF).
MECH : For a ground mechanic call.
ATT : For a call from Attendant station.
PASSENGER ADDRESS (PA) KEY

The PA key is used for Passenger Address announcements. When the Passenger Address (PA) key is pressed, three green bars come on (not LH-version).
Boomsets, oxygen masks or hand-microphones can be used for Passenger
Address announcements. (The PA key must be pressed and held)
RECEPTION KNOB
The fifteen Reception knobs, with associated potentiometers, are used for the
selection of reception channels and adjustement of the received audio signals.
The 15 reception knobs are also pushbutton switches of the pushpush type :
Pressed in : The reception is inhibited
Released out : Reception Knob comes on white and the reception is active.
ON VOICE
The ON VOICE key is used for attenuating morse code identification signals
from ADF and VOR/DME navigation systems, in order not to hinder voice reception information. When the VOICE pushbutton key is pressed, the ON legend comes on green.
RESET
The RESET key cancels any amber lighted calls and buzzer sounds.
INT/RAD SWITCH
The INTERPHONE/RADIO selector switch is used for selecting radio or interphone mode. It is a three-position switch.
Neutral position :
The transceiver is in reception mode.
RAD position (moment position):
The radio system selected on the ACP changes from reception mode to
transmission mode. For transmission, the switch must be held in the RAD
position.
INT position (fix position):
The flight interphone operates regardless of the transmission key selection.When the PTT is activated, the interphone is cut : Radio transmission
has priority over INT selection on the ACP.
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ACPs
Figure 2
AMU Audio Control Panel
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AUDIO SWITCHING
General
The AUDIO SWITCHING selector is used in case of communication failure on
captain or first officer channels.
Norm Position
This positon corresponds to the normal allocation of the ACPs
F/O 3 Position
In this postion, the first officer is switched on the 3rd occupant part of the AMU
controlled by the 3rd occupant ACP. The first officer now uses the 3rd occupant
ACP.
The 3rd occupant Audio equipment can not be used.
CAPT 3 Position
In this postion, the captain is switched on the 3rd occupant part of the AMU
controlled by the 3rd occupant ACP. The captain now uses the 3rd occupant
ACP.
The 3rd occupant Audio equipment can not be used.
Note: If the switch is in the CAPT 3 or F/O 3 position, the message
AUDIO 3 XFRD is displayed in green on the ECAM MEMO display.
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AUDIO SWITCHING
CAPT
3
NORM
F/O
3
48 VU
SDAC (AUDIO XFR on ECAM)

F/O ACP
F/O
AUDIO
EQUIPMENT
F/O
3rd OCCUPANT ACP
3rd OCCUPANT
AUDIO
EQUIPMENT
3rd
OCCUPANT
CAPT ACP
CAPT
AUDIO
EQUIPMENT
CAPT
AMU
Figure 3
AMU Audio Switching Schematic
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POWER SUPPLY
The system components are supplied with 28VDC from DC BUS1 and
DC ESS BUS via 2 sub-busbars 101PP and 401PP respectively.
Busbar 101PP
Supply of the 3rd Occupant ACP and its associated electronic circuit located
in the AMU via 3A circuit breaker:
COM NAV/ACP/THIRD/OCCPNT (121VU)
Supply of the calls card in the AMU via 3A circuit breaker:
COM NAV/SELCAL (121VU)
Busbar 401PP
Supply of the Captain ACP and its associated electronic circuit located in
the AMU via 3A circuit breaker:
COM/AUDIO/ACP/CAPT (49VU)
Supply of the 1st Officer ACP and its associated electronic circuit located in
the AMU via 3A circuit breaker:
COM/AUDIO/ACP/F/O (49VU)
Supply of the Flight-Interphone Electronic Card located in the AMU via 3A
circuit breaker:
COM/AUDIO/FLT/INTPH (49VU)
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CALLS CARD
BITE
Figure 4
AMU Power Supply Schematic
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DESCRIPTION
The audio management unit (AMU) ensures the interface between the user
(jack panel and ACP) and the various radio communication and radio navigation systems. The AMU ensures the following functions :
Transmission
Reception
SELCAL and display of ground crew and Cabin Attendant calls
Flight interphone
Emergency function for the Captain and First Officer stations
It also serves to record communications (FAA recording) and is equipped with
a TEST circuit (BITE). This TEST circuit enables the AMU to be connected to
the CFDIU.
The AMU comprises 3 independent channels associated with the 3 ACPs.
Each channel comprises :
its reception function
its transmission function
its logic processing function
its power supply
The SELCAL, BITE and Flight Interphone sections are connected to the different channels.
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FWC
AMU
Figure 5
AMU Detailed Schematic
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EMERGENCY FUNCTION
General
The emergency function is used in case of loss of communications on the Captain or the First Officer channels. This function switches the Captain or First
Officer communications to the 3rd Occupant station. In this case, the Captain
(or the First Officer) uses the ACP located on the overhead panel to make his
microphone or audio selections.
Operation
The AUDIO SWITCHING selector-switch, located on the overhead panel is
used to switch to emergency configuration.Turning this switch, sends a ground
to the Captain (or First Officer) and 3rd Occupant switching relays. The various
microphone inputs, commands and audio outputs are connected to the microphone inputs, commands and audio outputs of the 3rd Occupant.
This switchover is indicated on the upper ECAM display unit.
Message: AUDIO 3 XFRD
NOTE : When the emergency function is activated, the various audio inputs
and outputs at the 3rd Occupant station are no longer connected to their circuit.
Therefore, the 3rd Occupant cannot use his audio integrating circuits.
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AMU
AMU
log 1 = GND
Figure 6
AMU Emergency Switching Schematic
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TRANSMIT CIRCUIT
Transmission with boomset
The analog signals of the boomset microphone are connected to the OdB gain
amplifier then sent to the output transformer. At the transformer output, the
switching module switches these signals to the transmitter selected by the ACP
in accordance with information received from the logic processing function.
Transmission with oxygen mask microphone
In normal flight configuration, the oxygen mask microphone is not connected to
the microphone circuit. Operation is as follows in flight configuration with use of
oxygen mask. This system sets a control switch contained in the stowage box
of the oxygen mask to the ground. This activates the relay which sets the oxygen mask into service. The pressurization of the oxygen circuit when masks fall
out automatically activates this control switch.
Transmission on passenger address channel

Transmissions can be made on the passenger address channels in 2 ways:
In normal configuration, use the handset installed aft of the pedestal to
make the PA announcements. This handset is part of the cabin intercommunication data system (Ref. ATA 23-73-00, Circuit RH).
In RADIO configuration, use the rectangular PA pushbutton switch located
on each ACP to make the passenger address announcements. This pushbutton switch is unstable, i.e. hold it pressed to make the announcements :
this avoids unwanted transmissions. The electronic processing of this channel is identical to that of the other transmission channels.
The operation of this pushbutton switch can be made identical to that of the
other transmission channels (stable operation) : to achieve this, modify the
AMU pin-program.
Transmission with hand microphone

The hand microphone can be used in two ways :
Radio transmission
The logic processing card associated with relay K1 delivers a command.
This command supplies relay K1 (AND function between the PTT switch of
the hand microphone and the selected radio transmission, except for INT).
Relay K1 directly connects the hand microphone to the transmission selection circuit. The station selected in transmission mode then supplies the
hand microphone.
Flight Interphone transmission
When INT transmission is selected, relay K1 is not supplied ; the logic processing card associated with relay K2 delivers a command. This command
supplies relay K2 (AND function between the PTT switch of the hand microphone and the INT transmission selection). Relay K2 connects the power
supply of the boomset microphone to the hand microphone. This system
applies the analog signals of the hand microphone to the OdB amplifier,
then to the INT channel via the transmission line. This removes the microphone power supply from the interphone amplifier.
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K1 = Handmike PTT and NOT(INT)

K2 = Handmike PTT and INT
Figure 7
AMU Power Supply MIC
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MUTING CIRCUIT
The feedback produced by the loud speaker - microphone acoustic coupling
when the microphones are used (acoustic feedback) is eliminated by a muting
circuit. To achieve this, the muting circuit reduces the gain and/or the frequency
range of the loud speakers. This attenuating circuit is controlled by the PTT
switch of any of the radio communication microphones. The attenuating circuit
is an integral part of the loud speakers.
The logic processing channel receives PTT switch type information. From this
information it activates the muting module. A ground is sent to the loud speaker
units which set the direct muting function into service .
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WARNINGS
Figure 8
AMU Muting Circuit Schematic
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FLIGHT INTERPHONE
General
The flight interphone enables :
telephone conversations between the various stations in the cockpit
telephone conversations between the cockpit and the ground crew via the
external power panel.
The input signal from the various microphones used in the aircraft (hand microphone, boomset, mask microphone) is applied to inputs 1 to 7.
A specific power supply circuit is provided for the microphones of inputs 6 and
7 (they have no transmission card to supply them). A current detection circuit
on channel 6 and a cut-off relay on channel 7 cuts off the channels when they
are not used. The L/G relay controls this cut-off relay. The amplified LF output signal is then available on the 3 windings of the secondary of the output
transformer :
600 ohm output for ground crew
600 ohm output for audio output No. 6
2.2 Kohm output for the various AMU audio cards.
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(n.u.)
FLIGHT
GROUND
LGCIU
INPUT 7
EXT POWER PANEL
Figure 9
AMU Flight Interphone Schematic
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VOR / ILS / DME SWITCHING

Purpose
In normal configuration, the DME reception is coupled with the VOR reception.
However, in certain ILS or MLS approach conditions, the DME used must be
aurally identified. The DME reception must therefore be coupled with the ILS or
MLS reception.
Operation
The ND (Navigation Display) mode selector switch or the ILS pushbutton
switch is used for switching control (see ATA 31 - DMC circuit ). Action on one
of these commands sends a ground to the switching relays which connect the
DME receptions to the ILS or MLS receptions.
VOICE ON/OFF FUNCTION
A compensation amplifier is provided to compensate for the insertion losses of

this filter. Action on the VOICE/ON switch located on each ACP switches the
attenuation filter into or out of service.
Released position, VOICE/ON off
The filter is not used, the operator simultaneously receives the marker identification and the voice transmission.
Pressed in position, VOICE/ON on
A command from the CPU sets the filter into service. The 1000 -1020 - 1350
Hz frequencies are greatly attenuated. Only the voice transmissions are audible.
NOTE : The audio outputs of the communication channel and the ILS, MLS,
MKR navigation do not transit via the filtering module.
Purpose
The VOR, ADF navigation ground stations transmit a morse code which is
used to identify them. However, certain stations, in addition to their code, transmit recorded voice information. This information informs the crew of subjects
such as : latest weather information, state or special information concerning
terrains etc. (e.g. : ATIS station).
In order not to hinder the reception of this information, the VOICE/ON function
greatly reduces the morse code reception. It is attenuated until it becomes
practically inaudible while this information is being transmitted.
Operation
The transmission modulation frequency for ground station codes is 1020 Hz.
However, certain onboard equipment receive a 1020 Hz frequency-modulated
signal and at same time transmit this signal at 1000 Hz to the audio system.
The 1000 Hz signal is generated by their synthetizer (the aeronautical standards specify that the ADF ground stations must be modulated at a frequency
of 1020 Hz plus or minor 50Hz).
Furthermore, the DME reception is coupled to the VOR reception (in normal
operation). Thus the DME marker identification-code is transmitted with a frequency modulation of 1350 Hz. The filtering circuit of the navigation channels
therefore comprises an attenuater filter for the reception bands of the ADF and
VOR systems. This filter attenuates the 1000, 1020 and 1350 Hz frequencies
by more than 32 dB.
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ILS/DME
VOR/DME
ADF
Figure 10
AMU DME Switching and Voice ON/OFF Function
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CALLS
Selective Call
The SELCAL-CALL system of the audio management system gives a visual
and aural indication of the calls from the ground stations equipped with a coding device which can be used by the aircraft installation (SELCAL system Selective Calling). The calls are sent on the radio frequencies which link the
aircraft to the ground. The communication channels used are : VHF1 - VH2
and VHF3, HF1, HF2 if installed
The aircraft receivers detect and capture the call signals transmitted by the
ground stations (VHF or HF). Once detected, the signals are sent to the AMU
SELCAL card.
This SELCAL card is equipped with 5 inputs. These inputs correspond to the
various communication facilities on the aircraft (VHF1 - VHF2 - VHF3 - HF1 HF2 in accordance with aircraft definition).
The SELCAL decoder permanently scans the 5 inputs on which the calls may
be present. It analyzes the received signals to check if they comprise the frequencies relevant to aircraft code. The operator programs this code on the
SELCAL code panel. If the frequencies and aircraft code correspond, the warning system transmits an aural signal. The CALL legend on each ACP
associated to the system which received the call (VHF1 - VHF2 - VHF3 - HF1
- HF2) comes on.
Press the RESET pushbutton switch located on each ACP to reset the aural
and lighted call.
Ground Crew Call

This circuit displays the call from the ground crew in the cockpit.
NOTE : Chapter ATA 23-42 (Cockpit-to-Ground Crew Call System-Circuit
WC) gives the operation of the ground crew call circuit.
When Capt Call pushbutton switch (located on external power panel 108VU) is
pressed, it sends ground information to the Call card. The information is processed and a message is sent to the various audio cards and then to the
ACPs. This causes the MECH legend to flash (coupled with INT transmission
pushbutton switch) for 60 seconds. After 60 seconds, or when the RESET
pushbutton switch is pressed, like the SELCAL system, the circuit is re-initialized.
Cabin Attendant Call
This circuit displays calls made from the cabin by the Cabin Attendants in the
cockpit.
NOTE : Chapter ATA 23-73 (Cabin Intercommunication Data System Circuit
RH) gives the operation of the call circuit.
When a call is made from the Cabin Attendant station, the CIDS generates
ground information. This information is sent to the Call card. The information is
processed then sent to the various audio cards and then to the ACPs. On the
ACPs, this causes ATT legend to flash (coupled with CAB pushbutton switch)
for 60 seconds. After 60 seconds or when the RESET pushbutton switch is
pressed, like the SELCAL system, the calculating unit re-initializes the circuit.
It also sends information back to the CIDS for re-initialization .
NOTE : It is possible to inhibit the automatic function which causes the MECH
and ATT flashing call legends to stop.
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COCKPIT CALL
Figure 11
ACP Call Indications
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FAULT ISOLATION AND BITE

The audio system BITE (Built-In Test Equipment) serves as an aid for line
maintenance in workshop and Service Department. It is used when faulty units
are to be detected, replaced or repaired. It limits the number of unwanted removals of the system components. The BITE :
Constantly transmits the actual status of the system (availability-unavailability).
Memorizes any failures which occurred during the 63 previous flight segments or up to memory capacity.
Monitors the data exchanges between the system components.
Centralizes the triggered tests or self-test results.
Dialogs with the CFDIU by means of menus
An additional function is the transmission of the pin-program and of a message which serve to identify the system.
General Operation
The BITE may operate in two modes :
the normal mode
the menu mode.
Normal Mode
This mode cyclically interrogates the AMU cards in order to know their status
and the status of the associated ACP. It transmits this information to the CFDIU
and if a failure is detected, records this information in the failure memory. It
interrogates the cards one after each other every 13 ms. The processing card
generates information with respect to the self-test of this card and the data
from the associated ACP. This information is sent to the BITE. This information
is sent to CFDIU cyclically.
Menu Mode
This mode is used only on the ground. It enables dialog between the AMU and
an operator via the multipurpose control and display unit (MCDU). An airground discrete gives the ground-flight information. The LGCIU (Landing Gear
Control and Interface Unit Circuit GA) delivers the air-ground discrete.
The different menu selections are:

LAST LEG REPORT
PREVIOUS LEGS REPORT
LRU IDENTIFICATION
TEST AMU ACP AUDIO
TEST AMU SELCAL CALL
Transmission of PIN-PROGRAM
The BITE circuit generates a message giving the installation status of certain
equipment (VHF3 - HF1 - HF2 - ADF2). This message is generated from the
information sent by the SELCAL card which receives the pin-program. It is
sent to the CFDIU. The CFDIU system requires this information in order to
transmit this information to the relevant circuits such as the RMPs (Radio Management Panels) and the SDAC (System Data Acquisition Concentrator).
CFDS Messages
Faults detected by the system and transfered to the CFDIU causes the following messages displayed on MCDU screen:
FAULT ACP X
BITE detected a faulty ACP X.
AUDIO NO DATA FROM ACP X
There is no communication between AMU and ACP X.
AUDIO NO DATA FROM CFDIU
No connection to the CFDS
FAULT SELCAL
The SELCAL part of the AMU is faulty.
FAULT CALL
The CALL part of the AMU (Att call, ground crew call) is faulty.
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CFDS monitored
Figure 12
AMU CFDS monitored LRUs
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Figure 13
AMU MCDU BITE Menu
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Figure 14
AMS Location Cockpit
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Figure 15
AMS Location Cockpit and 80 VU
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23-42
GROUND CREW AND COCKPIT

CALL SYSTEM
CALL SYSTEM PRESENTATION

General
The Ground Crew Call system enables the member to ground mechanic or
ground mechanic to crew member calls.
Ground mechanic to cockpit call
When pressing the COCKPIT CALL pushbutton, the MECH light flashes amber
on all ACPs and a buzzer is heard.
An action on the RESET key on any ACP will make all MECH lights go off.
Note: MECH lights go off automaticly after 60 sec if the call is not cancelled by
the RESET key.
Cockpit to ground mechanic call
The horn sounds as long as the CALL/MECH pushbutton is pressed in and the
cockpit CALL blue light on the panel 108 VU stays on.
The RESET pushbutton makes the COCKPIT CALL light go off.
Additional Horn Warnings
The HORN can also be activated by following warnings:
26-13 APU FIRE on ground
21-26 BLOWERS LO FLOW on ground with engines shut down
34-14 ADIRS ON BAT on ground with engines shut down
25-65 ELT operation on ground
24-38 BATT discharge on ground
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CALLS
BUZZER
MECH
FWD
CALLS
EMER
AFT
FWD
MID
EMER
EXIT
CALL
CALL
ON
ON
A319/320
MECH
CALL
CALL
CALL
CALL
CALL
MECH
ATT
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
ON
VOICE
RESET
ALL
AFT
A321
INT
PA
RAD
VOR1
VOR2
MKR
ILS
MLS
ADF1
ADF2
FLT INT
EXT PWR
108VU
HORN
NOT IN USE
AVAIL
LIGHT
TEST
COCKPIT
CALL
ADIRU &
AVNCS VENT
COCKPIT
CALL
RESET
APU
FIRE
APU SHUT
OFF
Figure 16
Call System Panels
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DESCRIPTION
General
The ground crew call system enables crew member-to-ground mechanic or
ground mechanic-to-crew member calls.
System Description
The ground crew call system consists of :
A CALLS/MECH pushbutton switch 1WC located on the overhead panel
21VU in the cockpit. It is associated with the RESET pushbutton switch
12WC located on the panel 108VU of the ground power receptacle.
A mechanic call horn 15WC located in the nose gear well.The horn sounds
to warn the mechanic of a call.
A COCKPIT CALL indicator light 14 WC located on the panel 108VU.This
indicator light comes on to warn the mechanic of a call.
A COCKPIT CALL pushbutton switch 10 WC located on the panel 108VU.
This pushbutton switch enables the ground mechanic to call the crew members via the circuit WW for the audio function and circuit RN for the visual
indication.
The system operates on the ground only, with the left and right main landing
gear shock absorbers compressed. However, in flight, if the LGCIU is not energized, the ground crew call is activated following pilots action.
Ground Mechanic-to-Crew Member Call

When pressing the COCKPIT CALL pushbutton switch 10WC, a ground signal
is applied to the FWCs (31-52) triggering the buzzer circuit which feeds the
aural warning signal to the loud speakers. This ground signal is applied to the
circuit RN for the illumination of the MECH legend on the ACPs.
Crew Member-to-Ground Mechanic Call
During all the time the pilot presses the CALLS/MECH pushbutton switch 1WC
located on the overhead panel, the mechanic call horn sounds. The blue
COCKPIT CALL indicator light comes on.
When the pilot releases the CALLS/MECH pushbutton switch, the mechanic
call horn stops but the indicator light remains on. This indicator light goes off
when pressing the RESET pushbutton switch 12WC located on the panel
108VU.
In addition this system provides warnings for the following circuits :
26-13 APU FIRE on ground
21-26 BLOWERS LO FLOW on ground with engines shut down
34-14 ADIRS ON BAT on ground with engines shut down
25-65 ELT operation on ground
24-38 BATT discharge on ground
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GROUND MECHANIC TO CREW MEMBER CALL
ELT OPERATION
BATT DISCHARGE
CREW MEMBER TO GROUND MECHANIC CALL

AND ADD. WARNINGS
Figure 17
Call System Detailed Schematic
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Figure 18
Call System Location
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Figure 19
Call System Location Cockpit
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23-13
RADIO MANAGEMENT SYSTEM
RMP SYSTEM PRESENTATION

The RMPs are used for the selection of radio communication frequencies.
They are also used for the selection of radio navigation frequencies as back-up
of the Flight Management Guidance Computers (FMGCs).
There are 3 RMPs for frequency selection :
Each RMP can control any VHF or HF system.
RMP1 and RMP2 can control the radio navigation systems in back-up
mode.
RMP3 cannot control the radio navigation systems.
The 3 RMPs permanently dialog so that each RMP is informed of the last
selection made on any of the other RMPs
If two RMPs fail, the remaining RMP controls all the VHF and HF transceivers.
The transmission of data to the communication and navigation systems and the
dialog between the RMPs are performed through data buses.
1 WINDOWS
There are 2 display windows :
The ACTIVE window displays the operational frequency.
The STandBY/CouRSE window displays the standby frequency or the
course in back-up navigation mode.
The windows are liquid crystal displays with a high contrast.
RMP2 allocated with VHF2

RMP3 allocated with VHF3, HF1/2.
If VHF2 is selected on RMP1, the SEL light comes on WHITE on RMP1 and
RMP2.
4 DUAL SELECTOR KNOB

The DUAL SELECTOR KNOB is used for the selection of the frequency/course
displayed in the STandby/Course window.
5 ON/OFF SWITCH
The latching ON/OFF switch allows the crew to set the RMP on or off.
6 TRANSFER P/B
When the TRANSFER key is pressed, the operational frequency becomes the
STandBY frequency and the STandBY frequency becomes the operational frequency.
7 AMPLITUDE MODULATION KEY

The Amplitude Modulation (AM) key is associated with the HF system for communication with stations using amplitude modulation transceivers.
8 NAVIGATION KEYS
2 COMMUNICATION KEYS
There are 5 pushbutton keys for the radio communication systems. When a
key is pressed, the ACTIVE and the STandBY frequencies are automatically
displayed in the dedicated windows.
3 SEL INDICATOR
The NAVigation guarded pushbutton key allows the radio navigation systems to
be selected, in back-up mode only, when the Flight Management Guidance
Computers (FMGCs) are failed.
In radio navigation back up mode, navigation frequency/course selection is performed using the dual selector knob.
The SEL indicator light comes on WHITE, when a non dedicated Radio Management Panel takes control of the system frequency selection. The normal
configuration is :
RMP1 allocated with VHF1
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FMGC 1
NAV
RECEIVERS
SYS 1
VHF 1
(HF 1)
TRANSCEIVER
VHF 3
TRANSCEIVER
RMP 1
RMP 3
ACARS
VHF 2
(HF 2)
TRANSCEIVER
RMP 2
2
5
NAV
RECEIVERS
SYS 2
FMGC 2
B
Figure 20
RMP Schematic
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POWER SUPPLY
RMP 1
The RMP1 is supplied with 28VDC from the 28VDC ESS BUS 4PP (sub-busbar 401PP) through 3A circuit breaker 2RG1 on the overhead panel 49VU (in
the cockpit).
The RMP1 is supplied by the emergency system.
RMP 2
The RMP2 is supplied with 28VDC from the 28VDC BUS 2PP (sub-busbar
204PP) through 3A circuit breaker 2RG2 on the rear C/B panel 121VU (in the
cockpit).
RMP 3
The RMP3 is supplied with 28VDC from the 28VDC BUS 1PP (sub-busbar
103PP) through 3A circuit breaker 2RG3 on the rear C/B panel 121VU (in the
cockpit).
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Figure 21
RMP Power Supply Schematic
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RMP DESCRIPTION
Operation
The RMPs have two modes of operation :
the normal mode
the radio-navigation back up mode.
Normal Mode
In normal mode the RMPs control the frequencies of the VHF1, VHF2 and HF1
transceivers. For frequency control on the VHF3 system, refer to the ACARS.
The operating frequencies of all the transceivers can be displayed and modified
on one RMP. The RMPs exchange the various frequencies selected for the
transceivers through dialogue buses. Any new selection made on one RMP is
taken into account by the two others. Each RMP has two output buses connected to the radio communication equipment :
The RMP1(2) COM BUS 1 delivers the VHF1 and HF1 frequencies.
The RMP2 COM BUS 1 delivers the VHF3 frequencies.
The RMP2(1) COM BUS 2 delivers the VHF2 frequencies.
Each transceiver receives the appropriate output bus from the RMP1 and
RMP2. The transceiver only takes into account one of the two signals (depending on the status of a discrete received from the RMP1 or 2). In addition, the
RMP1 or the RMP2 (set to OFF) can be made transparent for the RMP3 (its
output buses are linked to the RMP1 and RMP2 only). In the event of failures
of one or two RMPs, the reconfigurations are possible to control the radio communication equipment.
Radio-Navigation Back Up Mode

This mode is selected in the event of failure of both FMGCs, on the RMP1 and
the RMP2 only.
In addition to normal mode functions it also enables the frequency control of
the radio navigation equipment :
on Captain side (VOR1, DME1, ILS1, ADF1) for the RMP1
on First Officer side (VOR2, DME2, ILS2, ADF2) for the RMP2.
The RMP1 and the RMP2 transmit on a dedicated output bus the frequencies
to the radio navigation equipment. In addition, the RMP1 (RMP2) receives the
FMGC1 (FMGC2) management bus.
In normal mode, these input and output are directly interconnected by means
of internal relays. The RMP is thus transparent to the onside FMGC. In radionavigation back up mode, the output bus transmits frequencies generated by
the RMP.
Each radio-navigation system receives the output bus from the onside RMP
and the management bus from the offside FMGC. Only one input is taken into
account according to the status of a discrete received from the RMP. This enables reconfigurations in case of failure of one or two FMGCs.
The RMP1 and the RMP2 exchange, through the dialogue buses, the frequency and the course for the ILS : the selected values are identical for the
ILS1 and the ILS2 at selection of the back up mode on the RMP1 and the
RMP2. The ILS course and frequency are the only radio navigation data exchanged through the dialogue buses.
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Figure 22
RMP Detailed Schematic
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Figure 23
RMP COM Tuning Architecture
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Figure 24
RMP COM Tuning Architecture
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Figure 25
RMP NAV Tuning Architecture
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1
Figure 26
for ILS frequency transfer only
RMP NAV Tuning Architecture
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RMP COMMUNICATION TUNING

The radio management panels (RMP) are used for radio communication equipment frequency selection. They are also used for radio navigation equipment
frequency selection in back up mode.
When the ON/OFF switch is set to on, the RMP displays the frequency previouly selected. By means of the dual selector knob the desired frequency can
be selected in the stand by window. The transfer pushbutton must be pressed
to render it active and the displayed values are changed over. The RMP modifies its output data accordingly.
Note : only the stand-by frequency can be modified by means of the dual selector knob. The new active frequency is transmitted to all RMPs through the
dialog buses.
When the VHF2 tranceiver is selected on RMP 1 the SEL indicator lights on
RMP 1 and RMP 2 come ON.
The AM pushbutton controls the selection of the amplitude modulation (AM)
mode for the HF transceivers. By default, the single side board (SSB) mode is
selected on the corresponding HF system.This selection is memorized when
another system is selected. The other RMPs take into account this selection
through their dialog buses.
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Figure 27
RMP COM Tuning
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RMP NAV BACK UP TUNING

We are going to study the actions to be performed for a back up tuning of an
ADF frequency and a VOR/ILS frequency and course.
The fist thing to do is to open the guard on the NAV key.
When the NAV key is pressed in, the on side VOR/ILS and ADF receivers are
controlled by the RMP and no longer by the FMGC.
The green LED comes on indicating that you are in STANDBY tuning mode.
When the STBY NAV key is pressed, (i.e VOR), its green LED comes on and
the previously memorized frequency is displayed in both windows.
The knob is turned to select a new frequency.
First, the selected frequency is displayed in the STBY / CRS window.
When the transfer key is pressed, the STANDBY frequency becomes ACTIVE
and the active course is displayed in the right hand side window.
The outer knob is turned to select a new course. to select another frequency,
the transfer key must be pressed again to get the active frequency displayed in
both windows.
NOTE: The operation of course and frequency tuning is the same for VOR and
ILS
ADF tuning is performed as for ILS or VOR ecept that when the transfer key is
pressed, the standby and active frequencies are interchanged.
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Figure 28
RMP NAV Back up Tuning
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RADIO NAV TUNING FROM RMP AND MCDU

General
The navaid selection includes tuning of the following sensors.
VOR (frequency/course) and DME for display
ILS (frequency/LOC course)
ADF (frequency/BFO)
There are three ways of selection which are :
RMP selection (radio management panel)
manual selection through the MCDU
automatic selection (in FMGC software).
displayed. If frequency is entered, the ident field is filled if found in data

base. If not, brackets are displayed.
RMP Selection
The RMP selection in the radio nav architecture has to be considered as a
back-up of selection. It is activated/deactivated upon selection of the nav mode
for the RMP (NAV pushbutton switch). Since then, the pilot may select VOR,
ILS or ADF. If selection of any RMP is active, neither the pilot nor the FMGCs
can tune the radio frequencies on both sides. For display, the selected VOR ADF are shown on the navigation display with a character R near the ident or
frequency to indicate that the navaid selection mode is RMP.
On the MCDU, the RMP select navaids are displayed on the RADIO NAV page
or PROG page in green small fonts.
Manual selection through the MCDU
Selection through the MCDU is possible through two pages : RADIO NAV page
VOR tuning
On RADIO NAV page, the pilot may select for display a VOR by identor frequency in line 1L, 1R. He may also optionally enter a course in line 2L, 2R.
Upon modification of the selected VOR, the course is automatically cleared.
Manually selected navaids are displayed in cyan large fonts on the MCDU
and on the navigation display there is a character M near the navaid ident or
frequency.
- Selection mechanization
If ident entry is made, the nav data base is searched and if there is a
match, the FMGC outputs the frequency. If not, NEW NAVAID page is
If the VOR field is cleared, the display reverts to autotuned navaid with
associated course (if any).
ILS tuning
On RADIO NAV page only, the pilot may select an ILS by frequency or ident
in field 3L. The entry mechanization is the same as forVOR.However upon
entry of an ILS by frequency, this frequency is compared :
- In preflight and takeoff phases to the ILS frequency at origin
- else to the ILS frequency at destination.
In both cases, if a match is found, the ident and frequency are displayed
(cyan small fonts for the ident, cyan large fonts for the frequency). If not,
only the frequency is displayed (in cyan large fonts) and a message appears
in scratchpad RWY/ILS MISMATCH. In field 4L, the pilot may select the
LOC course. This will be used for LOC capture and ILS guidance in approach. This LOC course may only be entered through the MCDU on the
RADIO NAV page. It is cleared if the pilot changes the selected ILS.
ADF tuning
With the same mechanization as for VOR, the pilot may select an ADF by
ident or frequency in line 5L, 5R. Since the second ADF is an aircraft option
(program pin on FMGC), the second ADF is available only when this option
is valid. When an ADF is selected, the ADF BFO prompt appears in line 6.
Selection of the BFO operation by pressing the LS key displays the prompt
ADF BFO and activates the BFO function for the current ADF frequency
selection. The BFO operation is deactivated by clearing the associated field.
The display reverts to ADF BFO. It is also deactivated by entering a new
ADF frequency or ident.
Automatic selection
Automatic selection is performed in the FMGC software. From a display point
of view, autotuned VOR, ILS or ADF are displayed on RADIO NAV page or
PROG page in cyan small fonts. On navigation display, there is no indicator M
or R near the VOR or ADF for display showing that the navaid is autotuned.
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1
1 ) If selected Station is valid, the Station Identifier is displayd instead
of the frequency.
2 ) Tuning Mode: R Tuned via the RMP
M Tuned via the MCDU
Nothing when auto tuned by the FMGC
Figure 29
MCDU and RMP NAV Tuning
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The BITE facilitates maintenance on in-service aircraft. The BITE detects and
determines a failure related to the RMP. The BITE of the RMP is connected to
the Centralized Fault Display Interface Unit (CFDIU). The BITE :
transmits permanently RMP status and an identification message to the
CFDIU.
memorizes the failures occured during the last 63 flight legs.
monitors data input from the various peripherals (VHF, HF and CFDIU).
transmits to the CFDIU the result of the tests performed and self-tests.
can communicate with the CFDIU by the menus.
CFDS Messages
RMP X NO DATA FROM RMP Y
There is no communication between RMP X and RMP Y.
RMP X NO DATA FROM FMGEC 1 (2)
There is no communication between RMP X and FMGEC 1 (2).
NO DATA FROM CFDIU
No conection to the CFDS
General Operation
the normal mode
the menu mode.
Normal Mode
During the normal mode the BITE monitors cyclically the momentaneous status of the RMP. It transmits these information signals to the CFDIU during the
flight concerned. In case of fault detection the BITE stores the information signals in the fault memories.
Menu Mode
The menu mode can only be activated on the ground. This mode enables communication between the CFDIU and the RMP BITE by means of the MCDU
(Multipurpose Control Display Unit). The RMP menu mode is composed of :
LAST LEG REPORT
LRU IDENTIFICATION
TROUBLE SHOOTING DATA
TEST.
Note: Only RMP 1 (or RMP 3, if RMP 1 is switched off) is connected to the
CFDIU. The other RMPs are tested via RMP 1 (or RMP 3)!
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NAV
RECEIVERS
SYS 1
FMGC 1
CFDS
VHF 1/3
(HF 1)
TRANSCEIVER
RMP 1
RMP 3
CFDS monitored
RMP 2
VHF 2
(HF 2)
TRANSCEIVER
FMGC 2
Figure 30
NAV
RECEIVERS
SYS 2
RMP CFDS monitored LRUs
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Figure 31
RMP MCDU BITE Menu
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LOCATION
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Figure 32
RMP Location
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23-12
VHF SYSTEM
VHF SYSTEM PRESENTATION

General
The VHF is used for short range voice communications.
The VHF system allows short distance voice communications between different
aircrafts (in flight or on ground) or between the aircraft and a ground station.
Principle
Lets see the main components of the VHF system.
For voice communications, the crew use acoustic equipment.
2 side-stick radio selectors.
2 loudspeakers.
3 oxygen-masks.
Facilities for boomsets, headsets and hand-microphones.
The Audio Management Unit (AMU) acts as an interface between the crew
and the VHF system.
The Audio Control Panels (ACPs) allow selection of the VHF1,2 or 3 transceiver in transmission or reception mode and for the control of the received audio
signal.
The Radio Management Panels (RMPs) serve to select the VHF frequencies.
The VHF transceiver, tuned on the frequency selected by one of the 3 Radio
Management Panels (RMPs), transforms the audio signals into VHF signals (in
transmission mode) or VHF signals audio signals (in reception mode).
Note : The VHF3 is dedicated to ACARS system, but can be used for radio
voice communications.
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Figure 33
VHF Schematic
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POWER SUPPLY
VHF1 System
The VHF1 system is supplied with 28VDC :
from the 28VDC ESS BUS 4PP (sub-busbar 401PP) through circuit breaker
2RC1 located on the overhead panel 49VU, in the cockpit.
The VHF1 system is supplied by the emergency system.
VHF2 System
from the 28VDC BUS 2 2PP (sub-busbar 204PP) through circuit breaker
2RC2 located on the rear panel 121VU, in the cockpit.
VHF3 System
from the 28VDC BUS1 1PP (sub-busbar 101PP) through circuit breaker
2RC3 located on the rear panel 121VU, in the cockpit.
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Figure 34
VHF Power Supply Schematic
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DESCRIPTION
Transmit Function
The audio signals from the microphones are transmitted to the VHF transceiver
through the AMU. The VHF transceiver tuned on the frequency selected on
one RMP, transforms the audio signals into VHF modulated signals. The VHF
signals are fed to the antenna by a coaxial cable. They are then transmitted to
the various stations.
A connection between the VHF transceiver and the SDAC enables to record
the use of the VHF system in transmit mode. The connection is obtained
through the PTT switch.
Receive Function
The antenna picks up the VHF radio-communication signals from the stations.
These signals are transmitted to the transceiver by a coaxial cable. The transceiver, tuned on the frequency selected on one RMP demodulates the VHF
received signals into audio signals.
The AF signals are transmitted via the AMU, to the audio equipment or SELCAL system.
Tuning
The transceiver has two serial inputs: a port A serial input and a port B serial
input. It can therefore be controlled through either input depending on the status of a discrete (port select) delivered by the frequency control system. The
data corresponding to the frequency selected on the RMP is sent to the transceiver through an ARINC 429 bus. This serial word contains the label, the
source / destination identifier, the frequency data, the status and the parity bit.
The ACARS MU applies a command signal to the VHF3 to take into account its
frequency inputs through the port select discrete.
when this discrete is a ground signal, the VHF3 takes into account input A
and operates on the frequency transmitted by the ACARS MU.
when this discrete is a open circuitl, the VHF3 takes into account input B
and operates on the frequency transmitted by the RMPs.
Signals
The LGCIU indicates the aircraft status (flight or ground) for flight leg switching.
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A
B
A
B
B
A
Port Control
Figure 35
VHF Detailed Schematic
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determines a failure related to the VHF system. The BITE of the VHF transceiver is connected to the Centralized Fault Display Interface Unit (CFDIU).
The BITE :
transmits permanently VHF system status and an identification message to
the CFDIU.
monitors data input from the various peripherals (RMP and CFDIU).
transmits to the CFDIU the result of the tests performed and self-tests.
General Operation
the normal mode
the menu mode.
Normal Mode
During the normal mode the BITE monitors cyclically the momentaneous status of the VHF system. It transmits these information signals to the CFDIU
during the flight concerned. In case of fault detection the BITE stores the information signals in the fault memories.
ECAM Message
A connection between the VHF tranceiver and the SDAC enables to record the
use of the VHF System in transmit mode (PTT). If the system is in transmit
mode longer than 60s the following message appears on the ECAM:
COM : VHF-X CONT EMITTING
CFDS Messages
VHF-X TRANSCEIVER
A transceiver fault has been detected
VHF-X: NO DATA FROM CONTROL SOURCE
No data from RMPs
VHF-X: NO DATA FROM CFDIU
CHECK VHF-X ANTENNA CIRCUIT
A antenna fault or a antenna coaxial cable fault has been detected.
Menu Mode
The menu mode can only be activated on the ground. This mode enables
communication between the CFDIU and the VHF transceiver BITE. This is by
means of the MCDU (Multipurpose Control Display Unit) of the maintenance
system. The VHF transceiver menu mode is composed of :
LAST LEG REPORT
LRU IDENTIFICATION
TEST.
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RMPs
VHF
TRANSCEIVERS
AMU
SDAC
CFDS
Figure 36
CFDS monitored
VHF CFDS monitored LRUs
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Figure 37
VHF MCDU BITE Menu
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FRONTPANEL TEST
After installation, correct operation of the VHF transceiver can be checked by
using the following controls located on the transceiver face :
SQL/LAMP TEST pushbutton switch
When pressing the SQL/LAMP TEST pushbutton switch :
- the squelch is disabled and allows background noise to be heard
- the green LRU PASS and red CONTROL INPUT FAIL annunciator lights
come on (lamp test).
TEST pushbutton and CONTROL INPUT FAIL and LRU PASS annunciator
lights
When pressing the TEST pushbutton switch :
- the green LRU PASS indicator light comes on for 1s approximately to
indicate correct operation
- the red CONTROL INPUT FAIL warning light is off
The red warning light comes on to indicate control data failure (control
unit or bus line).
- the stationary wave ratio appears in the front display.
RFL/OFF/FWD selector switch
When placing the RFL/OFF/FWD selector switch in FWD and RFL positions, the forward and reflected powers appear respectively in the front display.
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Figure 38
VHF Front Panel Test
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Figure 39
VHF Location 80 VU
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Figure 40
VHF Location Cockpit
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23-11 HF-SYSTEM
GENERAL
The high frequency (HF) system serves for all long-distance voice communications between different aircraft (in flight or on the ground), or between the
aircraft and one or several ground stations. The HF system operates within the
frequency range defined by ARINC 719, (i.e. 2.8 to 23.999 MHz, with 1 KHz
spacing between channels). The aircraft is provided with a single HF system.
The HF system is composed of :
one transceiver
one antenna coupler
one shunt-type antenna
The HF system is associated with :
the Radio Management Panels (RMP) which are centralized systems enabling the frequency display of the HF system and the mode switching
the Audio Management Unit (AMU) for connection to the audio integrating
and SELCAL systems
the Centralized Fault Display Interface Unit (CFDIU) (by the MCDU) which
is a centralized maintenance system
the Landing Gear Control Interface Unit (LGCIU) which indicates the aircraft
status (flight or ground)
the System Data Acquisition Concentrator (SDAC) which collects transmission information from the HF system (COM: HF1 EMITTING if PTT longer
than 60s)
The HF1 system is supplied with three-phase 115VAC through 5A circuit
breaker (1RE1) in cockpit panel 121VU, from sub-busbar 101XP. The HF1
transceiver (3RE1) provides the HF1 antenna coupler (4RE1) with 28VDC and
monophase 115VAC.
interruption of the signal after 15 s approximately.

triggering of the signal at each attempt to transmit.
Operation
The HF transceiver complies with the standards defined in ARINC 719. The
transmission and reception of coded messages between the various control
units (CFDIU, RMP) comply with ARINC 429.
The RMP controls the various operations which are transmitted to the transceiver by a numeric message in compliance with ARINC 429. This message
can be received by the port A or the port B of the transceiver. The RMP performs the selection by a discrete. A microprocessor performs the decoding of
the frequency and mode (AM or USB). The microprocessor checks the message from the RMP and controls the system operation. In case of failure it controls the illumination of the lights located on the face and/or acts on the transmitter.
Indication of Transmission Out of Frequency Range

The HF system is designed to operate within the frequency range from 2.8 to
23.999 MHz.
However, an operational facility enables frequency display in the 2 to 29.999
MHz range on the RMP. If the out-of-range values of the HF transceiver are
displayed on the RMP, the operating anomaly is indicated as follows :
at first activation of the PTT switch : a 1000 Hz audio signal is triggered.
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Figure 41
HF System Schematic
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HF- ANTENNA COUPLER

General
The antenna coupler enables matching of the aircraft HF shunt-type antenna
with the output circuit (50 ohms) of the HF transceiver. The coupler is a pressurized sealed box.
The face features :
a connector J1 for connection with the transmitter
a coaxial connector J2 to connect the coaxial cable from the transmitter
a connector J3 for test equipment connection
a pressurizing valve
a fault warning light
a handle
an identification plate
Operation
The coupler is tuned in six sequences : start, reception/standby, tune A, tune
B, tune C and operational position.
A sequence counter controls the six sequences.The counter starts the next
sequence only when all the conditions related to the previous one are met. If a
failure is detected during the tuning phase, tuning is stopped. The tuning phase
is initiated at HF system energization or when a new frequency is selected. The
tune control line is then grounded. Servomotors controlled by servo-amplifiers
place the tuning elements in start position.
Start sequence
In this sequence, the capacitors and inductors are positioned so that they
present minimum impedance to signals. When all these conditions are met,
a pulse is applied to the sequence counter. The system is forced to the reception/standby phase.
Reception/standby sequence
In this position, the coupler is in reception condition and ready for a tuning
cycle. PTT control grounding causes interlocking of couplers (case of dual
system). A pulse is applied to the sequence counter and the system is
forced to the next tuning sequence : tune A.
Tune A sequence
The purpose of tune A is to adjust the antenna circuits so that HFsignal current and voltage are in phase. To this end after detection a discriminator
delivers an errorsignal proportional to the phase difference during 50 ms.
The polarity of this signal determines the elements required to achieve tuning.
Tune B sequence
The purpose of tune B is to match the antenna load with the transmitter output circuits. To this end, a load discriminator compares the HF current and
voltage. This comparison gives an error voltage proportional to the difference between the HF circuit impedance and an impedance of 50 ohms.
Tune C sequence
The purpose of the tune C is to complete previous adjustments and obtain a
VSWR (voltage standing-wave ratio) lower than 1.3. When a VSWR lower
than 1.3 is obtained, the sequence counter controls start of the next sequence, i.e. operational position.
Operational position
In this sequence, the tuning control line is disconnected from ground. The
antenna coupler can operate. If a new frequency is selected, the antenna
coupler goes back to the start sequence and the tuning cycle starts again.
Fault Indication
Fault information of the coupler can be transmitted by discretes to the HF
transceiver. In this case, the HF transceiver will take these items of information
into account and will transmit them to the CFDIU.
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Figure 42
HF- System Antenna Coupler
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determines a failure related to the HF system. The BITE of the HF transceiver
is connected to the Centralized Fault Display Interface Unit (CFDIU).
The BITE :
transmits permanently HF system status and an identification message to
the CFDIU.
monitors data input from the various peripherals (RMP and CFDIU).
General Operation
the normal mode
the menu mode.
Normal Mode
During the normal mode the BITE monitors cyclically the momentaneous status
of the HF system. It transmits these information signals to the CFDIU during
the flight concerned. In case of fault detection the BITE stores the information
signals in the fault memories.
ECAM Message
A connection between the HF tranceiver and the SDAC enables to record the
use of the HF System in transmit mode (PTT). If the system is in transmit
mode longer than 60s the following message appears on the ECAM:
COM : HF-1 EMITTING
CFDS Messages
HF-X TRANSCEIVER
A transceiver fault has been detected
HF-X: NO DATA FROM CONTROL SOURCE
No data from RMPs
HF-X: NO DATA FROM CFDIU
HF-X ANTENNA CIRCUIT
A antenna fault, a antenna coaxial cable fault or a coupler fault has been
detected.
Menu Mode
The menu mode can only be activated on the ground. This mode enables communication between the CFDIU and the HF transceiver BITE. This is by means
of the MCDU (Multipurpose Control Display Unit) of the maintenance system.
The HF transceiver menu mode is composed of :
LAST LEG REPORT
LRU IDENTIFICATION
CURRENT STATUS.
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CFDS monitored
Figure 43
HF System CFDS monitored LRUs
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Figure 44
HF- System BITE Menu Sheet 1
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Figure 45
HF- System BITE Menu Sheet 2
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Figure 46
HF System BITE Menu Sheet 3
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HF-TRANSCEIVER FRONTPANEL TEST

On transceiver face are located:
two jacks (PHONE and MIC)
a SQL/LAMP TEST pushbutton switch
three red warning lights :
- LRU FAIL
- KEY INTERLOCK
- CONTROL INPUT FAIL
a transportation handle
an identification plate
Test
Correct operation of the transceiver can be checked by means of the various
lights on its face.
LRU FAIL red light (LED)
LRU FAIL red light comes on in the event of a transceiver warning such as :
- output power drop (detected only if PTT is active)
- microprocessor or synthesizer failure
- power failure
KEY INTERLOCK red light (LED)
KEY INTERLOCK red light comes on when a failure is detected in antenna
circuit (if PTT is active), such as :
- coupler failure
- excessive tuning time
- excessive antenna reactance
CONTROL INPUT FAIL red light (LED)
CONTROL INPUT FAIL red light comes on when there are serial message
faults such as :
- abscence of label
- insufficient refresh rate
- message not valid.
SQL/LAMP TEST pushbutton switch
When pressing the SQL/LAMP TEST pushbutton switch, all the lights come
on, the squelch is disabled and causes background noise to be heard in the
headset.
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Figure 47
HF- System Transceiver & Fault Annunciator
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Figure 48
HF- System Location
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Figure 49
HF- System Antenna & Coupler Location
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23-24
ACARS
ACARS PRESENTATION
Purpose
The ACARS Data Link System is an air/ground communication network that
enables aircraft to function as a mobile terminal associated with modern airline
command, control and management systems.
The ACARS is used to transmit or receive automatically or manually generated
reports or messages to or from a ground station.
The ACARS is dedicated to Maintenance, Operation and Commercial purposes.
The choice of ACARS applications and the definition of the operational programs are under Airline responsibility because of high customization of the system.
The ACARS is a Buyer Furnished Equipment (BFE).
Principle
The ACARS can manage both transmission or reception of data.
Ground-to-air (uplink UL) and air-to-ground (downlink DL) digital messages
are transmitted or received via the VHF3 transceiver.
VHF3 is mainly dedicated to the ACARS Data Link System, but can be used as
a backup for voice communications.
The transmitted information is relayed via the ground stations to a central computer where data is converted into airline messages.
A ground network (SITA for EUROPE, ASIA, AFRICA and SOUTH AMERICA,
ARINC for the USA and CANADA and AVICOM for JAPAN), transmits the data
from the ground receiver to the airline main base.
SITA network is exclusively dedicated to the airline community, transmitting
technical, commercial, flight operation and safety information.
Any of the ACARS functions can be modified by the airline, through the
ACARS MU programming. The unit needs a Operating Software and a Customer Database. Both are loadable via a portable Dataloader direct on the
frontface of the MU (not via the installed Airborne Data Loader).
Components
The ACARS Management Unit is connected to various computers :
Flight Management function of the Flight Management Guidance and Envelope Computers (FMGECs).
Central Fault Display and Interface Unit (CFDIU).
Data Management Unit (DMU).
Flight Warning Computers (FWCs) and the System Data Acquisition Concentrator (SDAC1)
Air Data and Inertial Reference Unit (ADIRU3).
Fuel Quantity Indication System (FQIS).
Various units are used to control the ACARS MU :
2 Multipurpose Control Display Units (MCDUs).
1 Printer and 3 Radio Management Panels (RMPs), located in the cockpit.
The Unit receives various discrete informations for several functions (e.g. A/C
type).
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MCDU
VHF # 3
RMP 1 /2 /3
VOICE FREQUENCY
Control
DATA FREQUENCY
Control
Control
ACARS MU
103 XP
115V AC
BUS 1
PRINTER
PORTABLE
DATA LOADER
ADAPTER CABLE
FMGC 1/2
VARIOUS
DISCRETES
A/C TYPE PIN PROGRAMS
AIDS DMU
SDAC 1
CFDIU
ADIRS # 3
ACARS MU
FWC 1/2
FQIS
Figure 50
ACARS Schematic
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DESCRIPTION
ACARS MU
The ACARS Management Unit (MU) manages all tasks related to the ACARS.
It controls both emission and reception of data through the VHF3 transceiver.
The ACARS MU transmits data to the various aircraft systems through its two
general output buses. It receives data from the avionics systems through their
general input buses.
The ACARS MU is supplied with 115 VAC.
MCDU
The ACARS MU is interfaced with the Multipurpose control and Display Units
(MCDUs). The dialog between one MCDU and the ACARS MU is initiated
when ACARS is selected on the MCDU menu.
The MCDU enables the following functions :
display of data generated by the MU,
display of data transmitted by the ground or by peripheral computers,
selection of the various ACARS MU functions,
test and entry of data by the crew.
MCDU 1 and 2 are connected to the ACARS MU. Only one can communicate
with the system at a time.
FMGEC
The FMGECs send a pre-flight and a post-flight report via ACARS MU by
manual action through the MCDUs. It also sends report on ground request via
ACARS MU. The FMGECs also automatically send the in-flight report to the
ACARS MU after take off. The airline can initialize and update the flight plan in
the FMGECs through ACARS.
Note: The ACARS - FMC Interface is not full active in the moment.
ACMS DMU
The ACARS MU transmits data to and receives data from the Aircaft Condition
Monitoring System (ACMS). Each report generated by the ACMS can be programmed individually for transmission to the ACARS MU either automatically or
manually.
CFDIU
The ACARS MU receives data from the CFDIU. The CFDIU transmits automatically or manually the following messages to the ACARS MU :
post flight report on ground or current flight report in flight,
real time failure and real time warning in flight,

BITE data messages and class 3 report on ground.
The ACARS MU transmits its own maintenance information to the CFDIU (not
active).
The ACARS MU is provided from the CFDIU with the following :
aircraft identification (tail number),
flight number and flight phase,
identification of departure and destination airports,
date and time,
installed optional systems.
PRINTER
The ACARS MU is connected to the multi-purpose cockpit printer. The ACARS
MU can buffer data printing, when the printer is buzy with another system.
ADIRU 3
The ADIRU 3 sends LAT/LONG information form frequency tuning and
groundspeed information.
FQIS
The Fuel Quantity Indication System sends FOB, preselected Fuel e.g. information
FWC/SDAC
The ACARS MU receives parameters sent by the System Data Acquisition
Concentrator (SDAC) 1 and the Flight Warning Computers (FWCs) 1 and 2.
The parameters sent by SDAC 1 and FWCs allow the ACARS MU to establish
the EVENT TIME OOOI (pax door closed, gear compressed...).
The ACARS MU sends a status parameter to the FWCs. FWC 1 and FWC 2
display on the Engine Warning Display (EWD), one of four ACARS configurations provided by the ACARS MU. The four possible configurations are:
ACARS MSG : an ACARS message has been received by the aircraft,
ACARS STBY : loss of communication between aircraft and ground,
VHF3 VOICE : VHF3 operates in VOICE mode,
ACARS CALL : a message requesting a voice conversation has been received from the ground.
A amber COM- ACARS FAULT message appers, when the FWCs do not receive normal information from the ACARS MU.
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SDAC1
ADIRS#3
FQIS
Figure 51
ACARS Detailed Schematic
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ACARS ACTIVATION
VHF3 FREQUENCY SELECTION
VHF3 can be tuned either via the ACARS MU automatically or manually using
the MCDUs, or via the Radio Management Panels (RMPs) depending on the
PORT SELECT discrete status.
The PORT SELECT discrete status is manually controlled by the selection
made on the RMPs, or automatically by the ACARS MU. When the PORT SELECT DISCRETE is grounded, the ACARS MU tunes the VHF3 through its
input A.
When the PORT SELECT DISCRETE is in open circuit, the RMPs tune the
VHF3 through its input B.
The frequency controlled from the MCDUs is used to force the MU to work
with another frequency. In normal case, the frequency is tuned automaticly
from the MU by using present position information from the ADIRUs. In case of
missing this information or other failure a manuell selection of the 5 ACARS
frequencies is possible via the MCDU.
VHF3 AUDIO SELECTION
VHF3 will handle audio information from ACARS MU or from the Audio Management Unit (AMU) depending on the VOICE DATA SELECT discrete status.
When the VOICE DATA SELECT discrete is grounded, VHF3 handles audio
information from the ACARS MU. When the VOICE DATA SELECT discrete is
in open circuit, VHF3 handles audio information from the AMU.
These selections can be defined by means of a pin program .
RMP
Each RMP receives the PORT SELECT discrete. When this discrete is
grounded, each RMP displays the same kind of information in VHF3 mode :
- ACARS in the ACTIVE window,
- a frequency in the stand-by window.
Note : VOICE DATA SELECT can be grounded or open.
When this discrete is in open circuit, each RMP displays the same kind of information in VHF3 mode :
- the same frequency in the ACTIVE display,
- ACARS in the stand-by display.
Note : VOICE DATA SELECT is in open circuit.
The PORT SELECT discrete can be changed automatically or manually by the
ACARS MU or manually by one RMP.
Each time the TRANSFER KEY in one RMP is selected, the REMOTE VOICE/
DATA SELECT discrete status will change momentarily forcing the ACARS MU
to change the PORT SELECT and VOICE SELECT discrete status.
As a consequence, VHF3 changes from VOICE to DATA or DATA to VOICE
mode and RMPs will switch the display between ACTIVE and STAND-BY windows.
Note: If the ACARS is active on VHF 3 and the MU fails, the active window displays dashes. When a transfer is made, ACARS is displayed in the standby
window.
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Activation of ACARS on RMP
Deactivation of ACARS on RMP
temporarily displayed
if continuously
--> ACARS Fault
Figure 52
ACARS Activation on RMP
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DATA LOADING
General
For correct operation the ACARS MU needs the correct:
Operating Software (SW P/N)
Customer Database (DB P/N)
Aircraft registration (A/C REG)
The aircraft registration is received from the CFDIU in case of a Cold Start.
A Cold Start is activated in case of:
MU removal.
reset via MCDU (see maintenance pages).
new software load.
activation of test switch on the MU frontface.
During a COLD Start the ACARS MU is completly new initialized (with A/C registration initialisation) and a self test is activated.
Software Loading
The software have do be loaded via a portable Dataloader direct on the frontface of the MU (not via the installed Airborne Data Loader).
After operating software or database loading the correct SW P/N or DB P/N
have to be checked on the MCDU (see maintenance pages - part numbers).
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TEST
PORTABLE
ADAPTER CABLE (for ACARS loading only)
DATA LOADER
ACARS MU
Figure 53
ACARS Data Loading
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Label 270 Chart
MESSAGES
ECAM Messages (Memo)
The Label 270 messages are shown on the upper ECAM display (E/W).
Message Text ECAM
Trigger Condition
Reset Condition
ACARS CALL
An ACARS CALL uplink has been received

(Voice request from ground)
Activate the ACARS MCDU Operation and select

ACARS REC MSG Pg.
ACARS MSG
An ACARS UPLINK has benn received

(e.g. Telex, ATIS, Loadsheet, Weather Data)
Activate the ACARS MCDU Operation and select

ACARS REC MSG Pg.
VHF3 VOICE
VHF 3 set in VOICE mode
Use TFR switch on RMP to select ACARS mode
ACARS STBY
ACARS link not possible. Out of ground station range
Check VHF 3, Frequency, Service Provider avalibility
Indications in the cockpit

Situation
Indication on MCDU
Indication on ECAM
Indication on RMP
No link to ground station
NO COMM, MSG NOT GEN
ACARS STBY
ACARS in the ACTIVE WINDOW
ACARS not controling VHF 3
VOICE MODE, MSG NOT GEN
VHF3 VOICE
ACARS in the STANDBY WINDOW
ACARS MU fault
ACARS not visable on MENU page
COM - ACARS FAULT
----- in the ACTIVE WINDOW
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MCDU Messages
The MCDU Scratch Pad (SP) shows messages in the following priority:
4. user entries
5. ERROR / ADVISORY messages
The ACARS ERROR / ADVISORY messages (priority 2) are shown, when the
ACARS system is selected on the MCDU. Most of them can be cleared by
pressing the CLR-key on the MCDU ( see chart).
ACARS Error / Advisory Messages Chart

Message Text
Trigger Condition
Reset Condition
NO COMM,
MSG NOT GEN ( white )
LSK that initiates a downlink is pressed while MU is in a

NO COMM condition.
5 seconds or CLR key pressed or data entry
VOICE MODE,
LSK that initiates a downlink is pressed while MU is in

VOICE Mode.
PRINTER FAIL ( white )
LSK that initiates a print is pressed, and the printer cannot

accept a message.
Invalid data entry
CLR key pressed or valid data entry
MU has not received the A / C Registration Number from the

CFDIU.
A / C Registration Number from CFDIU ( Cold Start )
LSK that initiates a downlink is pressed, and the downlink

buffer is full.
AUTO / MAN
FREQ MISMATCH ( white )
Manually selected VHF data frequency differs from frequency indicated by automatic frequency select logic.
Select correct frequency or CLR key or data entry
NO LAT / LON,
USE MAN FREQ ( amber )
MU is not receiving latitude and longitude data from aircraft
VHF data frequency manually selected or aircraft starts

broadcast data or CLR key pressed or data entry
Hardware part number is invalid (invalid format)
Hardware part number
AIRCRAFT TYPE
MISMATCH ( amber )
Aircraft type pins are not set for A320/321 aircraft
Reconfigure pins and

reset MU
ACRFT REGNUM
DBASE FAIL ( amber )
Aircraft registration number initially received from broadcast

does not match database
Install MU on proper aircraft or modify database
INVALID ENTRY ( white )

NO A / C REG,
MU IN STBY ( amber )
BUFFER FULL,
BAD H / W PART NUM ( amber )
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REPORTS / REQUESTS
Typ
Name
1.Movement
Reports(OOOI)
O
P
E
R
Out
DL
: DL of flight number, out time (off blocks) and depature airport
Trigger
Automatic
RET IN : DL of flight number, return in time and station
Automatic
OFF
: DL of flight number, off time ( takeoff time ), destination and ETA
Automatic
ON
: DL of flight number, on time ( touch down time ), destination, destination runway Automatic
IN
: DL of flight number, touch down time, in time ( on block time ) and destination
Back- Up
Movement
Message
Automatic
DL
DL of estimated time of arrival, destination and runway
Automatic
Voice
3a.Voice Cont. Req.
DL
Voice contact requests to various addresses
Manual
Voice
3b.ACARS CALL
UL
Call request from ground
Manual
Voice
DL
Free text ( telex ) to various addresses
Manual
Voice
UL
Free text ( telex ) to pilots from ground
Manual
Voice
DL
Crew ready for ACARS messages ( e.g. release for WX, ATIS, PDC, Loadsheet uplink )
Manual
Voice
DL
Request for forecast and actual weather
Manual
Voice
UL
UL of forecast and actual weather
after req.
Voice
DL
Request for ATIS
Manual
Voice
UL
UL of ATIS
after req.
Voice
DL
Request of Pre Departure Clearance
Manual
Voice
UL
UL of Pre departure Clearance
after req.
Voice
3h.Loadsheet
UL
Ul of loadsheet
after req.
Manual Ramp
4.Refueling Report
DL
DL of supplied fuel, remaining fuel and APU fuel
Automatic
Fuel Message
DL
Request for A/C crew rotation
Manual
Voice
UL
Info about arrival position and next leg for PIC and A/C
Auto or req Voice
DL
Request for PIL
Manual
UL
UL of PIL
Auto or req Manual Ramp
DL
Request for connecting gates
Manual
UL
Departure infos for connecting flights ( Gate and time within the next 30 minutes )
Auto or req Voice
DL
Engine condition monitoring reports
Automatic
3c Free Te
3c.Free
Textt
3d.Initial Req.
3f ATIS
3f.ATIS
3e Airport Weather
3e.Airport
3g PDC
3g.PDC
5 A/C Crew
5.A/C
Cre Rotation
S
6 Pa Info List
6.Pax
R
V
Function
2.Progress Report
A
T
I
O
Dir
7 Connecting Gates
7.Connecting
8.ACMS/AIDS
Voice
Voice
Print out
______________________________________________________________________________________________________________________________________________________________________________________________
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MANUAL
action required
Profile Independent DL Reports:
Profile Independent UL Reports:
Conn Gate Reqest

A/C Crew Rotation Request
Telex Report
Voice Request
ATIS Request
Weather Request
PDC Request
Telex Report
ACARS CALL
OUT
OFF
ON
Trigger
AUTOMATIC
IN
Time
First A/C movement

OUT : and all doors closed
now
OFF : Ldg gear decrompressed
now
ON
: Ldg gear compressed
now
IN
: Min one door open
Last time park

brake set

ETA Change Report
Destination Airport Change Report
Destination Runway Change Report
Frequency Change Report
Figure 54
ACARS Flight Profile
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
MANUAL
action required
Profile Independent UL Reports:
Conn Gate Reqest

A/C Crew Rotation Request
Telex Report
Voice Request
ATIS Request
Weather Request
PDC Request
Telex Report
ACARS CALL
OUT
OFF
ON
Trigger
AUTOMATIC
IN
Time
First A/C movement

OUT : and all doors closed
now
OFF : Ldg gear decrompressed
now
ON
: Ldg gear compressed
now
IN
: Min one door open
Last time park

brake set

ETA Change Report
Destination Airport Change Report
Destination Runway Change Report
Frequency Change Report
Figure 54 ACARS Flight Profile

______________________________________________________________________________________________________________________________________________________________________________________________
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SYSTEM REPORT/TEST
COM
1L
ACARS
1L
<REPORT
<REPORT
3L
<LRU IDENT
4L
5L
6L
1R
TEST>
2R
1L
<AMU
2L
2R
2L
3L
3R
4L
5L
<ACARS MU
<RETURN
1/2
CIDS 2>
1R
<RMP 1
HF 1>
2R
3L
<RMP 2
HF 2>
3R
4R
4L
<RMP 3
VHF 1>
4R
5R
5L
<CIDS 1
VHF 2>
5R
6R
6L
<RETURN
VHF 3>
6R
3R
<DATA
COM
CLASS 3
FAULTS>
PREVIOUS LEGS
2L
SYSTEM REPORT/TEST
1R
6L
LAST LEG
2/2
4R
GROUND
REPORT>
5R
6R
<RETURN
ACARS
ACARS
1R
1L
ATA
2R
2L
231313
3
FQIC (3QT) / ACARS MU (1RB)
3R
3L
4L
4R
4L
5L
5R
5L
6R
6L
1L
2L
3L
TEST IN PROGRESS
PRINT*
6L
SEND :->
Figure 55
CLASS
1R
2R
3R
235534
3
SDAC1 (1WV1) / ACARS MU (1RB)
4R
5R
<RETURN
PRINT*
SEND :->
6R
ACARS TEST VIA CMS
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OPERATION MENU DESCRIPTION

Initial Menu Pages
When the ACARS MU is given control of an MCDU the MU displays the
ACARS MENU page. The ACARS MENU page is the root page through which
all other ACARS pages may be accessed.
Each page of the ACARS Main Menu can display different data bases. These
pages are created upon energization of aircraft electrical network and are recreated when the flight phase changes from preflight to inflight, from inflight to
postflight, and from postflight to preflight. When the flight phase changes or the
aircraft electrical network is energized, then the MU updates the text and functions displayed on the ACARS Main Menu.
-ACARS Requests
DL of a request. As long as no data UL is received the request is displayed
without carret.
-ACARS Reports
Data entry for DL reports. The data will be send automaticlly.
-T elex
Send a TELEX to a predefined or self entered (Free Telex) address. Enter text
and press send pushbutton.
-V oice Contact
Send a voice contact request to a predefined address
-Received Messages
Shows all messages received by the ACARS MU
-MISC (Miscellaneous Menu)
Entry to various function of the ACARS System (e.g. Maintenance)
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ACARS INFLT MENU
2/2->
CREW ROT
1L
1R
<REQUEST
ACARS INFLT MENU
CONN GATE
<REQUEST
2L
2R
REQUEST>
2L
3R
REQUEST>
PIL
3L
<REQUEST
4L
4L
CONTACT>
<MISC
5L
MESSAGES>
<TELEX
6R
ATIS
1L
3L
2L
4L
5L
6L
3L
<TELEX
<MISC
4L
5L
6L
CONTACT>
5R
RECEIVED
<MISC
MESSAGES>
6R
Air to Ground
ACARS PREFLT MENU 2/2->

PIL
2L
4R
VOICE
ON to IN Status
Ground to Air
<REQUEST
2R
3R
5R
RECEIVED
6L
1L
1R
VOICE
<TELEX
6L
WEATHER
4R
3L
5L
1/2->
ATIS
1L
ACARS POSTFLT MENU

1R
1L

INITIAL
<REQUEST
FPL DATA
<REPORT
REFUELING
<REPORT VOICE
LOAD DATA
CONTACT>
<REPORT
RECEIVED
MESSAGES>
<TELEX
<MISC
2R
ATIS
REQUEST>
1R
3R
WEATHER
REQUEST>
4R
2R
3L
3R
4L
5R
4R
6R VOICE
CONTACT>
RECEIVED
MESSAGES>
2L
5R
5L
6L
6R
Figure 56
2/2->
CREW ROT
<REQUEST
CONN GATE
1R
ACARS POSTFLT MENU

2R
1L
<REQUEST
REQUEST>
WEATHER
3R
2L
REQUEST>
4R
3L
<TELEX
<MISC
VOICE
CONTACT>
4L
RECEIVED
5L
6L
1/2->
ATIS
MESSAGES>
<TELEX
<MISC
2R
3R
5R
6R
1R
4R
VOICE
CONTACT>
RECEIVED
MESSAGES>
5R
6R
ACARS Menus
______________________________________________________________________________________________________________________________________________________________________________________________
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ACARS Telex Address Screen

The ACARS TELEX ADDRESS is selected by pressing LSK 5L from the
ACARS main menu. The hardcoded data entry screen creates a multi-page
screen that provides address selection. The telex downlinks can contain either
a 4 or 7 character ground address.
Line select keys 1 through 5 left and right are used to select the character address to be used with the telex downlink. The action of pressing a line select
key on the ACARS Telex Address screen causes the MU to select an address
and generate the ACARS Telex screen, 4 character address. Line select key
6R is used to select the ACARS Telex screen, 7 character address (SITA Address).
Line select key 1L on the ACARS Telex screen is used to manually enter an
address. The validation criteria is exactly 4 alpha characters for the 4 character address and 7 alphanumeric characters for the 7 character address. The
crew can reset an address to its default value by performing the following actions:
Press the CLR key so that string CLR appears in the scratchpad.
Press the LSK adjacent to the address to be reset to the default value.
The entry of free text is performed on the ACARS telex screen. Four lines of
text, of 24 characters each, may be entered on the first page and four more
lines of TEXT may be entered on the second page. Text may be entered two
ways. One way is to key the data into scratch pad then press a line select key
in order to transfer the data into that line. If the data contains less than 24 characters, then the remainder of the line is filled with spaces. The other method is
to key in the data without stopping. When the scratch pad is full, the data is
automatically transferred, when the 25th character is entered, to the uppermost
free data line. Character 25 is then displayed in column 1 of the scratch pad.
When the data is automatically entered into line 4 of the first page, the MU will
switch to the second page. The user may switch between the two methods at
any time, except for the last line, which requires using line select key 5L or 5R
to enter the data. If the upper-most free line of text is on page 1 and page 2 is
displayed on the MCDU, and the 25th character is keyed into the scratchpad,
then the data is automatically entered into the upper-most free line, the MU
switches to page 1 of the ACARS Telex screen and character 25 is displayed in
column 1 of the scratchpad.
When the telex message is ready to be transmitted then press line select key
1R, SEND*, on either page of the ACARS Telex screen. The MU creates a
downlink containing the entered data, reinitializes the text parameters to their
default values of dashes, and switches to the ACARS Telex Address Select
screen.
ACARS REFUELING REPORT Page
The ACARS REFUELING REPORT page is accessed by pushing the line key
adjacent to the REFUELING REPORT indication on the ACARS MENU page.
It is used to enter data for the calculation of fuel data for billing purposes only
and displaying the results.
QTY BEFORE: The MU will display the remaining fuel quantity, in metric tons,
adjacent to line key 1R. The crew can enter a remaining fuel quantity value.
Note: This value is erased when a MU Reset is performed.
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Revision No
: 02US/E MK 27.2.96
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ACARS REFUELING REPORT

1L
2L
3L
4L
5L
6L
ACARS TELEX
1L
TROUBLE SHOOTING
EDDF
SUPPLY VOL
5L
RETURN TO
PRINT*
<ACARS MENU
3R
PRINT*
ACARS TELEX
1L
1/2->
SEND*
5R
6R
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
RETURN TO
<ACARS MENU
PRINT*
<REQUEST
FPL DATA
<REPORT
REQUEST>
LOAD DATA
4R
<REPORT
<MISC
2R
3R
<REPORT
<TELEX
1R
WEATHER
REFUELING
6R
6L
ATIS
REQUEST>
VOICE
CONTACT>
RECEIVED
MESSAGES>
5R
6R
ACARS TELEX ADDRESS
4R
OPS
1L
<CONTROL
2L
<SCHEDULE
3L
STATION
4L
INITIAL
5R
JETA1
1R
RETURN TO
4R
----.-
FUEL TYP
3L
<ACARS MENU
3L
FUEL DIFF
( )
2R
6L
3R
6.1
SUPPLIER
1/2->
SEND*
2L
FOB
0.889
2R
----.-
DENSITY
5L
1L
SUPPLIED
LT
1R
---- / 6.1
UNITS
2L
4L
TYP/QTY BEFORE
CREW
TROUBLE
<SHOOTING
4L
<STATION
5L
<DISPATCH
6L
RETURN TO
<ACARS MENU
STATION
DEST>
STATION
ORIGIN>
MAINT
DEST>
MAINT
ORIGIN>
1R
2R
3R
4R
5R
SITA ADDR>
6R
6R
Figure 57
ACARS Telex and Refuling Pages
______________________________________________________________________________________________________________________________________________________________________________________________
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Received Messages Page

The ACARS REC MSGS page is accessed by pushing the LSK 6R on the
ACARS Main Menu. This page is used to view REPORT uplink titles, and to
select REPORT uplinks. Each REPORT uplink has its Title, or Default Title,
displayed on the Prompt Lines of LSKs 1L through 5L.
Each REPORT uplink is queued for display on the ACARS REC MSGS page in
the order in which it was received. A REPORT will be identified by its
associated title. The most recent REPORT Title appears at the top of the
ACARS REC MSGS page. Up to five REPORT uplinks may be displayed on a
single page of this screen. A maximum of ten pages are allowed for a total display capability of fifty REPORT uplinks. The Message Display pages (ACARS
MSG DISPLAY prompt) are selected by pushing the LSK on the Received
Messages Screen associated with a specific Report uplink.
Each REPORT Title is initially displayed in large font upon reception. After the
crew selects a report or after the report is automatically printed, then the
associated Title changes to small font. The transition to small font does not occur until the pilot returns to the Received Messages page. Upon subsequent
returns to the Message Display page the Title is displayed in small font. A report may be deleted from the Message Display page by initiating the following
sequence:
push the CLR function key, the string CLR appears in the scratpad
push the LSK adjacent to the RETURN TO REC MSGS indication.
The results are the same as if the report was deleted from the ACARS REC
MSGS screen. For all the Message Display prompts (i.e., ACCEPT, REJECT,
PRINT) if the star is absent then LSK presses for that prompt will be ignored.
Voice Contact
The VOICE CONT REQUEST page is accessed by pushing the line key adjacent to VOICE CONTACT indication on the ACARS MENU page.
The hardcoded data entry screen creates a multi-page screen that provides
address selection. The voice request downlinks contain a 4 character ground
address.
Line select keys 1 through 5 left and right are used to select the character address to be used with the voice request downlink. The action of pressing a line
select key on the VOICE CONTACT screen causes the MU to select an address and generate the ACARS VOICE CONTACT REQ screen.
ON VHF: Voice Contact Request is displayed adjacent to the line key 1L.
The default value is cyan brackets. The crew can enter the six-digit frequency prior to initiating a downlink.
On HF: HF frequency is displayed adjacent to the line key 2L. The default
value is cyan brackets. The crew can enter the four or five-digit frequency
prior to initiating a downlink.
SEND: This key will attempt to downlink the voice report via the downlink
media defined by the data base.
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________

<REQUEST
2L
<REPORT
3L
<REPORT
4L
5L
6L
ATIS
INITIAL
1L
REQUEST>
WEATHER
FPL DATA
REQUEST>
REFUELING
4R
<REPORT
VOICE
CONTACT>
RECEIVED
<MISC
2R
3R
LOAD DATA
<TELEX
1R
MESSAGES>
5R
6R
1L
2L
ACARS VOICE CONTACT
ACARS REC MSGS

<-PRINTER UPLINK
1R
1L
2R
<-TELEX FRA MAINTENANCE
3L
2L
3R
3L
OPS
STATION
CREW
STATION
<-CONTROL
<-SCHEDUL
TROUBLE
<-SHOOTING
DEST->
ORIGIN->
1R
2R
MAINT
DEST->
3R
MAINT
4L
5L
6L
-RETURN - TO
<ACARS MENU
--------------------
TELX FRA MAINTENANCE

1L
2L
HALLO ANDY DEIN TELEX KAM AN

MFG KUBENS FRA MS
1L
2R
2L
3R
3L
4L
4R
4L
5L
5R
5L
6R
6L
RETURN TO
<ACARS MENU
PRINT*
Figure 58
4L
<-ST ATION
5R
5L
<-DISP ATCH
5R
6R
6L
<ACARS MENU
RETURN TO
6R
4R
ACARS VOICE CONTACT REQ

1R
3L
6L
ORIGIN->
4R
TROUBLE SHOOTING
1R
EDDF
2R
ON VHF
( . )
ON HF
( . )
3R
4R
5R
RETURN TO
<ACARS MENU
SEND*
6R
ACARS Voice Contact and REC MSG Pages
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
ACARS MISC Page

OUT, OFF, ON, IN STATUS Pages
The ACARS OOOI STATUS 1/4 page is accessed by pushing the line key 3L
of the ACARS MISC menu screen. These are four ACARS OOOI status pages.
On page 1/4, OOOI states not yet encountered will have time values of white
dashes. When the aircraft transitions to one of these states, the time will be
inserted as hhmm. The current state will be indicated with an arrow in column
12 pointing to the appropriate state name. Absence of the arrow indicates the
current state is INIT.
FLT NO: This field displays the flight number.
RETURN: This field displays time when the aircraft returns just after an
OUT event
OUT, OFF, ON, IN: These fields display the OUT, OFF, ON, IN times.
DEPT/DEST: This field displays the departure and destination stations.
UTC: This field displays the universal coordinated time.
BLOCK: This field displays the aircraft time from the OUT event to the IN
event. The block time is computed by subtracting the OUT time from the IN
time. Whenever a new OUT or IN time is posted, this value is updated.
FLIGHT: This field displays the time that aircraft has been airborne during
one flight. The flight time is computed by subtracting the OFF time from the
ON time. Whenever a new OFF or ON time is posted this value is updated.
Pages 2/4, 3/4 and 4/4 display the values of the inputs used to determine the
OOOI state and the time of the last change in value. Pages 3/4 and 4/4 display
the individual door discretes.The door status on page 2/4 represents the output
of the door logic.
Door status is displayed in a data field. When one of the doors is open, then
the OPEN indication is displayed, and when all the doors are closed then the
CLOSED indication is displayed.
Slide status is displayed in a data field. When the slide is armed, then ARMED
is displayed, and when the slide is not armed, then UNARMD is displayed.
Parking brake status is displayed in a data field. When the parking brake is set,
then the SET indication is displayed, and when the parking brake is released,
then the REL indication is displayed.
Aircraft movement status is displayed in a data field. When the aircraft movement is detected, then the MOVE indication is displayed, and when no aircraft
movement is detected, then the STABLE indication is displayed.
The flight phase is displayed in a data field. The current OOOI state is displayed in a data field with OUT, OFF, ON, IN, RET IN, INIT, and HOLD. Each
entry has a corresponding time tag.
Actuation of line key 6R (PRINT prompt) on any page will attempt to print only
that page of the ACARS OOOI STATUS screen on the cockpit printer. Actuation of line key 6L (RETURN TO ACARS MENU prompt) will return the user to
the ACARS MENU page.
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
1L
ACARS MISC
DATA
<FREQUENCY
1R
VHF
2L
OOOI
3L
<STATUS
STATISTICS>
2R
SATELLITE
3R
STATISTICS>
4L
4R
PARAMETER
5L
DISPLAY>
5R
MAINT>
6R
RETURN TO
6L
ACARS OOOI STATUS 1/3

1L
2L
3L
4L
5L
6L
FMC FLIGHT NO
DLH437
RETURN IN
----Z
OUT
0159Z
<IN
1202Z
BLOCK
1003
RETURN TO
UTC
<ACARS MENU
DEPT/DEST
KDFW/EDDF
DATE
10 OCT 95
OFF
0215Z
ON
1156Z
FLIGHT
0941
PRINT*

1R
1L
2R
2L
3R
3L
4R
4L
5R
5L
6R
6L
DOORS
SLIDES
PARK BRAKE
A/C MOVE
FLIGHT PH 1
STRUT
ENG PWR
OOOI ST
RETURN TO
OPEN
UNARMED
REL
-------
IN
<ACARS MENU
Figure 59
120254
120138
120200
171407
120633
1R
1L
2R
2L
3R
3L
180123
173403
120119
4R
4L
5R
5L
6R
6L
PRINT*
<ACARS MENU
DOOR INPUTS
AFT AV DR
OPEN
FWD AV DR
OPEN
L FWD PSG
OPEN
L AFT PSG
OPEN
R FWD PSG
OPEN
OPEN
R AFT PSG
CLOSED
FWD CARGO
OPEN
AFT CARGO
OPEN
BULK CARGO
RETURN TO
<ACARS MENU
162745
131132
133753
055246
131132
133916
194601
162745
131132
1R
PRINT*
6R
2R
3R
4R
5R
ACARS OOOI Pages
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
VHF /SAT STATISTICS Pages

The ACARS VHF STATISTICS page is accessed by pushing the LSK 2R of the
miscellaneous menu page.
This page displays statistics concerning transmissions and receptions of the
VHF used by the ACARS.
When LSK 6R is pushed (PRINT prompt), then the MU attempts to print the
ACARS VHF STATISTICS page on the cockpit printer. Actuation of LSK 6L
(RETURN TO ACARS MENU prompt) returns the user to the ACARS Main
menu.
The ACARS SAT STATISTICS page is accessed by pushing the LSK 3R of the
Miscellaneous menu page.
This screen displays statistics concerning transmissions and receptions of the
SATCOM used by the ACARS.
When LSK 6R is pushed (PRINT prompt), then the MU attempts to print the
ACARS SAT STATISTICS page on the cockpit printer. Actuation of LSK 6L
(RETURN TO ACARS MENU prompt) returns the user to the ACARS Main
menu.
PARAMETER PAGE
The ACARS PARAMETER DISPLAY page is accessed by pushing the LSK 5R
of the Miscellaneous menu page.
This page allows the user to display the value of any parameter in the parameter table.The user selects the parameter by entering a three digit number, representing the parameter index, into the scratchpad and pushing LSK 1L. If the
index entered by the user is non-numeric (greater than three digits in length) or
exists outside of the range of valid table indexes (000-255), the entry will be
discarded and the INVALID ENTRY indication will be displayed in the scratchpad. If the index is valid, the contents of the parameter will be displayed on the
page.
Actuation of LSK 6R (PRINT prompt) attempts to print the ACARS PARAMETER DISPLAY page on the cockpit printer. Actuation of LSK 6L (RETURN TO
ACARS MENU prompt) returns the user to ACARS Main menu.
Example of parameter number
008
Aircraft Registration
011
FMC Flight Number
036
Fuel on board
122
UTC
144
Parking brake
219
Company route
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
ACARS MISC
<FREQUENCY
DATA
1L
1R
VHF
2L
OOOI
3L
<STATUS
STATISTICS>
SATELLITE
STATISTICS>
4L
2R
3R
4R
PARAMETER
5L
DISPLAY>
5R
MAINT>
6R
RETURN TO
6L
<ACARS MENU
ACARS PARAMETER DISPLAY

1L
PARAMETER NO.
ACARS SAT STATISICS

1R
1L
2R
2L
3L
3R
3L
4L
4R
4L
5R
5L
2L
PARM DATA = --
5L
RETURN TO
6L
<ACARS MENU
PRINT*
6R
6L
Figure 60
OUT
RX
0
TX
0
NAKS RX
DUP TX
OFF ON
IN
0
0
0
0
0
0
0
NAKS TX
0
0
INC RX
0
NUMBER OF RETRIES
0
1
2
0
0
0
RETURN TO
<ACARS MENU
PRINT*
ACARS VHF STATISTICS

1R
1L
2R
2L
3R
3L
4R
4L
5R
5L
6R
6L
RX
TX
NAKS
DUP
OUT
0
3
RX
TX
OFF ON
IN
27
0
2
52
4
3
2
NAKS TX
8
1
INC RX
3
NUMBER OF RETRIES
0
1
2
34
1
0
2R
3R
4R
5R
RETURN TO
<ACARS MENU
1R
PRINT*
6R
ACARS Statistics and Parameter Pages
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
ACARS Frequenz
The ACARS DATA FREQ page is accessed by pushing the line key 1L of the
ACARS MISC page.
This page presents a menu of the regions of the world that can be selected by
the crew. Each region is associated with a VHF data frequency. The associated
data frequency is displayed on the second line of this page.
The first character indicates the following modes:
A for Automatic Frequency Management mode
M for Manual mode (frequency selected by the Pilot)
R for Remote mode (frequency selected by the Airport)
S for Automatic search mode (scanning)
D for Automatic search mode for data.
The left arrow or right arrow will point to the current service provider region determined by the aircraft position data. Action on line key 6L will return the user
to the ACARS Main Menu.
Automatic frequency management mode
When line key 6R is pushed, the MU sets the automatic frequency management mode and blanks the star adjacent to line key 6R. The data frequency
displayed on the second line of this page will reflect the frequency determined
by the MU automatic frequency management mode.
Manual mode
The manual frequency management mode is entered by selecting a line key
with a frequency defined. The star adjacent to the name of the frequency in use
is blanked in order to indicate the last selection mode. While in Manual mode, if
the selected frequency is different from the frequency determined by the aircraft position data, the MU will display the AUTO/MAN FREQ MISMATCH indication in the MCDU scratchpad. The arrow arrow will be displayed next to the
line key selected by the automatic frequency management. While in manual
mode, the arrow will not be displayed if the MU is not receiving aircraft position.
______________________________________________________________________________________________________________________________________________________________________________________________
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1L
ACARS MISC
<FREQUENCY
DATA
1L
1R
VHF
STATISTICS>
2L
OOOI
SATELLITE
<STATUS
3L
STATISTICS>
4L
INITIAL
<REQUEST
FPL DATA
2L
<REPORT
3L
<REPORT
REQUEST>
5L
<TELEX
<MISC
2R
3R
LOAD DATA
<REPORT
1R
WEATHER
REFUELING
4L
6L
ATIS
REQUEST>
4R
VOICE
CONTACT>
RECEIVED
MESSAGES>
5R
6R
2R
3R
4R
PARAMETER
5L
DISPLAY>
5R
MAINT>
6R
RETURN TO
<ACARS MENU
6L
ACARS DATA FREQ

1L
M131.725
1R
EUR/OTHERS <-
2L
*ASIA/AUS
3L
*JAPAN
N-AMERICA*
2R
3R
4L
4R
5L
5R
RETURN TO
6L
<ACARS MENU
AUTOMATIC*
6R
Figure 61
ACARS Data Frequency Page
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
ACARS MAINTENANCE
The ACARS MAINTENANCE page is accessed by pushing the line key 6R of
the ACARS MISC page. The user can get access to other maintenance pages
through the following MCDU line keys:
1L: PART NUMBER prompt on ACARS PART NUMBER page
2L: STATUS prompt on ACARS STATUS page
3L: TEST prompt on ACARS TEST page
4L: COMM prompt on ACARS COMM Status page
6R: hidden prompt on ACARS DEBUG page
Actuation of line key 6L (RETURN TO ACARS MENU prompt) will return the
user to the ACARS MENU page.
PART NUMBERS
The ACARS PART NUMBER page can be accessed via the ACARS MAINTENANCE page.The ACARS PART NUMBER page displays the following data:
MU P/N:
ACARS MU hardware part number
MU S/N:
MU serial number
CORE SW P/N REV:
Core software part number
APP SW P/N REV:
Application software part number
DB P/N:
Data base part number.
Actuation of line key 6R (PRINT prompt) will attempt to print the ACARS PART
NUMBER page on the cockpit printer. Actuation of line key 6L (RETURN TO
MAINT MENU prompt) will return the user to the ACARS MAINTENANCE
page.
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
1L
ACARS MISC
DATA
<FREQUENCY
1R
VHF
2L
OOOI
3L
<STATUS
STATISTICS>
SATELLITE
STATISTICS>
4L
2R
3R
4R
PARAMETER
5L
DISPLAY>
5R
MAINT>
6R
RETURN TO
6L
<ACARS MENU
1L
ACARS MAINTENANCE
<PART NUMBERS
1R
2L
<STATUS
2R
3L
<TEST
3R
4L
<COMM
4R
5L
5R
RETURN TO
6L
<ACARS MENU
6R
ACARS PART NUMBERS

1L
2L
3L
4L
5L
6L
MU HW P/N
965-0728-003
CORE SW P/N
998-1383-501.A
APP SW P/N REV
998-1686-501
DB P/N
998-1647-503
DISKETTE P/N REV
963-0005-002.A
RETURN TO
<ACARS MENU
Figure 62
MU S/N
0384
1R
2R
3R
4R
5R
PRINT*
6R
ACARS Partnumber Page
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
ACARS TEST
The ACARS TEST menu is selected via the ACARS MAINTENANCE menu.
The first page of the ACARS TEST menu enables the user to exercise basic
features of the ACARS system. The second page of the ACARS TEST menu
enables the user to perform a loop back test on LRUs. Test functions are activated by pushing the MCDU keys.
Actuation of LSK 6L (RETURN TO MAINT MENU prompt) returns the user to
the ACARS MAINTENANCE menu.
Note: The LRU names displayed on the second page are dependent upon
which LRUs are installed.
VHF Link Test
The LINK TEST function attempts to downlink a message to the ground network. Success of the test is determined by whether or not the downlink is acknowledged by the service provider.
The data field displayed alongside the LSK indicates the status/results of the
test, initially displaying the INITIATE indication. When the function is first selected, the status changes to TEST to indicate that the test is active. The asterisk (*) alongside the LSK also changes to a blank. Attempts to initiate the test
while the asterisk is missing are ignored.
If the downlink is acknowledged by the ground station, the status will change to
PASS and the asterisk is shown again. If not, the status changes to FAIL and
the asterisk is shown again. Five seconds after completing the test, the status
changes to INITIATE.
MCDU Test
The MCDU test function causes the MU to display the ACARS MCDU SCRN
TEST page. From this page, the user may select LSK 6L (RETURN TO TEST
MENU prompt) to return to the ACARS TEST menu, or select LSK 6R (PRINT
prompt) to print the page.
Satellite Link Test
The SAT LINK test function is disabled because the SDU is not installed, so the
MU displays the NO SDU indication and the asterisk is blanked.
SDU Test
The SDU test function is disabled because the SDU is not installed, so the MU
displays the NO SDU indication and the asterisk is blanked.
RAM Test
The RAM test performs a simple write/read test over portions of RAM. All data
stored in RAM is saved. If no errors are detected, then the status field displays
the PASS indication for 5 seconds. If errors are detected, then the status field
displays the FAIL indication for 5 seconds. While the test is performed, the status field displays the TEST indication.
Printer Test
The PRINTER TEST function allows to print all characters on the cockpit
printer.
The data field displayed alongside the LSK indicates the status/results of the
test, initially displaying INITIATE indication. When the function is first selected,
the status changes to TEST to indicate that the test is active. The asterisk (*)
alongside the LSK also changes to a blank. Attempts to initiate the test while
the asterisk is missing are ignored.
If the message containing the test pattern is determined to be undeliverable,
the status changes to FAIL and the asterisk is shown again. If the data transfer
is successful, the status changes to PASS and the asterisk. Five seconds after
completing the test, the status changes to INITIATE.
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LRU X Test
The LRU X TEST function, on page 2/2 of the ACARS TEST page, performs a
simple loop back analysis to evaluate the status of the displayed LRU.
The data field alongside the prompt LSK displays initially the INITIATE indication. Actuation of the function changes the field to TEST, and the asterisk
alongside the LSK changes to a blank. Attempts to initiate the test while a file
transfer is in progress results in displaying the BUSY indication while a file
transfer is in progress, then a return to INITIATE. If the TEST is correct, then
the MU changes the status field to PASS and displays the prompt asterisk. Any
other results causes the MU to display the FAIL indication. Five seconds after
completing the test, the status changes to INITIATE.
If a LRU specified for file transfer is not installed, then the MU:
- blanks the star (*)
- displays NO LRU instead of INITIATE
- ignore actions on keys.
If the LRU is not testable, then the MU:
- displays the NO TEST instead of the INITIATE indication.
If the LRU activity logic indicates that the displayed LRU is inactive, then the
MU:
- displays the INACTIVE indication instead of the INITIATE indication.
When the LRU activity logic indicates that the displayed LRU is active, then the
MU displays:
- the star (*)
- the INITIATE indication.
ACARS TEST
VHF LINK
1L
*INITIATE
2L
*INITIATE
4L
NO SDU
SDU
PRINTER
3L
NO SDU
MCDU TEST*
RAM TEST
RETURN TO
1L
NO TEST
3L
NO TEST
CABIN 1
NO LRU
4L
2R
3R
5R
6R
2/2
FMC
ACMS
2L
INITIATE*
<MAINT MENU
ACARS TEST
1R
4R
<COMM AUDIT
5L
6L
1/2
SAT LINK
1R
CFDIU
NO TEST
2R
CABIN 2
NO LRU
3R
4R
5L
5R
RETURN TO
6L
Figure 63
<MAINT MENU
6R
ACARS Test Pages
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
ACARS STATUS Page

The ACARS STATUS menu is accessed via the ACARS MAINTENANCE
menu. Actuation of line key 6L (RETURN TO MAINT MENU prompt) will return
the user to the ACARS MAINTENANCE MENU page.
ACARS ERROR LOG Page
The ACARS ERROR LOG page is accessed via the ACARS STATUS menu.
The ACARS ERROR LOG page allows access to submenus which provide detailed information about faults detected by the MU.
ACARS CLASS 1 AND 2 FAULTS Page
Actuation of line key 1L (CLASS 1 AND 2 FAULTS prompt) will display the
CLASS 1 AND 2 FAULTS page, on the MCDU. Access to this page will be
prevented if no faults exist for that category.
ACARS CLASS 3 FAULTS Page
Actuation of line key 2L (CLASS 3 FAULTS prompt) will display the CLASS
3 FAULTS page on the MCDU. Access to this page will be prevented if no
faults exist for that category.
ACARS GROUND FAULTS Page
Actuation of line key 3L (GROUND FAULTS prompt) will display the
GROUND FAULTS page on the MCDU. Access to this page will be prevented if no faults exist for that category.
The data fields adjacent to each prompt indicate the number of fault entries
residing in memory for that category.
Actuation of line key 6R (PRINT prompt) will attempt to print the ACARS ERROR LOG screen on the cockpit printer. Actuation of line key 6L (RETURN TO
STATUS MENU prompt) will return the user to the ACARS STATUS menu.
Anomalies given by the CLASS 1 and 2 FAULTS menu and those given by the
CLASS 3 FAULTS menu are detected and recorded by the software while the
aircraft is in flight. Anomalies given by the GROUND FAULTS menu are detected and recorded by the software while the aircraft is on the ground.
The operation of all FAULTS Menus is the same. The most recent error is displayed as the first page. Actuation of the next page function key and down-arrow function key will allow the user to advance to less recent entry pages.
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
1L
ACARS MAINTENANCE
<PART NUMBERS
1R
2L
<STATUS
2R
3L
<TEST
3R
4L
<COMM
4R
5L
5R
RETURN TO
6L
1L
ACARS STATUS
<ERROR LOG
1R
2L
<RCV 429 DATA
2R
3L
<TX 429 DATA
3R
4L
<LRU
4R
5L
<DISCRETES
5R
<ACARS MENU
6R
RETURN TO
6L
ACARS ERROR LOG

1L
2L
3L
CLASS 1 AND 2
<FAULTS
CLASS 3
<FAULTS
GROUND
<FAULTS
2L
3R
3L
4R
RETURN TO
6L
1R
2R
5L
<MAINT MENU
PRINT*
6R
ACARS ERROR LOG

1L
4L
<ACARS MENU
4L
5R
5L
6R
6L
CLASS 1 AND 2 FAULTS

A/ REG=. D-AIRA
LEG DATE UTC ATA
CLS
011 JUL08 0515 232434
1
ACARS MU (1RB)
ACARS SW LOGIC
ADDR
451C : 00FA
RETURN TO
<ERROR MENU
Figure 64
COUNT
1
PRINT*
1R
ACARS ERROR LOG
1/2
CLASS 3 FAULTS
A/ REG=. D-AIRA
DATE UTC ATA
JUL13 0713 232434
CLS
3
1L
1R
2R
2L
LEG
002
3R
3L
FQIC (3QT) /ACARS MU (1RB)
4R
2R
3R
FQIC BUS
4L
5R
5L
6R
6L
ADDR
58D7 : 0C8D*
RETURN TO
COUNT
1
PRINT*
4R
5R
6R
ACARS Error Log Pages
______________________________________________________________________________________________________________________________________________________________________________________________
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Page 436
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______________________________________________________________________________________________________________________________________________________________________________________________
RCV 429 DATAS

The ACARS RCV 429 DATA page is accessed via the ACARS STATUS menu.
This page allows the user to inspect specific broadcast values received from
other LRUs.The following information is displayed:
A/C REG. number, UTC, DATE.
Data displayed is actual broadcast value. For example, if UTC data is
124500, then that will be displayed until a different value is received.
Actuation of LSK 6L (RETURN TO STATUS MENU prompt) returns the user to
ACARS STATUS menu. Actuation of LSK 6R (PRINT prompt) attempts to print
the ACARS RCV 429 DATA page on the cockpit printer.
ACARS TX 429 DATA

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

Actuation of LSK 5R (SELECT prompt) causes the MU to display the ACARS
SEL 429 RCV page. The purpose of this page is to allow the user to view the
last value received for a 429 broadcast word specified by either the core or the
application. LSK 1L is used to select the LRU. LRUs that are installed, from
which 429 Broadcast data is processed, are selectable. Each time LSK 1L is
pushed, the MU selects the next LRU on the list. The LRUs are listed in order
of the input channel they utilize.
FMGEC
CMC
FWC L1-1
FWC L2-1
SDAC L1-1
SDAC L2-1
SDAC L1-2
DSAC L2-2
ACMS
LSK 2L is used to enter the 429 label. Any value within the 1-377 octal range
may be entered. If less than 3 characters are entered, then the entered data is
right-justified and zero-filled.
LSK 3L is used to select the value for SDI. Every time that LSK 3L is pushed,
the next value from the list is selected. The order of values in list is:
XX (dont care), 00, 01,10,11.
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
1L
ACARS STATUS
<ERROR LOG
1R
2L
<RCV 429 DATA
2R
3L
<TX 429 DATA
3R
4L
<LRU
4R
5L
<DISCRETES
5R
RETURN TO
6L
<ACARS MENU
6R
ACARS RCV 429 DATA

1L
A/C REG
. D-AIRA
2L
UTC BC
07 17 54
DATE BC
14 JUL 95
3L
4L
2R
3R
4R
5L
6L
1R
RETURN TO
<STATUS MENU
SELCT>
5R
PRINT*
6R
ACARS TX 429 DATA
ACARS SELCT 429 RCV DATA

1L
2L
3L
4L
5L
6L
LRU
FMGEC
LABEL
1R
1R
LABEL
SDI
XX
333222222222211111111111
210987654321098765432109
-----------------------RETURN TO
<RCV 429
1L
PRINT*
2R
2L
3R
3L
4R
4L
5R
5L
6R
6L
*172
2R
BIT
333222222222211111111111
210987654321098765432109
3R
011000000000000000100011
RETURN TO
5R
<STATUS MENU
Figure 65
PRINT*
4R
6R
ACARS RCV/TX 429 Data Pages
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
ACARS LRU STATUS

The ACARS LRU STATUS page is accessed via the ACARS status page. The
ACARS LRU status page displays the state of the activity logic for each LRU.
The name of each LRU is displayed in columns 1-10 and its status in columns
12-24. The ACTIVE indication is displayed for each active LRU and the INACTIVE indication is displayed for each inactive LRU.
If an LRU is not installed, according to either the aircraft configuration broadcast words, the Application, database, or the default LRU configuration specification, then the corresponding field shows the NOT INSTALLED indication. If
an LRU is installed but no 429 broadcast words are processed, the NO 429
DATA indication is displayed. If an LRU name is not supplied, then neither the
name or status will be displayed.
Actuation of LSK 6R (PRINT prompt) attempts to print the ACARS LRU STATUS page on the cockpit printer. Actuation of LSK 6L (RETURN TO STATUS
MENU prompt) returns the user to the ACARS STATUS menu.
ACARS DESCRETES
The ACARS DISCRETES pages are accessed via the ACARS STATUS page.
The status of the ACARS discrete inputs and outputs are displayed and updated at 1 second intervals.
The character 1 represents an open circuit and the character 0 represents
ground on the MCDU page generated by the MU.
______________________________________________________________________________________________________________________________________________________________________________________________
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______________________________________________________________________________________________________________________________________________________________________________________________
1L
ACARS STATUS
<ERROR LOG
COM>
1R
2L
<RCV 429 DATA
2R
3L
<TX 429 DATA
3R
4L
<LRU
4R
5L
<DISCRETES
5R
RETURN TO
<ACARS MENU
6L
ACARS LRU STATUS

1L
2L
3L
4L
FMGC 1
PRINTER
DMU
SPARE
FMGC 2
MCDU 1
FWC 1
SDAC 1
1/3
ACTIVE
ACTIVE
ACTIVE
NOT INSTALLED
ACTIVE
ACTIVE
ACTIVE
ACTIVE
5L
6L
RETURN TO
PRINT*
<STATUS MENU
ACARS DISCRETE
1R
1L
2R
2L
3R
3L
4R
4L
5R
5L
6R
6L
AIRCRAFT TYPE
MU FAULT ANNUN
MU ACTIVE / STDBY
2L
ADL SELECT
CAPTAIN /1L
1ST OFFR
3L
RETURN 2L
TO
4L
<STATUS
MENU
1L
5L
ACARS LRU STATUS

1L
2L
3L
4L
SPARE
MCDU 2
CABIN 1
CFDIU
SDU 1
MCDU 3
CABIN 1
SPARE
2/3
NOT INSTALLED
ACTIVE
NOT INSTALLED
ACTIVE
NOT INSTALLED
NOT INSTALLED
NOT INSTALLED
NOT INSTALLED
5L
6L
RETURN TO
<STATUS MENU
PRINT*
ACARS LRU STATUS

1R
1L
3/3
ACTIVE
NOT INSTALLED
NO 429 DATA
ACTIVE
FQIS
SPARE
ADL
ADIRS
3R
3L
3R
4R
4L
4R
5R
5L
6R
6L
4L
6L
2R
3L
<STATUS MENU
Figure 66
PRINT*
3R
1R
4R
2R
5R
3R
6R
4R
ACARS
DISCRETE
6R
PRINT*
1R
2R
1R
3R
4R3/3
716 PUSH TO TALK

5R
TP14K
2L
TP05N
4LRETURN TO VHF DATA KEY LINE
RM VOX / DATA SEL
PRINT* TP05J6R
<STATUS
MENU
3L
RM VOX / DATA STAT
TP05K
5L
VOX / DATA MODE AN
TP07F
RETURN
TO/ DATA MODE MN
4L
VOX
TP07E
6L
PRINT*
<STATUS
MENU
MU INHIBIT
TP06D
5L
MU SDI BIT 9
TP14E
TP14F
RETURN TO
5R
RETURN TO
2R
5R
1L
<STATUS MENU
1R
2L
1R
3L
5L
2R
0
1
1
0
1
0
1
1
PRINT*
2LTO
RETURN
6L
1/5
TP14A
TP14B
TP14C
TP14D
NP09J
TP02J
TP06E
TP03J
1L
6R
6L
<STATUS MENU
2R
1R
3R
1
1 4R
1
0 5R
0
0 6R
1
0
1
PRINT*
2R
3R
4R
5R
6R
6R
ACARS LRU AND Descretes Status Pages
______________________________________________________________________________________________________________________________________________________________________________________________
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Page 440
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______________________________________________________________________________________________________________________________________________________________________________________________
ACARS COMM
The ACARS COMM STATUS page is selected by pushing LSK 4L on the
ACARS MAINTENANCE menu.
Data field 2L contains COMM when the VHF communications link is available
and NOCOMM when the link is not available. Data field 3L contains DATA
when the VHF link is in data mode and VOICE when the VHF link is in voice
mode.
Data field VHF unsent downlinks displays the number of unsent downlinks in
the VHF queue.
Data field 2R contains COMM when the SAT communications link is available
and NOCOMM when the link is not available. Data field SAT unsent downlinks
displays the number of unsent messages in the SAT queue.
Data field ROUTER unsent downlinks displays the number of unsent messages in the router queue.
ACARS COM AUDIT

The VHF and satellite communication AUDIT function is controlled via the
ACARS COMM AUDIT page. This page is accessed via the ACARS TEST 1/2
page.
LSK 1L (VHF AUDIT prompt) toggles VHF audit on and off.
LSK 2L (UPLINKS prompt) enables/disables printing of uplinks addressed to
this aircraft.
LSK 3L (DOWNLINKS prompt) enables/disables printing of downlinks from this
aircraft.
LSK 4L (UPLINK TRAFFIC prompt) enables/disables printing of uplinks to
other aircraft.
LSK 5L (DOWNLINK TRAFFIC prompt) enables/disables printing of downlinks
from other aircraft.
LSK 1R (SAT AUDIT prompt) toggles satellite channel audit on and off.
LSK 2R (LABEL FILTER prompt) enables/disables filtering of uplinks and
downlinks.
LSK 3R (LABEL prompt) enters label to be used for label filter.
Access to each audit function can be separately disabled by the application.
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1L
ACARS MAINTENANCE
<PART NUMBERS
ACARS TEST
1L
1R
2L
<STATUS
2R
2L
3L
<TEST
3R
3L
4L
<COMM
4R
4L
5L
6R
6L
1R
1L
2L
COMM
3L
4L
5L
(OP) SAT
NO COMM
DATA
2R
2L
3L
3R
UNSENT
DOWNLINKS
VHF ROUTER SDU

000
*INITIATE
000
000
1/2
SAT LINK
INACTIVE
SDU
1R
INACTIVE
2R
MCDU TEST*
3R
4R
<COM AUDIT
RAM TEST
INITIATE*
5R
6R
<MAINT MENU
ACARS COMM AUDIT
ACARS COMM STATUS

VHF (OP)
PRINTER
RETURN TO
<ACARS MENU
1L
*INITIATE
5L
5R
RETURN TO
6L
VHF LINK
4R
4L
5R
5L
VHF AUDIT
SAT AUDIT
OFF
OFF
1R
2R
UPLINKS
OFF
DOWNLINKS
OFF
FILTER
LABEL
OFF
3R
LABEL
4R
5R
RETURN TO
6L
6L
6R
Figure 67
<TEST MENU
PRINT*
6R
ACARS COM Status Page
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ACARS MU RESET
To reset the ACARS MU, do the following:
Type SAM into the scratchpad and press LSK 6R
The ACARS DEBUG 1/2 page is activated
Goto page 2/2 (press next page)
The ACARS DEBUG 2/2 page is activated
Type RESET MU into the scratchpad and press LSK 6R
The ACARS MU will perform a reset.
Attention: During reset the QTY BEFORE value on the ACARS REFUELING
REPORT page is cleared. Type in old value after MU RESET.
ACARS REFUELING REPORT Page

The ACARS REFUELING REPORT page is accessed by pushing the line key
adjacent to the REFUELING REPORT indication on the ACARS MENU page.
It is used to enter data for the calculation of fuel data for billing purposes only
and displaying the results.
QTY BEFORE: The MU will display the remaining fuel quantity, in metric tons,
adjacent to line key 1R. The crew can enter a remaining fuel quantity value.
Note: This value is erased when a MU Reset is performed.
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1L
ACARS MAINTENANCE
<PART NUMBERS
2L
3L
4L

1R
<REQUEST
<STATUS
2R
2L
<REPORT
<TEST
3R
3L
<REPORT
<COMM
4L
4R
5L
5L
5R
RETURN TO
6L
ATIS
INITIAL
1L
<ACARS MENU
SAM
TYPE SAM INTO

THE SCRATCHPAD
AND PRESS LSK 6R
6L
6R
1L
ACARS DEBUG
<VHF
2L
<MEMORY DUMP
3L
<PRINTER
4L
<MCDU
5L
<SDU
1/2
FMC>
1R
SPARE2>
2R
ACMS>
3R
SPARE5>
4R
CABIN1>
5R
CABIN2>
6R
<ACARS MENU
2L
3L
1L
ACARS DEBUG
<SAT
2/2
4L
1R
2L
<BIT
2R
3L
<VERSION
3R
4L
WEATHER
REQUEST>
REFUELING
4R
<REPORT
VOICE
CONTACT>
RECEIVED
<MISC
2R
3R
LOAD DATA
<TELEX
1R
MESSAGES>
5R
6R
ACARS REFUELING REPORT

1L
RETURN TO
6L
FPL DATA
REQUEST>
5L
6L
SUPPLY VOL
)
UNITS
LT
DENSITY
0.889
SUPPLIER
( )
FUEL TYP
TYP/QTY BEFORE
---- / 6.1
SUPPLIED
----.-
FOB
6.1
FUEL DIFF
----.-
<ACARS MENU
2R
3R
4R
5R
JETA1
RETURN TO
1R
PRINT*
6R
4R
5L
5R
RETURN TO
TYPE RESET MU INTO THE

SCRATCHPAD AND PRESS
LSK 6R
6L
<ACARS MENU
6R
RESET MU
Figure 68
ACARS RESET Function
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FRONT PANEL TEST

After installation, correct operation of the ACARS MU can be checked by using
the following controls located on the MU frontface:
PASS / FAULT indicator lights
In normal operation, the lights indicate the actual status of the ACARS MU.
In test mode, after a 3s indicator light test, the lights indicate the test result.
7 segment LED
If a test is activated and a failure is detected , the 7 segment LED shows a
fault code (see chart).
Display
9.
8.
7.
6.
5.
4.
3.
2.
1.
0.
9
8
7
6
5
4
3
2
1
0
Description
TEST pushbutton
When pressing the test pushbutton switch:
- a ACARS MU Cold Start is initiated.
- the LRU PASS and FAULT lights come on for 3s approximatly to indicate
correct operation.
- The red FAULT light goes off to indicate, that no fault is present.
If the red FAULT light remains on and the green light goes off, the system is faulty and shows a fault code on the LED.
- the decimal point of the BCD display blinks to indicate correct operation
Internal Hard /
Software Fail
A / C Registration missed
A / C Type Mismatch
Bad H / W Part Number
Power Down
Display:
3 After Cold Start the MU did not receive the A/C registration.
2 The A/C type defined in software is different to the pin programm information
1 the MU partnumber format is incorrect.
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TEST
ACARS MANAGEMENT UNIT
Figure 69
ACARS MU Front Panel Test
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MU ACARS
Figure 70
ACARS Location 80 VU
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A
UPPER ECAM DU
C
MCDU
RMP1 ( 2/3 )
PRINTER
Figure 71
ACARS Location Cockpit
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23-73
CIDS
CIDS PRESENTATION
For higher flexibility in changing cabin layouts , the Cabin Intercommunication
Data System (CIDS) is designed to accommodate these demands without the
need for complex and costly hardware changes. Most cabin systems are interfaced with one of two microprocessor controlled data busses. Digitized audio
control and command signals are transmitted along the bus from a central
control unit called the Director. CIDS reduces these requirements:
additional cable bundles,
Terminal blocks,
function and relay boxes,
connectors.
These are normally associated with the installation of optional systems and
cabin re-arrangements. When you have to change the cabin layout, only the
controlling software is modified. The existing PAX equipment such as loudspeakers and lighting units remain as before. This software is centrally stored
in the Cabin Assignment Module (CAM) and you can modify it aboard the aircraft or in the workshop. The CAM data also determines whether certain options are available. For example you can change the appropriate data in the
CAM to accompany all Passenger Address (PA) announcements with chimes.
The basic CIDS provides these system functions:
the passenger address,
the passenger call,
the passenger lighted signs,
the general cabin illumination control,
the cabin and flight crew interphone,
the lavatory smoke warning,
the escape slide bottle pressure monitoring,
the door bottle pressure monitoring,
the service interphone (partially integrated into the CIDS),
the extended emergency lighting test,
the work light test,
the passenger reading lights (control and test),
the temperature indication of cabin compartment zones.
the boarding music pre-recorded announcements (PRAM)

There is a large number of cabin loudspeakers, lighting units, passenger lighted
signs, and passenger call buttons including lamps. They are connected to a
smaller number (26 or 32) of locally installed driver units, called Decoder Encoder Units (DEU). These DEUs connect to one of two data bus lines, installed
along each aircraft side. A second bus system with different DEUs interfaces
crew related systems and components. The director units, also connected to
the busses, control the individually addressed DEUs. All other attendant control
equipment, cockpit equipment and avionics compartment equipment are interfaced directly to the director. The director converts the different types of input
and output signals into low level digital data. The program controls this digital
data. The majority of system reconfiguration work needed for installation of options, or CIDS upgrades is reduced to software changes. A removable
memory cassette, the Onboard Replaceable Module (OBRM), plugged into the
front face of the director, contains the software. On major CIDS software
changes the OBRM is normally replaced with a new preprogrammed unit. A
second plug-in memory cassette (the CAM) fits into the programming and test
panel This is installed at the forward attendant station. The CAM defines many
of the system properties and all cabin layout information. Also whether chimes
should accompany PA announcements and whether each loudspeaker is for
attendant or passenger announcements.
BITEs allow the CIDS to detect faults both in connected systems, and within
the CIDS unit themselves.
Optional systems such as passenger entertainment video, advanced passenger services, extended emergency lighting system testing, etc. are also provisioned for in the basic installation.
Controls for the cabin systems are centrally provided, for example on the forward attendant panel. The CIDS has sufficient flexibility to accomodate extra
sets of controls at other locations.
Attendant handsets allow communication over the interphone system and are
used for PA announcements. An integrated keypad is used to establish different types of calls and announcements. An associated Attendant Indication
Panel (AIP) provides attendants with PA/Interphone dialling and calling information. It is used for displaying certain system warnings. The activation of
colored fields on the Area Call Panels (ACP) give long range visual indications
of the CIDS for the attendants.
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POWER SUPPLY
POWER SUPPLY
FWD ATTND
PANEL
D
I
R
E
C
T
O
R
2
D
I
R
E
C
T
O
R
O
B
R
M
PROGRAMMING
AND TEST
PANEL
O
B
R
M
1
PRAM
CAM
TOP LINE
MIDDLE LINE
DEUs
A
DEUs
B
Passenger related items:

- Call
- Loudspeaker
- Cabin lighted signs
- Cabin lights
Figure 72
Cabin attendant related items:

- Handset
- Attendant Indication Panel
- Area Call Panel , Add. Attendant Panel
- Slide/Door pressure monitoring
- Emergency Power Supply Unit , Drain Mast Heating
CIDS Schematic
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CIDS Components
The CIDS is made up of a number of principle components which connect to
two identical control units. The active director 101RH and the hot-standby
director 102RH. The principle components are the Onboard Replaceable Modules (OBRM) 101RH1 (102RH1).
CIDS Directors
For redundancy, two identical directors are provided. The director 102RH is
normally in hot-standby. It must receive the same inputs and respond to them
in the same way as the active director 101RH. The only exception is that its
outputs are normally disabled. Each director contains an OBRM module .The
director connects only indirectly to the large amount of cabin equipment, via
Decoder Encoder Units (DEU). ARINC links and discrete lines connect the director to individual controls, cockpit equipment and other systems.
DEU Type A
DEUs type A 200RH are installed along each side of the passenger cabin. To
each DEU type A 3 PSUs and PIUs may be connected. The DEUs type A connect to the directors via a top-line twisted pair data bus. For redundancy purposes, the physical form of this top-line bus are two twisted pairs along each
side of the cabin. They connect alternate DEUs. This means that a break in
one top-line twisted pair would disable only every other DEU type A along one
side of the cabin. A resistor terminates each top-line data bus cable for cable
impedance matching. Each DEU type A is identical, which allows the interchange of any DEUs type A. The DEU mount include coding switches. This
gives each DEU location a different address.
DEU Type B
DEUs type B 300RH are installed in their DEU-mounts on both cabin sides
(A320) or on both sides of the cabin centerline (A321). They are located near
to the exit doors. The DEUs type B connect to attendant and safety equipment.
DEUs type B connect with discrete lines to this equipment:
the area call panels,
the attendants handsets,
the slide and door pressure sensors,
the emergency power supply units,
The aft attendant panel receives and transmits serial data, also it is connected
to the DEU type B with discrete lines. A serial link transmits data to each AIP
too. Discrete connections provide AIP power and reception of AIP BITE status.
Not all inputs and outputs are used on each DEU, however, it depends on the
cabin layout. The DEUs type B connect to the directors via a middle-line
twisted pair data bus. One twisted pair cable on each aircraft side or the cabin
centerline connects to all DEUs type B on that side. A resistor or a bus termination unit (BTU) terminates each middle-line data bus cable for cable impedance matching. Each DEU type B is identical. Coding switches in each
DEU mount are used to define a different address for each DEU B location.
Forward Attendent Panel (FAP)
The forward attendant panel 120RH transmits to the director via a serial link
which connects to both directors in parallel. For transmission of data to the forward attendant panel, however, two separate ARINC links are provided, one
from each director. Separate discrete lines from the panel connect to the power
supply units of the reading lights, the attendant work lights and lavatory lights.
Programming and Test Panel (PTP)
The programming and test panel 110RH transmits to the director via a serial
link which connects to both directors in parallel. For transmission of data to the
panel, however, two separate ARINC links are provided, one from each director. The Cabin Assignment Module (CAM) 115RH plugs directly into the front
face of the panel. Interaction between director and CAM is via the programming and test panel ARINC links.
Prerecorded Announcment and Boarding Music (PRAM)
The function of the Prerecorded Announcement and Boarding Music (PRAM)
Reproducer is to play prerecorded messages. It also plays boarding music programs on a cassette tape to the passengers through the aircraft passenger address system. The PRAM is controlled by the audio module, which is a part of
the Fwd Attnd panel . It is installed in the cabin at the forward attendant station.
The PRAM is controlled through the Cabin Intercommunication Data System
(CIDS) director to receive and transmit control data.
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CIDS DIRECTOR 2
CIDS DIRECTOR 1
DEU A
DEU A
DEU A
DEU A
DEU A
DEU A
DEU A
DEU A
DEU A
PASSENGER LIGHTED SIGNS

CALL
LOUDSPEAKERS
OBRM
CABIN LIGHTS
CONTROLS
AND
INTERFACES
DEU A
SERVICE INTPH JACKS

COCKPIT HANDSET
MOUNT
PTP
CAM
DEU A
DEU A
MOUNT
AREA
CALL
PANELS
AREA
CALL
PANELS
PRAM
MID EPSU
DRAIN MAST
SLIDE/DOOR
PRESS SENSOR
LH AND RH
SLIDE/DOOR
PRESS SENSOR
LH AND RH
HANDSET
DEU B
Figure 73
HANDSET
SLIDE/DOOR PRESSURE
SENSOR LH AND RH
AREA
CALL
PANELS
DRAIN MAST
AFT EPSU
HANDSET
ADD. ATTND.
PANEL
DEU B
DEU B
ATTND. IND
PANEL
ATTND. IND
PANEL
ATTND. IND
PANEL
ATTND IND
PANEL
HANDSET
MID EPSU
HANDSET
A321 only
SLIDES
PRESS SENSOR
LH and RH
MID EPSU
MID EPSU
FWD EPSU
FAP
DEU B
MOUNT
MIDDLE LINE
AFT
ATTND
PANELS
AREA
CALL
PANELS
ATTND. IND
PANEL
DEU B
CIDS Detailed Schematic
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DESCRIPTION AND INTERFACES

SDCU
The Smoke Detector Control Unit (SDCU) provides the directors with the lavatory smoke detection signal to activate the audio and visual warnings in the
cockpit and in the passenger cabin.
ECAM
The two Flight Warning Computers (FWCs) and the two System Data Acquisition Concentrators (SDACs) are the main computers of the ECAM.
In case of CIDS malfunctions or CIDS related systems malfunction, a message
is sent to the ECAM.
NOTE: the buzzer sound for the Crew Call System is generated by the FWCs.
The cabin door position and slide armed information given by the SDACs is
sent to the directors to control the seat row lighting and FAP indications (A321).
SFCCs
The Slat Flap Control Computers (SFCCs) provide signals to the directors to
control the FASTEN SEAT BELT and NO SMOKING signs in automatic mode.
LGCIU
The Landing Gear Control Interface Units (LGCIUS) are also used by the directors to control the NO SMOKING and FASTEN SEAT BELT signs in automatic
mode.
A signal from the LGCIUs switches on the Service Interphone System ten seconds after landing.
Passenger Address HANDSET
The cockpit handset is directly connected to the directors.
NOTE: cockpit mounted handset has priority over all attendant passenger address announcements and over the Passenger Entertainment System music.
AMU
The Audio Management Unit (AMU) is used to establish and reset cockpit interphone operation.
ENGINE OIL PRESSURE SWITCH / COCKPIT DOOR SWITCH
When the engines are running and the cockpit door is open, the forward left
entry light goes automatically to 10% lighting intensity.
With cockpit door open, the forward attendant station loudspeaker volume will
decrease by 10 dB (PA from cockpit).
CABIN PRESSURE SWITCHES
In case of cabin depressuration signals are sent to the CIDS directors to control the following items:
Cabin lights (full bright).
Exit lights (via EMLS).
NO SMOKING and FASTEN SEAT BELT signs.
NOTE: the RETURN TO SEAT signs are not affected.
SERVICE INTERPHONE
The service interphone connects the handsets to the eight service interphone
plugs.
The eight service interphone plugs are located around the aircraft for maintenance purposes.
COCKPIT CALL PANEL
The cockpit call panel provides call facilities between flight crew and attendant
stations, and enables emergency calls to all attendant stations.
ANN. LIGHT CONTROL BOX
The control box is used to test and dim the CIDS related illuminated pushbuttons.
CFDIU
The CFDIU is used as an interface between the CIDS and the MCDUs, for
testing and trouble shooting.
NOTE: selecting CIDS on the MCDU main menu permits access to the same
menu, as on the PTP.
NO SMOKING / FASTEN SEAT BELTS SWITCHES
The NO SMOKING and FASTEN SEAT BELTS switches are directly connected to the diretcors for manual and automatic control of the signs.
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ECAM
SDCU
POWER SUPPLY
FWC 1
FWC 2
SDAC 1
SFCC 1
SDAC 2
SFCC 2
CDIS DIRECTOR 2
FWD ATTND
PANEL
**** *
*** *
** * * **
**
** * * *
****
TO
TOP
LINE
BUSES
PA
HANDSET
AMU
LGCIU 2
CIDS
DIRECTOR 1
*
*
*
*
*
*
PROGRAMMING
AND TEST
PANEL
LGCIU 1
TO
MIDDLE
LINE
BUSES
ENGINE OIL/
CABIN PRESS
SWITCHES
COCKPIT
DOOR
SWITCH
SERVICE
INTERPHONE
COCKPIT
CALL
PANEL
* CAM *
ANN. LIGHT
CONTROL
BOX
EMLS
Figure 74
CFDIU
NS/FSB
SWITCHES
PRAM
CIDS Interfaces
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TYPE A DECODER ENCODER UNIT

General
The Decoder-Encoder Unit (DEUs) are located in the left-hand and right-hand
sides of the cabin ceiling. Each type A DEU connects to a CIDS top line data
bus. Each data bus takes the form of a shielded twisted pair cable.
Functions
Each type A DEU interfaces:
up to three Passenger Service Units (PSUs)
two loudspeakers
four flourescent strip lights which a part of the cabin light system.
Top Line Data Bus
Two top line data buses on each side of the passenger cabin connect the type
A DEUs to the director
6 (8) of them are connected to the top line number 1 and 7(8) to the top line
number 2. A resistor is located on the last DEU A mount of each line for impedance matching.
A broken top line can effect no more than half ot the DEUs installed on one
cabin side
Fail Safe Operation

In the event of a data bus failure the DEU maintains the current status of the
discrete cabin systems output for a certain time.
After this delay the outputs are switched to a pre-defined fail safe state, that
means the four fluorescent strip lights come on with full brightness and all other
items go off.
All audio inputs/outputs are immediatley switched off.
Emergency Functions
All DEUs operate in emergency mode when the DC service bus is no longer
powered. The DEUs are then supplied from DC essential bus.
The type A DEU passenger address circuits and the type B DEU interphone
circuits remain operational.
Coding Switches
A coding switch in each DEU mount gives each DEU a unique address. This
methode enables removal, interchange and replacment of DEUs without having
to consider their adress.
Note: In the event of mount change it is necessary to select the same code as
used before.
CIDS Power Up
When the CIDS is powered-up or reset, the director follows a power up routine. This includes the initialization and testing of each DEU and connected
equipment.
The test results are transmitted to the director which compares them with its
programmed data to decide on their status.
At least 95% of possible DEU failures are automaticly detected.
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POWER SUPPLY
CABIN LIGHT
POWER SUPPLY
CABIN LIGHT
PSU
PSU
FSB
FSB
FSB
NS
NS
NS
POWER SUPPLY
CABIN LIGHT
DEU A
MOUNT
FROM
DIRECTOR
FROM
DIRECTOR
28V
SERVICE
28V DC
ESSENTIAL
DEU A
MOUNT
PSU
J3
J2
J2
DEU A
MOUNT
J1
DEU A
POWER SUPPLY
CABIN LIGHT
CODING
SWITCHES
DEU MOUNT
TOP LINE 1
TOP LINE 2
Figure 75
DEU-A Schematic
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TYPE B DECODER ENCODER UNIT

General
The Decoder-Encoder Unit (DEUs) are located in the left-hand and right-hand
sides of the cabin ceiling or the cabin centerline. Each type B DEU connects to
a middle line data bus. Each data bus takes the form of a shielded twisted pair
cable.
Functions
Each type B DEU interfaces the following components and systems:
Aft Attendant Panel, Add. Attendant Panel
Emergency Power Supply Unit
Slide/Door Pressure Monitoring.
Passenger Address/Interphone Handset
Attendent Indication Panel
Area Call Panel
Drain Mast Heating Monitoring
CIDS Power Up
When the CIDS is powered-up or reset, the director follows a power up routine. This includes the initialization and testing of each DEU and connected
equipment.
The test results are transmitted to the director which compares them with its
programmed data to decide on their status.
At least 95% of possible DEU failures are automaticly detected.
Emergency Functions
All DEUs operate in emergency mode when the DC service bus is no longer
powered. The DEUs are then supplied from DC essential bus.
The type A DEU passenger address circuits and the type B DEU interphone
circuits remain operational.
Middle Line Data Bus

One middle line data bus on each side of the passenger cabin or cabin centerline connect the 2(3) type B DEUs to the director
A resistor or a bus termination unit (BTU) located in the DEU A mount (end of
line) terminates each middle line data bus for impedance matching.
A319/320:Two additional mounts already connected to the middle line data bus
are installed near to the forward right hand door and to the left emergency exit.
A321:Three additional mounts already connected to the middle line data bus
are installed near to the forward right hand door and to the right and left emergency exit.
Coding Switches
A coding switch in the DEU mount gives each DEU a unique address. This methode enables removal, interchange and replacment of DEUs without having to
consider their adress.
Note: In the event of mount change it is necessary to select the same code as
used before.
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SLIDES/DOORS PRESSURE
PA/INTERPHONE
HANDSET
AREA CALL PANEL

EMERGENCY POWER
SUPPLY UNIT
ATTND INDICATING
PANEL
ADD/AFT ATTND PANEL

J2
J3
J3
J3
DEU B
DRAIN MAST HEATING
J1
MONITORING
BTU(A321)
CODING
SWITCHES
DEU MOUNT
MIDDLE LINE
FROM DIRECTOR
GND
28V DC SERVICE
28V DC ESSENTIAL
Figure 76
DEU-B Schematic
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DECODER ENCODER UNIT MOUNT

The mount for type A and type B DEUs are similar. But due to indexing pins it
is not possible to install a type A DEU on a type B DEU mount.
The mounts for the type A DEUs have the indexing pins on the outer and those
for the type B DEUs on the inner side.
On each DEU mount there is an Adress Coding Switch. In case of a mount
change the old code must be selected.
Note: A table giving the adress code is placed close to the mount.
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ADRESS CODING SWITCHES
INDEXING PINS
DEU A DEU B
CONNECTOR J1
Figure 77
DEU Mount
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PROGRAMMING AND TEST PANEL

General
The Programming and Test Panel (PTP) is located at the FWD Attendant station behind a hinged access door.
For correct Cabin Intercommunication Data System (CIDS) operation, the
Cabin Assignment Module (CAM) must be plugged in.
The CAM contains the cabin layouts 1, 2, 3 and M. In the basic configuration,
only layout 1 is programmed to the airline request. Only layout M can be modified via the PTP.
Functions
The functions of the Programming and Test Panel are as follow :
To monitor the failure status of the CIDS and certain connected systems.
To activate CIDS component tests and readout of the results.
To examine in detail the fault data held in the director BITE memory.
To program the CIDS properties and cabin layout information into the CIDS
directors, which are copied from the CAM.
To onboard reprogram:
- CAM data,
- activation of the provisioned CIDS extra functions,
- change cabin layout,
- implement cabin zoning.
Description
The PTP has an alphanumeric display with four rows of twenty characters.
The display is used to present messages, test results and selection menus.
There are keys at each end of the display rows. They are labelled on the display with < or > characters.
There is no power supply switch. The Programming and Test Panel is automatically supplied if the DC service bus is supplied. The DISPL ON pushbutton
is used to switch on the display.
The display is automatically switched off if the panel is not used for 10 minutes.
A keypad is provided for entry of numerical data.
The Programming and Test Panel contains two pushbuttons and two annunciator lights for testing the emergency light system.
The CAM defines all of the modifiable system properties and layout information
for the CIDS. It contains four cabin layouts.
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SYSTEM STATUS
<SLIDES PRESS LOW
CIDS OK
<RET
DSPL
ON
TEST
EMER
LIGHT
CONT>
1
BAT
BAT
OK
SYS
SYS
OK
CLR
CAM-MODULE
Figure 78
Programming and Test Panel
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FORWARD ATTENDANT PANEL

General
The Forward Attendant Panel (FAP) is in modular form with a master circuit
board and sub-panels which connected to the master board.
The master board contains all parts which are common to all configurations of
the Forward Attendant Panel. This includes the power supply, ARINC 429
transmitter and ARINC 429 receiver.
Light Panel
The cabin light panel comprises control pushbuttons for the different cabin
lighting systems.
There are controls for the entrance areas and the different cabin sections.
In addition, power switches provide the power for the lavatory lights, attendant
work lights and the passenger reading lights.
All pushbuttons, except for MAIN ON and MAIN OFF, have integral lights for
visual confirmation of the pushbutton activation.
Audio Panel
The audio panel allows centralized control over passenger entertainment,
boarding music and prerecorded announcements.
Water and Miscellaneous Panel
The Water and Miscellaneous Panel is installed at the bottom of the Forward
Attendant Panel
Note: For the water and waste panel description refer to the related system.
Emergency Light pushbutton
EMER LIGHT is a red guarded pushbutton with a integral light which is used
to switch the emergency lighting on and off.
Slides Armed light (A319/321)
The SLIDES ARMED light is used to indicate the slide status. If all slide are
armed the light is on. If not all slides are armed, the light is flashing and if all
slides are disarmed, the light is off. This signal is received from the SDAC.
Doors Closed light (A319/321)
The DOORS CLOSED light is used to indicate, that all cabindoors are
closed. This signal is received from the SDAC.
Cabin Ready pushbutton (A319/321)

Cabin Ready is a pushbutton with a integral light which is used to activate
the CABIN READY indication on the ECAM when the button is switches to
on.
Lavatory Smoke light
The LAV SMOKE light is used to warn of lavatory smoke. A command from
the Smoke Detection Control Unit (SDCU) can only reset the indication
when the smoke has gone.
Reset pushbutton
When the RESET pushbutton is depressed in case of lavatory smoke warning, it resets only aural and visual indications in the passenger compartment, without affecting the LAV SMOKE indication at the FAP.
Panel Light Test pushbutton
The PNL LIGHT TEST pushbutton is used to switch on all the Forward Attendant Panel lights (Bulb check).
CIDS Caution illuminated pushbutton
The CIDS CAUT light is activated, when a CIDS Class1 or Class 1CAB failure occurs (see Chapter Fault Isolation and Bite).
The CIDS CAUT light is resetable in flight but comes on again on ground
when the landing gear is down and locked. The light cannot be reset on the
ground.
When a CIDS CAUT occurs, the respective failure message is displayed on
the Programming and Test Panel.
AFT /ADD ATTENDANT PANEL

General
The AFT ATTND panel is installed in the aft entrance area of the aircraft. The
ADD ATTND (A321) panel is installed in the middle cabin area of the aircraft.
Functions
The cabin light panel comprises control pushbuttons for the different cabin
lighting systems.
There are controls for the different entrance area and cabin section.
All pushbuttons, except for MAIN ON and MAIN OFF, have integral lights for
visual confirmation of the pushbutton activation.
The RESET pushbutton resets the lavatory smoke warnings (same than FAP).
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A321 only
A319 and 321 only

Light Panel
Add. Attendant
FWD
Audio Panel
SLIDES DOORS
ARMED CLOSED
CABIN
READY
Figure 79
Water and
Miscellaneous
Panel
FWD
AFT
FWD
AFT
FWD
AFT
AFT
Panel
Aft. Attendant
Panel
FWD and AFT and ADD ATTND Panel
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ATTENDANT HANDSET
General
Each attendant station is equipped with a handset for public announcement,
interphone dailing and communication. The handset rests in a cradle.
Function
The handset and cradle provide the following functions:
the hook off sensing
the Push to Talk (PTT) switching
the PA announcement
the single-key (A320) or double key (A321) call-activation via integral keypad and telephone conversation.
To reset any dailing procedure, press the RESET key.
A320:
For PA announcement, press the PA ALL key on the handset. To make a announcement use the PTT switch.
For Captain call, press the key CPT on the handset. A captain call procedure
with aural and visual indication in the cockpit is initiated. The telephone conversation is accomplished as soon as the called handset is hooked off.
For Cabin interphone, press the key related to the station (1 L/R,3L,3R) on the
handset. A attendant call procedure with aural and visual indication in the cabin
is initiated. The telephone conversation is accomplished as soon as the called
handset is hooked off.
For Service Interphone, press the SERV INT key on the handset. If the aircraft
is on ground or the SERV INT OVRD pushbutton is on, telephone conversation
is accomplished with headset plugged in at any Service Interphone Jack.
A319/321:
For PA announcement, press the PA and the ALL key on the handset. To make
a announcement use the PTT switch.
Pressing the PTT button without key selection activates the DIRECT PA
mode of operation with PA announcement in the whole cabin.
For Captain call, press the key (CPT, EMER CALL) on the handset. A captain
call procedure with aural and visual indication in the cockpit is initiated. The
telephone conversation is accomplished as soon as the called handset is
hooked off.
For Cabin interphone, press the INTPH key and the key related to the station (
(FWD, MID, EXIT, AFT) on the handset. A attendant call procedure with aural
and visual indication in the cabin is initiated. The telephone conversation is accomplished as soon as the called handset is hooked off.
For Service Interphone, press the INTPH key on the handset twice. If the aircraft is on ground or the SERV INT OVRD pushbutton is on, telephone conversation is accomplished with headset plugged in at any Service Interphone
Jack.
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PA
ALL
A-319 (without MID and EXIT)
Figure 80
Attendant Handset
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ATTENDANT INDICATION PANEL

One Attendant Indication Panel is fitted on each of the Attendant Stations.
Each one comprises an alphanumeric display with 2 lines of 16 characters. It
displays communication information on the upper line and cabin system information in the lower line.
It is provide with a pink and a green indicator light used as attention getters.
Interphone Display
Example: FWD attendant calls AFT left Attendant
Step 1:
When the Forward Attendant handset is unhooked, a symbol appears and a
dailing tone is heard.
Step 2:
3 L (or AFT ATTN) the designation of the desired station is selected on the
handset. A confirmation message appears on the AIP.
Step 2a:
The designation of the calling station is displayed on the called AIP and a
green indicator light comes on steady.
Step 3:
When the AFT left hand handset is unhooked, the symbol disappears from
the Forward AIP.
Step 3a:
On the AFT left AIP, the CALL indication disappears and the green indicator
light goes off.
Indication on all AIPs

When a Emergency Call is initiated from the cockpit, the EMERGENCY CALL
indication is shown on all AIPs.,
A319/321:
When a All Call is initiated from the cockpit, the CAPTAIN CALL indication is
shown on all AIPs.,
Step 4:
The AFT left attendant interphone is engaged. A busy tone is heard.
To disconnect a handset from the interphone system, put the handle into the
cradle or press the RESET pushbutton on the handset.
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Indication on FWD ATTND AIP
Indication on AFT L ATTND AIP
STEP 1
STEP 2
# 3L
STEP 2a
CAL L 1 L
STEP 3
3L
STEP 3a
1L
STEP 4
BUS Y 3 L
A319/321 : 1 = FWD ATTN 2 = MID ATTN

3 = EXIT ATTN 4 = AFT ATTN
Information displayed on all AIPs

EMERGE NCY CAL L
CA PTA I N CAL L
Figure 81
Attendant Indication Panel
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Passenger Address Display

Step 1:
When the AFT left attendant handset is unhooked, a symbol appears and a
dailing tone is heard.
Step 2:
When the PA ALL pushbutton is pressed on the handsets keyboard, a confirmation message appears on the AIP.
Step 2a:
PA ALL IN USE appears on all other AIPs.
Step 3:
If the PA CALL call is impossible due to the priority of a call already in progress the word BUSY appears on AIP.
Priority List:
6. from the cockpit
7. any attendant station
8. the prerecorded announcement system
9. the entertainment PA sources (Boarding music).
Cabin System Displays

System information is displayed on all AIPs.
There are indications of:
Smoke detection in lavatory
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Indication on AFT L AIP

STEP 1
STEP 2
STEP 3
PA AL L
Indication on all other AIPs
STEP 2a
PA ALL IN USE
BUSY
PA ALL IN USE
Cabin System Information displayed on all AIPs

SMOKE L AVATORY A
Figure 82
Attendant Indication Panel
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AREA CALL PANEL

General
The Area Call Panels are installed in the left and right center ceiling, at each
end of the cabin and in the middle cabin area.
Each panel consists of individually controlled lighted fields. The fields are used
in steady or flashing mode.
Attendant Call
The green field comes on at the ACP when a Attendant call is initiated from a
attendant handset.
Attendant calls are accompained by one low chime on the attendant loudspeakers.
Crew Call
Any normal call from the cockpit to a attendant station is accompained by a
pink steady field on the ACP.
Whenever the EMERGENCY call is initiated either from the cockpit or the
cabin, the pink field on the ACP flashes.
The normal call is accompanied by one high/low chime and a EMERGENCY
call by 3 high/low chimes on the attendant loudspeakers.
Passenger Call
A call from a passenger to the cabin attendant results in lighting the steady
blue field on the ACP of that side of the forward, middle or aft section from
where the call was initiated.
Passenger calls are accompained by one high chime on the attendant loudspeakers.
Note: Simultaneously, on the PSU, the corresponding call pushbutton comes
on and the seat row numbering sign comes on steady if all the passenger
doors are closed or flashing with at least one passenger door open.
Lavatory Call
A call from the lavatory results in lighting the amber field on the ACP allocated
to the lavatory from where the call was initiated.
A lavatory call is accompained by one high chime on the attendant loudspeakers.
Note: Simultaneously, the lavatory call pushbutton comes on.
Lavatory Smoke
The amber field of the corresponding ACP will flash whenever smoke is detected in a lavatory.
A smoke warning in lavatories is accompained by three low chimes on the attendant loudspeakers.
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Amber
Green
Pink
Blue
Figure 83
Area Call Panel
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POWER SUPPLY
The CIDS is continuously energized (on ground and in flight) when the essential busbar 401PP and service busbar 601PP are energized. In normal CIDS
operation, the essential busbar 401PP supplies:
the active director.
all the circuitry in DEUs type A 200RH which is necessary for PA operation,
all the circuitry in DEUs type B 300RH which is necessary for PA and interphone operation.
The service busbar 601PP supplies:
the hot-standby director 102RH,
the remaining (nonessential) circuitry of the DEUs,
- the aft and add attendant panel 126RH and 128RH (via DEUs type B),
- the area call panels 340RH (via DEUs type B),
- the attendant indication panels 320RH (via DEUs type B).
the programming and test panel 110RH,
the forward attendant panel 120RH,
When essential bus power is unavailable, circuitry in the directors and DEUs
switches the respective essential circuits to the service bus. This ensures full
CIDS capabilities except for emergency mode operation.
When electrical power from the service bus is unavailable, this equipment is
inoperative:
the standby director 102RH (A320 only as long as DIR1 is operative),
the nonessential DEU circuits,
the programming and test panel 110RH,
the forward attendant panel 120RH,
The aft and add attendant panel 126RH and 128RH, the attendant indication
panels 320RH and area call panels 340RH are also inoperative, because DEUs
type B supply these panels (with service bus power).
An emergency situation causes a different system to remove electrical power
from the service bus to reduce power consumption. The CIDS director further
reduces power consumption. It goes into emergency mode operation. It also
disconnects the DEU A essential power as long as no PA announcements are
made. PA announcements are possible when the top line cut-off relay 106RH
is deenergized.
A320:
If the active director 101RH becomes faulty, control of the top-line cut-off
relay 106RH transfers to the standby director 102RH. The power transfer relay
105RH connects essential power to the standby director 102RH, which then
takes over control of the CIDS.
When the A/C loses main power (the service bus and the essential bus), and
the emergency exit lights switch is set to ARM or ON, all CIDS units , which are
supplied by essential bus, are switched automatically to the hot battery bus.
A319/321:
If the active director 101RH becomes faulty, the standby director 102RH takes
over control of the top-line cut-off relay106RH via a parallel connection to the
relay.
When the A/C loses main power (the service bus and the essential bus), the
complete CIDS system is powerloss.
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log 1 = PWR
Figure 84
CIDS Power Supply Schematic A320
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Figure 85
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log 1 = PWR
Figure 86 CIDS Power Supply Schematic A321
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401 PP
401 PP
Figure 87
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PASSENGER ADDRESS SYSTEM

General
The CIDS director accepts audio signals from the various PA sources in the
aircraft. It assigns priorities to each source. It transmits the signal in digital form
via the four top line data busses to the DEUs type A. These send it to the cabin
loudspeakers for broadcasting.
You can perform PA announcements from different sound sources. The director
can route the broadcasts to any combination of six audio channels. A separate
amplifier in each DEU type A drives each cabin loudspeaker. It is programmed
on CIDS initialization for gain and assignment to one of the six audio channels.
Three channels are reserved for PAX announcements. This lets you assign
each cabin loudspeaker to one of up to three zones. A PA chime capability is
also given. The PA system remains available during aircraft emergency conditions. It is powered down as long as no PA announcements are in progress.
Volume Control
When an engine is running, the PA volume is increased automatically by +6
dB. The PA volume is also increased by +6 dB in the event of cabin depressurization. A separate audio amplifier in the CIDS DEUs type A drives each loudspeaker independently.
PA Announcements from Cockpit Handset
The handset is mounted at the cockpit center pedestal and contains an integral
PTT switch. Press the PTT switch to key the PA system. It overrides lower
priority PA sources, and broadcasts the speech over all PA loudspeakers. Sidetone is heard over the handset earpiece. A PA ALL IN USE indication at all attendant indication panels in the cabin accompany announcements which use
the handset.
PA Announcements from other Cockpit Audio Equipment
Any of these cockpit audio equipment may be selected to make a PA announcement:
the boomset microphone
the hand microphone (with internal PTT switch),
the oxygen mask integral microphone.
To select the PA system, the rectangular PA button must be pressed and held.
It connects the microphone audio to the PA system. The integral PTT switch in
the hand microphone is pressed to key the PA system with the respective audio. When the boomset or oxygen mask is used, pushing the rectangular PA
button and the combined PA volume control/PA sidetone switch, switches the
sidetone audio to the boomset or headset earpieces. The knob adjusts the sidetone volume. You can monitor the PA sidetone at any time when you only
select the volume/sidetone switch. When the PA selector switch is activated,
PA ALL IN USE is displayed at all attendant indication panels. PA announcements from the selected cockpit audio equipment are broadcast over all PA
loudspeakers. They immediately override PA audio from any other source.
PA Announcements from Attendant Handset
An attendant handset is mounted at each attendant station. An AIP is installed
near to each handset for display of PA-in use information. When the handset is
lifted, a dialling tone (440 Hz) is heard. The top line of the AIP displays a number symbol. When you press the PA ALL key (A320) or PA and ALL
(A319/321), a confirmation message is displayed on the AIP. If the PA call is
impossible due to the priority of a call already in progress, then the word BUSY
appears on the AIP display. To press the keypad RESET key always clears any
handset operation and lets you make a new key selection.
The CAM also contains a priority list which is divided into priority levels. It starts
with:
the cockpit as the highest priority,
the attendant stations,
the prerecorded announcement system,
the entertainment PA sources
Once a PA ALL call is established, the bottom line of all AIPs displays the respective PA IN USE message. To press the PTT switch keys the PA system.
Sidetone audio is fed to the handset earpiece. When the PA announcement is
over, put the handset into the cradle or press the RESET button to disconnect
the handset from the PA system.
A319/321:
Pressing the PTT button on handset witout any selection activates the Direct
PA mode or operation. PA announcments are possible now via all cabin loudspeakers
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BOOMSET OR
HEADSET /
HANDMIKE
OXY
MASK
AMU
AUDIO
CONTROL
PANEL
A321
EMER
CALLS
FWD
EMER
MID
EXIT
CALL
ON
MECH
ALL
AFT
MIDDLE LINES
FWD ATTND
PANEL
. .. . .. ..
. .
.
.. ..
.. ..
.. . . .
.
..
.
PTT
CALLS
TOP LINES
DIRECTOR
1/2
COCKPIT HANDSET
A319/320
DEU
A
C
HL
I O
MG
EI
C
HIGH
HIGH/
LOW
LOW
DEU
B
..
.
.
.
..
..
..
..
PROGRAMMING
AND TEST
PANEL
CAM
KEYBOARD
ANN.LIGHT TEST/DIM BOX
Figure 88
CFDIU
PA
CAPT
SVCE
INTPH
1L/R
3L
PRAM
A319/321
A320
PA
ALL
ENG. OIL PRESS. SW.

CABIN PRESS.
ATTENDANT
INDICATION
PANEL
PTT
3R
RESET
INTPH
2
MID
FWD
3
ALL
4
EXIT
AFT
CAPT
RESET
PA System Schematic
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CABIN INTERPHONE
Description
The CIDS director accepts audio signals from the various interphone sources
in the aircraft and assigns priorities to each source. The director performs telephone exchange switching and call functions from cockpit call switch settings
or the attendant handset keypad entries. All this is done with reference to the
parameters defined in the CAM. Chimes are transmitted via the top line data
bus and the PA loudspeakers. In the cockpit, integral lamps in the call
switches annunciate interphone calls. In the cabin, the ACPs and AIPs are
used for annunciation.
Cabin Interphone
The cabin interphone system offers different communication modes. Each
mode can lead to different call activations which are assigned in the CAM.
All communication modes are handled with respect to the predefined priorities
listed below:
Emergency Call.
Call from cockpit including: - an all call from cockpit,- a normal call from
cockpit.
call from cabin station.
Additionally, all interphone sources have interrelated priorities, as assigned in
the CAM. There are eight priorities which can be individually assigned to the
different interphone sources. If more than one interphone source requests the
same communication mode, the source with the higher priority will have precedence. If they have the same priority, the interphone source which was dialled
first will be given preference. If an interphone source requests a station which
is engaged in another communication link:
a busy indication at the AIP appears,
a busy tone via the sidetone output will be transmitted, if this interphone
source has equal priority to, or lower priority than the existing link. If this
interphone source has a higher priority, then following action will be
executed.
The existing communication link will be interrupted and the new link will be established. The audible and visual calls will be activated as assigned for this
communication mode. An OVER indication will be displayed at the AIP of the
station.
Operation from Cockpit

Each application of the cabin and flight crew interphone system starts with a
dial procedure. In the cockpit, special keys (Call buttons) are available for dialling the desired interphone function. The interphone equipment (for example
cockpit boomset) must be connected to the interphone system. The interphone
function at the audio selector panel must be selected. Indicator lights give
visual feedback, which are also activated when an attendant station calls the
cockpit. A call indicator is activated at the audio selector panel when an attendant calls the cockpit. This indicator is integrated into the transmit button on the
audio selector panel. It must be switched if communication is to be established
after a call has arrived (or has been activated) from the cockpit. A reset key is
installed at the audio selector panel. When this key is pressed, an activated call
function from the cockpit is reset or an arriving call from the cabin is cancelled.
A normal call from the cockpit activates a steady pink light on the associated
ACP, a high/low chime on all cabin speakers and a CAPTAIN CALL indication
on the associated AIP.
A emergency call from the cockpit activates a flashing pink light on all ACPs,
3 high/low chime on all cabin speakers and a EMERGENCY CALL indication
on all AIPs.
A319/321 only:
A all call from the cockpit activates a steady pink light on all ACPs, a high/low
chime on all cabin speakers and a CAPTAIN CALL indication on all AIPs.
Operation from Attendant Station
To push one key (1L/R, 3L, 3R) of the keyboard on A320 or the INTPH and one
key (FWD,MID,EXIT,AFT) on A319/321, which is integrated into the handset,
initiates a call function in the aircraft. If an attendant station is called, visual indication is given. A transmitted chime via the cabin loudspeakers assigned to
the attendants station and/or attendants area performs audible call signals. All
attendant stations in the cabin are equipped with a reset key to reset the interphone function, and permits a new dial procedure.
A normal call from the cabin activates a steady green light on the associated
ACP, a high/low chime on the associated attendant speakers and a calling station indication on the associated AIP.
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OXY
MASK
BOOMSET OR
HEADSET /
HANDMIKE
AMU
AUDIO
CONTROL
PANEL
ATT
DEU
A
TOP LINES
MIDDLE LINES
DIRECTOR
1/2
DEU
B
CAB
AREA CALL
PANEL
A319/320
A321
CALLS
EMER
CALLS
FWD
EMER
MID
EXIT
CALL
ON
MECH
ALL
AFT
C L HIGH
HO
I G HIGH/
M I LOW
EC
LOW
PROGRAMMING
AND TEST
PANEL
CAM
A320
PA
ALL
KEYBOARD
AVIONICS BAY
Figure 89
CABIN
PA
CAPT
SVCE
INTPH
1L/R
3L
FWC
COCKPIT
ATTENDANT
INDICATION
PANEL
A319/321
3R
RESET
INTPH
2
MID
FWD
3
ALL
4
EXIT
AFT
CAPT
RESET
Cabin Interphone Schematic
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SERVICE INTERPHONE
Service Interphone
The service interphone system provides the telephone communication on the
ground between the flight crew and the ground service personnel. Eight service
interphone jacks are installed at different locations on the aircraft. The service
personnel use those to talk to each other, the cockpit and the attendant stations through handsets.
The service interphone system is made up of the components listed below.
eight interphone jacks,
a service interphone OVRD switch, with an integral indicator light.
The audio lines from the interphone jacks are routed to the amplifiers in both
Cabin Intercommunication Data System (CIDS) directors. The system control
and functional status indication is prepared through discrete lines.
The amplifier of the service interphone system is part of the CIDS director and
is therefore energized when the Cabin Intercommunication Data System
(CIDS) is switched ON. The service interphone system is switched on automatically when the landing gear squat switches are compressed for at least 10 s.
The interphone OVRD switch switches the system on manually and the integral
light of the service interphone system OVRD is then illuminated.
Operation from the Cockpit
The acoustic equipment in the cockpit transmits the audio signals. The audio
signals are fed to the interphone amplifier in the CIDS director through the Audio Management Unit (AMU). The audio signals are transmitted to the attendant stations through the amplifier of the service interphone system. Alternatively the audio signals are transmitted to the service interphone jacks through
the audio lines.
Operation from the Cabin Attendant Stations
This is done when you push the service interphone key (A320) or the interphone key twice (A319/321) on the attendant handset. Communication is done
through the mid buslines to the director and the audio lines to the service interphone jacks and the audio lines from the director through the AMU to the cockpit acoustical equipment. The service system in use sign comes into view on
the Attendant Indication Panel (AIP) 320RH at each attendant station. The AIP
indicates as soon as the service interphone system is active and at least one
boomset is connected to the service interphone jack.
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A320
OXY
MASK
BOOMSET OR
HEADSET /
HANDMIKE
PA
ALL
CPT
AMU
3R
RESET
INT
CAB
2
MID
FWD
3
ALL
4
AFT
EXIT
CAPT
RESET
KEYBOARD
DEU
B
DIRECTOR
1/2
AUDIO CONTROL PANEL
A319/321
INTPH
2x
SERV
INT
1L/R
3L
PA
MIDDLE LINES
GROUND
SERVICE
JACK (8)
ATTENDANT
INDICATION
PANEL
OVERHEADD PANEL
SVCE INT
OVRD
LGCIU
ON
Figure 90
Service Interphone Schematic
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PASSENGER LIGHTED SIGNS

Description
The state of input signals to the director control these signs:
the NO SMOKING and FASTEN SEAT BELT lighted signs in the cabin,
the RETURN TO SEAT signs in the lavatories,
the EXIT signs.
Manual commands are received from the cockpit NS and FSB switches. These
are grounded inputs NO SMOKING COMMAND or NO SMOKING AUTO, and
grounded input FASTEN SEAT BELT COMMAND respectively.
The director interprets open circuited NS inputs and open circuited FSB input
as NS OFF and FSB OFF commands respectively. Director software uses data
from the CAM to activate signs which opened on:
the cockpit commands,
the discrete inputs LANDING GEAR DOWN LOCKED,
an EXCESSIVE ALTITUDE,
the FSB AUTO input,
the inputs SLATS and FLAPS.
The director also provides FSB AUTO input for the optional FSB AUTO cockpit
commands.
The interface to the EXIT signs is via a connection from the director to the
emergency lighting system. DEUs type A drive and interface all other signs.
The director addresses each sign independently. Switching on of any signs is
signalled to the SDAC via the respective director output NO SMOKING or FASTEN SEAT BELT. Switching on of any NS sign is also signalled to the EMLS.
Operation of FASTEN SEAT BELT/RETURN TO SEAT Signs

The FSB and RTS lighted signs in the cabin and lavatories respectively are all
switched on under any of these conditions:
Cockpit FASTEN SEAT BELT switch in overhead panel is switched on.
The FSB signs are also activated in the event of excessive aircraft decompression, when the FSB switch is in AUTO or OFF position.
When the FSB switch is in the AUTO position
- causes the signs to be operated when the landing gear is down and
locked.
- causes the signs to be operated when the slats > 21 or Flaps > 19 .
The PAX lighted signs are deactivated in the event of an aircraft emergency.
Operation of NO SMOKING/EXIT Signs

All NS and EXIT signs are switched on under any of these conditions:
Cockpit NO SMOKING switch in overhead panel is switched to ON.
Excessive aircraft decompression, irrespective of the NS switch position.
Landing gear down and locked when the cockpit NS switch is in the AUTO
position.
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PSU LIGHTED SIGNS NS/FSB
LAVATORY
LIGHTED
SIGNS RTS
CABIN LOUDSPEAKERS
DEU
A
TOP LINES
DIRECTOR
1/2
MIDDLE LINES
LGCIU
FWD ATTND
PANEL
SFCC
CABIN
PRESSURE
SWITCH
ECAM
SDAC
DEU
B
ATTENDANT
INDICATION
PANEL
C
H
I
M L
E O
G
I
C
HIGH
HIGH/
LOW
LOW
CFDIU
COCKPIT
EPSU TEST
EXIT ON
PROGRAMING
AND TEST
PANEL
CAM
AVIONICS BAY
Figure 91
EPSUs
EXIT
EXIT
SIGNS
EXIT
CABIN
PAX lighted Signs Schematic
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PASSENGER / LAVATORY CALLS
CALL INDICATION IN THE CABIN
Description
The equipment interface to the directors via DEUs type A as follows:
one PAX call pushbutton and the seat row numbering light at each passenger seat row,
one PAX call pushbutton with an integral lamp in each lavatory.
Each DEU type A can interface up to three PAX call pushbuttons and lights.
Each pushbutton and light is separately addressable. The CAM data assigns
each pushbutton and light to a LH or RH cabin zone. First activation of a PAX
or lavatory pushbutton activates a chime. Visual indications come on. A second activation of a PAX or lavatory pushbutton reset the visual indications.
Call to Attendants from PAX Seat

When a passenger seat PAX call pushbutton is pressed:
the associated call light seat row number with a L/H or R/H reference comes
on or flashes (aircraft on ground and at least one passenger door open)
a high 1 chime is broadcast over loudspeakers,
the steady illumination of a blue light in the respective ACP (FWD or AFT,
and RH or LH).
the seat row number with a LH/RH reference is shown on the AIPs. The
AIPs are related to the PAX call zones.
Call to Attendants from LAV
When a lavatory seat PAX call pushbutton is pressed:
the call light initgrated in the pushbutton comes on.
a high 1 chime is broadcast over loudspeakers,
the steady illumination of a amber light in the respective ACP (FWD or AFT,
and RH or LH).
the pink light on the related AIP comes on.
the number and the location of the related lavatory is shown on the AIP.
The BITE status in the DEUs type A signals defective PAX call lamps to the
director. Faults may be examined via the PTP.
TONE
SPKR
ATTND
AIP
ACP
ZONE
ALL
PAX
Call
1x
High
--
PAX
Call
LAV
1X
High
Pink
CAPT
ATTND
1X
High/
Low
Pink
Pink
steady
CAPT
ALL
1X
High/
Low
Pink
Pink
steady
CAPTEMER
CALL
3X
High/
Low
Pink
Pink
flashing
ATTND
ATTND
1X
High/
Low
Green
Green
steady
LAV
Smoke
3X
High
FSB
NS
1X
Low
CALL
SPKR
PAX
INDIV
Resp.
Pax
row
Light
LAV
Call
Light
Amber
steady
LAV
Call
Light
Amber
flashing
FSB
NS
Signs
--
ACP
LIGHT
Blue
steady
L/H
R/H
Amber
steady
L/H
R/H
Amber
flashing
L/H
R/H
--
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SEAT ROW NUMBERING LIGHT NON SMOKER SIGN (A319/321)

PASSENGER SERVICE UNIT
A
14
CABIN LOUDSPEAKERS
LAVATORY LIGHTED
CALL PUSHBUTTON
14
TOP LINES
SDAC
DIRECTOR
1/2
DEU A
MIDDLE LINES
FWD ATTND
PANEL
CL
HIGH
HO
I G HIGH/LOW
MI
LOW
EC
LAVATORY
CALL LIGHT
DEU B
AIP
PROGRAMMING
AND TEST
PANEL
CAM
Figure 92
AREA CALL
PANEL
PAX and LAV Call Schematic
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PROGRAMMING AND TEST

System Testing and Programming
When the CIDS is energized, the directors perform a comprehensive hardware
and software self-test. The CIDS top and middle line data busses, the PTP
with the CAM, the FAP and the DEUs with the connected loads are tested.
Programming and Test Modes
The first appearing menu is the main menu. It shows the three main modes of
the PTP:
the SYSTEM STATUS mode,
the SYSTEM TEST mode,
the PROGRAMMING mode.
Access Regulation
The SYSTEM STATUS, the SYSTEM TEST and the ZONING (part of the
PROGRAMMING mode) can be entered without access code. For the CABIN
PROGRAMMING mode you have to enter a 3 digit access code. It prevents
the CABIN PROGRAMMING (part of the PROGRAMMING mode) against unauthorized access.
Access Code Entering
Three digits are necessary for the access to the CABIN PROGRAMMING
mode. There appears a * symbol on the display after input of each digit. The
complete access code will be accepted by selecting the displayed ENTER
function via the labelled key. Entering an incorrect access code initiates the
PTP display message:
USER AUTHORIZATION FAILURE.
A new entry can be started after activation of the displayed RET function.
The aircraft is delivered with access code 333.
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CIDS
<SYSTEM STATUS
<SYSTEM TEST
<PROGRAMMING
DSPL
ON
TEST
EMER
LIGHT
BAT
BAT
OK
SYS
SYS
OK
CLR
Figure 93
PTP Menu
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SYSTEM STATUS
General
The SYSTEM STATUS mode monitors the current status of the CIDS. This
includes the directors, the DEUs, the data buses, the CAM, the FWD ATTND
PANEL, the PTP and the interfaces to other systems. For detailed failure description the mode MAINTENANCE, which is part of the SYSTEM STATUS
mode, can be selected. For support of the maintenance/cabin crew, the status
of the following systems is also monitored:
Lavatory Smoke Detection
Slides Bottle Pressure
Doors Bottle Pressure
Drainmasts
After selection of this mode, in case of no failure, the following messages are
displayed on the PTP:
CIDS OK
LAV SMOKE SYS OK
SLIDES PRESS OK
DOORS PRESS OK
DRAINMASTS OK
A failure in one of these systems causes an annunciation. The SYSTEM STATUS mode is displayed automatically on the PTP, except when the PTP is in
the MAINTENACE, the SYSTEM TEST or the PROGRAMMING mode. In
case of failure the respective following messages are:
<CIDS FAIL or <CIDS DEGRADATION
The criteria for the respective indications are listed in Maintenance Manual.
For detailed failure description the mode MAINTENANCE can be entered
directly by pushing the MAINTENANCE related membrane switch.
<LAV SMOKE SYS FAIL
<SLIDES PRESS LOW
<DOORS PRESS LOW
<DRAINMASTS FAIL
For detailed information about the failure, push the related membrane switch.
Detailed Messages
Messages in case of <LAV SMOKE SYS FAIL:
SMOKE DET FAIL
LAV A (example, the respective lavatory is shown)
NO DATA AVAILABLE
Messages in case of <SLIDES PRESS LOW
SLIDES PRESS LOW
EMER L (example, the location of the respective slide is shown)
Messages in case of <DOORS PRESS LOW:
DOOR PRESS LOW
FWD L (example, the location of the respective door is shown)
Messages in case of <DRAINMASTS FAIL:
DRAINMAST FAIL
Heater/Unit
FWD
AFT
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1
CIDS
SYSTEM STATUS
MAINTENANCE
<SYSTEM STATUS
<SLIDES PRESS LOW
<LAST LEG REPORT
<SYSTEM TEST
CIDS OK
<PREV LEGS REPORT
<PROGRAMMING
<RET
CONT>
<RET
CONT>
SLIDES PRESS LOW
LAV SMOKE SYS OK
<LRU IDENTIFICATION
FWD L
DOOR PRESS OK
<FAULT DATA
DRAINMASTS OK
<CLASS 3 FAULTS
<RET
<RET
CONT>
< SLIDES - STS - DOORS>
SLIDES STATUS
<RET
CONT>
<GROUND SCAN
FWD L=DISARM R=ARM

MID L=DISARM R=DISARM
<MAINTENANCE
<RET
<RET
A319/321 only
Figure 94
PTP System Status
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MAINTENANCE
General
A MAINTENANCE mode for detailed CIDS failure description is part of the
SYSTEM STATUS mode. Failures are written into the directors BITE ground/
flight memory and can be read via this mode and via the CFDS in the cockpit.
The last occured failure is the first for reading. For failures of continuously
monitored systems the BITE ground memory will be updated when the failure
has been cancelled. No entries into the BITE memory are made in case of
emergency conditions (normal power is not available or the CIDS is working
with the mandatory layout). No subsequent related failures will be entered into
the memory after the original failure has been entered:
Examples:
If one DEU-A fails, no further entries into memory are made fo the
associated components.
If one DEU-B fails, no further entries into memory are made for the
associated slides bottle pressure, but the system status on the PTP displays SLIDES PRESS LOW.
LRU IDENTIFICATION
Messages for LRU Identifications:
DIRECTOR 1
DIRECTOR 2
CAM
Note: M-COUNT = modification count of layout M
PROG AND TEST PNL
FAULT DATA
This FAULT DATA mode includes the flight leg, the date, the time (UTC), the
number of occurences (max 4 counts, for intermittent failures) and coded
trouble shooting data for internal director and DEU failures. Present failures on
ground are marked with GND, failures of the last leg with LEG -00, and failures of the previous legs with -01, -02 and up.
CLASS 3 FAULTS
MAINTENANCE via CFDS and PTP

The maintenance mode via the CFDS-MCDU is available with the SYSTEM
REPORT/TEST mode. All failures, which are written in the CIDS director BITE
ground/flight memory can be read via this mode. The maintenance via CFDSMCDU follows the same procedure as the maintenance via the PTP. A test procedure is selectable via the MCDU. A CIDS director 2 test is also available,
the Emergency Light Battery/System tests are not available.
Some CLASS 3 FAULTS are only detected and written into the BITE memory
at director power on or after a manual test activation via PTP. On ground, after
cancelling a class 3 fault, it disappears from the memory after the next director
power on or after a new test activation. Some CLASS 3 FAULTS are detected
and written into the BITE memory due to continuous monitoring. Such a class 3
faul disappears from the memory after the failure itself has disappeared.
LAST LEG REPORT
GRND SCAN
In flight, this report is called CURRENT LEG REPORT. It is the only displayed
and accessable item within the MAINTENANCE mode in flight. The LAST/
CURRENT LEG REPORT contains class 2 + 1 failures of the last/current flight
leg. The report includes the date, the time and the ATA chapter for each failure.
There are no entries for flight legs without failures but the flight leg counts are
incremented.
The GND SCAN indicates all class 1 + 2 failures which are present on the
ground. For the continuously monitored systems, the ground memory is updated when the failure is cancelled, for other systems, the ground memory is
updated after a director power on or after a test activation via PTP.
PREV LEGS REPORT

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

<RET
CONT>
1
<LRU IDENTIFICATION
LAST LEG REP APR12
PREV LEG -30 MAR13
<FAULT DATA
DEU-A 200RH15
DIRECTOR 2
<CLASS 3 FAULTS
UTC 0700 ATA23-73-46
UTC 0712 ATA23-73-34
<RET
<GROUND SCAN
<RET
CONT>
<RET
CONT>
<RET
CONT>
LAST LEG REP APR12
PREV LEG -38 MAR05
CAM
FWD ATTND PNL
UTC 0700 ATA23-73-46
UTC 0540 ATA23-73-12
<RET
Figure 95
<RET
PTP Maintenance Menu
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3
MAINTENANCE
<LAST LEG REPORT
DIRECTOR
<PREV LEGS REPORT
1: Z010H0002110
<RET
LRU IDENTIFICATION
CONT>
<RET
CONT>
<LRU IDENTIFICATION
LRU IDENTIFICATION
<FAULT DATA
DIRECTOR
<CLASS 3 FAULTS
2: Z010H0002110
<RET
<GROUND SCAN
<RET
CONT>
<RET
CONT>
LRU IDENTIFICATION
LRU IDENTIFICATION
CAM M-COUNT=005
PROG AND TEST PNL
Z050H00000343
Z020H0000110
<RET
Figure 96
CONT>
<RET
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MAINTENANCE
<LAST LEG REPORT
<PREV LEGS REPORT
<RET
CONT>
4
<LRU IDENTIFICATION
FAULT DATA
<FAULT DATA
LEG
UTC
CODE
<CLASS 3 FAULTS
-03
1340
240A07
<RET
CONT>
FE27
<RET
CLASS 3 FAULTS
ATA 23-73-20
SIGN LAMP 02L, 05R
<RET
6
6
<GROUND SCAN
GRN SCAN
NO FAILURE
<RET
<RET
Figure 97
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Figure 98
CIDS MCDU BITE Menu
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Figure 99
CIDS MCDU BITE Menu
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SYSTEM TEST MODE

General
The general SYSTEM TEST mode is one of the main modes. It initiates the
test except:
when the aircraft is in flight,
normal power is not available (PTP not powered),
the mandatory layout is in use.
These devices can be tested:
Director 1 (the currently active director is marked, example DIR1 (ACT), the
passive one can only be tested via the MCDU).
Director 2 (see Director 1)
CIDS BUS
DEUs, Type A
DEUs, Type B
Programming and Test Panel (membrane switches are not checked)
CAM
FWD ATTND Panel (the pushbutton and membrane switches are not
checked)
AFT ATTND Panel (membrane switches are not checked)
ATTND Indication Panels
Loudspeakers (only operational test)
Sign Lamps
PAX Call Lamps
Area Call Panels (only operational test)
Reading/Work Lights
Emergency Lighting Battery
Drainmasts
Additionally, there is a RESET function. It initiates a general CIDS power on
reset including the power on test of the complete system. If failures still exist,
these can be read from the automatically displayed SYSTEM STATUS/MAINTENANCE mode on the PTP. The complete power on test is only performed if
one or more cabin doors are open (same as for CIDS power on).
Initiation of System Tests

If you push the device related membrane switch, the test of this device is activated. The flashing message -WAIT FOR RESPONSE appears on the display.
When the test is finished, the ATA chapter and the message TEST OK comes
on. An old failure message in the directors BITE ground memory is cancelled.
In case of a failure, the respective result is written into the directors BITE
memory and the failure message appears on the PTP display.
The TEST mode is not available in flight.
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1
CIDS
<SYSTEM STATUS
SYSTEM TEST
<DIR 1 (ACT)
RESET>
<SYSTEM TEST
<PROGRAMMING
<ADD ATTND PNLS

<ATTND IND PNLS
<LOUDSPEAKERS
<RET
CONT>
<RET
CONT>
DIRECTOR 1
<CIDS BUS
<SIGN LAMPS
ATA 23-73-34
<DEU-A
<PAX CALL LAMPS
TEST OK
<DEU-B
<AREA CALL PNLS
<RET
<RET
CONT>
<RET
CONT>
<PROG AND TEST PNL
<READING/WORK LIGHTS
<CAM
<EMER LIGHT BATTERY
<FWD ATTND PNL
<DRAINMASTS
<RET
<RET
Figure 100
CONT>
PTP Test Menu
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Figure 101
CIDS MCDU BITE Test Menu
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PROGRAMMING MODE
General
The programming mode is one of the main modes. It is divided into:
the zoning (needs no access code),
the cabin programming (needs a 3 digit access code, A/C delivered with
access code 333).
ZONING
Cabin Zones
For CABIN ZONES programming, enter the seatrow number of the end of the
zone. The adjacent zone adapts automatically.
NS Zones
NS ZONES starts is accordance with the programmed CABIN ZONES. Each
cabin zone starts with a NS zone. For programming, enter the seatrow number
at the end of the NS zone. Entering a 0 (zero) deletes the NS zone in the related cabin zone. If the layout of the CABIN ZONES is changed, the NS zones
layout follows automatically. The number of seatrows of each NS zone remains constant, except the cabin zone is smaller than the NS zone. If the
cabin zone is extended again, the previous NS zone length is realized.
The class divider separates the cabin zones. The CLASS DIVIDER programming is only used for BITE related current sensing reasons:
installing a passive divider (without sign lamps) instead of an active divider
(with sign lamps) or the reverse.
removing an active divider (the layout of the cabin zones are not changed).
Note:
On A321 the Cabin lighting is independent from the Cabin programming. The
FWD zone controls the area between door 1 and door 2, the AFT zone the
area between door 2 and door 4.
On A321 the Call assigment (PAX call) is independent from the Cabin programming.
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1
CIDS
NS END FWD 07 >
CABIN ZONES
<SYSTEM STATUS
END FWD
09 >
NS END MID 12 >
<SYSTEM TEST
END MID
16 >
NS END AFT
<RET
<PROGRAMMING
<RET
21 >
insert 06
:A321 only
PROGRAMMING
CABIN ZONES
<ZONING
END FWD
09 >
<CABIN PROGRAMMING
END MID
16 >
<RET
<RET
push
06
3
CLASS DIVIDER
ZONING
<CABIN ZONES
<NS ZONES
<RET
DIV>
PARAMETER SAVED
-PUSH FOR CHANGE
MODIFICATION 019
<RET
<RET
Figure 102
FWD ACTIVE >
PTP Zoning Programming
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CABIN PROGRAMMING
CAM Layout Selection
The Cabin Programming is access code protected. After entering the 3 digit
access code and selecting the CAM LAYOUT selection mode, the respective
menu comes on. The programmed layouts are marked with a < or > sign. The
number of active layout is flashing. A new layout is selected by pushing the
related membrane switch. After selection, a new layout is marked and down
loaded into the director. The system is updated automatically and CIDS works
with this layout until a new is selected and loaded.
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1
CIDS
ENTER ACCESS CODE
<SYSTEM STATUS
<SYSTEM TEST
<PROGRAMMING

<RET
ENTER>
insert 333
PROGRAMMING
<CAM LAYOUT SELECT
<ZONING
<CABIN PROGRAMMING
<RET
<RET
CAM LAYOUT SELECTION

<1
LAYOUT
LAYOUT
M>
LAYOUT 1 LOADED
<RET
<RET
Figure 103
CAM LAYOUT SELECTION
PTP Layout Selection
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Failure Detection and Transmission
There are 3 types of test available in the CIDS for failure detection:
the power on test (activated after every power connection to the CIDS),
the continuous test (automatic periodical system test)
the manually activated test (via PTP, CFDS ...)
The status is transmitted to the CFDS (via ARINC 429) and ECAM (via discret
outputs to the SDAC). The failure indication is possible on:
the FAP (CIDS caution light),
the PTP,
the CFDS/MCDU display,
the ECAM displays.
In flight, it is possible to reset the illuminated caution light on the FAP. After
landing, if the failure still exists, the light comes on again and the SYSTEM
STATUS mode is displayed.
The failures are divided into 4 failure classes, 1, 1CAB (cabin), 2 and 3. The
relation of failure classes and the transmission to the indicators are shown on
the Failure Transmission list.
CIDS Power-Up Test

Time that the computer must be de-energized:
A/C on ground with engines stopped and 1 or more cabin doors open :
10 sec
Progress of Power-Up Test:
Duration: approx. 120 sec
Cockpit repercussions directly linked to power-up test accomplishment (some
other repercussions may occur depending on the A/C config. but these can be
ignored):
ECAM MAINTENANCE STATUS:
- CIDS 1 on, after approx. 30 sec off
- CIDS 2 on, after approx. 80 sec off
Audio Control Panel:
- ATT light flashes
NOTE : Depending on the customized cabin config and the position of the
NS/FSB switch the following repercussions can be observed in the cabin:
cabin lights are off for approx. 1 sec
call/ seatrow numbering lights and signs flash
two chimes are heard after approx. 120 sec after power-up test initialisation
Results of Power-Up Test:
Test pass : - none
NOTE : : On the PTP the CIDS OK message comes on.
Test failed :
if CIDS 1 or CIDS 2 failed
- ECAM MAINTENANCE STATUS : CIDS 1 or CIDS 2 comes on
if CIDS 1 and CIDS 2 failed
- MASTER CAUTION light comes on
- ECAM WARNING : COM CIDS 1 + 2 FAULT comes on
- ECAM INOP SYS : CIDS comes on
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Figure 104
CIDS Failure Classes
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CIDS WARNINGS ON ECAM AND FAP

General
All BITE results are stored in the director BITE dedicated memory with failure
indication shown on the CIDS caution light, the ECAM Engine/Warning Display,
the Status Page on the ECAM System display, the MCDU and the PTP.
A failure in the initialization progress in director 1 causes :
Display of the STS reminder on the Engine/Warning Display.
Display of the CIDS 1 message on the STATUS page (on request).
Note: The STATUS page does not appear automaticlly after warning.
Class 1 Fail ECAM Warning
If a class 1 fail occurs, the single chime sounds, the ECAM MASTER CAUT
and the CIDS CAUT light comes on.
The failure messege (CIDS 1+2 FAULT) is shown on the ECAM Engine/Warning Display, and on request on the STATUS page.
The CIDS caution on ECAM occurs if:
both director fail,
more than 50% of all DEU A fail
more than 20% of adjacent DEU A zonewise fail,
all DEU B with connected handset fail.
Class 2 Fail ECAM Warning
When a CIDS caution occurs on the ECAM, the detailed failure message is
memorized in the PTP and available on request (on ground only).
The caution messages on the ECAM are the STS reminder on the Engine/
Warning page, and the maintenance message (Class 2) on the STATUS page
which is displayed on request.
The DIRECTOR continues to signal CIDS caution to the SDAC until the fault is
corrected.
The CIDS caution on ECAM occurs if:
one director fail,
no crosslink from other director
CIDS Caution light on FAP

Some CIDS caution or failure signals (Class1, 1CAB, 2) activate also the CIDS
CAUT light on the FAP.
Note: The CIDS CAUT light is resetable in flight, but comes on again on the
ground (landing gear down and locked). The light cannot be reset on ground.
When a CIDS CAUTION occurs, the respective failure message is displayed
on the PTP.
The CIDS CAUT light comes on if:
both directors fail,
more than 50% of all DEU A fail,
20% of adjacent DEU A zonewise fail
50% of all NS-FSB signs fail and PA fail,
all DEU B with connected handset fail.
no data from SDCU channel 1+2,
the lavatory smoke detector fails,
the heater of drain mast fails,
the control unit of the drain mast fails,
the slide/door pressure is low,
DEU-A or DEU-B fails,
CIDS TOP or MID BUS fails,
FAP or PTP fails or no data,
CAM fails.
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CIDS Class1 Warnings
FLIGHT PHASE
INHIBITION
MASTER
WARN
5 6 7
3 4
CIDS Class1CAB or Class2 Warnings
8 9 10
MASTER
CAUT
STATUS
COM CIDS 1+2 FAULT
single chime
STATUS
INOP SYSTEM
CIDS 1
CIDS
FWD ATTND PANEL
LIGHT
EMER
SMOKE
LAV
RESET
FWD ATTND PANEL
CIDS
PNL
LIGHT
TEST
Figure 105
CAUT
LIGHT
EMER
SMOKE
LAV
RESET
CIDS
PNL
LIGHT
TEST
CAUT
CIDS ECAM and FAP Warnings
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Figure 106
CIDS MCDU BITE Test Menu
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Figure 107
CIDS Failure List
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Figure 109
CIDS Failure List
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Figure 110
CIDS Failure List
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Figure 111
CIDS Failure List
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Figure 112
CIDS Failure List
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Figure 113
CIDS Failure List
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LOCATION
Figure 114
CIDS Location Cockpit
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Figure 115
CIDS Locations DEUs and Directors
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Figure 116
CIDS Location DEUs A321
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Figure 117
CIDS Location DEUs A319
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Figure 118
CIDS Location Cabin
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Figure 119
CIDS Location Cabin
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23-32
PRAM
PRAM PRESENTATION
The function of the Prerecorded Announcement and Boarding Music (PRAM)
Reproducer 10RX is to play prerecorded messages. It also plays boarding music programs on a cassette tape to the passengers through the aircraft passenger address system. The PRAM is controlled by the audio module, which is a
part of the Fwd Attnd panel 120RH. It is installed in the cabin at the forward
attendant station. The PRAM is controlled through the Cabin Intercommunication Data System (CIDS) director to receive and transmit control data.
SYSTEM OPERATION AND CONTROL

The Prerecorded Announcement and Boarding Music (PRAM) system is controlled during normal operation from the audio module in the Fwd Attnd panel
120RH. The system initialization is made automatically when the reproducer
receives 115 V AC. During the initialization the LED display on the audio module is not shown. The least significant digit LED of the announcer display will
show 0 when the initialization is complete. The operation procedures to program and release the announcements are as follows:
Announcement Control Keys
ENTER
When the ENTER pushbutton is pushed, the cursor moves into the next
MEMO position (MEMO 1, if no cursor is present).
The required message is keyed-in on the keyboard and appears on the
MEMO 1 display. When the ENTER pushbutton is pushed, the keyed-in
data is accepted (cursor moves to the next MEMO position).
The READY light comes on when the PRAM has found the corresponding
announcement.
The required messages for the MEMO 2 and MEMO 3 displays are
keyed-in the same as for the MEMO 1 display.
CLEAR
When the cursor has moved into the related position (MEMO 1, MEMO 2 or
MEMO 3) and the CLEAR pushbutton switch is pushed, the display clears.
START NEXT
When the START NEXT pushbutton switch is pushed and the READY light
is on, the message shown on the MEMO 1 display moves up to the ON ANNOUNCE display. The MEMO 2 display message then moves up to the
MEMO 1 display. The message shown on the MEMO 3 display moves up to
the MEMO 2 display.
START ALL
All messages keyed on MEMO 1, MEMO 2 and MEMO 3 will be announced
continuously until the last announcement has finished (number 0). In this
continuous mode, it can add another message for announcement after the
messages that you have keyed-in.
STOP
When the STOP pushbutton switch is pushed, the message announcement
stops immediately.
Emergency Announcement Test
To test the emergency announcement, bring the cursor to MEMO 1 and press
701 ENTER 701 (E-P is displayed in the ON ANNOUNCE display).
Boarding Music Control Keys
ON/OFF
When the ON/OFF pushbutton switch is pushed, the light in the pushbutton
switch comes ON. The channel 1 is automatically displayed on the BGM
channel display. When the ON/OFF pushbutton is pushed again, the light
goes OFF.
SEL
When the SEL pushbutton switch is pushed, the system selects one of the
available channels. These are displayed in a numerical ascending code
(four channels in the mono mode, two in the stereo mode).
Note: LH uses two mono music programs (special mode of operation).
Channel 1+2 is boarding music one and channel 3+4 is boarding music
two.
VOLUME
The LEDs on the volume display show the volume level (2 dB steps).
(-)
When the (-) pushbutton switch is pushed the volume level decreases.
(+)
When the (+) pushbutton switch is pushed the volume level increases.
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Figure 120
PRAM Control Panel
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PRAM DESCRIPTION (SPECIAL OPERATION)
FRONTPANEL CONTROL (SPECIAL OPERATION)
The Prerecorded Announcement and Boarding Music (PRAM) Reproducer is

installed in the aft avionics compartment in a 4 MCU (ARINC 600) box. It has a
total of four cassette decks, but only the tape in announcement tape deck A
position is used (the other tape decks are disabled) . This cassette is used for
the prerecorded announcement reproduction and for the boarding music reproduction. Up to 32 prerecorded announcements are stored on the first two
tracks on that tape and two boarding music channels are available on the other
two tracks. The PRAM has the capability to produce an emergency announcement in the event of a rapid cabin decompression and up to four other stored
announcements. The emergency announcement and the four other once are
stored in a Solid State Stored Voice (SSSV). A ground signal from a rapid decompression triggers the emergency announcement. The other announcements can be triggered by separate discret-inputs. All functions are remotely
controlled from the audio module in the Fwd Attnd panel (120RH) (except the
output level of normal and emergency announcements). They are adjustable at
the front of the reproducer.
The announcement part of the PRAM uses track 1+2 of tape A with up to 16
announcements on each track. Messages are searched and located by detecting and counting the inter-message blank portion (8sec.) The current tape
position is memorized, a subsequent message search on the same track is
possible. If track change is necessary, a completely tape rewind is made. Messages can only be searched and played one after the other (no continuous
play)
The boarding music part of the PRAM uses track 3+4 of tape A. Each track is a
complete program and will be repeatedly played (rewinding tape after end of
tape).
The audio module in the Fwd Attnd panel 120RH controls the prerecorded announcements and the Boarding Music (BGM). The reproducer and Fwd Attnd
panel have two ARINC 429 data bus lines (transmit and receive bus) controlled
through the CIDS.
The PRAM can be controlled and tested from the frontpanel.

Music Channel Selector
no effect.
TEST Selector
For normal use of the PRAM, the switch must by in the NORMAL position.
all other positions are for testing the announcement tape and SSSV emergency announcements.
In the DECK A1 and A2 position it is possible to check the announcement
audio of track 1+2 from tape A via the monitor output connector.
In the DECK A3 and A4 position it is possible to check the boarding music
audio of track 3+4 from tape A via the monitor output connector.
In the DECOMP position its possible to check the emergency announcements stored as Solid State Stored Voice (SSSV) in a memory, when a decompression occurs.
In the SSSV 1(2,3,4) position its possible to check the four different announcements stored as Solid State Stored Voice (SSSV) in a memory (if
available).
The TAPE INITIAL position has no effect on Special Mode of Operation (a
initialization routine is not necessary).
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Test Selector
FAP
Audio panel
Annoncement TAPE B Position

(spare tape on LH)
DEU-A
Annoncement TAPE A Position
Music Tape A + B
(not LH)
Director 1
DEU-B
Audio
Cabin Decomp.
PRAM
Figure 121
PRAM Schematic and Frontpanel
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FRONTPANEL CONTROL (NORMAL OPERATION)
PRAM DESCRIPTION (NORMAL OPERATION)

The Prerecorded Announcement and Boarding Music (PRAM) Reproducer is
installed in the aft avionics compartment in a 4 MCU (ARINC 600) box. It has a
total of four cassette decks. Two are for the prerecorded announcement reproduction and the other two are for the boarding music reproduction. Up to 256
prerecorded announcements are stored on two tapes in the prerecorded announcement reproducer (each minimum 30 s). The PRAM has the capability to
produce an emergency announcement in the event of a rapid cabin decompression and up to four other stored announcements. The emergency announcement and the four other once are stored in a Solid State Stored Voice
(SSSV). A ground signal from a rapid decompression triggers the emergency
announcement. The other announcements can be triggered by separate discrete-inputs. All functions are remotely controlled from the audio module in the
Fwd Attnd panel (120RH) (except the output level of normal and emergency
announcements). They are adjustable at the front of the reproducer.
The announcement part of the PRAM uses two identical tape decks with up to
256 announcements on each tape. The two cassette tapes are used alternately. When one is playing a message, the other is in search mode for the
next message to be announced ( if necessary) to give continuous play.
The boarding music part of the PRAM uses two identical tape decks with four
channels. Two cassette tapes are used alternately. When one is playing the
other rewinds to give continuous play.
The audio module in the Fwd Attnd panel 120RH controls the prerecorded announcements and the Boarding Music (BGM). The reproducer and Fwd Attnd
panel have two ARINC 429 data bus lines (transmit and receive bus) controlled
through the CIDS.
The PRAM can be controlled and tested from the frontpanel.

In the REMOTE Position, the PRAM is remote controlled from the audio
part of the FAP.
In the 1 (2,3,4) position, only the music track 1 (2,3,4) is played continuously.
In the AUTO position, the different music tracks are played one after the
other automatically and continuously.
TEST Selector
For normal use of the PRAM, the switch must by in the NORMAL position.
all other positions are for testing the different announcement tapes and
SSSV emergency announcements.
In the DECK A1 (2,3,4) or DECK B1 (2,3,4) position it is possible to check
the announcement audio of each track from tape A or B via the monitor output connector.
In the DECOMP position its possible to check the emergency announcements stored as Solid State Stored Voice (SSSV) in a memory, when a decompression occurs.
In the SSSV 1(2,3,4) position its possible to check the four different announcements stored as Solid State Stored Voice (SSSV) in a memory (if
available).
In the TAPE INITIAL position, a special mode is activated to read initialization data from the announcement tapes A and B in order to store this data in
memory.
NOTE: The TAPE INITIAL position must be used when the PRAM access
door was open (for check or tape change) in order to initialize the PRAM
tapes for at least 6 seconds.
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Figure 122
PRAM System Schematic
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LOCATION
Figure 123
PRAM Location 80 VU
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Figure 124
PRAM Location Cabin
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23-71
COCKPIT VOICE RECORDER
CVR PRESENTATION
The cockpit voice recorder (CVR) is designed to record crew conversations and
communications on a magnetic tape, in flight and on ground, when at least one
engine is running or up to five minutes after the second engine is shut down
irrespective of which engine is shut down first. The system can also operate in
manual mode on the ground. The recorder is a four-track system and all tracks
are recorded simultaneously. The recording tape is of the magnetic loop type
which allows 30 minutes of recording time. When the tape is fully recorded, the
system progressively erases recordings made in the previous 30 minutes and
simultaneously records new information ; thus only information recorded in the
last 30 minutes of operation is retained. The recorded information can be intentionally erased when the aircraft is on the ground with the parking brake control
handle pulled up, locked and electrically powered. Bulk erasure is also possible
during manual operation of the system. Recording of conversations and communications must comply with standards specified by the FAA.
ACTIVATION AND CONTROL

Power Supply
The CVR is automatically supplied with 115VAC when the aircraft is in one of
the configurations given below :
in flight with engines running or stopped.
on the ground with at least one engine running
on the ground during the first five minutes following energization of the air
craft electrical network.
on the ground up to five minutes after second engine shutdown.
Manual selection of power supply to the CVR allows the functions given below
with the aircraft on the ground and both engines shutdown :
To test the CVR for correct operation.
To erase tape information if required.
To record the beginning of the check list before the first engine starts running.
For manual selection of power supply to the CVR press the GND CTL pushbutton on the control panel.
CVR Erase Circuit

The Recorder ERASE pushbutton must be pressed in for a minimum of two
seconds to prevent inadvertent erasure.
The erause head erases the previously recorded information on all 4 channels
simultaneously, before a new recording is made.
The ERASE pushbutton enables complete erausre of the tape by activation of
a magnetic field.
ERASE is only posible when aircraft is on ground (R and L main gear shock
absorber compressed) and parking prake applied.
Note: if the engines are shut down, the CVR must first be energized.
CVR Test Circuit
The CVR TEST is initiated by pressing the CVR TEST pushbutton on the
RCDR panel.
A 600 Hz test tone is applied sequentially during 0.8s to each of the four tracks.
This signal should then be heared through the loudspeakers (provide the aircraft is on ground, R and L main gear shock absorber compressed and parking
prake applied) and through the headset conected to the maintenance panel 50
VU in the cockpit.
Note: prior to this test, the CVR must be energized.
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POWER
SUPPLY
INTERLOCK
Figure 125
CVR Schematic
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DESCRIPTION
The cockpit voice recorder (CVR) is designed to record crew conversations and
communications on a magnetic tape, in flight and on ground, when at least one
engine is running or up to five minutes after the second engine is shut down
irrespective of which engine is shut down first. The system can also operate in
manual mode on the ground. The recorder is a four-track system and all tracks
are recorded simultaneously. The recording tape is of the magnetic loop type
which allows 30 minutes of recording time. When the tape is fully recorded, the
system progressively erases recordings made in the previous 30 minutes and
simultaneously records new information ; thus only information recorded in the
last 30 minutes of operation is retained. The recorded information can be intentionally erased when the aircraft is on the ground with the parking brake control
handle pulled up, locked and electrically powered. Bulk erasure is also possible
during manual operation of the system. Recording of conversations and communications must comply with standards specified by the FAA.
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Figure 126
CVR Detailed Schematic
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Figure 108
CIDS Failure List
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POWER SUPPLY INTERLOCK

Aircraft in flight
The LGCIU1 5GA1 provides a ground signal to the relay 6RK. The relay 6RK is
supplied directly with 28VDC from the bus bar 801PP via the circuit breaker
4RK. The CVR is supplied with 115VAC via the normally-open contacts of the
relay 6RK from the bus bar 801XP through the circuit breaker 2RK.
The normally-closed contacts of the relay 8RK provide a parallel path with the
normally-open contacts of the relay 6RK for the supply of 115VAC to the CVR.
Aircraft on ground
With one or both engines running, no ground signal is fed to the relay 10RK.
Since the relay 10RK controls the energized or de-energized state of relay
8RK, the relay 8RK remains de-energized.
The 115VAC is connected from the bus bar 801XP via the circuit breaker
2RK through the normally-closed contacts of the relay 8RK to the CVR.
During the first five minutes of energization of the aircraft electrical network,
with both engines shutdown, a ground signal is fed to the time-delay relay
10RK.
The relay 10RK is supplied with 28VDC from the bus bar 801PP via the circuit breaker 4RK. When energized this relay starts its timing function. During this timing function, the relay 8RK remains de-energized and the CVR is
supplied with 115VAC. After 5 minutes, a ground signal is sent via the normally-open contacts of the time-delay relay 10RK to energize the relay
8RK which cuts off the supply of 115VAC to the CVR.
Up to five minutes after second engine shutdown, a ground signal is sent to
the time-delay relay 10RK.
The relay 10RK is supplied with 28VDC from the busbar 801PP via the circuit breaker 4RK. When energized, this relay starts its timing function.
During this timing function, the relay 8RK remains de-energized and the
CVR is supplied with 115VAC.
After 5 minutes, a ground signal is sent via the relay 10RK to energize the
relay 8RK which cuts off the supply of 115VAC to the CVR.
NOTE : In the cases described in Para. 2 (b) and (c) above, the relay 6RK is
de-energized (A/C on the ground) and the recording function stops.
Manual power supply

Manual selection of power supply to the CVR allows the functions given below
with the aircraft on the ground and both engines shutdown :
To test the CVR for correct operation.
To record the beginning of the check list before the first engine starts running.
To erase tape information if required.
With both engines shutdown, a ground signal is sent to the relay 12TU. Pressing the RCDR/GND CTL pushbutton switch 11TU supplies the 28VDC to the
relay 12TU via the normally-open contacts of the pushbutton switch 11TU and
the normally-closed contacts of the relay 13 TU.
The relay 12TU is energized. A ground signal is sent to the blue ON legend
which comes on.
A ground signal is also sent to the relay 6RK which energizes and supplies the
CVR with 115VAC power.
When the RCDR/GND CTL pushbutton switch is released, the 28VDC is applied via relay 12TU and pushbutton switch 11TU to the relay 13TU which is
energized.
If one engine is started, the ground signal to relay 12TU is removed and the
relay 12TU is de-energized.
Thus the blue ON legend goes off and the relay 6RK is de-energized.
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Figure 127
CVR Power Supply Schematic
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LOCATION
Figure 128
CVR Location Stabilizer Comp.
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Figure 129
CVR Location Cockpit
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ATA 25
EQUIPMENT/FURNISHING
25-XX
EMERGENCY LOCATER TRANSMITTER (ELT)
GENERAL
The Automatic Fixed three-frequency Emergency Locator Transmitter (ELT) is
installed in the upper aft section of the fuselage. It is designed to transmit a
digital distress signal to satellites that are part of the COSPAS/SARSAT system. These satellites relay the received signal directly to reception stations on
the ground. This signal is transmitted on 406 MHz and is used to locate and
identify the ELT. The ELT also transmits a 121.5 MHz and 243 MHz homing
signal for close-in aircraft location determination.
The ELT can be manually activated from the Control Panel on the Pilots Overhead Panel or automatically activated by means of an internal acceleration
sensor (G-switch).
The ELT can be reset after automatic or manual activation by the ELT control
panel switch. ELT activation is indicated by an ON LED at the control panel.
The system components are:
one ELT (with Mount/Programming Unit)
one external antenna
one controlpanel
COMPONENTS
-The Mount/Programming Module stores the airplanes tailsign and countrycode (for Germany it is 218). The Mount/Programming Module is programmed
by the manufacturer or by Lufthansa WF2.
The Mount/Programming Module automatically downloads the 406 MHz programming information to the ELT when the ELT is installed.
-The ELT is mounted on the mount/programming module, which is located in
the aft cabin ceiling, left of centerline. The ELT receives datas from the mount/
programming module and stores it in its own memory.
-The ELT Antenna, an external blade type, three-frequency antenna, is
mounted on the upper aft section of the fuselage.
-The ELT Control Panel, located on the Overhead Panel, contains a two position guarded, toggle ON/AUTO switch and a TEST/RESET pushbutton.
OPERATION
With the switch in the AUTO position, the ELT can be automatically activated
by the G-Switch.
Placing the switch in the ON position activates the ELT, which will begin transmitting distress signals after a self-test of approximately 150 seconds duration.
Pushing the TEST/RESET pushbutton stops the ELT transmission and/or initiates a self-test of the ELT, Programming Unit, and verifies proper programming
information transfer. The ELT then returns to the AUTO mode.
A successful self-test is indicated by appearance of the ELT ON LED within
15 seconds, remaining uninterrupted for approximately 10 seconds.
WARNING:
EXCEPT IN THE FIRST 5 MINUTES OF THE HOUR, NEVER PLACE THE
ELT SWITCH IN THE ON POSITION!! RESCUE ACTIONS WILL BE UNDERTAKEN!!
ANYHOW, IF YOU DID SO, CALL IMMEDIATELY THE NEXT RESCUE CENTER FOR CANCELLATION OF THE ALARM!
AREA
PHONE NUMBER
Frankfurt/Main, Stuttgart, Saarbrcken,
Nrnberg
069 690 78801
Munich
089 978 0330
Berlin, Leipzig, Dresden, Erfurt. Laage
030 6951 2488
Dsseldorf, Kln, Mnster. Paderborn
0211 4216254
Bremen, Hamburg. Hannover
0421 5372120
Installation of the ELT
When the programming unit is connected to the ELT, data is automatically
transferred to the ELT to code it with the aircraft information.
Upon completion, verification is made of the validity of parameters transferred
to the ELT.
In case of a failure, the red TX indicator on the programming unit will flash for
10 seconds.
If verification is successful, the red TX indicator will illuminate continuously for
10 seconds.
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Figure 130
ELT Schematic
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LOCATION
AUTO/OFF/ON Switch
Transmit Light
Figure 131
Emergency Locator Transmitter (ELT)
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Location on A321
ETL Antenna
ELT Control Panel (Flight Compartment)
Figure 132
ELT Components
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Training Manual
A 319/320/321
ATA 31
Indicating/Recording
31-50
31-60
31-21
Central Warning Systems

Electronic Instrument System
Electrical Clock
Lufthansa
Issue: January 1998
Book No: ALL A319/320/321 31-50 LEVEL 3 E
Lufthansa Base
Lufthansa 1995
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ATA 31
INDICATING/RECORDING SYSTEMS
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COCKPIT PHILOSOPHY
All the aircraft and system controls are arranged to be within easy reach of the
two crew members. The concentration of system controls on the overhead
panel is achieved by extensive use of illuminated pushbuttons directly installed
on the system synoptic panel.
In normal operation, no lights are illuminated in the cockpit. This is called the
lights out philosophy.
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Figure 1
Electric Panel
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PUSHBUTTON PRINCIPLE
General
Status and failure indications are integrated whenever possible into the relevant
illuminated pushbuttons which must be operated for corrective action.
Pushbuttons with two stable Positions

Most of the illuminated pushbuttons have two stable positions: pressed in and
released out; each position corresponding to a control signal sent to a system.
Pressed in (Recessed):
Normaly used system activation (AUTO or ON)
Temporarily used system activation (ON)
System activated for maintenance operation (ON) or override (OVRD).
Pushbuttons with one stable Position
Some pushbuttons have only one stable position: released out. When pushed
they send a control signal to the system.
Released out (flush with the panel):
System deactivation (OFF)
Manual activation of a system (ON)
Activation of an alternate system (ALTN).
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Typical Pushbutton with two stable Positions

1. Pressed in
ADR1
PRESSED IN
NO LIGHT
SYSTEM ACTIVATED
CORRECT OPERATION
ADR1
PRESSED IN
FAULT LIGHT ON
SYSTEM ACTIVATED
FAULTY CONDITION
2. Released out
ADR1
RELEASED OUT
OFF LIGHT ON
SYSTEM DEACTIVATED
Figure 2
Pushbutton Principle
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COLOUR PHILOSOPHY
The illuminated pushbutton and annunciator lights are of different colours
according to their function.
In normal operation, only green lights and sometimes blue lights are illuminated.
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RED IS USED FOR A FAILURE NEEDING

IMMEDIATE ACTION
AMBER IS USED FOR A FAILURE NEEDING AWARENESS

BUT NO IMMEDIATE ACTION
WHITE IS USED TO INDICATE A PUSH BUTTON IN

AN ABNORMAL POSITION OR
MAINTENANCE OPERATION
GREEN IS USED TO INDICATE NORMAL OPERATION

OF A BACK UP SYSTEM
BLUE IS USED TO INDICATE NORMAL OPERATION

OF A TEMPORARILY USED SYSTEM
Figure 3
Colour Philosophy
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31-60
ELECTRONIC INSTRUMENT SYSTEM (EIS)
Modul: EIS GENERAL

EIS PANELS
The EIS (Electronic Instrument System) presents Data for:
Electronic Flight Instrument System ( EFIS )
Electronic Centralized Aircraft Monitoring ( ECAM ).
The 6 Display Units ( DUs ) are identical and interchangeable.
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/WD )
System or Status Display ( SD ).
EFIS Controls
The EFIS displays are controlled by an EFIS Control Panel and PFD/ND
Transfer Pushbutton.
Two EFIS control panels are provided.
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.
Attention Getters
The warning messages are accompanied by either a MASTER WARNING, or a
MASTER CAUTION and an aural warning.
The MASTER WARN light flashes red for any red warning.
The MASTER CAUT light comes on amber for level 2 amber warnings.
Aural warnings are broadcast by two loudspeakers.
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Attention Getters
EFIS Control Panel
EFIS Control Panel
PFD/ND Xfr
PFD/ND Xfr
o
E/WD
PFD
ND
ND
PFD
SD
Loudspeaker
Loudspeaker
Transfer Selector Switches

ECAM Control Panel
Figure 4
Instrument Panel
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31-50
CENTRAL WARNING SYSTEMS
Modul: EIS Displays

ECAM DISPLAYS
( Electronic Centralized Aircraft Monitoring )
Engine / Warning Display ( E/WD )
The Engine / Warning Display is normally presented on the upper ECAM
display unit.
It presents engine parameters, fuel on board, flap / slat position.
The lower part is dedicated to Warning and Memo messages.
Two symbols can be displayed:
STS
indicates that the Status Page is not empty.

For the Status Page on the lower ECAM display see following pages.
ADV
indicates an Advisory when the ECAM is in Mono display.

Mono display mode means that only one ECAM display is operating.
System Display ( SD )
1. Cruise Page
The Cruise Page is displayed during cruise on the ECAM System Display.
It comprises information from the Engine and Air Pages.
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ENGINE
5
5
81.5
5
670
92.5
3500
N1
%
EGT
c
N2
%
F.F
KG/H
IGNITION
SEAT BELTS
NO SMOKING
F.USED
81.4
FLX
84.6 % 35 oC
1530
KG
115
OIL
QT
FOB: 18000 KG
665
1560
VIB
0.8
( N1 )
0.9
115
VIB
1.2
( N2 )
1.3
S FLAP F
92.7
3
AIR
APU AVAIL
CKPT
20
3500
ADV
LDG ELEV AUTO

FWD oC AFT
22
23
TAT +19 C
SAT +18 C
STS
2500
FT
CAB V/S
FT/MN
>
O
CAB ALT FT
3050
GW 60300 KG
23 H 56
A 320-211
Engine / Warning Display (on upper ECAM Display)
Figure 5
Cruise Page (on lower ECAM Display)
E/WD and Cruise Page
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System Display (continued)

2. Status Page
The Status Page contains the summary of the aircraft operational status after a
failure.
This page is also automatically called when slats > 2 ( in approach ).
3. Permanent Data
Permanent Data is displayed at the bottom of the System or Status Display.
Total Air Temperaure ( TAT ) and Static Air Temperature ( SAT ) are displayed
in green.
The Greenwich Mean Time ( GMT ), synchronized with Cockpit Clock is
displayed in green.
The Gross Weight ( GW ) is shown in green. It is inhibited before Flight
Phase 2 and after Flight Phase 9.
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 1.4 g or below 0.7 g ).
The Altitude selected on the FCU is displayed in green when the metric unit
is selected, provided G LOAD parameter is not displayed.
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Stucture of the Status Page

STATUS
CAT 1 ONLY
FLAPS SLOW
INOP SYS
G+B HYD
CAT 2
B ELEC PUMP
G RSVR
L+R AIL
SPLR 1+3+5
L ELEV
SLATS
AP 1+2
ENG 1 REV
NORM BRK
NW STEER
CANCELLED CAUTION
NAV IR 2 FAULT
MAINTENANCE
APU
AIR COND
APPR PROC DUAL HYD LO PR

.IF BLUE OVHT OUT:
-BLUE ELEC PUMP....AUTO
.IF GREEN OVHT OUT:
-GREEN ENG 1 PUMP..ON
-PTU..............AUT O
-L/G........GR VTY EXTN
-LDG SPD INCREM.....10 KT
-LDG DIST...........X 1.8
TAT +19 c
SAT +18 C
G LOAD 1.5
23 H 56
STATUS
INOPERATIVE SYSTEMS
APPROACH PROCEDURES
PROCEDURES ( blue )
LIMITATIONS ( green )
CANCELLED CAUTIONS
GW 60300 KG
MAINTENANCE
Permanent Data ( on lower part of lower ECAM display )
Status Page (on lower ECAM Display)
Figure 6
Status Page and Permanent Data
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Modul: ECAM DISPLAYS

STRUCTURE OF THE ENGINE/WARNING DISPLAY
The upper part of the E/WD is dedicated to the Engine Control parameters.
On the right part of the EW/D the fuel on board is indicated.
A word, a number and a specific symbol indicates the Slats and Flaps position.
On the lower part of the E/WD the Memo Messages present the aircraft
systems or functions temporary selected.
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.
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PRIMARY ENGINE
PARAMETERS
FUEL
SLATS
AND
FLAPS
WARNINGS
AND MEMO
ENG 1 FIRE
-THR LEVERS........IDLE
-P ARKING BRK.........ON
-ENG MASTER 1.......OFF
-ENG 1 FIRE P/B ...PUSH
-AGENT 1..........DISCH
-ENG MASTER 2.......OFF
-ACT VHF1........NOTIFY
STATUS AND
SYSTEM PAGE
overflow arrow
PERMANENT DATA
MEMO MESSAGES: -A/C system functions selected

-or check lists.
WARNING AND CAUTION MESSAGES
Note: An overflow arrow appears when the text of warning and
caution messages exceeds the capacity of the display.
Figure 7
Engine / Warning Display
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SYSTEM DISPLAY EXAMPLE

The Status and System Page presents one of the twelve aircraft System
Pages.
Here you can see the hydraulic one.
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PRIMARY ENGINE
PARAMETERS
FUEL
SLATS
AND
FLAPS
WARNINGS
AND MEMO
HYD
GREEN
BLUE
PSI
YELLOW
PSI
PTU
ELEC
OVHT
RAT
LO
LO
LO
STATUS AND
SYSTEM PAGE
PERMANENT DATA
TAT +19 C
SAT +18 C
23 H 56
G.W. 60300 KG
C.G. 28 1 %
Hydraulic Page
Figure 8
System Display Example: Hydraulic Page
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STATUS PAGE EXAMPLE

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 diplayed at the bottom.
The right part indicates the inoperative systems and the maintenance status.
Note: When the Status Page disappears, a message STS appears on the
Engine and Warning Display to indicate that the Status Page is no more
empty.
On the lower part of the Status and System Page some data are displayed.
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PRIMARY ENGINE
PARAMETERS
FUEL
SLATS
AND
FLAPS
WARNINGS
AND MEMO
STATUS
MIN RAT SPD.........155 KT
APPR PROC DUAL HYD LO PR
.IF BLUE OVHT OUT:
-BLUE ELEC PUMP....ON
-L/G............GR VTY EXTN
-LDG SPD INCREM......10 KT
-LDG DIST............X 1.8
STATUS AND
SYSTEM PAGE
CAT 1 ONLY
FLAPS SLOW
CANCELLED CAUTION
NAV IR 2 FAULT
TAT +19 C
SAT +18 C
PERMANENT DATA
Figure 9
23 H 56
INOP SYS
G+B HYD
CAT 2
B ELEC PUMP
G RSVR
L+R AIL
SPLR 1+3+5
L ELEV
SLATS
AP 1+2
ENG 1 REV
NORM BRK
NW STEER
MAINTENANCE
APU
AIR COND
G.W. 60300 KG
C.G. 28 1 %
Status Page Example
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OVERFLOW, STATUS AND ADVISORY INDICATION

Overflow Indication
When the text of warning/caution messages exceeds the capacity of the display, a green overflow arrow appears below the grey stripe. This arrow concerns only warning messages and does not deal with memo messages. This
arrow remains displayed on the screen as long as there are texts still waiting
for display.
STS Message
STS appears below the grey ribbon at the same location as the overflow arrow
provided that this one is away. This message indicates to the pilot that the status page is no more empty.
ADV Message
ADV appears only in single display configuration to signal to the pilot that a parameter drifts in an A/C system.
As the corresponding system page cannot be displayed on the lower ECAM
display unit, the pilot has to fetch the information on the ECAM control panel:
the associated pushbutton switch flashes to indicate which system is concerned.
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Status Reminder
Avisory Reminder
Overflow
Indication
AMM 31-66-00
Figure 10
E/WD with ADV, STS and Overflow Indication
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ECAM COLOUR PHILOSOPHY

The colour of the indications and messages shown on the Engine / Warning
Display and on the System Display depends on their meaning:
RED
Faults and flight situations which require immediate action.
AMBER
Faults an flight situations which require attention, but no immediate action.
GREEN
Aircraft and system indications within normal range.
WHITE
Titles and remarks.
BLUE ( CYAN )
Instructions and limitations.
MAGENTA
Special messages.
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5
81.5
5
670
N1
%
EGT
c
N2
%
F.F
5070 LBS/H
92.5
81.4
5
FLX
84.6% 35 oC
FOB: 39600 LBS
Blue (Cyan)
White
Amber
White
Blue (Cyan)
665
S FLAP F
92.7
Blue (Cyan)
3
5070
Red
ENGINE 2 FIRE
Blue
-THR LEVER 2.................IDLE

-ENG MASTER 2...............OFF
-AGENT 2........AFT 10S DISCH
Amber
Green
White
White
3
S
Figure 11
ECAM Colour Philosophy
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ATTENTION GETTERS
A set of attention getters is installed in front of each pilot.
It consists of a Master Warning light and a Master Caution light.
When a warning occurs, the Master Warning light flashes continuously.
The crew may cancel it, in most cases, as well as the associated aural warning
by pushing the Master Warning Light.
When a caution occurs, the Master Caution light comes on and stays on associated with a single chime.
The Master Caution Light extinguishes when it is pushed.
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Master Warning Light
Master Caution Light
Figure 12
Attention Getters
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ALERT LEVELS
Messages have different classes and levels. The level depends on the
importance of the message for flight safety.
Level 3: warnings ( highest priority )
Level 2: cautions
Level 1: cautions
Status messages
LEVEL 3
Level 3 messages ( warnings ) have highest priority.
Level 3 warnings are caused by real emergency situations which require action
by the crew.
Typical causes for level 3 warnings are
Aircraft in dangerous flight situation ( e. g. stall or overspeed )
System faults which concern safety ( e. g. excessive cabin altitude
or engine fire )
Level 3 warnings are connected with an aural warning ( continous repetitive
chime or special call out ) and the flashing master warning light.
If there is a system page for the system concerned it will be displayed on the
system display.
LEVEL 1
Level 1 messages point to a system which is faulty but not directly necessary
for the flight, e. g. PSCU 1 fault or EFIS DMC 3 fault.
Level 1 messages appear on the E/WD without any chime.
system display.
LEVEL 2
A level 2 message is given when a system fault does not directly affect
flight safety.
It requires awareness of the crew, but no immediate action.
A typical level 2 message is IDG 1 OIL LO PR.
Level 2 messages are connected with a single chime and the master
caution light.
system display.
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flashing
Level 3
Level 2
Level 1
Figure 13
Class 1 Failures
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FAILURES WITHOUT ECAM WARNINGS

Failures which cannot be left uncorrected until the next scheduled
maintenance check appear on the right side of the status page.
They do not cause any warning or caution message.
On ground, after engine shut down STS appears on the E/WD when
class 2 failures are stored. For further information the crew has to select
the status page manually.
The faults are listed under the heading MAINTENANCE.
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Status
Figure 14
Class 2 Failure
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TYPES OF FAILURES
The ECAM indicates three types of failures.
Independent Failure
Primary Failure
Secondary Failure
The failure type is indepedent of the alert level.
Independent Failure
An independent failure is a failure of a LRU or a system which does not
concern any other system.
Example: Flight Warning Computer 1 failure.
Independent failures are indicated on the left side of the E/WD with their
title underlined.
Primary Failure
A primary failure is a failure of a LRU or a system which concerns other
systems.
Example:A failure of the blue hydraulic system will result in the failure of some
spoilers.
Primary failures are indicated on the left side of the E/WD in a frame.
Secondary Failure
A secondary failure is a result of a primary failure.
Example:F/CTL ( some spoilers fail if the blue hydraulic system is lost ).
Secondary failures are indicated on the right side of the E/WD.
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Primary Failure (red or amber)
Independent Failure (red or amber)
System Pages (amber) corresponding to Secondary Failure
Figure 15
Types of Failures
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Modul: AUDIO WARNINGS

AURAL WARNINGS
General
This is the list of the various audio signals generated by the Flight Warning
computers and the manner of cancellation.
All aural warnings may be cancelled by pressing the EMER CANC pushbutton
on the ECAM Control Panel.
Warning and Callouts Generation

All Aural Warnings and Synthetic Voice Callouts are generated in both FWCs.
By means of a discrete audio synchronization signal between the FWCs the
audio signals are synchronized, this means that the faster FWC suppresses
the other one.
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AUDIO WARNINGS
AURAL WARNING
WARNING
SINGLE CHIME
CONTINUOUS REPETITIVE CHIME
amber warning
automatic
red warning
EMER CANCEL
MASTER WARN.
AP disconnection
CAVALRY CHARGE
CANCELLATION
MASTER WARN.or
second push on
take over pb
land.capability change
automatic
CRICKET
stall
nil
BUZZER
call (SELCAL or cabin)
reset on ACP
TRIPLE CLICK
AUTO CALL OUT
radio height
C CHORD
altitude alert
ACP:Audio Control Panel
Figure 16
List of Aural Warnings
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FLIGHT PHASES
A flight is divided into ten flight phases. The phases depend on parameters
shown on the drawing below.
The flight phases have influence on
internal BITEs
ECAM warning inhibits
automatic selection of system pages.
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Figure 17
Flight Phases
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AUTOMATIC MODE
Flight Phases and System Pages
Generally, the System Pages are selected automatically according to the Flight
Phase.
The Flight Phases are generated in each Flight Warning Computer ( FWC )
and transmitted to the Display Management Computers ( DMCs ) which display
the System Page according to the momentary Flight Phase.
For example, when the aircraft is supplied with electrical power (Flight Phase 1)
the Door Page is displayed. When Flight Phase 2 starts the Wheel Page is
displayed: after Engine Start the crew has to know if the Aircraft is ready for
taxiing , i. e. if the wheels are ok.
If the APU is switched on during Flight Phase 1 or 2 the APU Page has higher
priority and will be displayed.
This System Page selection mode is called Automatic Mode.
In some documents it is also called Flight Phase Mode.
A manual page call can replace the current display at any time.
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AMM 31-60-00
Figure 18
Flight Phase Explanation
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Modul: ECAM FLIGHT DISPLAYS

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 sec. after APU AVAIL or at the end of ENG START.
The flight phases are computed by the FWCs.
Flight Phase 1
Door / oxygen Page.
This Page appears as soon as the aircraft is supplied with electrical power.
Flght Phase 2
The wheel page is displayed only when engine start has been completed.
The flight control page replaces the wheel page for 20 sec. when either
sidestick is moved or when rudder deflection is above 22 degrees.
Flight Phases 3-5
Engine Page.
During this phase, most warnings are inhibited. TO. INHIBIT is displayed on
the E/WD.
Flight Phase 6
The cruise page is only 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 landing gear is selected down ( wheel page back ).
The T.O. INHIBIT message disappears.
Flight Phases 7 and 8
Wheel page.
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.
Flight Phase 9
Wheel page.
The LDG INHIBIT message disappears.
Flight Phase 10
Door / oxygen page.
Five minutes after the 2nd engine shutdown, the Flight Warning Computers
start a new flight leg in phase 1.
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ECAM SYSTEM DISPLAY
OR
STATUS PAGE
5MN AFTER
2ND ENG SHUT DOWN
80 KTS
TOUCH DOWN
800 FT
1500 FT
LIFT OFF
80 KTS
1ST ENG TO PWR
1ST ENG STARTED
ELEC PWR
SYSTEM PAGE
TAT +19 c
SAT +18 C
23 H 56
GW 132000 LBS
FLIGHT PHASE NUMBER
Figure 19
Flight Phases (general)
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ECAM SYSTEM DISPLAY

DOOR OXY
OXY 1850 PSI
CARGO
SLIDE
5MN AFTER
2ND ENG SHUT DOWN
80 KTS
TOUCH DOWN
800 FT
1500 FT
LIFT OFF
80 KTS
1ST ENG TO PWR
1ST ENG STARTED
ELEC PWR
CABIN
SLIDE
CABIN
23 H 56
GW 132000 LBS
T
TAT +19 c
SAT +18 C
Flight Phase 1
Figure 20
Flight Phase 1
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ECAM SYSTEM DISPLAY
ECAM SYSTEM DISPLAY
ENGINE
WHEEL
2530
F.USED
2525
LBS
20 OIL
20
0 115 QT 0 115
10
1
oC
12
REL 2
13
3
oC
12
REL 4
23 H 56
GW 132000 LBS
O.O
O.O
VIB ( N2 )
O.O
O.O
100 PSI 100

0 55
0 55
oC
52
50
NAC
oC
20
20
AUTO BRK
MAX
TAT +19 c
SAT +18 C
VIB ( N1 )
TAT +19 c
SAT +18 C
Flight Phase 2
23 H 56
GW 132000 LBS
Flight Phase 3-5
Figure 21
Flight Phase 2 and 3-5
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ECAM SYSTEM DISPLAY

ENGINE
F.USED
115
AIR
5MN AFTER
2ND ENG SHUT DOWN
80 KTS
TOUCH DOWN
800 FT
1500 FT
LIFT OFF
80 KTS
1ST ENG TO PWR
1ST ENG STARTED
ELEC PWR
1530
( N1 )
0.8
0.9
LBS 1530
OIL
QT
VIB
( N2 )
1.2
1.3
115
LDG ELEV AUTO 2500 FT
o
CKPT FWD F AFT
70 70 72
72
TAT +19 c
SAT +18 C
VIB
CAB V/S FT/MN

O
CAB ALT FT
23 H 56
7500
GW132000 LBS
Flight Phase 6
Figure 22
Flight Phase 6
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ECAM SYSTEM DISPLAY
ECAM SYSTEM DISPLAY
D O O R / OXY
WHEEL
OXY 1850 PSI
CABIN
CARGO
10
1
oC
12
REL 2
13
3
oC
12
REL 4
AUTO BRK
MAX
23 H 56
SLIDE
CABIN
GW 132000 LBS
TAT +19 c
SAT +18 C
23 H 56
GW 132000 LBS
T
TAT +19 c
SAT +18 C
SLIDE
Flight Phase 7-9
Flight Phase 10
Figure 23
Flight Phases 7-9 and 10
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Modul: ECAM CONTROL PANEL UTILIZATION

ECAM CONTROL PANEL
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.
On the OFF position, the EIS is reconfigurated as for a DU failure.
If one ECAM Display is lost the remaining one shows the E/WD. A System Display can be shown by pressing and holding the adjacent Synoptic Key on the
ECAM Control Panel.
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/WD.
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 not operative
EMER CANC
When pressed: 1 Any present aural warning is cancelled
2. In case of a red warning, the ECAM message remains
displayed. Master Warning Lights will be cancelled.
3. In case of an amber caution, the Master Caution and
ECAM messages are cancelled for the rest of the flight.
The Status Page may be 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 ( and hold ) all the system pages are displayed successively
at 1 second intervalls.
It also allowes, by succesive 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.
CLR
The light in the CLR pushbutton comes on as long as a Warning / Caution message or a Status message is present on the ECAM DU.
As long as the light in the CLR pushbutton is on, pressing it will change the
ECAM display.
The first of the Warning messages will be deleted. Pressing it again will delete
the next Warning message. When the last Warning message is deleted Memo
messages come back.
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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ENGINE
vib (n1)
0
0 0
f.used
lbs
20 oil
0 115 qt
vib (n2)
0 0
20
0 11 5
100 ps
100
0 0
0 0
c
20
20
nac
c
20
20
BLEED
24 C
C
H
50 C
LO
HI
RAM
AIR
C A B P R ELDG
S S ELEV
V/S FT/MN
P
PSI
2 UP
0 0
8
0 0
2 DN
APU
1
IP
HP HP
2
IP
Bleed
2000 FT
CAB ALT
FT
vent
nlet
ELEC
BAT 1
BAT 2
28 V DC BAT 28 V
50 A
50 A
DC 1
DC 2
DC ESS
TR 1
TR 2
28V ESS TR EMER GEN28 V
150 A
150 A
AC 1
AC ESS
AC 2
GEN1
GEN2
0 %
0 %
APU GEN
0 V
0 V
94 %
116 V
0 hz
0 hz
400
hz 20 C dg 22
dg 11 C 20
10
500
SYS1
PSI 30
C 28
30 PSI
27 C
Engine
24 C
C
H
50 C
LO
HI
safety
extract
pack 1
pack 2
Cabin Pressure
10
DOOR/OXY
avail
o 99
5 7
3 58O
CABIN SLIDE
AVIONIC
SLIDE
EGT
LOW OIL
LEVEL
APU
CABIN
Cond
SLIDE
35558
APU
ELEC
ELEC
LO
LO
LEFT
CTR
R GHT
Hydraulic
F/CTL
Fuel
GBY
SPD BRK
L
AIL
BG
SLIDE CABIN
FUEL LO PR
EMER
EXIT
F U E LBS
L
F.USED2
0
FOB
1552 12193 8068 12193 1552

+11c c +10
+10
c c +11
WHEEL
OXY 1850 PSI
F.USED1
0
yellow
PSI
ptu
RAT
LO
CARGO
FLAP OPEN
.C
PSI
AVIONIC
BLEED
45PSI
HYD
blue
Electric
apu
APUGEN
72
116 V
4OOHZ
green
20 c
20
1 rel2
EMER
EXIT
CARGO
BULK
SLIDE CABIN
SLIDE
20 c
20
3 rel4
l
ELEV
BG
auto brk
med
Door/Oxygen
ELAC
1
Wheel
SEC1
PITCH TRIMGY
up
RUD
GBY
R
AIL
GB
3
R
elev
YB
Flight Control
ECAM
TO
CONFIG
UPPER DISPLAY
OFF
ENG
BLEED
PRESS
ELEC
APU
COND
DOOR
WHEEL
STS
RCL
HYD
FUEL
F/CTL
ALL
BRT
LOWER DISPLAY
OFF
EMER
CANC
BRT
CLR
Figure 24
CLR
ECAM Control Panel
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SINGLE DISPLAY UNIT OPERATION
ADVISORY MODE
The value of some critical system parameters is monitored by an advisory
mode.
When the value drifts from its normal range, the corresponding ECAM page is
displayed and the affected parameter pulses.
For example the PRESS page will be displayed if the cabin pressure 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.
If a Parameter drifts out of normal Range when there is only one ECAM
Display Unit available ( Single Display Unit Operation ), a white ADV message
pulses at the bottom 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.
The System Pages can be selected only manually by pressing and holding
the concerned pushbutton.
FAILURE MODE
If a failure occurs which is important to be indicated the corresponding ECAM
page is displayed. In the case of two or more failures occuring the same time
the FWC decides which one is to be displayed first.
With the Failure Mode the pilots automatically get the indications they need in
the case of a failure.
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81.5
N1
%
670
EGT
c
92.5
5070
N2
%
F.F
KG/H
IGNITION
SEAT BELTS
NO SMOKING
FLX
81.4
5
84.6 % 35 oC
FOB: 39600 LBS

665
S FLAP F
92.7
3
5070
ADV
APU AVAIL
STS
A 320-211
Figure 25
ADV - Reminder in Single Display Unit Operation
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Modul: ECAM WARNINGS

FAILURE PROCEDURE EXAMPLE
Normal configuration
We are in flight in normal configuration. The ECAM displays indicate that all is
correct. The cruise page is displayed.
Note:
The Cruise Page is only displayed in Flight and can not be selected manually.
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GREEN
BLUE
PTU
RAT MANON
H
Y
D
4
6 8
6 8
10 N 1 4
10
ENG1 PUMP
ELEC PUMP
A
FAULT U
T
OFF O
FAULT
OFF
YELLOW
40VU
A
FAULT U
ELEC PUMP
T
OFF O ENG2 PUMP
H
FAULT
Y
FAULT
ON
D
OFF
EGT 5 10
C
490
N2
89
89
F.F
2900 LBS/H 2900
5 10
490
SEAT BELTS
NO SMOKING
FOB
LBS
FLAP
ENG A.ICE
VIB <N1>
F.FLOW
6630
16
OIL
6630
16
LDG ELEV
CKPT FMT AFT
7O
72
73
69
TAT +19 .C
SAT +18 .C
0.8
23 H 56
0.9
VIB <N2>
1. 2
1. 3
AUTO 5OO
V/S FT/MN
O
CAB ALT
FT
4150
G.W
132000
TO
CONFIG
LBS
ENG
BLEED
PRESS
ELEC
APU
COND
DOOR
WHEEL
CLR
Figure 26
EMER
CANC
STS
RCL
HYD
FUEL
F/CTL
ALL
CLR
Failure Example part 1
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Green Hydraulic System has low level

An aural warning, the single chime, and a visual warning, the Master Caution,
attract your attention.
The Engine and 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 FAULT lights come on, indicating the pushbuttons to
release out.
The first action you have to do is to press the Master Caution pushbutton.
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GREEN
BLUE
PTU
RAT MANON
H
Y
D
4
6 8
6 8
10 N 1 4
10
EGT 5 10
C
490
N2
89
89
F.F
2900 LBS/H 2900
FOB
OFF
A
FAULT U
ELEC PUMP
T
OFF O ENG2 PUMP
H
FAULT
Y
FAULT
ON
D
OFF
LBS
FLAP
MASTER
CAUT
Master Caution, FAULT lights and

CLR pushbutton on ECAM Control
Panel illuminate.
HYDG RSVR LO LVL

-PTU.............OFF
-GREEN ENG1PUMP..OFF
Hydraulic Page appears
ELEC PUMP
A
FAULT U
T
OFF O
FAULT
40VU
5 10
490
Caution Message
ENG1 PUMP
YELLOW
3000 PSI 3000 PSI 3000
TO
CONFIG
TAT + 19 C
.C 23 H 56 GW 102000 LBS
SAT + 18 C
ENG
BLEED
PRESS
ELEC
APU
COND
DOOR
WHEEL
CLR
Figure 27
EMER
CANC
STS
RCL
HYD
FUEL
F/CTL
ALL
CLR
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On this picture, the Master Caution pushbutton has been pushed, the light is
out.
Now you have to perform the actions indicated on the Engine / Warning
Display. At first, the PTU has to be switched off. Then the green engine 1 pump
has to be switched off.
______________________________________________________________________________________________________________________________________________________________________________________________
FRA
Revision No
: 02TS 84 rw 25.4.94
Issue Date : 21/05/2013
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GREEN
BLUE
RAT MANON
ENG1 PUMP
H
Y
D
4
OFF
6 8
6 8
10 N 1 4
10
ELEC PUMP
A
FAULT U
T
OFF O
FAULT
FAULT
YELLOW
PTU
40VU
A
FAULT U
FAULT
ELEC PUMP
T
OFF O ENG2 PUMP
H
FAULT
Y
FAULT
ON
D
OFF
EGT 5 10
C
490
N2
89
89
F.F
2900 LBS/H 2900
5 10
490
FOB
LBS
FLAP
MASTER
CAUT
HYDG RSVR LO LVL

-PTU.............OFF
-GREEN ENG1PUMP..OFF
HYD G RSVR LO LVL

-PTU...............OFF
-GREEN ENG 1 PUMP..OFF
3000 PSI 3000 PSI 3000
TO
CONFIG
TAT + 19 C
.C 23 H 56 GW 102000 LBS
SAT + 18 C
ENG
BLEED
PRESS
ELEC
APU
COND
DOOR
WHEEL
STS
RCL
CLR
Figure 28
EMER
CANC
HYD
FUEL
F/CTL
ALL
CLR
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On this picture, the corrective actions have been taken.

All the FAULT lights are off.
On the Engine / Warning Display, the messages associated with 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.
The next action to be done is to press a CLR pushbutton. By this means you
get information about the first secondary failure.
In this example, the Flight Control Page will be displayed.
Seite: Page: 54
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GREEN
BLUE
RAT MANON
ENG1 PUMP
H
Y
D
6
4
OFF
8
6 8
10 N 1 4
10
ELEC PUMP
A
FAULT U
T
OFF O
FAULT
40VU
A
FAULT U
ELEC PUMP
T
OFF O ENG2 PUMP
H
FAULT
Y
FAULT
ON
D
OFF
EGT 5 10
C
490
N2
89
89
F.F
2900 LBS/H 2900
5 10
490
HYD G RSVR LO LVL

G SYS LO PR
FOB
LBS
FLAP
MASTER
PRIMARY
FAILURE
* F CTL
* WHEEL
SECONDARY
FAILURES
HYD G RSVR LO LVL

G SYS LO PR
0
YELLOW
PTU
PSI
CAUT
* F/CTL
* WHEEL
3000 PSI 3000
TO
CONFIG
TAT + 19 C
.C 23 H 56 GW 102000 LBS
SAT + 18 C
ENG
BLEED
PRESS
ELEC
APU
COND
DOOR
WHEEL
CLR
Figure 29
EMER
CANC
STS
RCL
HYD
FUEL
F/CTL
ALL
CLR
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On this picture, CLR was pressed once. The failure disappeared from the left
hand part of the Engine / Warning Display and Memo Messages came back.
The System Page corresponding to the first secondary failure is displayed.
The next action to be done is to press a CLR pushbutton again.
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GREEN
BLUE
PTU
RAT MANON
H
Y
D
4
6 8
6 8
10 N 1 4
10
ENG1 PUMP
ELEC PUMP
A
FAULT U
T
OFF O
FAULT
OFF
YELLOW
40VU
A
FAULT U
ELEC PUMP
T
OFF O ENG2 PUMP
H
FAULT
Y
FAULT
ON
D
OFF
EGT 5 10
C
490
N2
89
89
F.F
2900 LBS/H 2900
5 10
490
SEAT BELTS
NO SMOKING
FOB
LBS
FLAP
MASTER
CAUT
* F CTL
* WHEEL
GBY
1
SPD BRK
L
AIL
ELAC 1
GB
L
ELEV
GB
SEC 1
PITCH TRIM GY
UP
RUD
GBY
R
AIL
2
GY
R
ELEV
TO
CONFIG
BY
TAT + 19 C
.C 23 H 56 GW 102000 LBS
SAT + 18 C
ENG
BLEED
PRESS
ELEC
APU
COND
DOOR
WHEEL
CLR
Figure 30
EMER
CANC
STS
RCL
HYD
FUEL
F/CTL
ALL
CLR
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On this picture, CLR was pressed a second time. The title of the first secondary failure disappeared.
The System Page associated with the next secondary failure is displayed.
The next action to be done is to press the CLR pushbutton again.
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GREEN
BLUE
RAT MANON
H
Y
D
4
6 8
6 8
10 N 1 4
10
ENG1 PUMP
FAULT
OFF
YELLOW
PTU
ELEC PUMP
A
FAULT U
T
OFF O
40VU
A
FAULT U
ELEC PUMP
T
OFF O ENG2 PUMP
H
FAULT
Y
FAULT
ON
D
OFF
FOB
EGT 5 10
C
490
N2
89
89
F.F
2900 LBS/H 2900
5 10
490
LBS
FLAP
MASTER
CAUT
SEAT BELTS
NO SMOKING
* WHEEL
NW STEER
30
1
30
REL
30
AUTO BRK 3
30
REL
4
TO
CONFIG
1
5
EMER
CANC
TAT + 19 C
.C 23 H 56 GW 102000 LBS
SAT + 18 C
ENG
BLEED
PRESS
ELEC
APU
COND
DOOR
WHEEL
CLR
Figure 31
STS
RCL
HYD
FUEL
F/CTL
ALL
CLR
Failure Examble part 6
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On this picture, CLR was pressed a third time. The title of the secondary failure
disappeared.
The Memo message is back on the right hand part of the Engine / Warning
Display.
The Satus Page is displayed.
The next action to be done is to press the CLR pushbutton again.
FRA TS 84 rw 25.4.94
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GREEN
BLUE
RAT MANON
H
Y
D
4
6 8
6 8
10 N 1 4
10
ENG1 PUMP
ELEC PUMP
A
FAULT U
T
OFF O
FAULT
OFF
YELLOW
PTU
40VU
A
FAULT U
ELEC PUMP
T
OFF O ENG2 PUMP
H
FAULT
Y
FAULT
ON
D
OFF
EGT 5 10
C
490
N2
89
89
F.F
2900 LBS/H 2900
5 10
490
FOB
LBS
FLAP
MASTER
CAUT
ENG A.ICE
SEAT BELTS
NO SMOKING
STATUS
-L/G.....GRVTY EXTN
-LDG DST......*1.2
CAT 2 ONLY
SLATS/FLAPS SLOW
TAT + 19 C
.C
SAT + 18 C
INOP SYS:
CAT 3
GREEN HYD
SPLR 1+5
L/G RETRACT
NW STEER
NORM BRK
REVERSER 1
YAW DAMPER
23 H 56
TO
CONFIG
EMER
CANC
ENG
BLEED
PRESS
ELEC
APU
COND
DOOR
WHEEL
HYD
FUEL
F/CTL
ALL
GW 102000 LBS
CLR
Figure 32
STS
RCL
CLR
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TRAINING CENTER
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On this picture the CLR pushbutton was pressed a fourth time.

The CLR pushbuttons are off.
On the System Display, the cruise page is back. The warning has
been cleared.
The Statur Reminder STS indicates that the Status Page is not empty.
The RCL pushbutton allows the crew to recall warnings.
FRA TS 84 rw 25.4.94
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GREEN
BLUE
RAT MANON
H
Y
D
4
6 8
6 8
10 N 1 4
10
ENG1 PUMP
ELEC PUMP
A
FAULT U
T
OFF O
FAULT
OFF
YELLOW
PTU
40VU
A
FAULT U
ELEC PUMP
T
OFF O ENG2 PUMP
H
FAULT
Y
FAULT
ON
D
OFF
EGT 5 10
C
490
N2
89
89
F.F
2900 LBS/H 2900
5 10
490
SEAT BELTS
NO SMOKING
FOB
LBS
FLAP
MASTER
CAUT
ENG A.ICE
STS
F.FLOW
663O
16
OIL
6630
16
LDG ELEV
CKPT FWD AFT
.f
7O
72
73
69
VIB <N1>
O. 8 O. 9
VIB <N2>
1. 2 1. 3
AUTO 5OO
V/S FT/MN
O
CAB ALT
FT
TO
CONFIG
EMER
CANC
4150
TAT + 19 C
.C 23 H 56 GW 102000 LBS
SAT + 18 C
ENG
BLEED
PRESS
ELEC
APU
COND
DOOR
WHEEL
CLR
Figure 33
STS
RCL
HYD
FUEL
F/CTL
ALL
CLR
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FLIGHT PHASE INHIBITS

Some warnings are suppressed during determined Flight Phases. The reason
is that during critical flight situations ( e.g. rotation during T. O. ) the crew is not
confronted with minor warnings which they can not handle in this situation.
For example: If the inertial reference part of ADIRU 1 or ADIRU 2 fails during
Takeoff no Master Caution Light and no ECAM Caution Message appears until
Flight Phase 5 is finished ( when altitude 1500 feet is reached ).
Then the Master Caution Light and a Single Chime come on and an ECAM
Caution Message is displayed on the E / WD. Additional, instructions are
displayed in blue.
On the following three pages there are excerpts from the AMM. Each table
contains the Flight Phase Inhibits for a specific failure.
The Flight Phases concerning a faliure can be found in the AMM 31-51-XX .
XX is for the ATA chapter concerning the system.
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Figure 34
Flight Phase Inhibit ATA 34
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Figure 35
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Figure 36
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ECAM BITE
General
The components of the Central Warning System are:
2 Flight Warning Computers ( FWC )
2 System Data Aquisition Concentrators ( SDAC )
1 ECAM Control Panel
For the Indication the two ECAM Display Units are used.
The SDACs send their BITE signals to the CFDIU via their own side FWC.
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to FAC 1
from DUs
from DUs
ECAM CP
DMC 1
DMC 3
DMC 2
SDAC 2
SDAC 1
CFDIU
FWC 1
FWC 2
AMM 31-60-00
Figure 37
CFDIU to ECAM Interface
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Operational Test
The Operational Test for the Central Warning Systems can be found in the
AMM 31-50-00.
There are some preconditions:
Release the ENG/FADEC GND PWR 1 & 2 pushbutton switches to ON.
Do the ADIRS start procedure.
Access to the ECAM pages is the procedure as below:
1. On the MCDU, get the SYSTEM REPORT/TEST INST menu page item.
2. Push the LSK 1L for ECAM 1.
The ECAM 1 page comes into view.
The ECAM 1 page is for Flight Warning Computer 1, System Data Acquisition
Concentrator 1 and the ECAM Control Panel.
The ECAM 2 page is for Flight Warning Computer 2, System Data Acquisition
Concentrator 2 and the ECAM Control Panel.
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Figure 38
Central Warning Systems Test part 1
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The next step is to push LSK 4L for GROUND SCANNING.

If the system is good, NO FAILURE will be displayed.
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Figure 39
Central Warning Systems Tests part 2
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31-60
ELECTRONIC INSTRUMENT SYSTEM ( EIS )
GENERAL
The EIS (Electronic Instrument System) presents on Display Units (DUs):
EFIS (Electronic Flight Instrument System) information,
(i.e. flight parameters and navigation data).
ECAM (Electronic Centralized Aircraft Monitor) information.
The layout of the 6 DUs and the breakdown of the information displayed on
them is presented as follows:
- 2 DUs are installed on the center instrument panel, one above the other.
They display ECAM information.
- 2 DUs are installed side by side in front of each pilot. They display
flight and navigation data. On each main instrument panel, in normal
configuration, the outer DU will be alloted to the Primary Flight Display
(PFD) function, and the inner DU to the Navigation Display (ND) function.
Each pilot is given the possibility to display ECAM information instead of
navigation information on its inner DU, in order to cover failure cases.
Primary Flight Display ( PFD )

The instrument Primary Flight Display (PFD) displays all the primary flight
indications necessary for short-term aircraft control.
Navigation Display ( ND )
The instrument Navigation Display (ND) displays the navigation information
necessary as the flight progresses, and in the mode chosen by the pilot :
Rose, (with NAV, VOR, ILS submodes), ARC, PLAN.
Information presented on EFIS DUs

The EFIS DUs enable display of flight path control and navigation data for the
crew.
Each pilot has two CRT display units at his disposal, one PFD and one ND,
on which is displayed the following information:
Attitude
Horizontal Situation
Mach/Airspeed
Altitude
Vertical Speed
Radio Altitude
Weather Radar Information
Marker Beacon Indication
Flight Mode Annunciaton (autopilot/flight director modes).
FRA US/E rw 3.11.95

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Captains PFD
Captains ND
Engine/Warning Display
FOs ND
FOs PFD
System Display
ECAM Control Panel
Figure 40
EIS Cockpit Components
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ARCHITECTURE
General
The Electronic Instrument System is an avionic system connected with most of
the aircraft systems to perform the EFIS and ECAM functions.
The EFIS provides flight information and the ECAM provides system and
warning information. The Electronic Instrument System comprises seven
computers:
three identical Display Management Computers ( DMCs )
two identical Flight Warning Computers ( FWCs )
two identical System Data Acquisition Concentrators ( SDACs ).
EFIS
Each DMC decodes and processes data from the aircraft systems
in such a way to generate images on PFDs and NDs.
The three DMCs receive identical information.
ECAM
Each DMC uses A/C system data which is processed by the System Data
Acquisition Concentrators ( SDACs ) and Flight Warning Computers ( FWCs )
before being presented on E/WD and SD.
The SDACs digitalize aircraft system data and transmit it to the DMCs.
The DMCs using SDACs outputs, generate aircraft system information for
system display on the SD.
The DMCs use the outputs of the FWCs to display aircraft information on the
lower part of the E/WD ( messages ).
The SDACs receive A/C system information concerning amber cautions and
transmit it to the FWCs.
The FWCs receive A/C system data concerning red warnings and memos,
they generate messages, audio signals and activate attention getters.
Control Panels
Two EFIS Control Panels, one ECAM Control Panel and Transfer Selector
Switches are provided for EFIS and ECAM controls.
Control panels are physical interfaces between the crew members and
the EIS.
Redundancy
A great redundancy between systems is used to minimize the loss of
information.
Loss of a SDAC, or a FWC, or a DMC does not affect EIS operation.
The system still operates normally with one SDAC, one FWC and one DMC
inoperative.
Note: the DMCs receive directly A/C system data for display
on the upper part of the E/WD.
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Figure 41
EIS Schematic
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SWITCHING PANEL
ADIRS Source Switching
If a primary AIR DATA or ATTITUDE/HEADING source (side 1 or side 2) fails,
the relevant flags come into view on the associated PFD and ND (Captain for
side 1, First Officer for side 2).
In this case, the affected pilot can switch over to the ADIRU 3 source to recover the lost flight parameters, by setting the AIR DATA or the ATT HDG selector switch to CAPT ON 3 for side 1, or to F/O ON 3 for side 2.
These selector switches are located on the source switching panel which is aft
of the ECAM control panel, on the center pedestal.
In case of complete failure of the ADIRU 1 (or 2), both selector switches (AIR
DATA and ATT HDG) must be set to the switched position CAPT ON 3
(or F/O ON 3).
DMC Switching
This selector switch is used for EIS DMC switching. When rotated out of the
vertical position, DMC 3 totaly replaces DMC 1 or DMC 2.
ECAM/ND Transfer
This transfer facility enables the crew to display an ECAM image to either ND,
in case of failure of ECAM DUs.
FRA US/E wn
1.5.96
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AMM 34-11-00
AMM 31-60-00
Figure 42
Switching Panel
______________________________________________________________________________________________________________________________________________________________________________________________
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EFIS CONTROL PANEL

The EFIS control panels, which are part of the Flight Control Unit, are divided
into PFD controls and ND controls.
PFD Controls
Both EFIS Control Panels have the same controls:
Hg / hPa Selector Knob for QNH units ( in Hg or hPa ).
BARO Setting Knob for QNH setting. Pulling the knob selects the standart
value. In this case, STD is displayed in the Baro Reference Window.
FD Pushbutton Switch for switching of FD Bars resp. FPD-Symbols.
LS Pushbutton Switch for switching of LOC and GLIDE Scales and deviation symbols on the PFD.
Baro Reference Window is used to display the pressure reference value
and the reference used.
ND Controls
For the Navigation Display there ara following controls:
Mode Selector Switch to use the ND in different modes.
In the Rose Modes the aircraft symbol is in the middle of the ND, in the
ARC Mode it is at the bottom of the DU.
PLAN corresponds to a map displayed on the ND.
ENG is a standby mode to display engine parameters on the ND.
Scale Selector Switch to selesct the range on the ND.
for example, if 320 is selected the distance between aircraft sysmbol and
compass rose corresponds to a distance of 320 nautical miles.
ADF/VOR selector: enables ADF or VOR bearing pointers to be selected
on the associated ND as well as the corresponding navigation station characteristics in any mode except PLAN mode.
Data base display P/Bs: these five P/Bs enable additional data to be displayed on the ND. When pressed these P/Bs respectively display Airports,
ADF stations, VOR/DME stations, Waypoints and Constraints.
FRA US/E rw 2.11.95

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Mode Selector Switch
Data Base Display Pushbuttons
BARO Correction Display
Scale Selector Switch
Hg / hPa Selector
ILS
BARO Setting
Knob
FD
ILS
ADF / VOR Selector Switches

FD Pushbutton Switch
LS Pushbutton Switch
______________________________________________________________________________________________________________________________________________________________________________________________
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Figure 43
EFIS Control
(Captain)
A319/320/321
/ TRAININGPanel
MANUAL
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LOCATION
Flight Warning Computers ( FWCs )
System Data Acquisition Concentrators ( SDACs )
Display Management Computers ( DMCs )
FRA US/E rw 26.11.95

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Figure 44
EIS Location: SDACs, FWCs and DMCs
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Figure 45
Circuit Breakers (part 1)
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Figure 46
Circuit Breakers (part 2)
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31-61-00
Figure 47
PFD-ND Relay Boxes Location
Seite:
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Figure 48
Test Plug Location

AMM 31-69-00
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31-64
PRIMARY FLIGHT DISPLAY (PFD)
Modul: PFD GENERAL PRESENTATION

Primary Flight Display Structure
A grey background is displayed on speed, heading and altitude PFD windows.
In case of avionics Ventilation Blower and Extract Fault, the grey background is
supressed in order to limit PFD tubes consumption and to prevent them from
overheating.
Attitude
The aircraft attitude is shown on the central part of the display by a cutsphere
shaped window which features a conventional Attitude Display Indicator.
Heading
Actual and Selected Heading or Track Information is shown at the bottom of
the display.
Speed
The Airspeed Scale on the left hand side contains all the data of a conventional
Airspeed Indicator plus significant limit protections and Target Speed.
Guidance
Flight Director Bars or Flight Director Symbol display guidance orders on the
attitude sphere.
Altitude
The Altitude Scale on the right side displays the aircraft actual Altitude
according to the selected baro setting reference.
Trajectory Deviation
Lateral and vertical scales provide trajectory deviation information during an
ILS or R NAV approach.
Vertical Speed
A green pointer and a numerical value display the aircraft Vertical Speed at the
extreme right of the Primary Flight Display.
Flight Mode Annunciator

Annunciations and messages regarding Flight Management and Guidance
System operation are displayed at the top of the PFD which is devided into
5 columns and 3 lines.
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Figure 49 PFD Structure
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31-65
NAVIGATION DISPLAY
General
The indication on the Navigation Display ( ND ) depends on the position of the
Mode Selector Switch on the EFIS Control Panel.
The different Modes are shown on the following pages.
ROSE ILS Mode

This Mode corresponds to the conventional HSI with Localizer- and
Glideslope - Indication.
ROSE VOR Mode
This Mode corresponds to the conventional HSI with VOR Course and
VOR Deviation.
ROSE NAV Mode
This Mode corresponds to the conventional HSI without VOR Course resp.
VOR Deviation but with Flight Plan indications ( from the FMGES) and Weather
Radar Indication.
ARC Mode
This mode shows a sector of 90 degrees in front of the aircraft. The aircraft
symbol is at the bottom of the DU.
Flight Plan information and Weather Radar are displayed like in the ROSE NAV
mode.
PLAN Mode
In this mode a map is displayed with North up. In the middle of the display
there is a waypoint as a reference point.
Depending on the selected range other waypoints and the planned Flight Path
are displayed. An aircraft symbol is displayed according to the Present
Position.
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Figure 50 ND - ROSE ILS Mode and ROSE VOR Mode

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LS
LS
Page: Page: 92
Figure 51 ND - ROSE NAV Mode and ARC Mode
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LS
Figure 52
ND - PLAN Mode
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31-50
CENTRAL WARNING SYSTEMS
FLIGHT WARNING SYSTEM STRUCTURE
ALERT SIGNAL FLOW
General
On the schematic, all components of the Flight Warning System are shown.
Level 1
When a SDAC receives a failure signal which should result in a level 1 warning
it sends a signal to the FWCs. The FWCs generate the caution message for
the Engine/Warning Display.
ECAM Control Panel

The ECAM Control Panel indirectly controls the ECAM Display Units:
via the DMCs for system display selection
via the FWCs for the management of messages. When messages are
cleared manually, the system display can show an other synoptic or the status page automatically.
DMC Inputs
The DMCs receive all data for the Engine part of the Engine/Warning Display
directly from the associated systems.Some data for system synoptics are received directly, most data via the SDACs.
Level 2
Most failure signals for level 2 warnings have the same signal flow and result in
a caution message. The FWCs additionally illuminate the master caution lights
and they generate a single chime.
Not all failure signals flow through the SDACs to the FWCs: Some systems are
directly connected to the FWCs.
Level 3
All failure signals for level 3 warnings are directly connected to the FWCs.
The FWCs generate the warning message for the Engine/Warning Display, illuminate the master warning lights and generate an aural warning.
FRA US/E wn
7.1.98
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AMM 31-50-00
Page:
Figure 53 ECAM Structure
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31-56
ECAM CONTROL PANEL (ECP)
Description
The ECAM Control Panel works digitaly.
However, some pushbuttons send a discrete signal, so they can be used in the
event of an ECP failure.
The discrete outputs are:
CLR ( Clear )
STS ( Status )
RCL ( Recall )
EMER CANC ( Emergency Cancel )
ALL.
ECP Pushbutton Lights Control

The Pushbutton Lights are controlled by DMC 1 and DMC 2 via a digital bus.
Failures
If the ECP power supply fails or the ECP is inoperative the analog connected
pushbuttons remain operative. The ECAM-system can still be used.
Interface
The pushbuttons for signals to the FWCs are:
CLR
STS
RCL
EMER CANC
TO CONFIG.
The FWCs receive BITE information via the output bus of the ECP. On the
same bus, they receive information if the TO CONFIG-pushbutton is pushed.
The pushbuttons for signals to the DMCs are:
System-pushbuttons ( Digital Bus )
ALL.
FRA US/E rw 2.11.95

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FWC 2
FWC 1
FDIU
GPWC
DMU
PVI
ECAM Control Panel

DMC 1
DMC 3
DMC 2
ASM 31-61-00
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Figure 54 ECAM Control Panel Interconnection
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31-55
SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC)
GENERAL
Description
Two convertible SDACs are installed in the A 320.
Both SDACs receive the same information.
Each SDAC receives digital and analog data and descrete signals directly from
various aircraft systems. These data are concentrated by each SDAC, i. e. the
numerous analog and digital inputs are processed and offered to different users
in ARINC 429 format.
Most data for the System Display are processed in the SDACs.
Both SDACs also receive data about level 2 and level 3 malfuctions and
failures from most aircraft systems. These data are transmitted to the FWCs.
The FWCs generate the corresponding Caution Messages and Procedure
Messages for the Engine / Warning Display.
The software is memorized on an OBRM ( On Board Replacable Module ) so
that software modifications can be done quickly.
Failures
If one SDAC fails the receiving systems still are supplied by the other SDAC.
All functions are preserved.
If SDAC 1 fails, the message FWS SDAC 1 FAULT appears on the E/WD.
( If SDAC 2 fails ...SDAC 2... instead of SDAC 1).
If both SDACs fail most of the Caution Messages can not be displayed any
more. On some System Pages some parameters can not be displayed any
more. XX is displayed instead.
Local Warning Lights are still operative on the Overhead Panel.
On the E/WD the following message appears:
in Amber
FWS SDAC 1 + 2 Fault
-MONIT OR OVERHEAD PANEL
in Blue
ECAM ENG FUEL F/CTL
in Blue
WHEEL SYS PAGES AVAIL
in Blue

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Figure 55
SDAC
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SDAC INTERFACE
Inputs
The systems listet below send digital data to the SDACs:
CPC 1 & 2(Cabin Pressure Controller)
Pack Temperature Controller 1 & 2
BMC 1 & 2 (Bleed Monitoring Computer)
SFCC 1 & 2 (Slat/Flap Control Computer)
EVMU (Engine Vibration Monitoring Unit)
BSCU (Braking/Steering Control Unit)
ECB (Electronic Control Box)
BCL (Battery Charge Limiter)
EGIU 1 & 2 (Electrical Generation Interface Unit)
TPIS Det Unit (Tire Pressure Indicating System Detection Unit.
This is an option).
Various aircraft systems send different kinds of analog inputs to the SDACs:
Discretes
Frequencies
Resistances
Synchro signals
Resolver signals.
Some hundred Discrete/Analog Inputs are listet in the ASM 31-54-00.
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SDAC 1
SDAC 2
SDAC 1
AMM 31-54-00
SDAC 2
AMM 31-54-00
Pageage:1
Figure 56
SDAC Inputs
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Outputs
The systems listet below receive digital data from the SDACs:
DMC 1, 2 & 3
The Display Management Computers receive data to be displayed on the
System Display.
FWC 1 & 2
The Flight Warning Computers receive data for Caution Messages
and BITE information.
CIDS Director 1 & 2
The CIDS Directors receive data for door indication from SDAC 1 only.
FDIU
The Flight Data Interface Unit receives data to be recorded in the
Digital Flight Data Recorder.
DMU
The Data Management Unit receives data to be used in the AIDS.
MU ACARS
The ACARS Management Unit receives data to be sent via VHF from
SDAC 1 only.

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SDAC 1
SDAC 2
AMM 31-54-00
Figure 57
SDAC Outputs
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31-53
FLIGHT WARNING COMPUTER (FWC)
GENERAL
Description
Two convertible FWCs are installed.
Both FWCs receive the same information.
The FWCs work on following tasks:
Triggering of Master Warning and Master Caution Lights
Triggering of AFS Autoland Lights
Generating of Warnings and Caution Messages for the E/WD
Generating of Procedures associated to failures
Generating of the Status Function
Generating of Memo Messages
Generating of Aural Warnings and Callouts
Generating of Flight Phases ( by using input parameters)
Triggering of the DMCs which System Page is to be displayed
(in automatic mode)
Establishing of the interface to CFDIU for the SDACs
Comparison of Heading, Attitude and Altitude Indications
Calculation of Overspeed Limits
Calculation of Stall Limits.
Both FWCs receive all data about level 3 warnings ( and some data about
level 1 and level 2 malfunctions ) directly from the aircraft systems in analog
or digital form depending on the affected system. Most data about level 1 and
level 2 malfunctions are received from both SDACs.
Each FWC is connected with the opposite FWC via a data bus.
Normally, the FWCs use data from SDAC 1. If this one fails SDAC 2 is used.
The software is memorized on an OBRM ( On Board Replacable Module ) so
that software modificatins can be done quickly.
Failures
If one FWC fails the receiving systems still are supplied by the other FWC.
Most functions are preserved.
If FWC 1 fails, the message FWS FWC 1 FAULT appears on the E/WD.
On captains Master Warning and Master Caution Light the Master -line, and
on copilots side the
Warning and Caution -lines can not illuminate any more because the
upper and the lower bulb are triggered from different FWCs.
( If FWC 2 fails ...FWC 2... instead of FWC 1 and the Attention Getters
accordingly reversed. )
If both FWCs fail the consequences are:
no Auto Callouts
no Aural Warnings
no Memo Messages
no status page
no Master Warning Light
no Master Caution Light
On the E/WD the following message appears:
in Amber
FWS FWC 1 + 2 FAULT
-MONIT OR SYS
in Blue
-MONIT OR OVERHEAD PANEL
in Blue
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AMM 31-53-34
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Figure 58 FWC
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FWC 1
FWC 2
FWC 1
AMM 31-52-00
FWC 2
AMM 31-52-00
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Figure 59 FWC Inputs
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Outputs
The systems listet below receive digital data from the FWCs:
DMC 1, 2 & 3
The Display Management Computers receive Messages to be displayed on
the Lower Part of the E/WD and Status Messages for the Status Page.
CFDIU
The Centralized Fault Display Interface Unit receives data
for BITE information.
FDIU
DMU
MU ACARS
The ACARS Management Unit receives data to be sent via VHF
from FWC 1 only.
Descretes trigger the items listet below:
Cockpit Loudspeakers
Master Warning Lights
Master Caution Lights
Auto Land Lights
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FWC 1
FWC 2
AMM 31-52-00
Figure 60
FWC Outputs
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COMPARISON
General
Each FWC works as a comparetor. If it detects differences between the
displayed parameters a message is generated.
The monitored parameters are:
Heading
Attitude
Altitude.
Heading Comparison
If the FWC detects a difference between the heading indications, the
Message CHECK HDG appears on the heading scale of the PFD
and on the ND.
In this case the pilots have to compare the indications with the Standby
Compass to do the appropiate ADIRS switching.
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PFD
ND
Figure 61
Heading Comparison Messages
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Attitude Comparison
If the FWC detects a difference between the attitude indications, the
message CHECK ATT appears on the PFD.
Horizon to do the appropiate ADIRS switching.
Altitude Comparison
If the FWC detects a difference between the altitude indications, the
message CHECK ALT appears on the PFD.
Altimeter to do the appropiate ADIRS switching.

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PFD
Figure 62
Attitude and Altitude Comparison Messages
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MASTER WARNING AND MASTER CAUTION

The Attention Getters ( Master Warning and Master Caution ) are triggered by
the FWCs. The Attention Getters have two bulbs each. FWC 1 triggers the
Master -line of the left Master Warning Light and the Master Caution Light
and the Warning resp. Caution -line of the right Attention Getters.
( FWC 2 accordingly reversed ).
When an Attention Getter is pushed ground is connected to both FWCs. The
Attention Getters are connected to different FWC gates.
IS 84 rw
14.12.92
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ASM 31-52-00
Figure 63
Master Warning and Master Caution Schematic
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31-63
DISPLAY MANAGEMENT COMPUTER (DMC) - CATHOD RAY TUBE (CRT)
GENERAL
Description
Three convertible DMCs are installed in the A 320.
Each DMC is able to drive one PFD, one ND and either ECAM display unit.
In normal configuration, DMC 1 supplies captains PFD and ND and the E/WD
with data. DMC 2 supplies FOs PFD and ND and the SD.
DMC 3 is active but does not supply any DU (Hot Spare).
If the DMC Transfer Switch is turned to CAPT DMC 3 supplies Captains
DUs and the EW/D instead of DMC 1. The signals from DMC 3 are routed
through DMC 1 then.
( In position FO through DMC 2 to FOs DUs and the SD.)
The DMC receive data, process them and send them to the connected DUs.
Failures
If a DMC fails the DUs connected show a white stroke.
When DMC 3 fails in normal configuration the following message appears
on the EW/D:
in Amber
EIS DMC 3 Fault
Inputs
The DMCs receive
ARINC 429 from some systems for EFIS indication
ARINC 429 for System Display-parameters
(mainly via from the SDACs)
ARINC 429 from the EFIS control panels
ARINC 429 from the ECAM control panel (system synoptic selection)
ARINC 453 for weather radar information
RS 422 from the FWC message bus for messages to be displayed on the
lower part of the EW/D and Status Messages for the Status Page
A discrete from the ECAM control panel ( ALL-pushbutton )
A discrete from the annunciator lights switch
Discretes for EIS switching.
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Figure 64
DMC Interface
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DMC / DU INTERCONNECTION
DMC 1 and DMC 2 send data to be displayed to the connected DUs via a
Dedicated Serial Data Link ( DSDL ). The pictures are generated in the DUs.
The weather radar information is sent to the EFIS DUs via 4 extra buses, 3 for
colour and one for synchro.
DMC 1 sends PFD data to PFD 1. Additionally, the same bus is coonected to
ND 1 for transfer purposes. ND data are sent to ND 1 and PFD 1. ECAM data
are sent to the EW/D.
After an EIS transfer, DMC 3 sends data through DMC 1 or DMC 2.
Schematic
In the Schematic, the normal signal flow of DMC 1 is shown:
Captains PFD uses the PFD Master DSDL and sends a PFD feedback.
Captains ND uses the ND Master DSDL and the four weather radar Buses
and sends a ND feedback.
The Upper ECAM Display Unit uses ECAM Master DSDL (with Engine/
Warning Display information) and sends an ECAM feedback.
Feedback
Each DU uses a return DSDL to send the data received from the DMC back to
the DMC together with status and BITE information. The DMC compares this
feedback with its own data input.
FRA US/E wn 2.4.96

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DMC 1
DMC 3
DMC 2
PFD - Cpt
ND - Cpt
ECAM - upper
ECAM - lower
ASM 31-61-00
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Figure 65
DMC/DU Interconnection
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DMC OUTPUTS TO OTHER AIRCRAFT SYSTEMS

DMC Output Buses
Each DMC sends maintenance data to the CFDIU via an ARINC 429
low speed bus.
These buses are accessable through test plugs in the avionic compartment for
direct bus signal decoding by means of an appropriate portable bus reader,
should the CFDIU be unserviceable.
On a different bus (ARINC 429 high speed), DMC 1 and DMC 2 send digital
data to the items listet below:
FWCs
The Flight Warning Computers receive data for comparison function.
ECAM CP
The ECAM Control Panel receives data for pushbutton illumination.
PVI
The Paravisual Indicator receives data for indication.
FDIU
DMU
FRA US/E wn 7.1.98

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Figure 66
DMC Outputs
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DMC Discrete Outputs

Some computers receive discrete signals from the DMCs:
AMU
the AMU receives a signal from the EFIS Control Panels and the DMCs if
the ILS pushbotton switch is pressed or if the Mode Selector Switch is in
ILS position. This is for switching the DME audio signal from the VOR system to ILS.
Captains discrete is from DMC 1.
F/Os discrete is from DMC 2.
After an EIS DMC transfer the DMC 3 takes over from DMC 1 oder DMC 2.
FWC
the FWCs receive a valid discrete from each DMC.
FMGC
the FMGCs receive validity information from the PFDs. The FMGCs need
this information to determine the landing category.
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AMM 23-51-00
AMU
Figure 67
ASM 23-51-00
DMC/AMU Discrete Interface
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FWC INTERFACE
Inputs
The systems listet below send digital data to the FWCs:
CFDIU (Centralized Fault Display Interface Unit )
ECAM Control Panel
FMGC 1 & 2 (Flight Management and Guidance Computer)
FAC 1 & 2 (Flight Augmentation Computer)
FCU (Flight Control Unit)
SDAC 1 & 2 (System Data Acquisition Concentrator)
LGCIU 1 & 2 (Landing Gear Control and Interface Unit)
FQI (Fuel Quantity Indication Computer)
SDCU (Smoke Detevtion Control Unit)
ECU Engine 1 & 2 (Electronic Control Unit)
EIU 1 & 2 (Engine Interface Unit)
Radio Altimeter 1 & 2
ILS 1 & 2
ADIRU 1, 2 & 3 (Air Data/Inertial Reference Unit)
FCDC 1 & 2 (Flight Control Data Concentrator)
DMC 1 & 2 (Display Management Computer)
ACARS Management Unit
Vaious aircraft systems send different kinds of analog inputs to the FWCs:
Discretes
Synchro signals
The Discrete and Synchro Inputs are listet in the ASM 31-52-00.
FRA US/E rw 1.5.97

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DMC 1
FWC 1
DMC 2
FWC 2
DMC 3
Figure 68
DMC/FWC Discrete Interface
Pa
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DMC 1
FMGC 1
DMC 3
FMGC 1
DMC 2
______________________________________________________________________________________________________________________________________________________________________________________________
Figure 69 DMC/FMGC Discrete Interface
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ANNUNCIATOR LIGHT TEST

General
On the ground, when performing a cockpit light test (by means of the
INT LT/ANN LT switch), all the DUs present fixed warning flag patterns,
showing flags and annunciators at their proper location.
This mode is inhibited in flight.
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Figure 70
DU Indication during Light Test
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DMC Discrete Input

The test is activated by the DMCs on reception of a ground descrete signal.
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DMC 1
DMC 3
DMC 2
Figure 71
Wiring for Light Test Discrete
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CRT
General
Six display units are installed. Theay normally present EFIS and ECAM information.
The DUs receive all data from the DMCs. In turn the DUs send back to their
driving DMC some feedback signals giving the DU status plus acknowledgement of data received from DMC.
Brightness Control
Light sensors are installed on the face of each DU in order to provide automatic
adjustment of the display brightness with changing light conditions.
This automatic brightness adjustment is combined with the manual brightness
control, which keeps always priority.
Overheat Protection
If cooling air is lost, the grey background areas disappear from the PFDs and
the WX image from the NDs. If the DU internal temperature exceeds a given
threshold, the DU is automatically cut off.
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Figure 72
Display Unit
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31-68
EIS SWITCHING
GENERAL
Various reconfiguration possibilities are provided in the Electronic Instrument
System (EIS) in order to cope with the operational requirements below in case
of failure of a Display Management Computer (DMC), a Display Unit (DU) or a
Control Panel (EFIS control section of the Flight Control Unit (FCU) or ECAM
Control Panel) :
DMC transfer: EIS DMC 1/3 or 2/3
(DMC 3 replacing DMC 1 or 2)
PFD-ND transfer
ECAM DU transfer: upper DU to lower DU
ECAM-ND transfer: ECAM/CAPT ND or ECAM/F/0 ND.
EFIS Switching
Each time the PFD/ND pushbutton is pressed, the images displayed on the
PFD and ND are interchanged. The image previously displayed on the PFD is
displayed on the ND and vice versa.
The PFD potentiometer switches the PFD display unit on or off and controls the
brightness in conjunction with the automatic brightness control system. In the
off position, automatic and manual reconfigurations are possible.
The ND inner potentiometer switches the ND Display Unit on or off and enables
general adjustment of the ND brightness.
The outer potentiometer only adjusts the brightness of the weather radar
image.
Some of these transfers are performed automatically.
Seite:
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Captain
F/O
Brightness Controls and PFD/ND Xfer Pushbuttons
EIS Transfer Selector Switches
Figure 73
EIS/ECAM Reconfigurations
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Modul: EIS SWITCHING

Modul: EIS TRANSFER ( nicht im Buch vorhanden )
Each DMC can supply only one ECAM DU!
PFD1
ND1
E/W
PFD/ND
XFR
ND2
PFD2
PFD1
PFD/ND
XFR
SYS
DMC 1
DMC 3
ND1
E/W
PFD/ND
XFR
DMC 2
DMC 1
ECAM/ND XFR
EIS DMC
NORM
NORM
CAPT
F/O
CAPT
3
Normal Configuration
PFD/ND
XFR
DMC 3
NORM
F/O
3
PFD2
SYS
EIS DMC
CAPT
3
ND2
DMC 2
ECAM/ND XFR
NORM
F/O
3
CAPT
F/O
DMC Transfer Captain 3
DMC 1 supplies Captains EFIS and E/WD.

DMC 2 supplies FOs EFIS and SD.
Figure 74
DMC 3 replaces DMC 1.
EIS Switching part 1
Seite:
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PFD1
ND1
PFD/ND
XFR
E/W
ND2
PFD/ND
XFR
SYS
DMC 1
DMC 3
EIS DMC
NORM
CAPT
F/O
3
3
PFD1
PFD2
ND1
E/W
PFD/ND
XFR
PFD/ND
XFR
DMC 3
EIS DMC
ECAM/ND XFR
NORM
CAPT
F/O
DMC 2
ECAM/ND XFR
NORM
CAPT
3
DMC Transfer FO 3
PFD2
SYS
DMC 1
DMC 2
ND2
NORM
F/O
3
CAPT
F/O
ECAM / ND Transfer FO
DMC 3 replaces DMC 2.
SD on FOs ND. Lower ECAM DU empty.
Figure 75
EIS Switching part 2
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OPERATION
DU Inputs
Each display unit comprises one NORMAL and one ALTERNATE input which
can be selected by a discrete signal.
Note:
Normally, display units use the normal input.
If the discrete signal ( ground ) is given to a display unit, it uses
the alternate input signal.
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Display Unit
NORMAL
INPUT
ALTERNATE
INPUT
Figure 76
Discrete via relay box

(selection of NORMAL
or ALTERNATE input)
DU Normal / Alternate Discrete
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Luftha
DU RECONFIGURATION
DMC TRANSFER
General
A PFD/ND transfer can be done manually or automatically. For a transfer, the
DUs switch to the other input signal.
Manual PFD / ND Transfer

A manual PFD/ND transfer is done when the PFD/ND Transfer Pushbutton
is pressed.
The transfer is performed by switching on the alternate input of the DUs
through a relay box.
Two relay boxes are installed in the cockpit of the A 320 / A 321 behind the instrument panel. One relay box is for Captains PFD and ND, one relay box
is for F/Os PFD and ND.
The relay boxes are supplied with 28 V DC.
Each DMC comprises three channels.

Each channel is dedicated to either a PFD, a ND or an ECAM display.
Each DMC features switching capabilities for display transfer or DMC transfer.
The DMC transfer is performed by a switching inside each DMC. All the signals
then come from DMC 3.
The dicrete for DMC transfer is given from the EIS DMC Selector Switch.
It also activates the relay box.
Automatic PFD / ND Transfer

In the case of detected failure of the DU normally displaying the PFD image,
there is an automatic PFD / ND transfer. The PFD image is presented on the
remaining EFIS DU.
This automatic transfer is controlled by the DMC via a discrete to the relay box.
If the PFD DU knob is turned to OFF, the relay box is activated and the PFD
image is automatically displayed on the other DU.
( PFD priority over ND )
Automatic Transfer from Upper ECAM DU to Lower ECAM DU

In the event of upper ECAM DU failure, the Engine/Warning image is displayed
on the lower ECAM DU instead of the system page or status page.
This switching is automatic: on reception of the upper DU anomaly signal,
through the feedback DSDL bus, the DMC 2 ECAM channel processor
switches by software to an ECAM single display configuration which privileges
the E/W processing.
The lower ECAM DU receives the E/W image from the DMC 2, still through its
NORMAL input. The same applies when turning the UPPER DISPLAY potentiometer to OFF.
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from DMC 2
Captain
EIS DMC Selector Switch
to DMC 2
DMC 1
DMC 3
Figure 77
AMM 31-68-00
EFIS Transfers (Captain)
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ECAM / ND TRANSFER
General
The transfer between ECAM an ND is performed inside the DMCs.
Position CAPT
With the ECAM/ND transfer switch in this position, captains ND operates like a
lower ECAM DU.
DMC 1 can process only one ECAM picture, so the upper ECAM DU will receive no input and display a diagonal stroke.
The lower ECAM DU operates as a E/WD now. It still receives its data from
DMC 2.
Position F/O
With the ECAM/ND transfer switch in this position, FOs ND operates like a
lower ECAM DU.
DMC 2 can process only one ECAM picture, so the lower ECAM DU will receive no input and display a diagonal stroke.
The upper ECAM DU still operates as E/WD and it still reiceives data from
DMC 1.
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ECAM/ND Transfer Selector Switch
PFD
ND
ECAM
DMCs
Figure 78
ECAM / ND Transfer
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GENERAL SWITCHING
The picture below shows the connection of the DUs to the DMCs.
Note that each Display Unit has a normal input (N) and an alternate input (A).
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DMC 1
DMC 2
DMC 3
Figure 79
AMM 31-63-00
EIS Configuration
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31-60
ELECTRONIC INSTRUMENT SYSTEM
POWER SUPPLY
Description
The table shows the power supply of the EFIS and ECAM LRUs.
Normal Operation
The 3 DMCs and the 6 DUs are supplied with 115V/400Hz and with 28V DC.
The DC power is needed for the switching.
Emergency Operation
If the Emergency Buses are supplied onlyEmergency Operation means that the
If only the AC Essential and the DC Essential Buses are supplied with electrical
power the following LRUs remain available:
PFD 1
ND 1
E/WD
ECAM CTL PNL
FCU
SDAC 1
FWC 1
MASTER CAUTION LIGHTS (half)
MASTER WARNING LIGHTS (half)
DMC 1
DMC 3 (only when EIS DMC CAPT 3 is selected).
DMC Power Supply Switching
When DMC 1 fails the Captain selects DMC 3.
In the case of AC Bus 1 failure, the relay 26WT switches the power supply to
the AC Essential Bus.
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AMM 31-60-00
Figure 80
AMM: EIS Power Supply
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31-69
EIS - TEST / BITE
GENERAL
The computers of the Electronic Instrument Systems include a BITE
( Built-In Test Equipment ).
With this BITE the LRUs of the EIS are monitored and tested.
The components of the Electronic Instruments System are:
6 Display Units ( DU )
3 Display Management Computers ( DMC )
The test of each DMC and its connected DUs is started via the MCDU.
The FAC 1 acts as FIDS ( Fault Isolation and Detection System ) for the FCU
which includes the EFIS control sections.
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Feedback from DUs
ECAM CP
Feedback from DUs

DMC 3
DMC 1
DMC 2
SDAC 1
FWC 2
FWC 1
SDAC 2
CFDIU
Figure 81
EIS Bite Data Flow
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EIS TEST
Via SYSTEM REPORT / TEST one of the three EIS can be selected.
In the menu mode various menus are offered:
Last Leg Report
The Last Leg Report indicates the failures which occured during the last leg.
Previous Legs Report
The Previous Legs Report indicates the failures which occured during the
previous legs.
LRU Identification
indicates the partnumbers of the DMC selected and the connected DUs.
If DMC 3 is selected without DMC switching, no partnumbers of DUs will be
indicated.
Engines
The DMC connected to the upper ECAM DU monitors primary parameter
indications of both engines. Should an exceedance occur, the DMC
memorizes the maximum value reached during the last flight leg.
The ENGINES function is used to indicate the exceedances.
Test
The Test-Menu offers three different tests:
SYSTEM TEST
DISPLAY TEST
INPUT TEST:
When selected, all inputs are monitored, incuding
sources which are not used in the normal configuration
( e.g. FWC 2 ).
Dump BITE Memory

This functions offers the possibility to display memorized data.
FRA US/E rw
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Last Leg Report
LRU Identification ( active DMC )
Engines Overspeed / Overtemperature
Figure 82
Dump BITE Memory
DMC Test
EIS Menu
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EIS System Test

The EIS System Test can be found in the AMM 31-60-00.
When selected, the DMC performs the functional tests of all the internal
functions of the system (DMC, DUs, DMC-DUs links).
The procedure to do the EIS System Test is:
1. Do the Job Set-up according to AMM.
2. For DMC 1 and 2, select EIS DMC Switch to NORM.
For DMC 3, select CAPT 3.
3. Select SYSTEM/REPORT TEST menu.
4. Push LSK 4R for INST
The Instrument page appears.
5. Push the LSK adjacent to EIS 1, EIS 2 or EIS 3.
The EIS DMC page appears. On the DUs which are connected to the
DMC, the image disappears and MAINTENANCE MODE comes into view.
6. Push LSK 4R for TEST.
The EIS DMC Test page appears.
7. Push LSK 2L for SYSTEM TEST.
The first EIS DMC System Test Page appears.
8. Push LSK 6L for RETURN.
The second EIS DMC System Test page appears.
9. Push LSK 5L for START TEST.
The MCDU displays NO RESPONSE-PRESS RETURN.
10.Push LSK 6L for RETURN.
The DUs go back to the normal mode.
11. Push the same LSK like in step 5 to select the same EIS.
The EIS DMC page appears. The DUs operate in the maintenance mode.
12.Push LSK 4R for TEST.
13.Push LSK 5L for SYSTEM TEST RESULT.
The TEST OK indication comes into view when there is no failure detected.
14.Push LSK 6L for RETURN.
15.Do the Close-up according to AMM.
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Figure 83
System Test
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Display Test
When selected, a test pattern is displayed on the DUs.
This test pattern enables the maintenance crew to assesess the condition of all
the DUs for ageing and display quality, thus providing at a glance a confidence
check of the Display Units.
The procedure to do the Display Test is:
5. Push LSK 3L for DISPLAY TEST.
On the DUs which are connected to the DMC the test pattern appears.
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Figure 84
Display Test
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Input Test
When selected, all inputs are monitored, including sources which are not used
in the normal configuration ( e.g. FWC 2 ).
During 5 s, the DMC scans all its ONSIDE buses, i.e. it checks that each bus
sends labels with their correct refresh rate.
During the next 5 s, the DMC scans all its OFFSIDE buses.
At the end of this test, the DMC signals all the buses seen as faulty for display
on the I/PTEST RESULTS display.
The procedure to do the Input Test is:
5. Push LSK 4L for I/P TEST.
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Figure 85
Input Test
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DUMP OF THE BITE MEMORY

The DUMP BITE MEMORY function displays a menu which presents the
following failure items:
INTERNAL FAULT IN FLIGHT
EXTERNAL FAULT IN FLIGHT
FAULT ON GROUND
The FAILURE COUNTER RESET item may be used to reset the failure
counters.
Note: The Information is coded in hexadecimal.
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Figure 86
Dump of the BITE Memory
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31-21
ELECTRICAL CLOCK
Modul: ELECTRIC CLOCK DESCRIPTION

GENERAL
UTC Centre Display
The Centre Display (UTC) indicates the current time (hours, minutes).
Periods of 15 seconds are indicated by three horizontal segments.
On request, the current date (month, day) is displayed when the SET knob is
pressed.
Elapsed Time Display and Elapsed Time Selector

A Bottom Display, called the Elapsed Time (ET) indicates:
The elapsed time, provided the ET Selector is set to RUN.
The ET Display is frozen if the ET Selector is set from RUN back to STOP.
Or the year when the UTC Selector is set to MO.
The counter is reset to zero and the display goes off when the ET Selector is
set to RST (Reset) position.
Chronometer Display and CHR Pushbutton

An Upper Display, called CHR (Chronometer) indicates the minutes provided
the chronometer pushbutton has been pressed.
The seconds are indicated by a sweep hand.
Pressing the CHR pushbutton again will stop the chronometer function.
To reset the chronometer to zero, the CHR pushbutton has to be pressed a
third time.
UTC Selector
An UTC selector allows Date or Time updating.
MO : to set months and years
DY : to set day
HR : to set hours
MIN : to set minutes
RUN : to start the UTC counter
The UTC selector must be pressed an turned to set it from RUN to MIN
position.
Set Knob
A SET knob allows the current date to be displayed if the UTC selector is set to
RUN.
The SET knob is also used to update time and date according to the UTC
selector position.
To increment: turn to either side
To decrement: push lightly.
Test
The Clock is tested from the ANN LT selector.
All displays must show 8.
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SET KNOB
MO
DY
DATE
CHRONOMETER
DISPLAY
UTC SELECTOR
HR
MIN
UT C
RUN
SET
50
10
CHR
HR
MIN
UTC CENTRE DISPLAY
ELAPSED TIME
DISPLAY
MO
40
ELAPSED TIME
SELECTOR
UTC
HR
MIN
DY
20
CHRONOMETER
PUSHBUTTON
ET
RUN
S
T
E
O
CHR
RST
Figure 87
Electrical Clock
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POWER SUPPLY
CLOCK INTERFACE
The clock is important for the function of the CFDS. Its electrical connection
guarantees at least the supply of the time base.
ESS BUS 401PP normaly supplies time base and indication.
HOT BUS 701PP supplies the time base when ESS BUS 401 PP is lost.
The indication, however, is lost.
The Internal Battery supplies the time base for maximal 15 days when
ESS BUS and HOT BUS are lost.
After main battery change it is not necessary to readjust the clock.
By means of a shunt in the plug it is guaranteed that the clock stops working after removal. When the plug is removed the internal power supply via
the internal battery is interrupted.
The clock transmitts UTC ( Universal Time Coordinated ) in ARINC 429 format
to following computers:
Centralized Fault Display Interface Unit ( CFDIU )
Flight Data Interface Unit ( FDIU )
Flight Management and Guidance Computers ( FMGCs )
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Figure 88
Clock - Principle Diagram
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CFDIU Interface with the Clock

The CFDIU is connected to the clock, located on the center instrument panel,
which provides:
GMT/Date
elapsed time
chronometer.
The clock provides the date and the time at which faults occur. The time associated with the fault messages and the ECAM warnings enables the correlation
between the ECAM warnings and the fault messages memorized by the
CFDIU.
In the event of loss of clock operation or incorrect operation detected by the
CFDIU, the CFDIU takes over and calculates the time and the date using its
internal clock. This transition does not require reinitialization if there is not a
long power cutoff (> 200 ms). If there is a long power cutoff, the crew performs
reinitialization using the MCDU.
The CLOCK is declared failed or invalid (= incorrect operation) by the CFDIU
when one of the labels of the GMT and DATE parameters is not refreshed over
1 minute.
Clock Indication on ECAM

The CFDIU permanently acquires GMT and the date and transmits these data
on its output buses, for examle to the DMCs. During normal operation, DMC 2
sends data to the lower ECAM DU.
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Clock
DMC
CFDIU
MM 31-32-00
Figure 89
Clock-ECAM Interface
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OPERATIONAL TEST
The AMM offers an Operational Test in ATA Chapter 31-21-00. During this
Test, the Clock Switches and the Annunciator Lights Switch must be used and
the Clock Indications must be monitored.
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Clock
Annunciator Lights Switch
AMM 31-21-00
Figure 90
Clock Component Location
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Training Manual
A 319/320/321
ATA 31
31-32 Centralized Fault Display System
Line & Base Maintenance
Lufthansa
Issue: JAN. 1998
Book No: All A319/320/321 31-32 LEVEL 3 E
Lufthansa Base
Lufthansa 1995
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ATA 31
INDICATING AND RECORDING
31-32
CENTRALIZED FAULT DISPLAY

SYSTEM (CFDS)
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PRINTER
The PRINTER is used for printing information automatically or on request.
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 CFDIU consists of two distinct channels:
a NORMAL CHANNEL which ensures all the functions.
a STANDBY CHANNEL (or BACKUP CHANNEL) which permits restricted
operation when the normal channel is faulty.
ACARS
The ACARS (Aircraft Communication Addressing and Reporting System) is
used to exchange data between the aircraft and a ground station via a radio
VHF link.
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
Only the primary and the independent failure information is 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 BITEs and to initiate system tests.
The 2nd MCDU is also connected to the CFDS.
You can only use the CFDS on one MCDU at a time.
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AIRCRAFT
SYSTEM
COMPUTERS
ECAM
ACARS
D.U.
CFDIU
FWC
1 2
MCDU
1
MCDU
2
PRINTER
Figure 1
CFDS Presentation
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SYSTEM BITE PHILOSOPHY

BITE
Most aircraft systems are equipped with a Built-In Test Equipment (BITE).
The BITE monitors permanently the system operation. It can also store and
transmit the detected failure.
Each system computer includes a BITE circuit which detects failures.
When a failure is detected, it is stored in the BITE memory and is transmitted
to the centralized fault display system.
Memorization of the 64 previous legs report is done by most of the BITEs.
CFDS
The Centralized Fault Display System centralizes all information concerning
aircraft system failures.
Reading or printing of all the failure information is done in the cockpit.
The CFDS functions are accessed through the MCDU.
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AIRCRAFT SYSTEM
COMPUTER
ECAM
BITE
memory
ECAM WARNING
MESSAGES
BITE
INFORMATION
CFDIU
Centralized Fault
Display Interface Unit
MCDU
=====-
CFDS
=-=-=-=-==-=-=-=-=-==-==-=.....
.....
.....
.....
.....
.....
=====-
Multipurpose
Control and
Display
Unit
Figure 2
PRINTER
System BITE Philosophy
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SYSTEM BITE PHILOSOPHY (CONT.)

LAST LEG REPORT
A CURRENT LEG REPORT is elaborated during the flight.
After the flight, its title becomes LAST LEG REPORT.
All failures are reported in the same form and also indicate ATA reference and
time of failure occurence.
Example of failure message:
GMT ATA
0920 28-21-00 FUEL L TK PUMP 1QM
Time ATA
Failure Message
FIN (Functional
Reference
Item Number)
LAST LEG ECAM REPORT
The primary failure and the independent failure messages are delivered by the
ECAM to the CFDIU.
Warning messages coming from the ECAM are stored in the CURRENT LEG
ECAM REPORT during the flight.
After the flight, the title of this report becomes LAST LEG ECAM REPORT.
Example of warning message:
GMT: 1125 PH: 06 ATA: 3155
HYD BLUE RSVR OVHT
POST FLIGHT REPORT (PFR)
The POST FLIGHT REPORT 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 WARNINGS and FAULT MESSAGES with the associated
time and ATA reference allow the maintenance crew to make a correlation for
easier trouble-shooting.
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LAST LEG REPORT
A/C
IDENT
F-WWAI
DATE
FEB23
GMT
2350
FLTN
280
CITY PAIR
LFBO/LFPO
MAINTENANCE
POST FLIGHT REPORT
ECAM WARNINGS
GMT PH ATA
1125 06 31-55 HYD BLUE RSVR OVHT
1100 06 27-00 SFCC 1 FAULT
0920 05 28-21 FUEL L TK PUMP 1 LO PR
0904 04 36-22 BLEED LOOP
0854 04 22-00 LAND 3 INOP
FAULT MESSAGES
GMT ATA
1125 31-55-00 HYD BLUE TEMP SENSOR
1105 26-17-00 SDCU CHANNEL 1 10WQ
1100 27-00-00 NO SFCC 1 DATA
0920 28-21-00 FUEL L TK PUMP (1QM)
0915 26-12-00 CHECK EIU 1
0904 36-22-00 CHECK R WING LOOP A
0854 22-00-00 FMGC 1
Standard for Example
DLH Version
Figure 3
Post Flight Report
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SYSTEM BITE PHILOSOPHY CONT.)

Internal/External Failures
Each Built-In Test Equipment (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 (= SOURCE on
the POST FLIGHT REPORT).
Systems A, B and C will transmit EXTERNAL FAILURE (= IDENTIFIERS on
the POST FLIGHT REPORT).
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AIR DATA SYSTEM
C
ANGLE OF ATTACK
SENSOR
B
AIR DATA
COMPUTER
INTERNAL
EXTERNAL FAILURE
FAILURE
CFDIU
Figure 4
Internal/External Failures
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SYSTEM BITE PHILOSOPHY (CONT.)
CFDS MODES OF OPERATION
Memorization
Memorization of failures is different when the aircraft is on ground or in flight.
The full BITE functions and memorization operate in flight.
On ground, the memorization is done only in the BITEs.
The BITEs are provided with flight and ground memory zones.
Two CFDS modes are available. NORMAL MODE is always active except on
ground when 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 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 initiate various tests (SYSTEM
REPORT/TEST).
This mode can only be selected on ground and interrupts the normal mode
of operation.
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.
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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MEMORIZATION
FAILURE GRAVITY
CLASS 1
BITE
GROUND
MEMORY
FLIGHT
MEMORY
CLASS 2
OPERATIONAL
CONSEQUENCE
CLASS 3
NO IMMEDIATE
OPERATIONAL
CONSEQUENCE
NO CONSEQUENCE
ON AIRCRAFT SAFETY
Figure 5
Memorization/Failure Gravity
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SYSTEM TYPES
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
FMGC1 as A
FMGC2 as B
FAC
as C
DUPLICATED SYSTEM
A duplicated system includes two different subsystems in the same computer.
Example: Air Data and Inertial Reference Unit (ADIRU) with
ADR as subsystem 1
IR as subsystem 2
Type 3 Systems
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)
Type 2 Systems
Type 2 Systems memorize only failures from the last flight leg.
The discrete signal is provided to initiate the test of the system.
Example: Avionic Electronic Ventilation Computer (AEVC)
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TYPE 1 SYSTEMS
B
I
T
E
SINGLE
COMPUTER
TYPE 2 SYSTEM
B
I
T
E
MULTI
COMPUTER
SYSTEM
C
B
B
I
T
E
C
F
S
Y
S
T B
E I
M T
E
D
I
B
I
T
E
TYPE 3 SYSTEM
B
I
T
E
SUB
SYSTEM
DUPLICATED
SYSTEM
1
SUB
SYSTEM
2
B
I
T
E
B
I
T
E
Figure 6
System Types
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FAILURES CLASSIFICATION
Class 1 Failure
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 (MMEL): GO, GO IF or NO GO.
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ELEC
MASTER
PUMP
FAULT
CAUT
OFF
HYD
B RSVR
A
U
T
O
OVHT
CURRENT LEG REPORT

date:feb 23
-BLUE ELEC PUMP..OFF
STS
GMT:1125 ATA:31-55-00
HYD BLUE TEMP SENSOR
3000 PSI
3000
PSI
3000
< RETURN
PRINT *
OVHT
Figure 7
Class 1 Failure
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FAILURES CLASSIFICATION (CONT.)

Class 2 Failure
Class 2 failures have no immediate operational consequence and can be displayed on request on the ECAM STATUS page.
You can display the class 2 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 MMEL: GO without condition.
Example: Single smoke detector fault in Smoke Detection Control Unit (SDCU).
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CURRENT LEG REPORT

date:feb 23
GMT:1105 ATA:26-17-00
SDCU CHANNEL 1(10WQ)
STATUS
< RETURN
MAINTENANCE
PRINT *
SDCU
Figure 8
Class 2 Failure
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Class 3 Failure
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.
The Class 3 failures can be left uncorrected until the next scheduled maintenance check. (At least before 400 hours or a A check).
Do not refer to the MMEL.
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AVIONICS STATUS
DMC 3 (CLASS 3)
STATUS
NORMAL
< RETURN
Figure 9
PRINT *
Class 3 Failure
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Synthesis
NOTE:
AVIONICS STATUS displays on ground the title of the systems currently affected by any failure class.
Class 1 and 2 failures are displayed in the LAST LEG REPORT and in the
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CLASS 1
FAILURE
Operational
consequence on
the current
flight
Indicated to
the pilots
Dispatch
consequences
Maintenance
information
CLASS 2
FAILURE
CLASS 3
FAILURE
NO
NO
YES
YES
Warnings/ flags
System pages
YES
On the system
Display STATUS
page.
REFER TO MMEL FUNCTIONS LOST

may be:
INDICATED IN MMEL
GO GO IF
GO without
NO GO
condition
Have to be reported by the
pilots in the log book.
Are indicated at the end of
each flight leg.
MMEL entry is required.
Figure 10
NO
NO REFERENCE
IN MMEL
Available on
request. Can be
left uncorrected
until the next
scheduled maintenance check.
Failure Classification Synthesis
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MCDU DESCRIPTION
The brightness knob enables the brightness of the display to be adjusted.
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 colour indicates the system already in dialogue with the MCDU.
The other systems are displayed in white.
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.
Some displays contain too many data for a single page.
In this 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.
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.
The MCDU menu annunciator illuminates white when a system connected

to the MCDU request the display.
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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Figure 11
MCDU
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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 on ground.
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< PFR FILTER PROGRAM
Figure 12
CFDS Menu on Ground
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CFDS REPORTS (CONT.)

LAST LEG REPORT
The LAST LEG REPORT displays failure information delivered by the BITEs of
the aircraft systems.
It can store up to 20 failures occured during the last leg.
Pressing the SFCC channel 1 (4L) line key allows access to the corresponding
IDENTIFIERS page.
The Last Leg Report displays the internal failures (class 1 and 2) only.
On the ground, the title of this item is LAST LEG REPORT. In the 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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Figure 13
Last Leg Report
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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 20 warnings occured 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
the city pair
the flight number
date and GMT (UTC).
All the report is printed.
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Figure 14
Last Leg ECAM Report
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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 63 flight legs.
Each failure message contains the same data as the LAST LEG REPORT:
i.e.: NO FAC 1 DATA
FEB 22 13 12
22-00-00
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).
The PREVIOUS LEGS REPORT is displayed only on ground.
(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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Figure 15
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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 systems presently affected by a failure,
i.e. VHF 3, or a NO X DATA message when the related system X 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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Figure 16
Avionics Status
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SYSTEM REPORT/TEST
General
The SYSTEM REPORT/TEST function is available on the ground only.
It enables a dialogue between the CFDS and one system computer.
The SYSTEM REPORT/TEST menu presents the list of all the systems connected to the Centralized Fault Display Interface Unit, in ATA chapter order.
An example for each system type is available:
in INST for type 1 systems
in AIR COND for type 2 systems
in ELEC for type 3 systems
ECAM 1 (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 here
CLASS 3 FAULTS
TEST
GROUND SCANNING
AEVC, Avionics Equipment Ventilation Computer (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 dont 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
GCU EMER, Generator Control Unit Emergency (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 reset, and
reads the result on the CFDIU discrete for MCDU display..
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SYSTEM REPORT/TEST MENU
Figure 17
System Report/ Test
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POST FLIGHT REPORT (PFR)
The POST FLIGHT REPORT is the sum of the LAST LEG REPORT and of the
It is only available on the printer.
ECAM WARNINGS (or ECAM WARNING MESSAGES) display the LAST
LEG ECAM REPORT.
FAULT MESSAGES (or FAILURE MESSAGES) display the LAST LEG REPORT.
You can send this report to the ACARS.
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Standard for Example
DLH Version
Figure 18
Post Flight Report
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GMT/DATE INITIALIZATION
The GMT/DATE INITialization function is available only in case of clock failure
plus CFDIU power interrupt.
The Centralized Fault Display System permits to reinitialize the time and the
date on the multipupose control and display unit.
GMT (UTC) and date are entered using the scratchpad.
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TO ALL OTHER
A/C SYSTEMS
Figure 19
GMT/ Date Initialization
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ACARS/ PRINT PROGRAM

An ACARS/PRINT PROGRAM function is available.
It enables programming of the CFDS reports transmission to the ACARS and
to the printer
The functions written in green are delivered by the ACARS or the CFDIU.
They cannot be modified by the flight crew.
The functions written in blue can be changed manually.
If you select one of these functions, you will switch the YES message to NO
and vice versa.
The REAL TIME FAILURES provide, in real time, all the internal failure messages delivered by the systems or created by the CFDIU (CURRENT LEG REPORT DATA).
When the associated SEND is on YES, this data is automatically transmitted to
the ACARS, in real time.
The REAL TIME WARNINGS function provides, in real time, warning messages, sent by the Flight Warning Computers (CURRENT LEG ECAM REPORT DATA).
When the associated SEND is on YES, the report is automatically transmitted
in real time, to the ACARS.
The POST FLIGHT REPORT is the sum of the LAST LEG REPORT and of
the LAST LEG ECAM REPORT.
When the associated SEND is on YES, the POST FLIGHT REPORT will be
automatically transmitted to the ACARS at the end of the flight (transition from
flight phase 9 to 10).
The PRINT function associated to
the POST FLIGHT REPORT
the REAL TIME FAILURES
the REAL TIME WARNINGS
permits an automatic print of the report.
The POST FLIGHT REPORT will be printed automatically at transition from
flight phase 9 to 10 (Second engine shutdown).
Upon power on, the last selected programmed functions are still present.
At the initialization, the manual programming functions present the last configuration in vigor.
The AVIONICS DATA function enables to send and/or print system pages
available in the SYSTEM REPORT/TEST item.
The printing or/and sending is not automatic; you must select the print line key
displayed in the system page.
NOTE: In the system pages, the PRINT message cannot be modified.
But when you print and send the system pages, the PRINT ALSO SEND
message appears in the scratchpad.
Functions delivered by the ACARS:
When the CFDIU has not received any programming from the ACARS, the
YES or NO message is replaced by a blank.
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10
Figure 20
ACARS/Print Programm
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BACKUP MODE
The BACKUP MODE function is only displayed in case of CFDIU main channel
failure.
It enables access to the functions of the backup channel.
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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Figure 21
Backup Mode
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CFDS FLIGHT PHASES

A- In flight and before touchdown
In flight, the full BITE functions are operative.
Transmission and storage of internal and external failures for type 1/2/3 systems in their flight memory.
B- Between touchdown and 80 kts + 30 seconds
This phase differs from the previous one because type 2 systems are now on
ground and store only internal failures in their ground memory while type 1 and
3 systems are still considered in flight.
C- Between 80 kts + 30 seconds and 5 minutes after engine shutdown
In this phase, the storage of failures is done in the ground memory for all the
systems.
Storage of internal failures of all systems in their ground memory.
All CFDS functions are available.
D- Between 5 minutes after engine shutdown and first engine start
Note that when the aircraft power supply is turned on, the CFDS starts in this
phase.
Information of the last flight is always there because stored in non-volatile
memory.
Storage of internal failures of all systems in their ground memory.
All CFDS functions are available on request.
Transmission of last flight failures for type 2 systems, even after electrical
power restart.
E- After fist engine start (+ 3 minutes) and before 80 kts

At engine start (after 3 minutes), the contents of the last leg report is stored in
the previous legs report. The leg number is then incremented.
Type 1 systems store internal failures in their flight memory (External failures not stored).
Type 2 systems store internal failures in their ground memory (still on
ground).
NOTE: Transfer of the LAST LEG REPORT into the PREVIOUS LEGS REPORT is done at engine start, both inthe CFDS and in type 1 systems.
F- After 80 kts and before lift-off
After 80 knots, type 1 systems receive a signal from the CFDIU and then store
all internal and external failures in the flight memory.
Type 1 systems store internal and external failures in their flight memory.
Type 2 systems store internal failures in their ground memory (still on
ground).
G- After lift-off and in flight
The fault memories in type 2 systems are erased at each ground/flight transition.
Transmission and storage for internal and external failure for type 1/2/3 systems in their flight memory.
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CFDS
FLIGHT
GROUND
FLIGHT
LEG X
LEG X+1
5 MIN
AFTER
2 ND
ENG
SHUTDOWN
FLIGHT
TOUCH
DOWN
80KTS
+30S.
FLIGHT
1 ST
ENG
START
TAKEOFF
80 KTS
FLIGHT MENU
GROUND MENU
Figure 22
Flight Phases
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CFDIU FUNCTIONS
INTERFACES
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,
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 Example: SDAC FAULT
External Example: FWC1: NO DATA FROM ADIRU1
Intermittent
(INTM) added
Class 3
(CLASS 3) added
Messages requiring more investigation with the help of the trouble-shooting
manual Example: CHECK EIU 1
Clock
The CFDIU permanently receives the GMT (UTC) 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 FAC.
The city pair (FROM/TO airports) is sent to the Management Unit (MU) of the
Aircraft Communication Addressing and Reporting System (ACARS) and to the
Data Management Unit (DMU) of the AIDS (Aircraft Integrated Data System).
FDIU (Flight Data Interface Unit, part of Flight Recorder System)
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 FDIU and the FWC (Flight
Warning Computer) to send some FDIU class 2 failures to the FWC in order to
constitute the maintenance status.
FWC (Flight Warning Computer, part of ECAM)
The CFDIU receives the flight phases and ECAM warnings from the FWC.
The ECAM warnings are used by the CFDIU to generate the LAST or CURRENT LEG ECAM REPORT.
Only PRIMARY failures, INDEPENDENT failures and CLASS 2 failure messages (Maintenance status) are received.
DMU (Data Management Unit, part of AIDS)
The CFDIU is used as an interface between the DMU and the FWC to send
some DMU class 2 failures.
DMU class 2 failures are used for the maintenance status on the ECAM.
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FWC
FAC
FLIGHT
NUMBER
FLIGHT PHASES
CLASS 2
FAILURES
ECAM WARNINGS
D I
INTERNAL
CLOCK
FLIGHT PHASE
CLOCK
GMT
A/C IDENT
FDIU
DMC
A/C IDENT
ENGINE
SERIAL
NUMBER
GMT
CITY
PAIR
CLASS 2
FAILURES
DATE
MAIN CHANNEL
BACKUP CHANNEL
* MEMORY * DETECTION
* MANAGEMENT
* CORRELATION
* MONITORING
CITY
PAIR
DATE
TYPE 1 SYSTEMS
MU
Figure 23
CLASS 2
FAILURES
CITY
PAIR
DMU
ENGINE
SERIAL
NUMBER
EVMU
CFDIU Functions
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CFDIU FUNCTIONS (CONT.)

INTERFACES (CONT.)
DMC (Display Management Computer, part of EIS)
The CFDIU receives the Engine Serial Number from the DMC and sends this
parameter to the EVMU (Engine Vibration Monitoring Unit).
MU (Management Unit of ACARS)
The ACARS Management Unit receives the city pair from the FAC through the
CFDIU.
EVMU (Engine Vibration Monitoring Unit)
The EVMU receives the Engine serial number from the DMC through the
CFDIU.
The DMC receives it from the ECU (Engine Control Unit).
ABNORMAL OPERATION
Clock Back Up
If the aircraft clock fails, the CFDIU takes over and its internal clock sends
GMT (UTC) and DATE on the output bus to all type 1 systems.
Upon power-on after A/C clock failure, the item GMT/DATE INIT is added to
the CFDS Menu.
This option enables 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 backup 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 the access to the backup channel.
The main channel remains available.
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FWC
FAC
FLIGHT
NUMBER
FLIGHT PHASES
CLASS 2
FAILURES
ECAM WARNINGS
D I
INTERNAL
CLOCK
FLIGHT PHASE
CLOCK
GMT
A/C IDENT
FDIU
DMC
A/C IDENT
ENGINE
SERIAL
NUMBER
GMT
CITY
PAIR
CLASS 2
FAILURES
DATE
MAIN CHANNEL
BACKUP CHANNEL
* MEMORY * DETECTION
* MANAGEMENT
* CORRELATION
* MONITORING
CITY
PAIR
DATE
TYPE 1 SYSTEMS
MU
Figure 24
CLASS 2
FAILURES
CITY
PAIR
DMU
ENGINE
SERIAL
NUMBER
EVMU
CFDIU Functions
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COMPONENTS
Student Notes:
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Figure 25
Components Location
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A319/A320/A321
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Figure 26
PFR Filter-Loading
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Figure 27 FDS Menu (new)
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Figure 28
PFR Messages Filter Activation
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Figure 29 Data Base Identification
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Figure 30
Non filtered PFR
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Figure 31
Print of a Filter Data Base
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Figure 32
Filtered PFR
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DATA LOADING SYSTEM
FRA TS84, wd 7.12.93

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Figure 33
Data Loading System Locations
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Figure 34
Data Loading System Schematic
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Training Manual
A 319/320/321
ATA 31
31-33
31-36
31-35
DFDR System
AIDS
Printer
Lufthansa
Issue: October 1997
Book No: A 319/320/321 31-30 Level 3 e
Lufthansa Base
Lufthansa 1995
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ATA31 INDICATING/RECORDING SYSTEMS
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31-30
CENTRALIZED FAULT DISPLAY SYSTEM (CFDS) AND DATA RECORDING SYSTEM
GENERAL
The subchapter 31-30 Centralized Fault Display System (CFDS) and Data Recording System is divided into the parts listet below:
31-32 Centralized Fault Display Interface (CFDIU)
31-33 Digital Flight Data Recording System Interconnection
(FDIU, DFDR, LA, QAR)
31-34 DFDRS Input Interface
31-35 Multifunction Printing (Printer)
31-36 AIDS Interconnection (DMU, DAR)
31-37 AIDS Input Interface.
The CFDS is a system on its own. All the other parts can be summarized as
Data Recording System.
CFDS
The CFDS is a centralized maintenance aid system which gives the maintenance technicians a means to read the maintenance information related to
most of the aircraft systems and to initiate the tests of these systems from the
cockpit.
Data Recording System

This system is a centralized system to record the parameters from most of the
aircraft systems. These recordings serve to determine the causes of incidents
or accidents and are also an aircraft maintenance and monitoring aid.
Two systems are isnstalled: DFDRS as a basic system and AIDS as an option.
HAM US/E Bo 5.3.97

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AIDS
DFDRS
DFDR
DMU
FDIU
QAR
Figure 1
Aircraft Data System - General
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31-33
DFDRS
GENERAL
The main function of the DFDRS (Digital Flight Data Recorder System) is to
convert various critical flight parameters into a recordable Form and to record
them on a magnetic tape or a solid state memory.
The stored data is also applicable to monitor the condition of the connected
aircraft Systems. The system design covers the basic DFDRS. This includes
the units and parameters which are necessary for the mandatory requirements
and an additional part to standardize the installation for different customers.
The electrical characteristic is in compliance with ARINC 717.
HAM US/E Bo 2.11.95

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Ground Control Pushbutton
MCDU
MCDU
Event Marker Button
Figure 2
Component Location (Cockpit)
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ARCHITECTURE
FDIU
The FDIU (Flight Data Interface Unit) is connected to different aircraft systems.
DATA (parameters) are received in discrete and digital form.
The FDIU collects these parameters and converts them for internal processing.
A standardized set of flight critical parameters are transmitted in serialized digital form to the DFDR.
The FDIU is also connected with the CFDIU via ARINC 429 for fault-transmission and test-activation.
Advice:
The minimum equipment of a basic DFDRS (FDIU, LA, CP and EVENT) must
be installed on each aircraft. This is to meet the requirement of the authorities
for recording of mandatory parameters.
DFDR
The FDIU-processed parameters are stored on the Recorder in data frame
cycles. The Digital Flight Data Recorder has the capability to store the last 25
hours of data.
Two different technologies are used for the data storage. The older version is
the Tape Recorder, the newer the Solid State Flight Recorder.
LA
The Linear Accelerometer is installed to provide the FDIU with acceleration
data appearing in the center of gravity. The SDAC digitizes the analog signal
and sends it to the FDIU via ARINC 429 output bus.
CP
With GND CTL (Ground Control) button pushed ON, the Systems DFDR, CVR
and QAR (if available) will be activated on GROUND (that means no Engine
running).
EVENT
A push of the EVENT button sets a marker on the data frame of the activated
Recorders DFDR and QAR.
QAR
An optional QAR (Quick Access Recorder) stores the same data as the DFDR.
The installed QAR-Cassette has the maximum storage capacity of 50 houers.
Before reaching the end of the tape track, the Casette has to be changed by
the maintenance.
HAM US/E Bo 2.11.95

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ARINC 429 SYSTEM BUSSES
DFDR
LA
FDIU
Control Panel
FDIU
Event Marker PB
QAR
Cassette
Figure 3
System Block Diagram
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FDIU
The function of the FDIU and the electrical interface complies with ARINC 717.
If more than one data bus with the same content, e.g. SDAC 1 and SDAC 2, is
connected to the FDIU, the data from system 1 is recorded on the DFDR.
On A/C 033-099, 101-199:
Test Connector
To enable the connection of a Portable MCDU or a Portable Data Loader
(PDL), a test connector is installed on the front panel of the FDIU.
DFDR-CVR Synchronisation
The full 32 data bit word received from the GMT clock bus is used to generate a frequency modulated output. This time code word is send to the CVR
via audio output.
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FDIU (Hamilton)
FDIU (SFIM)
AMM 31-33-00
Figure 4
FDIU
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FDIU INTERFACE
The FDIU prefers indication data and changes it to recordable formats.
Inputs
The FDIU receives data from
FWCs
SDACs
DMCs
Clock
BSCUs
FCDCs
Additionally, it can be interrogated by the CFDIU.
Only the SFIM FDIU receives data from the BSCUs (Parking and Steering
Control Unit) and FCDCs (Flight Control Data Concentrator).
Outputs
The FDIU sends data for recording to
DFDR
QAR.
The CFDIU receives BITE data in usual ARINC 429 format.
HAM US/E Bo 25.10.95

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connected to SFIM FDIU only
connected to SFIM FDIU only
FDIU
( SFIM )
Figure 5
FDIU Interface
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UNDERWATER LOCATOR BEACON
DIGITAL FLIGHT DATA RECORDER

General
The DFDR has the capability to store the last 25 hours of data collected by the
FDIU.
The data is stored on a magnetic tape which is in a fire and shock protected
box which is painted red. The data is stored sequentially on 8 tracks.
The reverse tape motion and the tracks are switched automatically.
General
An ULB is directly attached to the front panel of the DFDR. The beacon actuates on immersion in water down to a depth of 6000 meters. It has a detection
range of 1800 to 3600 meters.
You can service the ULB without disassembly of the DFDR. Maintenance has
to be performed at determined time intervals to replace the battery of the ULB.
Interface
The data input andoutput is connected to the FDIU. The format on this line is
coded in Harvard Biphase.
The output port for playback data is provided with the same data speed.
Status signals indicate the condition of the DFDR.
Playback Data
The playback data is generated directly from the received data. The transmitted playback data stream is interrupted in case of internal failures detected
by BITE functions. Correct recording of data is ensured by comparing the
memory stored data with the data read blockwise from the tape.
BITE
The BITE functions include,beside the read/write data verification, control of
tape motion, track switching and BI-Phase decoding.
The DFDR BITE discrete is connected to the FDIU.
Status Discrete
A status discrete is sent to the SDACs when the DFDR does not work. This
happens, when
the DFDR is defective
the DFDR receives no data
the FDFR is not supplied with power.
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ULB
Figure 6
DFDR with magnetic tape
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UNDERWATER LOCATOR BEACON
DIGITAL FLIGHT DATA RECORDER

General
The DFDR is a solid state flight data recorder in compliance with ARINC 717.
The DFDR stores all aircraft information in erasable EEPROM devices. The
DFDR has no moving parts requiring replacement and therefore requires only a
minimum of maintenance. The recorder has the capability to store all data
which the FDIU has collected over the last 25 hours.
The DFDR is painted in red.
General
An ULB is directly attached to the front panel of the DFDR. The beacon actuates on immersion in water down to a depth of 6000 meters. It has a detection
range of 1800 to 3600 meters.
You can service the ULB without disassembly of the DFDR. Maintenance has
to be performed at determined time intervals to replace the battery of the ULB.
Inputs
The DFDR receives all data via the FDIU.
Outputs
The DFDR sends playback daten to the FDIU for control purposes.
A BITE discrete is sent to the FDIU, when the DFDR detects an internal fault.
Status Discrete
A status discrete will be sent to the two SDACs, when the DFDR does not operate. This happens in the following cases:
DFDR faulty (same reasons like for BITE discrete)
DFDR receives no input data
DFDR is not supplied with power.
FRA US/E rw 16.1.98

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ULB
Read out Connector
Figure 7
DFDR with solid state memory
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LINEAR ACCELEROMETER
The task of the LA is to measure the acceleration of the aircraft in all three
axes.
It is installed in the center of gravity installiert.
The power supply is 28 V DC.
Outputs
The LA sends the analog outputs for the three acceleration values to the
SDACs. The SDACs digitalize these inputs and send them to the FDIU.
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28 V DC
to SDACs
Figure 8
Linear Accelerometer
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QAR
Function
The purpose of the QAR is to store serial data (equivalent to the DFDR data)
on a tape cassette for on ground performance, maintenance or condition monitoring task.
A door, incorporated on the front panel of the QAR, givis quick access to the
cassette. Three windows are installed on the front panel for checking the indicator lamps
The data is recorded on 12 tracks on the cassette. The detection BOT / EOT
(begin of tape / end of tape) automatically switches the tracks. At the beginning
of track No. 11 (that means 8.33 hours before end of tape) the TAPE LOW flag
is activated.
At the end of the tape or in case of QAR-Failure the FLAG Light is activated.
The light FIRST TRACK comes on automatically if a new cassette is installed.
If the light does not comes on automatically after cassette change, first track
can be set manually by pushing the FIRST TRACK push button on the QAR.
Change of the Cassette

The operational procedure to change the cassette is as follows:
open the recorder door,
lift the cassette extraction/locking lever,
extract the partially ejected cassette,
insert a new cassette with the shutter face first and the housing button at
indicator side,
push the cassette fully home, until it is properly engaged in its chamber,
lower the extraction/locking lever,
depress the FIRST TRACK pushbutton if necessary
Flag
The red FLAG lamp indicates internal faults, but not for door open.
The recorder operation is correct, when:
a cassette is installed,
data is available at recorder input,
the recorder head power is supplied,
phase-loop locked from the drive-motor servo,
the track storage power battery level is correct.

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Figure 9
QAR
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POWER INTERLOCK
The FDIU and QAR (optional) are supplied directly via the CB 8TU.
The power source to the DFDR are controlled by the Relays 8RK in case of
one ENG running and by the Relay 6RK in case of FLIGHT condition.
Parallel to this the QAR gets a RUN CONTROL Signal.
The purpose of the TD-Relay 10RK is to keep the units DFDR, CVR and QAR
activated 5 Minutes after second ENG SHUT DOWN.
A push of the GND CTL Button activates the 6RK-Relay only if no Engines are
running. An electric latch holds the override function. The blue ON-Light comes
on.
If the GND CTL button is pushed again or in case of an ENG-Start the override
function returns to normal and the ON-Light goes off.
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Figure 10
Power Interlock
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DFDRS STATUS
Indication
The GND/CTL button has to be pressed for FAULT/STATUS-Advices.
The DFDR Status line (FAIL) and the FDIU FAIL line (BITE) are connected to
the SDACs for WARNING Messages on the ECAM E/W-Display.
The FDIU is able to send some messages to the CFDIU by collecting the Maint
Flag (BITE) discrete and the Play Back Data from the DFDR and the TAPE
LOW andSTATUS discretes from the QAR.
In case of a Class II Fault, the FDIU transmits a failure message to the CFDS.
These failures are not indicated to the crew in flight, but are the subject of an
ECAM report on the ground after shut down of the engines.
If a Class III Fault occurs, the related flag is set in the Fault Memory of the
FDIU (up to 30 faults). This fault information is sent to CFDIU and can be displayed on the MCDU screen.
The following FAULT/STATUS-Advices are shown on the
E/W-Display for DFDR- and FDIU-Faults (Class I),
POST FLIGHT REPORT (Class I and II),
STATUS-Page under MAINTENANCE-Advices (Class II),
MCDUs under the CFDS-INSTRUMENTS-Menu (Class III).
Note
Some DFDRs contain a FAULT / BITE-Indicator on the front panel.
The QAR TAPE LOW condition is written on the POST FLIGHT REPORT,
but on the STATUS-Page it points out only the MAINTENANCE-Message
QAR.
After cassette change the MAINTENANCE-Advice QAR disappears only
after next ENG-Start.
HAM US/E Bo 6.1.96

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NO INPUT DATA
NO PWR
STATUS
BITE
2
DFDR FAULT
FDIU FAULT
RECORDER
Flight Warning System
Figure 11
DFDR FAULT (BITE)

FDIU FAULT (BITE)
ACC FAULT
DFDR
FDIU
ACC
QAR FAULT
QAR TAPE LOW
QAR
DFDRS Status
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LOCATION
Be carefulwhen you change the following LRUs:
DFDR: Some System Reports must be activated before you remove theFlight Recorder.
ULB: The Underwater Locator Beacon is a part of the A/C. After the FRchange the ULB has to be installed on the new DFDR.
LA : After the Accelerometer-change the capability of the X-, Y-, Z-detection has to be checked by using the AIDS-Label Call Up-method (see
chapter 31-36 AIDS).
Sometimes it is difficult to find the Passenger Compartment Floor Panel under the carpet, where the LA is located.
QAR: A Cassette-Change has to be made with powersourced QAR.
Attention: Never reinstall a used Cassette !
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P
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Linear Accelerometer
ULB
DFDR
QAR
Cassette
Figure 12
FDIU
DFDRS Component Location
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BITE TEST
CFDS access to the Digital Flight Data Recording System is done via selection
of FDIU in the INST-Menu.
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Figure 13
DFDRS BITE Access
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FDIU-Menu
On the schematic, you see some functions selected.
Tasks
Following tests are described on the AMM:
Operational Test of the Power Interlocks and Status Monitoring:
TASK 31-33-00-710-001.
QAR Self Test:
TASK 31-33-00-710-005.
FDIU Fault Monitoring Test via MCDU: TASK 31-33-00-710-006.
DFDR Self Test:
TASK 31-33-00-710-007.
Functional Test of the ULB:
TASK 31-33-00-720-001.
Operational Test of the Recorder Control with CFDS:
TASK 31-33-00-710-004
After Removal / Installation of the LRUs the following Tests must be done:
LA
Do an accelerometer test on the MCDU (PARAM LAB Call Up)
Subtask 31-33-16-700-051-A.
FDIU
Do the operational test of the FDIU (Ref. TASK 31-33-00-710-006).
QAR
NOTE:
If the sticker of the cassette is in the incorrect position, the QAR
does not operate.Thus we recommand the replacement of the cassette
with the QAR energized.
- SERVICING, Replacement of the Cassette
with QAR energized
TASK 31-33-52-600-001.
with QAR not energized
TASK 31-33-52-600-002.
- Do the operational test of the QAR (Ref. TASK 31-33-00-710-005).
DFDR
Do the operational test of the DFDR (Ref. TASK 31-33-00-710-007).
ULB
- Discard ULB
TASK 31--33-55-920-001.
- Replacement of the ULB Battery and Functional Test of the ULB is not a
Maintenance Task by DLH.
a
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Figure 14
FDIU Menu
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31-36
AIDS
GENERAL
The main function of the AIDS (Aircraft Integrated Data System) is to process
continuously condition monitoring for various A/C systems to do an
Engine Condition Monitoring (EGM),
Aircraft Performance Monitoring (EPM),
APU Condition Monitoring (ACM).
A part of the process is used for creating various A/C condition reports. These
reports are available for maintenance purposes :
as a hard-copy from the PRINTER,
on ground via ACARS (if installed).
A Remote Print Button is installed on the cockpit pedestal. An activation of
this button causes a flight phase dependent Print Report.

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Figure 15
AIDS Components (Cockpit)
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DESCRIPTION
The MCDU are connected to the AIDS and used for programming and controlling the system. The printer is connected to the AIDS and used for hard copies
of the results and reports.
The DMU is able to identify A/C type information (ID code) on the FDIU bus.
SFIM DMU only:
An integral part of the DMU is the optional Smart AIDS Recorder SAR.
This function is based on a nonvolatile Solid State Mass Memory module.
SAR data are retrievable with floppy disks by using the MDDU (Multi Disk
Drive Unit).
Because of the use of SAR, no QAR is installed.
The various communication interfaces for operator dialogue are mostly programmable. For example, reports can be either printed out, transmitted to the
ground via ACARS, or retrieved by the use of a floppy disk via the MDDU.
The available communication channels are as listed below:
MCDU
- Manual requests of report and SAR/DAR recording.
- Display of list of stored reports and SAR files.
- Online display of selected A/C parameter.
- Various control and reprogramming menus.
PRINTER
- Manually initiated (by MCDU) print out of reports.
- Automatic print out of reports.
- Print out of MCDU screens.
- Print out of software load messages.
MDDU
- Manually initiated (by MCDU) retrieval of reports and SAR files.
- Automatic retrieval of reports and SAR files.
- Load of DMU software.
ACARS
- Manually initiated (by MCDU) download of reports.
- Automatic download of reports.
- Upload of request for report generation.
- Upload of programming messages.
DAR (optional)
- Manually initiated (by MCDU) recording of AIDS data.
- Automatic recording of AIDS data.
To initiate manually some specific reports a Remote Print Button is located on
the pedestal in the cockpit. Also SAR recording is triggered through the print
button. The report/SAR channel assignment of the Remote Print Button is GSE
programmable (Ground Support Equipment).

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Figure 16
SYSTEM BLOCK DIAGRAM
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LOCATION
The DMU (Data Management Unit) and DAR (Digital AIDS Recorder), if
installed, are located in the electronics rack.
The DAR records mainly free programmable parameters from the DMU.
The DAR is physically identical to the QAR, but the tape motion is 4 times
higher.
Two different DMUs are in use: Hamilton or SFIM.

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DMU
DMU (Hamilton)
DAR
Cassette
DMU (SFIM)
Figure 17
Location
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POWER SUPPLY
The DMU and the DAR (when installed) are connected to the 115 V AC bus via
the circuit breaker 4TV (AIDS). For status indication the DAR is also connected
to the 28 V DC bus via the circuit breaker 9TU (ACCLRM).
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*On older aircraft 103 XP

AMM 31-36-00
Figure 18
Power Supply
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MAIN MENU (HAMILTON DMU)

By pushing the following button on the MCDU you get access to the AIDS
menu :
MCDU MENU button,
LSK 4L (AIDS).
The AIDS menu now provides the sub menu by pushing the following LSKs :
1L < CALL UP PARAM LAB (B, C, D).
Parameters which do not have an alpha code can be selected by their
Parameter-Number in the following sequence:
- EQ, Equipment Identifier (HEX),
- SYS, System No. (1, 2, 3),
- LAB, Label (OCTAL),
- SDI, Source and Destination Identifier (BINARY),
- DATA BITS, counts of used data bits.
2L < DOCUMENTAT/ PROGRAMMING (F, G).
This menu gives information of the software version and enables programming of
- the DAR and
- the Triggering for the Print Reports.
Prior to this, the ENTER CODE has to be inserted. Only the appearance of the Asterix (*) enables programming.
5L, 5R *RUN, STOP* of DAR

Both LSKs make it possible to START/STOP the DAR manually, if
installed.
6L < MAN REQ REP (H)
By activating this menu it is possible to do a manual Report-Downlink
(SEND) via ACARS or a manual Report-PRINT (hard copy).
6R > STOR REP (J)
This menu makes it possible to create one of the last 10 stored reports
(PRINT or SEND downlink via ACARS).
3L < START MENU FOR SPECIAL REPORT (E).

This menu enables a selection of 3 free programmable Reports (16, 17,
18), with the possibility of RUN / STOP / PRINT.
1R > CALL-UP PARAM ALPHA (L, M, N).
For about 200 parameters the selection is possible by keying in the
appropriate alpha code. The alpha codes are described in the parameter
list.
2R > LIST OF PREV REP (K).
This menu shows the last 20 created reports in a list.

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Figure 19
Main Menu (Hamilton DMU)
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AIDS BASIC MCDU UTILIZATION
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Figure 20
Alpha Call Up
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ALPHA CALL UP
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Figure 21
Alpha Call Up (cont.)
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ALPHA CALL UP LIST

The alpha call up list is in the AMM. The alpha codes are sorted alphabetically.
Detailed information is given to each parameter as follows :
EQ (Equipment Identifier of the transmitting system),
System (1, 2 or 3),
Label (of the parameter),
SDI (Source and Destination Identifier),
Name of the parameter,
Unit (engineering unit, if available).

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Figure 22
Alpha Call Up List
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LABEL CALL UP

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Figure 23
Label Call Up (cont.)
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LABEL CALL UP (CONT.)
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Figure 24
Label Call Up (cont.)
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DMU Input Parameter List

In the Column named SYSTEM the DMU Input Parameter List mentions the
computers which send data to the DMU. The column named EQ lists their
Equipment Identifier. So the first data to be inserted into the MCDU scratchpad
are shown. The column CHAPTER shows where to find the other data.
The Parameter List can be found in the AMM 31-37-00.

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Figure 25
Parameter List
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REPORTS
General
The following AIDS standard reports are defined:
Engine Cruise Report <01>
Cruise Performance Report <02>
Engine Take-Of f Report <04>
Engine Report O/R <05>
Engine Gas Path Adsvisory Report <06>
Engine Mechanical Advisory Report <07>
Engine Divergence Report <09>
Engine Start Report <10>
Engine Run Up Report <11>
APU MES/IDLE Report <13>
APU Shutdown Report <14>
Load Report <15>
Programmable Report <16>, <17> and <18>
ECS Report <19>
Manual Request Reports

Each AIDS report may be printed and/or transmitted to ACARS by manual request via the MCDU. In this case the report will be generated at once.
The procedure is as follows:
1. Select AIDS on MCDU MENU.
2. Select MAN REQ REP mode on the AIDS initial menu.
A list of all available AIDS reports is presented on the screen. If the printer is
available and not busy, a star appears besides each report on the right side.
If ACARS is available, a star appears besides each report on the left side.
Activating the scroll key will cause all 10 lines to be rotated. In the direction indicated in order to present the next five reports.
3. Start the generation and the print out of the desired report by activating the
appropriate LSK which is on the right of the screen (below PRINT).
If the report is sent to ACARS within 2 seconds the appropriate LSK on the left
side has to be activated (below the SEND). The stars then disappear from the
screen as long as the printer and/or ACARS are occupied.
Reports 16, 17 and 18 can be programmed by the airline engineering.
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Figure 26
Manual Request Report
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Previous Reports
The menu Previous Reports displays a list of the latest 20 generated Print Reports, with information about
the reason for the generation
the time of the generation
the flight when the report was generated.
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Figure 27
Previous Reports
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Stored Reports
The menu Stored Reports allows access to the latest 10 generated Print Reports.
Each report which is listet can be selected and printed (PRINT) with the left
LSKs or selected and sent (SEND) via ACARS with the right LSKs.
The message DNLKD (downlinked) confirms the datalink-Xmission via
ACARS-MU to the ground station.
IN ACARS means that data have been transferred to the ACARS-MU, but the
ground station did not confirm.
PRINTED says that the report has been printed automatically or by manual
request.
FRA US/E rw 20.1.98

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Figure 28
Stored Reports
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PRINT REPORT STANDARD HEADER DESCRIPTION
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Figure 29
Print Report Standart Header
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GENERAL DATA 1

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Figure 30
Print Report Standart Header (cont.)
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GENERAL DATA 2

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Figure 31
Print Report Standart Header (cont.)
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SOFTWARE LOAD STATUS

The procedure to display the actual software on a MCDU is as follows:
1. Select AIDS on MCDU Menu
2. Select DMU PROG/DOC mode on the AIDS initial menu (LSK 2L).
The software version number of the DMU and OBRMs are displayed. Also in
addition a seperate customer software version number is presented which describes the state of the actual customer modifications.
FRA US/E wn
13.4.96
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Figure 32
Software Load Status
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ADJUSTMENT / TEST (HAMILTON DMU)

Maintenance Practices
Update the APU hours and cycles into the DMU after APU or DMU replacement.
TASK 31-36-00-740-004
Print out the APU hours and cycles
TASK 31-36-00-740-006
Print out the Engine hours and cycles.
TASK 31-36-00-740-007
Adjustment / Test Tasks
Test of the DMU
Test of the DAR
TASK 31-36-00-710-001
TASK 31-36-00-740-003
When you do the test of the Hamilton DMU, you have to select:
LAST LEG REPORT
LRU IDENTIFICATION
CLASS 3 FAULTS
Look if the selected menus are displayed.
Then you must select TEST.
The next step is RESULT POWER UP TEST,
then you have to select CREATE TEST.
HAM US/E Bo 7.5.98

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Figure 33
AIDS BITE Test (Hamilton DMU)
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MAIN MENU (SFIM DMU)

By pushing the following button on the MCDU you get access to the AIDS
menu :
MCDU MENU button,
LSK 4L (AIDS).
The AIDS menu now provides the sub menu by pushing the following LSKs :
1L < CALL UP PARAM
This menu allows a access to the following sub-menus
- < PARAM LABEL CALL-UP
Parameter-Number.
- < PARAM ALPHA CALL-UP
For about 200 parameters the selection is possible by keying in the appropriate alpha code. The alpha codes are described in the parameter
list.
2L <PROGRAMMING
The AIDS DMU Programming Menu displays the A/C Type, DMU Partnumber, Operational Software Partnumber, Database Version and Revision Levels. Before selecting the ,<PROGRAMMING MENUS the security access
code must be entered.
1R LOAD STATUS >

The Software Loading page displays the actual status of the software loading (TRANSFER IN PREGRESS or NO TRANSFER IN PROGRESS).
If the AIDS is available, the LOAD STATUS is automatically displayed on
the MCDU screen.
3R LIST OF PREV REP >
This menu shows the last 20 created reports in a list.
4R STORED REPORTS >
This menu makes it possible to create one of the last stored reports
(PRINT or SEND downlink via ACARS).
5R MAN REQST REPORTS >
By activating this menu it is possible to do a manual Report-Downlink
(SEND) via ACARS or a manual Report-PRINT (hard copy) or store the
data.
6L, 6R *RUN, STOP* of DAR
Both LSKs make it possible to START/STOP the DAR manually, if installed.
3L < SAR
The SAR stores data in a 2 MByte Solid State Mass Memory (SSMM). The
data are compressed in the storage and organized in one SAR File.
4L < MICRO 3
Micro 3 programming is not applicable.
5L < REMOTE PRINT
The Remote Print page displays the Report Nunber, Engine Number, DMU
Internal Flight Phase and incrementation of report counter (Y= incremented,
N= not incremented).
By pushing the REMOTE PRINT BUTTON in the cockpit the flight phase
related Print Report will be activated.

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Figure 34
Main Menu (SFIM DMU)
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PARAMETER CALL UP
Alpha Call Up
For all the parameters, which are listed in the alpha call-up table the selection
is possible by their aplha codes. If parameters from two systems are available,
both parameters are displayed on the MCDU upon a single alpha call-up code
entry. The displayed parameter values are refreshed once per second.
All numeric type alpha call-up parameters are displayed on the MCDU in engineering units.
The display format is a floating point representation of max. 6 characters including the decimal point and the ,-, sign if applicable. In case of positive numbers without decimal point all 6 characters are available for digits. Display of
loading zeros are suppressed. The applicable units are diplayed below the alpha call-up code on the MCDU screen.
Alpha call-up parameters, which consist of a combination of sereval discrete
bits or packed discretes are displayed in hexadezimal representation. In this
case the indication of the applicable units of the parameter are ,HEX.
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Figure 35
Alpha Call Up
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Label Call Up
Parameter-Number in the following sequence:
EQ, Equipment Identifier (HEX),
SYS, System No. (1, 2, 3),
LAB, Label (OCTAL),
SDI, Source and Destination Identifier (BINARY),
DATA BITS, counts of used data bits.
Additionally the number of data bits to be used for decimal representationare
selectable. The parts of the parameter number are separated by a slash ,/,.
Up to 2 parameters are displayed on one page. 8 pages car be seleceted via
slew up/slew down button, which leads to a maximum number of 16 parameters to be monitored simultaneously.
Example Parameter Call-Up with EQ and System Number:
EQ/SYS/LAB/SDI = tA/2/156/Ol

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Figure 36
Label Call Up / Menus
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PROGRAMMING MENU
The AIDS DMU Programming Menu displays the A/C Type, DMU Partnumber,
Operational Software Partnumber, Database Version and Revision Levels.
Before selecting the ,<PROGRAMMING MENUS the security access code
must be entered. The security acces code contain 8 characters. For each entered password character an asterisk (*) is placed into the scratchpad.
The submenus ,REPORT INHIBIT, ,REPROT LIMITS, ,REPORT INT
COUNTERS and ,SATISTIC COUNTERS are selectable via the ,AIDS DMU
PROGRAMMING menu.
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Figure 37
Programming
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Figure 38
SAR
______________________________________________________________________________________________________________________________________________________________________________________________
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Figure 39
Remote Print
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REPORTS
Previous Reports
The PREVIOUS REPORT page displays the Report Number, Trigger Code,
Date, UTC and the Flight Leg (OO=current flight leg, XX=privious leg).
Stored Reports
The STORED REPORTS page displays a list of all AI reports, which are generated and stored in the DMU report buffer. To display each report select the
adjacent line key. To print out them push the print line key.
All Stored Reports are deleted as soon as a new A/C ident (A/C tailnumber) is
recognized by the DMU.
Manual Request Report

The MAN REQST REPRT page displays a list of all AI reports, which can generated by selecting the adjacent line key. The 1L key is used to roll options
PRINT, SEND (ACARS) or STORE.
An asterisk (*) is displayed at the beginning of each report, if only a single data
set or format is defined for the related report.If multiple formats or data sets are
defined for a report, the (<) character is displayed intead of the asterisk.
If the report storage is full and a generated report is stored in the report buffer,
the oldest free declared report is deleted to enable the storage on an actual
report. In case that the report storage is full with no free declared reports the
oldest report is printed and deleted if stored capacity is required.
When a report is selected and complete generated it will be printed out or sent
via ACARS.
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Figure 40
Reports
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PRINT REPORT STANDART HEADER DESCRIPTION

General
A standard header to be printed on each report is installed. The header data
are taken at the time when the respective report is generated. Following symbols for the value fields are used:
A = any character in the range from A..Z,
1 = digits possible (0, 1),
9 = any digit in the range from 0..9,
X = any character or digit in the range from A..Z and 0 .. 9,
. = checksum.
Header Lines 1 to 3
The content is frely programmable to enable airline specific messages.
Header Lines 8 to 10
A/C ID (XXXXXXX)
Aircraft Identification (Tail Number)
DATE (AAA99)
DATE (Month/Day)
01=JAN, 02=FEB...
UTC (999999)
Universal Time Coordinated (Hours/Minutes/Seconds)
FROM TO (AAAA AAAA)
Identification of City Pair
FLT (XXXX)
Flight Number (actual)
FRA US/E wn
15.4.96
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Figure 41
Standart Header
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TEST BITE (SFIM DMU)

General
For Adjustment / Test you can find the following tasks:
Test of the DMU
TASK 31-36-00-710-001
Test of the DAR
TASK 31-36-00-740-003
Test BITE
The DMU contains an adequate Built-in Test Equipment (BITE> according to
ARINC 604. The BITE is able to detect the failure occuring in the DMU. The
board, the functional block or the integrated circuit in which the failure appears
is described by the failure message.
General Rules for the BITE
All facilities of the already existing hardware and software that can reasonably
be used to detect faults of Systems or system componets are made available
for the fault isolation and detection function.
In order to recognize transmission faults the ARINC 429 inputs of the DMU are
monitored continuously for update, sign status matrix and if necassary parity.
The BITE of the DMU is able to distinguish between system internal faults
(DAR and DMU> and external faults (connected systems>.
The equipment supplier is propose a fault isolation and detection concept that
finally accepted by the purchaser.
From the AIDS Menu, you can Set:

< LAST LEG REPORT,
< PREVIOUS LEGS REPORTS,
< LRU IDENT,
< GND SCANNING
< TROUBLE SHOOT DATA
< CLASS 3 FAULTS,
< TEST,
< GROUND REPORT,
< SOFTWARE LOAD STATUS.
When you do the test of the SFIM DMU, you have to do the following steps:
1. Select TEST .
2. Select DMU POWER UP TEST.
The message TEST OK must come on.
3. Press RETURN.
4. Select DMU BATTERY TEST.
The message BATTERY OK must come on.
CFDS Menu Function

You can set the MCDU to show the failures that occurred during the Last llight.
The data come from the CFDS (Rel. 45-10-00). You can also start system
tests from the MCDU. To show the AIDS control data on the MCDU or to Start
a System test, you must:
select the line key adjacent to CFDS on MCDU Menu,
select the line key adjacent to SYSTEM REPORT/TEST CFDS Main
Menu,
select the line key adjacent to RECORDER on System Report/Test Menu,
select the line key adjacent to <AIDS on the Recorder Menu.
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Figure 42
AIDS BITE Test (SFIM DMU)
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TEST
When you push the ,<TEST LSK the screen shows:
<DMU P0WER-UP TEST,
<DMU BATTERY TEST.
- <DMU P0WER-UP TEST
When you push the <DMU POWER-UP TEST LSK the DMU initiates
acomplete BITE procedure.If the test is longer than l second, the screen
shows the TEST INPR0GRSS xS (x= approximate maximum waiting
time in seconds).If the system has no failures the screen shows TEST
OK. If faults are detected, the test result menu displays the faulty LRU
with:
the ATA reference of the failure,
the FIN of the component,
the class of the failure,
If you push the LSK adjacent to the failure class the screen shows the
trouble shooting data for that failure.
- <DMU BATTERY TEST
When you push the <DMU BATTERY TEST LSK the DMU initiate a
battery test which does not interfere with the normal DMU operation.
If the test is longer than l second, the screen shows the TEST IN
PROGRSS xS (x= approximate maximum waiting time in seconds). If
the system has no failures the screen shows BATTERIES 0K. If faults
are detected, the test result menu displays the faulty LRU with:
the ATA reference of the failure,
the FIN of the component,
the class of the failure,
If you push the LSK adjacent to the failure class the screen shows the
trouble shooting data for that failure.
<SOFTWARE LOAD STATUS

When you push the <S0FTWARE L0AD STATUS LSK, the screen shows:
the system software partnumber,
the date when the system software was loaded,
the UTC when the system software was loaded,
the combined setup database/customer version partnumber,
the date when the the combined setup database/customer software was
lloaded,
the UTC when the the combined setup database/customer software was
loaded,
If the software loading was unsuccessfull the screen shows SOFTWARE L0AD
ERROR.
HAM US/E Bo 7.5.98

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Figure 43
TEST / Software Load Status (SFIM DMU)
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SOFTWARE LOAD STATUS

Software Loading Menu
The Software Loading page displays the actual status of the software loading
(TRANSFER IN PREGRESS or NO TRANSFER IN PROGRESS).
If the AIDS is available, the LOAD STATUS is automatically displayed on the
MCDU screen.
Possible Scratchpad Messages:
Database Loading
During the OBPM loading, the System displays automatically the OBPM loading menu, if AIDS is seiected. It is unpossible to select the return key to select
another menu
At the end of the loading process the message ,LOAD COMPLETED is displayed. If any error is occured during the load process the message ,LOAD
FAILED is displayed.
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Figure 44
Loading Menu
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REMOVAL/INSTALLATION
DMU
Before you remove the DMU, you have to do two tasks:
print out the APU hours and cycles (TASK 31-36-00-740-006).
print out the ENG hours and cycles /TASK 31-36-00-740-007).
You need the printouts to reprogram the new DMU.
When you have removed a SFIM DMU, you have to set the
OPERATING /STORAGE switch on the front face to STORAGE.
On a new SFIM DMU, you have to set the OPERATING /STORAGE switch on
the front face to OPERATING before installation.
To install a new DMU, do the following steps:
1. Close CB.
2. Do the updating of the APU hours and cycles data
( TASK 31-36-00-740-004).
3. Do the updating of the engine hours and cycles data
( TASK 31-36-00-740-005).
4. Do the DMU Software Load Procedure
( TASK 31-36-00-710-004).
5. Do the test of the DMU
( TASK 31-36-00-710-001).
DAR
NOTE: If the sticker of the cassette is in the incorrect position, the DAR does
not operate. Thus we recommend the replacement of the cassette with the
DAR energized.
Do the test of the DAR (Ref. TASK 31-36-00-740-003):
1. Close various CBs according to the AMM.
2. insert a new cassette into the recorder.
During DAR tape loading, the READY and the BUSY indicators come on.
After DAR tape loading, the BUSY indicator flashes and the READY indicator stays on.
3. On the MCDU, push MENU mode key.
The MCDU MENU page comes on.
4. Push the line key adjacent to the AIDS indication.
The AIDS menu page comes on.
5. For the Hamilton DMU installed: push the line key adjacent to
the *RUN indication.
The indication *RUN changed to RUN.
The indication STOP changed to STOP*.
6. For the SFIM DMU installed: push the line key adjacent to the START*
indication.
The indication DAR=STOPPED changed to DAR=RUNNING.
The indication START* changed to STOP*.
7. On the DAR, make sure that the cassette is running.
8. On the MCDU:
For the Hamilton DMU, push the line key adjacent to the STOP* indication.
The indication RUN changed to *RUN.
The indication STOP* changed to STOP.
For the SFIM DMU, the indication DAR=RUNNING changed to START*.
9. On the DAR, make sure that the cassette is not running and close the
recorder door.
FRA US/E rw
7.5.98
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DMU (Hamilton)
DMU (SFIM)
DAR
Figure 45
DMU and DAR
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31-35
MULTIFUNCTION PRINTER
GENERAL
The Printer (PRTR) is designed to print out on high contrast low abrasive paper reports coming from various systems such as AIDS, ACARS, FMGC,
CFDIU, EVMU either on ground or in flight.
Simple one hand in flight or on ground paper roll loading allows 90 feet printing, 3 rolls being stowed on the left rear cockpit wall.
TEST
Functional Test
The Functional Test is not available on the A/C but in the workshop.
Operational Test
The operational function of the Printer is checked by creating a CFDS LAST
LEG REPORT, TASK 31-35-00-710-001.
Servicing of the Printer

TASK 31-35-22-600-001
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Figure 46
Printer
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SYSTEM DESCRIPTION
The thermal line printer provides on board print outs for various aircraft systems, one at a time.
When power is applied, the printer detemines which inputs are active and
which specific system is connected to each active port.
Also after a sequence of active port polling, a single inactive port is monitored
so that a system which became active after initialization can be added to the
active system list.
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Figure 47
Printer Interconnection Block Diagram
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Training Manual
A319/320/321
ATA 34
Navigation
34-20
34-10
Standby Navigation
ADIRS
34-58
Satellite Navigation
Lufthansa
Issue: May 1998
Book No: A319/320/321 34-10 LEVEL 3 E
Lufthansa Base
Lufthansa 1995
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ATA 34
NAVIGATION
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34-20
STANDBY NAVIGATION SYSTEMS
STANDBY INSTRUMENTS PRESENTATION

The standby navigation system enables the flight crew to check the navigation
data provided by the Air Data Inertial Reference System (ADIRS).
The standby navigation system comprises four instruments. Each providing
different indications :
Standby Compass for magnetic heading,
Standby Horizon Indicator for attitude,
Standby Airspeed Indicator (IAS) for airspeed,
Standby Altimeter for altitude.
HAM US/E Bo 1.11.95

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Figure 1
Standby Instruments
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STANDBY DATA: ALTITUDE AND AIRSPEED

General
One standby airspeed indicator, one standby altimeter and one metric altimeter
are directly connected to the standby pitot and static sources.
The standby circuit can be drained by means of a water drain.
Standby Altimeter
The standby altimeter is supplied with static pressure by the standby air data
system to indicate the barometric altitude of the aircraft in feet.
When the altitude is below 10,000 feet, the figure zero of the left drum is replaced by black and white stripes. The figure nine is replaced by an orange fire
stripped zone.
- The baro correction is displayed on a counter graduated in hecto
Pascal.
- A knob, located at the L corner of the indicator, enables the display
of the reference baro correction in the range of 750 to 1050 h Pa.
- Four manually adjustable white bugs are provided for manual altitude
setting.
The internal vibrator is supplied with 28VDC through a landing gear relay.
Metric Altimeter
The metric altimeter is supplied with static pressure by the standby air data
system to indicate the barometric altitude of the aircraft in meters.
The barometric altitude is displayed by means of:
- a pointer performing one revolution of the dial for 1000 meters.
- a display counter made up of two drums displaying respectively the tens of
thousands, and the thousands of meters.
The altitude dial is calibrated from 0 to 1000 meters with 50 meters graduations
- The baro correction is displayed on a counter graduated in hecto Pascal
- A knob located at the L corner of the indicator enables the display of the
reference baro correction in the range of 870 to 1050 h Pa.
Standby Airspeed Indicator

The standby airspeed indicator contains a capsule-operated mechanism which
measures the pitot /static pressure differential from the standby air data system
and provides airspeed indication in terms of knots.
The airspeed indication is displayed by means of :
- A pointer which moves on a dial graduated between 60 kts and 450 kts. The
scale is linear from 60 kts to 250 kts with 5 kts graduations and from 250 kts
to 450 kts with 10 kts graduations.
- Four manually adjustable white bugs provided for manual speed setting.
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Metric Altimeter
Standby Altimeter
Standby Airspeed Indicator
Figure 2
Standby Altitude and Airspeed
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STANDBY DATA: ATTITUDE AND

HEADING
Standby Heading
The standby heading is performed by a magnetic compass that is an independent instrument which provides the flight crew with the A/C magnetic heading.
It is installed on the top of the windshield center post and allows a check of the
heading provided by the main sources of the heading system. It acts in standby
when these systems are inoperative.
The standby compass consists of a magnetic element rotating inside a compass bowl, immersed in a damping liquid. The magnetic element is linked to a
graduated compass card which moves against a lubber line and gives the magnetic heading.
Below the viewing window are two apertures marked N.S and E.W, allowing to
achieve compensation by positioning the two small magnetized bars (compensator).
Above the viewing window is a non-magnetic lamp assembly which provides
illumination of the compass card.
Standby Attitude
The standby attitude is performed by a gyroscopic horizon that is an independent instrument which provides the flight crew, with a constant indication of the
aircraft attitude. It allows a check of the attitude provided by the main sources
of attitude system. It acts in standby when these systems are inoperative.
The standby horizon indicator is supplied with 28VDC from essential bus
401PP.
A static inverter in the instrument converts this 28VDC into three phase alternate current to supply the gyroscopic motor. The gyro rotor rotates at high
speed (> 23,000 RPM) around its vertical axis and provides the vertical provides the vertical reference.The fast resetting of the gyroscopic horizon can be
activated by pulling the knob located in the lower R corner of the indicator.
Failure Warning :The flag comes into view if a failure is detected in the
electrical power supply or if the gyro rotor speed drops below
18,000 RPM.
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Figure 3
Standby Attitude and Heading
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34-10
AIR DATA / INERTIAL REFERENCE SYSTEM
GENERAL
The main air data and heading/attitude data are provided by a air data inertial
reference system (ADIRS).
This configuration provides for triple redundant information for all inertial and air
data functions.
Each channel is isolated from the others and provides independent information.
The Air Data/Inertial Reference System (ADIRS) provides the main air data
and heading/attitude/navigation data to the aircraft systems.
The main computers of the ADIRS are the three Air Data/Inertial Reference
Units (ADIRU) which are controlled by the ADIRS Control and Display Unit
(CDU).
Attitude, heading and navigation data are displayed on the Electronic Flight
Instrument System (EFIS) displays (Primary Flight Display (PFD); Navigation
Display (ND)) and on the VOR/DME RMI which recopies the heading data.
HAM US/E Bo 3.11.95

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Figure 4
ADIRS Schematic
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DESCRIPTION
Each ADIRU contains:
- an Air Data Reference (ADR) portion.
- an Inertial Reference (IR) portion.
Power supply is common for ADR and IR.
ADR
The Air Data Reference (ADR) portion of the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources which are air data references for the
aircraft avionics systems.
The ADR receives and processes the outputs of the.
ADM, Air Data Module,
TAT Probe, Total Air Temperatur Probe,
AOA Sensor, Angle Of Attack sensor,
It computes the aerodynamic parameters in the form of ARINC 429 low speed
buses.
IR
The Inertial Reference (IR) portion of the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources which are precision attitude, magnetic
heading references and navigation data to the aircraft avionics systems.
The ADIRU is interfaced with the ADIRS control and display unit (ADIRS CDU)
for mode control and status annunciation.
HAM US/E Bo 3.11.95

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Figure 5
ADIRU Block Diagramm
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PROBES AND SENSORS

General
The aircraft is equipped with 3 Air Data/Inertial Reference Units (ADIRUs).
Each ADIRU receives data from the four types of sensors after:
- 3 pitot probes which provide total pressure data,
- 6 static probes which provide static pressure data,
- 2 Total Air Temperature (TAT) sensors which provide air temperature data,
- 3 Angle Of Attack (AOA) sensors which provide angle of attack data of the
aircraft.
The TAT sensors and the angle of attack sensors are directly connected to the
ADIRUs. The pitot probes and the static probes are connected to 8 Air Data
Modules (ADM) which convert pressure data before they send them to the
ADIRUs.
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Figure 6
Probes and Sensors
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Static Probes
Each of the three systems (CAPT (1), F/O (2), STBY (3)) comprises two
static probes which are linked to each ADR portion of the ADIRUs through five
ADMs.
The probe is protected from icing with a 28VDC heater circuit.
The static probes linked to ADIRU 1 and ADIRU 2 are set at 48.64 below the
fuselage datum line (Z=0).
The static probes linked to ADIRU 3 are set at 29.5 below the fuselage datum
line.
Pitot Probes
Each system comprises one pitot probe (CAPT (1), F/O (2), STBY (3)) which
is linked to each ADR portion of the ADIRUs through one ADM.
The probe is protected from icing with a 115VAC - 400 Hz heater circuit.
The pitot probes 1 and 2 are set at 40.08 below the fuselage datum line (Z=0).
The pitot probe 3 is set at 59.56 below the fuselage datum line (Z=0).
HAM US E
Bo
3.11.95
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Figure 7
Pitot / Static Probes
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AIR DATA MODULE

The term Air Data Module (ADM) refers to any remotely located LRU which
senses pressure information and transmits it to the ADIRU in ARINC 429
format.
The ADMs are identical. Each ADM has one pressure input and several
discrete inputs. The discrete inputs determine the ADM location and the type
of pressure .
On the data bus it provides
digital pressure information
type of pressure,
ADM identification,
BITE status.
The ADMs are remotely mounted near and above the level of the pitot and
static probes, this in order to make the ADM pneumatic plumbing self draining
when the aircraft is stationary on the ground.
HAM US E
Bo
3.11.95
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Figure 8
Air Data Module
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TAT SENSOR
The aircraft is equipped with two total air temperature sensors, with two sensing elements each. The sensing elements of the sensor have variable resistances.
The TAT sensor 1 is linked to the ADR portion of ADIRUs 1 and 3, the TAT
sensor 2 is linked to the ADR portion of ADIRU 2.
The TAT sensors are set at 2.33 m from the nose and at 0.60 m of the aircraft
axis below the fuselage. The TAT sensor 1 is located on the left side and the
TAT sensor 2 on the right side.
The air flow enters the scoop of the sensor, goes through a calibrated choke
and flows over the hermetically sealed platinum resistance sensing element
where the temperature is measured.
The speed of the flow over the element is controlled by the choke in the element tube.
Sensor
The ADR portion is designed to operate with 500 ohms (at 0C) temperature
sensor unit corresponding to the basic Callender - Van Dusen equation. To improve the accuracy of the sensor, a network of precision resistors is used.
This technique is identified by the term Precision Calibration Interchangeability
(PCI).
Heat
These sensors are heated with 115VAC through the probe heating system.
The heating element must not be energized on the ground.
The heating element is implanted in the scoop and strut and keeps the probe
free of ice under the most severe icing conditions.
HAM US E
Bo
3.11.95
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Figure 9
TAT Sensor
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AOA SENSOR
The aircraft is equipped with three AOA sensors. Two are located on the right
side and one on the left side of the fuselage.
Each of these AOA sensors is respectively linked to each ADR portion of the
ADIRUs. The AOA sensors 1 and 3 are set at 6.08 deg. and 31 deg. below the
fuselage datum line (Z = 0) on the left side. The AOA sensor 2 is set at 6.08
deg. below the fuselage datum line (Z = 0) on the right side.
Vane Type
The angle of attack sensor is of the wind vane type. Its sensing element is a
small wing which is positioned in the direction of airflow. The small wing is mechanically linked to a free turn-shaft which drives the devices transmitting the
local angle of attack signal. These transmitting devices are made up of resolver
transformers which convert the angular information into proportional electrical
information (angle sine and cosine).
The resolvers are supplied with a 26VAC signal. The same signal is also received by the ADIRU as a reference for the decoding of AOA values.Each
sensor has 3 resolver outputs but only two are wired to the ADIRU.
The characteristics of the resolvers are as follows :
scale factor : 1 /Degree of AOA
index reference : 0 resolver input = 25 AOA
The whole mechanism is stabilized around the rotation axis. In addition, a
damping device enables a satisfactory dynamic response to be obtained (filtering of mechanical oscillation).
Heating
A self regulated heating element (CTP resistances: positive coefficient of temperature) inserted into the vane eliminates or avoids icing. It is supplied with
115VAC through the PHC.
Test
The AOA sensor is equipped with a self test device which is activated by a
28VDC signal, from the ADR (through the relay 21FP1, 21FP2 or 21FP3) when
the test is entered via the maintenance system (CFDIU and MCDU).
The self test positions the vane at a resolver angle of +15 deg. (left side test) or -15
deg. (right side test).
The mounting and wing of AOA resolvers determine the relationship between the measured resolver angle and indicated angle of attack.
The ADRs receive the same 26VAC, 400 Hz reference as the AOA resolvers.
This reference is common to both AOA resolver inputs 1 and 2.
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Figure 10
AOA Sensor
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SWITCHING PANEL
The two selector switches AIR DATA and ATT HDG are rotary selector
switches with 3 positions:
CAPT/3, NORM and F/O/3.
These selector switches are used for the functions listed below :
AIR DATA SEL SW 15FP =
34-14-00 Selection of the ADR used by IR3
34-52-00 ATC mode S
31-68-00 DMC
22-85-00 FMGC
ATT HDG SEL SW 13FP =
34-11-00 Power Supply
34-14-00 Selection of the ADR used by IR3
34-41-00 Weather Radar
34-57-00 VOR/DME RMI
31-68-00 DMC
22-85-00 FMGC.
HAM US/E Bo 3.11.95

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Figure 11
ADIRS Switching
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COMPONENT LOCATION
The 3 ADIRUs are installed in the Avionic Compartment.
The ADIRS CDU is installed in the Cockpit.
Two different types of ADIRUs may be istalled in the aircraft, one is the Honeywell System, the other the Litton System.
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ADIRS CDU
HONEYWELL ADIRU
Figure 12
LITTON ADIRU
Location
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COMPONENT DESCRIPTION
ADIRS CDU
The CDU is a three-channel unit. Each CDU channel is dedicated to one
separate ADIRU and includes the following features:
a three-position mode selector switch. The modes are:
- power off (OFF)
- navigation (NAV)
- reversionary attitude (ATT)
an indicator announcing when the IR is aligning (ALIGN legend of IR annunciator)
an IR fault indicator (FAULT legend of IR annunciator)
a pushbutton switch to disable ADR output buses. It is a momentary
action pushbutton switch
an indicator announcing when the ADR output buses are turned off (OFF
legend of ADR pushbutton switch)
an ADR fault indicator (FAULT legend of ADR pushbutton switch).
The following items of equipment are shaped between the three channels :
a keyboard to enter the initial position in degrees, minutes and tenth of
minutes or magnetic heading in the attitude mode
two data pushbutton switches (ENT and CLR) with cue lights
a liquid crystal display for selected parameters. the LCD has 16 digits and
each digit has 14 segments
a DATA DISPLAY selector switch to select parameters for display on the

LCD:
- wind (WIND)
- present position (PPOS)
- true heading (HDG)
- status of selected system (STS)
- track and ground speed (TK/GS)
- test values (TEST)
a SYS DISPLAY selector switch with four positions: OFF, 1, 2, 3. The OFF
Position disables the display of the CDU but the mode control of the
ADIRUs remains active
an ON BAT annunciator.
The CDU contains three identical connectors.
No cooling air is provided to the CDU.
The CDU receives 28VDC power from the selected ADIRU to drive internal
circuits and the data display. The 28VDC inputs are isolated from each other.
The aircraft supplies 5VAC power for panel lighting/LCD backlighting and for
annunciator lighting.
HAM US / E
Bo
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Figure 13
ADIRS CDU
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ADIRU
The Honeywell ADIRU is contained in a 10 MCU, the Litton ADIRU is contained
in a 4 MCU case as defined in ARINC 600.
The ADIRU has to be aligned on a special shelf in the avionics compartment in
accordance with the installation design described in ARINC 738.
This installation involves modification of the ARINC 600 standard to include
three alignment pins and a floating connector.
The ADIRU contains an ADR and an IR portion supplied by a common power
(115VAC, 28VDC).
ADR:
Five resolvers can be used for the analog baro-correction and the AOA inputs.
The ADR provides 8 ARINC 429 low-speed output buses (buses 5-8 are reserved for engine control).
Each bus can drive 20 ARINC bus loads.
IR:
The gyros/accel sensors block contains three accels and three gyros mounted
along each axis.
This sensor block is supplied by a high voltage power supply provided by the
IR portion.
The IR provides 4 ARINC 429 high-speed output buses. Each bus can drive
20 loads.
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ADR
IR
Figure 14
ADIRU
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ELECTRICAL INTERFACE
The ADIRS CDU contains three identical connectors. Each connector is linked
to one ADIRU.
The four annunciator discretes ADR OFF, ADR FAULT, IR ALIGN, IR FAULT
are linked to the ADIRS CDU from the ADIRU, through the annunciator light
test and interface boards.
The CDU panel lighting and LCD backlighting are provided by bulbs supplied
with 5VAC (from the A/C generation).
The CDU exchanges data with the ADIRU.
The data sent by the CDU can be used for the initialization of the IR
portion. The data received by the CDU are displayed on the Liquid Crystal
Display (LCD).
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Figure 15
Electrical Interface
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POWER SUPPLY
The sensors, the probes, the ADMs and the ADIRUs are power supplied as
follows:
EQUIPMENT
28 VDC
26 VAC
AOA Sensor
Pitot Probe
ADIRU
Static Probe
TAT Sensor
ADM
115 VDC
X
X
13.5 VAC from ADIRU
The ADIRU is normally supplied with 115VAC, 400 Hz power for the ADR and
IR functions. However its AOA resolver converter module is supplied with
26VAC, 400 Hz.
The 28VDC back-up generation is provided by batteries and is automatically
used when the main power exceeds its normal limits.
At the beginning of each power cycle the ADIRU switches from the main to
the back-up power to test the electrical generation.
ADIRS Power Supply Distribution after the Loss of Main Electrical Generation
Loss of the main generation and ATT HDG selector switch in NORM position
Captain side :The ADIRU 1 is supplied as in normal configuration.
First Officer side :The ADIRU 2 is no more supplied with 115VAC and
26VAC. When the 26VAC is lost, the ADR detects a fault and flags the output parameters. The ADIRU is still powered with 28VDC from the 28VDC
HOT BUS 702PP but the Time Delay Opening (TDO) relay 17FP will cut
this supply after 5 minutes in emergency configuration.
The ADR 2 function is lost immediately.
The IR 2 function is lost after 5 minutes.
Standby side : The ADIRU 3 is no more supplied with 115VAC and 26VAC.
When the 26VAC is lost, the ADR detects a fault and flags the output parameters. The ADIRU is still powered with 28VDC from the 28VDC HOT
BUS 701PP but the Time Delay Opening (TDO) relay 14FP will cut this supply after 5 minutes in emergency configuration.
The ADR3 function is lost immediately.
The IR 3 function is lost after 5 minutes.
Loss of the main generation and ATT HDG selector switch in CAPT/3position
The CAPT/3 position of the ATT HDG selector switch corresponds to the selection of the ADR 3 in place of the ADR 1. The power supplydistribution must
then be modified to keep the ADR 3 in emergency configuration.
Captain side : The ADIRU 1 is supplied as in normal configuration.
First Officer side : ADIRU 2 supply: Ref. Para. (NORM pos., FO side)
Standby side : ADIRU 3 is no more supplied with 115VAC. The ADIRU 3 is
still powered with 28VDC from the 28VDC HOT BUS 701PP.
The ADR 3 function is lost immediately.
The IR 3 function is available.
Ground Warning
If one of the 3 ADIRUs looses 115 VAC power (the ON BAT light on the ADIRS
illuminates illuminates), the HORN MECH CALL sounds with a time delay of
15 seconds, if the A/C is on GROUND. Parallel to this the ADIRU & AVIONICS
VENT light in the nose well illuminates.
HAM US / E
Bo
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Figure 16
ADIRS Power Supply
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ADIRS START PROCEDURE

Modes of operation
Operation interface with the IR is performed through the MCDU 1(2) or the
CDU. The MCDU 1(2) is used for entering initialization data and for displaying
IR data.
The CDU is used for mode selection, IR annunciation (FAULT, ALIGN), for entering initialization data and displaying IR data.
The IR has three selectable modes: OFF, NAV and ATT.
The relation between the mode selection and system response is described
later in the IR-part .
OFF mode
When the OFF/NAV/ATT selector switch on the CDU is in the OFF position, all
circuitry in ADIRU is de-energized, except for any logic associated with the
power off function. When the ADIRU has turned off, it consumes less than 10
milliamps (needed for power supply turn-on control). The power supply of the
ADMs is switched off. A period is required between switching to OFF and actual power off (Honeywell ADIRU : 15 seconds). During this sequence, the last
position computed is stored .
MAINTENANCE PRACTICES TASK 34-10-00-860-002

For this procedure the electrical aircraft circuit has to be energized and several
Probes and ADIRS Circuit Brakers must be closed first.
Procedure
On the ADIRS CDU, set the 3 OFF/NAV/ATT selector switch to NAV.
Make shure that the ON BAT light comes on for 5 seconds and the related
ALIGN legend comes on.
Make shure that the ADR FAULT/OFF legends are off.
On the CPT and F/O PFDs :
- Make shure that the CAS, ALT, V/S data are shown.
- Make shure that the attitude data is shown 40 seconds after start up.
Set the SYS DISPLAY selector switch to 1 and the DATA DISPLAY selector
switch to PPOS, and make shure that dashes are shown on the CDU DISPLAY.
NAV mode
After selection of the NAV mode on ground, the IR automatically enters the
NAV mode, if a self-determined satisfactory alignment has been completed.
If alignment is not completed, the IR remains in the Align submode.
No updating of the IR present position latitude and longitude is allowed once
the IR has completed the Align submode. The IR latitude and longitude entered
during alignment is the starting point for its computation.
The following logical processes are mechanized:
OFF to NAV provides automatic alignment in 10 minutes for latitudes between 73 N and 60 S, with automatic entry to NAV mode. Requires initial
position data to be entered.
NOTE : The automatic alignment requires 15 mn delay for latitudes between
73 N and 82 N.
For high latitudes the alignment (high latitude alignment) is provided by an operational procedure which delays the entering of the initial position by the crew.
Accuracies of the system are slightly degraded.
HAM US / E
Bo
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_ _ _ _ _ _ _ _ _ _ _ _ _
afte r 5
seconds
Figure 17
ADIRS Start Procedure
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IR ALIGNMENT
The Inertial Reference part of the ADIRU needs on ground a 10 minute Alignment periode. During this time the aircraft must stay unmoved and the initial
Present Position inserted. The Present Position entry may be done via the
ADIRS CDU or the MCDU.
Check of the IR Alignment Procedure TASK 34-10-00-710-003

Prior to this procedure several CBs of the sytems Autflight, Landing Gear,
Probes, ADIRS and Hydraulic has to be closed.
Do the EIS start procedure.
On the overhead panel :
- on the FLT CTL panels 23VU and 24VU, make sure that the FAC,
ELAC and SEC pushbutton switches are not pushed (in). The OFF legends are on.
- on the ADIRS CDU, on the panel 20VU, make shure that the 3 OFF/
NAV/ATT selector switches are at OFF.
On the panel 13VU, on the EFIS control section of the FCU, on cpt and F/O
side, set the ROSE_NAV mode.
NOTE : During the alignment phase until the NAV mode is got, the aircraft
must not move.
NOTE : On the ADIRS CDU, if the ALIGN legend flashes (maintenance indication : ENTER P POS), make sure that the airport latitude and/or longitude are correct. Enter again the latitude and/or longitude. Do the procedure again until the ALIGN legend stops flashing.
NOTE : During the alignment phase necessary to get the NAV mode, the time
for alignment is shown :
- in the right part of the display window of the
ADIRS CDU if the DATA
DISPLAY selector switch is at HDG. It is
shown in this form: TTN 5
- on the upper ECAM DU, minute after minute
(from 6 MN to 1 MN) in
this form : IRS IN ALIGN 6 MN.
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Figure 18
Prior Procedure
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IR alignment from the ADIRS CDU SUBTASK 34-10-00-710-056

On the ADIRS CDU :
- set the 3 OFF/NAV/ATT switch to NAV
- make shure that the OFF legend of the ADR1, ADR2, ADR3 pushbutton
switches are off
- set the DATA DISPLAY selector switch to PPOS
- set the SYS DISPLAY selector to1.
Result :
- on the ADIRS CDU :
* the OFF legend of the ADR pushbutton switches stays off
* the ON BAT light stays on for 5 seconds
* the ALIGN legends come on and after approximately 30 seconds:
- on the CAPT and F/O PFD :
* the ATT warning flag are no more shown
* the ATT indications are available
- on upper ECAM display unit, the MEMO page shows this indication :
* IRS IN ALIGN 7 - 10 MN.
- on the CDU keyboard, enter the present position (example for HAM) : N
53 37,7 , then push the ENT key, E 9 59,6 ,then push the ENT key.
NOTE : If you entered incorrect coordinates, push the CLR key and enter new data as above.
Result :
The ADIRS CDU shows the coordinates
N 53 37,7 (in the left part of the display window) and
E 9 59,6 (in the right part of the display window).
- set the SYS DISPLAY selector switch successively to 2 and 3 to make

sure that the coordinates come into view in these 2 positions. Go back to
1.
Result :
- after atime delay of approximately 5 minutes :
* on the CPT and F/O ND , the HDG warning flags are no more
shown. The rose is available.
- after atime delay of approximately 10 minutes :
* on the ADIRS CDU, the 3 ALIGN legends go off
* on the upper ECAM display unit, the IRS ALIGN 1 MN indication
is no more shown. The IRS ALIGNED indication is shown (the
ADIRU is in the NAV mode).
HAM US / E
Bo
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Figure 19
ADIRS CDU PPOS Entry
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IR alignment from the MCDU SUBTASK 34-10-00-710-057

On the ADIRS CDU :
- set the 3 OFF/NAV/ATT selector switches to NAV
- make sure that the OFF legend of the ADR1, ADR2, ADR3 pushbutton
switches are off
Result :
- the ON BAT light comes on for 5 seconds
- the ALIGN legend comes on - on the upper ECAM display unit, the MEMO
page shows this
indication : IRS IN ALIGN > 7 MN
- on the CPT and F/O PFD :
* CAS, V/S and ALT data are shown
* after approximately 40 seconds, the ATT warning flags are no
more shown and the attitude data comes into view.
- set the SYSTEM DISPLAY selector switch to 1 (2 or 3) and the
DATA DISPLAY selector to PPOS
On the MCDU 1 or 2 :
- make sure that the MCDU MENU page is in view and check brightness.
- push the line key adjacent to FMGC indication
Result :
-the A/C STATUS page comes into view.
- push the INIT mode key
Result :
- the INIT page comes into view.
- enter either FROM/TO, or a COMPANY ROUTE, or the LAT and the
LONG position
Result :
-the chosen FROM/TO, or COMPANY ROUTE
or LAT and LONG is
shown on the scratchpad line (lower part of
the MCDU).
- push the LSK adjacent to either FROM/TO, or CO RTE, or LAT and

LONG indication
Result :
- the place latitude and longitude are shown
below the LAT and
LONG indication. The slew promps (arrow up
and arrow down)
adjacent to the LAT indication are shown
- the ALIGN IRS indication is shown on the line above the LONG
coordinates.
NOTE : The LAT or /and LONG magnitude (regardless of
N, S, E or W) can be incremented or
decremented as follows
For the LAT /LONG change :
- on the MCDU keyboard, push one of the two slew keys.
Result :
-the LAT /LONG coordinates increment or
decrement by 1 minute per
key press or 1 minute per second if the slew
key is pushed (in) and
held in this position.
On the MCDU, push the line key adjacent to the ALIGN IRS indication.
Result :
- on the MCDU, the ALIGN IRS indication is no
more shown.
On the ADIRS CDU, successively set the SYS DISPLAY selector switch to
2 and 3 to make sure that the coordinates are shown for the 3 ADIRU.
Result :
- the coordinates which are in view on the ADIRS
CDU are the same as
the coordinates shown on the MCDU
- after a time delay of approximately 5 minutes :
* on CPT and F/O ND, the
HDG warning flags are no more shown. The
rose is available.
- after a time delay of approximately 10 minutes :
* on the ADIRS CDU, the 3
ALIGN legends go off
* on the upper ECAM display unit, the IRS IN
ALIGN 1 MN indication
is no more shown. The IRS ALIGNED indication is shown (the ADIRU
is in the NAV mode).
HAM US / E
Bo
7.11.95
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Figure 20
MCDU PPOS Entry
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ADIRS INTERFACE (AIR DATA)

The ADR portion of the ADIRU provides main data sources which are air data
references for the aircraft avionic systems.
The ADR receives and processes the outputs of the Air Data Modules (ADM)
and other sensors. It computes the aerodynamic parameters in the form of
digital outputs.
The ADR software performes five basic computational elements which are under the air data calculations as follows :
pressure altitude functions (ALT / ALT-rate)
Mach calculation (M)
airspeed calculation (CAS / TAS)
temperature calculation (SAT / TAT)
output signal processing.
Aircraft-dependent calculations are also included in the operational software :
static source error correction
angel of attack (AOA)
maximum operating speed (VMO / MMO).
The ADR data outputs are transmitted in two forms :
digital by 6 ARINC 429 low speed busses and
discrete.
The system tests includes continuous in-flight monitoring and manually-activated test modes.
The continuous monitoring detects and annunciates faults in the ADR during
normal operation.
Faults are stored in Non Volatile Memory (NVM) BIT and sent to the
Centralized Fault Display System (CFDS) via digital words.
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Bo
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Figure 21
ADR Architecture
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INPUTS
DIGITAL INPUTS
Air Data Module (ADM) inputs
Three of five possible inputs are used to receive air mass data from remotely mounted ADM.
For the ADIRU 3, only two ADM input busses are used : one for the total
pressure data and the other for the everaged static pressure data.
Flight Control Unit (FCU) inputs
The ADR receives two input buses from the FCU, for digital baro corrections, but uses only one at a time.
Centralized Fault Display System (CFDS) input
For maintenance puposes, the ADR receives one input bus from the
CFDIU.
Air Data Reference (ADR) input
Each ADR receives two intercommunication buses from the other ADRs for
cross channel comparison purpose.
ANALOG INPUTS
Total Air Temperatur (TAT) input
The ADR measures the resistance of the sensing element of the TAT sensor.
Angle of Attack (AOA) inputs
The ADR receives two resolver inputs for angle of attack computation
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Figure 22
Sensor Inputs
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DISCRETE INPUTS
The ADR is provided with the following input discretes :
Heat discrete come from the associated Probe Heat Computer (PHC).
AOA averadge / uniqui : The ADR portion receives the AOA on two resolvers. This discrete indicates wether the computation must use an average
value from the two resolvers , or or the value of resolver 1 in priority, with
the second as a back-up in case of failure. This last solution is chosen on
the A/C.
VMO /MMO dicrete provides the position of the L/G DOWN VMO /MMO
SELECTION Switch (22 FP).
Static Source Error Correction (SSEC) and AOA correction and selection
discretes come from the Slat and Flap Control Computers (SFCC) and are
linked to the flap position.
A/C identification : 7 discretes provides the ADIRU with the identification of
the aircraft. They are used to select the appropriate SSEC and AOA correction laws.
ADR OFF indicates to the ADIRU, that the crew has pushed the ADR pushbutton switch on the ADIRS CDU. This commands the ADIRU to stop the
transmission of the ADR output busses.
Baro-correction source selection provides the ADIRU with the following :
- the form (digital or analog) in which the baro-correction transmission is
made
- the number of sources (2 or 3)
- the type of transmission used by the digital sources (single bus or various buses).
On the A/C the FCU transmits the CPT and F/O baro-correction in digital
form on separate buses.
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Figure 23
Discrete Inputs
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OUTPUTS
The ADR data outputs are transmitted in to forms : digital (ARINC 429 LS bus)
and discrete.
Digital form
Calculated ADR parameter are transmitted on 6 data buses. The parameters
on each data bus are coded in different form :
BNR : binary data word
BCD : binary coded decimal data word
ISO : data word coded in ISO5 code
DIS : discrete data word
HEX: hexadecimal code
HYB: mixed code.
Discrete form
The ADR provides seven standard OPEN /GROUND output dicretes :
ADR OFF light
ADR FAULT
Low Speed Warning Discretes 1, 2, 3 and 4
AOA Special Test.
The AOA self test is commanded via the CFDIU interface bus.When the AOA
test is active, the AOA sensor is offset to +15 C
IR PROCESSING
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Figure 24
ADR Data Users
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CONTROL
The ADIRS CDU provides the control and warning of the three ADRs by
means of three ADR illuminated pushbutton switches :
the pushbutton switch is used to disable the ADR output buses. It is
a momentary action pushbutton switch
when the ADR output buses are disabled, the ADR controls the
activation of the ADR OFF legend by its output discrete : ADR OFF
status
when an ADR failure is detected, the ADR controls the activation of
the ADR FAULT legend by its output discrete : ADR FAULT
each ADR is de-energized when the associated OFF/NAV/ATT selector
switch is set to OFF
when the associated OFF/NAV/ATT selector switch is set to NAV or
ATT, each ADR is switched on independently of the previous selection
on the ADR pushbutton switch.
HAM US/E
Bo
9.11.95
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Figure 25
Control
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AIR DATA INDICATING

Altitude (ALT), Computed Airspeed (CAS), Mach number (M) and Vertical
Speed (V/S) are computed by the ADIRU (ADR portion), processed by the
associated DMC and displayed on the PFDs.
True Airspeed (TAS) is supplied in the same way but is displayed on the
NDs.
In normal configuration, with the AIR DATA selector switch in NORM
position, the ADR 1 displays information on CAPT PFD and ND. The ADR 2
displays information on F/O PFD and ND.
Static Air Temperature (SAT) and Total Air Temperature (TAT) are also
supplied in the same way but are permanently displayed on the lower part of
the lower ECAM DU.
These items of information are displayed by the ADR 2.
PFD display
CAS
The CAS indication is displayed in analog form by means of a white tape
with graduations every 10 kts and digital values every 20 kts.
This tape moves up and down so as to indicate the A/C actual speed value
in front of a fixed yellow reference line.
The displayed part of the scale represents an 84 kts range. The scale is
graduated from 30 kts to 520 kts and the digital values from 40 to 520 kts
(item A).
In no case can the displayed CAS be lower than 30 kts.
In case of computed airspeed failure, the speed scale goes out of view and
is replaced by a red SPD flag (item B).
Mach
When the Mach number is above 0.5, it is displayed just below the speed
scale.
In case of failure, a red MACH flag is presented.
ALT
The baro altitude indication is provided by means of a tape which moves up
and down behind a window within which the A/C actual altitude is displayed.
The tape of the scale is graduated every 100 ft and digital values are displayed every 500 ft in hundreds.
The A/C actual altitude is provided by a counter located at the middle of the
scale in which the actual value is displayed in green digits.
The hundreds of feet are written in a large size whereas the tens and units
are displayed by a drum operating as a classical mechanical altimeter.
Small white marks are positioned in front of each number on the tape
(item A).
If the altitude is negative, a NEG white indication is added at the left of the
digital value. The digital value is limited to minus 1500 ft (item B).
Different displays are presented depending on the baro setting reference
(standard or baro corrected).
In case of baro altitude failure, the scale goes out of view and a red ALT flag
flashes for a few seconds in the altitude window then remains steady
(item C).
In case of discrepancy between the altitude given by the CAPT air data
source and the altitude given by the F/O air data source, a CHECK ALT
amber flag is presented on the right side of the altitude scale (item D).

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Figure 26
PFD Display
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V/S
The baro vertical speed is automatically displayed in the right side of the
PFD when the inertial vertical speed is not available (item A).
It is a degraded mode.
The vertical speed scale consists of:
- a trapezoidal grey background colored surface
- a fixed white scale with 500 ft/mn spaced marks from -2000 ft/mn to
+2000 ft/mn
- a needle giving in analog form the actual vertical speed value
- a number in a moving amber window. This window accompanies the
needle (above the needle if V/S > 0, below if V/S < 0).
The number gives the V/S value in hundreds of ft/mn.
Between -200 ft/mn and +200 ft/mn, both the window and the number
disappear.
- above +6000 ft/mn (or below -6000 ft/mn), the needle remains stopped
where it is.
When the vertical speed exceeds +6000 ft/mn or -6000 ft/mn, the digital
indication and the analog needle change from green to amber.
In addition, those indications change to amber in approach, in the following
cases:
- V/S less than -2000 ft/mn below 2500 ft RA
- V/S less than -1200 ft/mn below 1000 ft RA.
In case of a failure warning, the vertical speed scale is removed and
replaced by a red V/S flag which flashes for a few seconds then remains
steady (item B).
ND display
The true airspeed (TAS) is displayed on the ND in ROSE, ARC and PLANmode (item A).
The TAS information is displayed by a numerical indication of 3 digits preceded
by TAS indication. This information is displayed in the left upper corner of the
ND for speed higher than 100 kts. Below this value TAS indication remains visible but is followed by three dashes (item B).
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Figure 27
ND Display
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ECAM SD display
The Static Air Temperature (SAT) and the Total Air Temperature (TAT) are permanently displayed on the lower part of the lower ECAM DU by a numerical
indication of two digits preceded by the plus or minus sign (item A).
These data are delivered by the ADR 1.
In case of failure or when NCD information is received from the ADR 1,
these data are replaced by crosses (item B).
Reconfiguration display
In case of loss of AIR DATA parameters on CAPT or F/O PFD and ND the
ADR 3 can be used as a back up source by placing the AIR DATA selector
switch in CAPT/3 position for EFIS 1 and F/O/3 position for EFIS 2.
In case of loss of TAT/SAT parameters on the lower ECAM DU the ADR 3 can
be used as a back up source by placing the AIR DATA selector switch in
CAPT/3 position.

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Figure 28
ECAM Display
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AIR DATA WARNINGS

In addition to the AIR DATA flags displayed on the PFDs and NDs and on the
DU, warning messages are displayed on the lower part of the upper ECAM DU.
Two kinds of warning messages can be displayed:
failure warning messages in case of loss of AIR DATA parameters
configuration warning messages in case of dangerous configuration of the
aircraft.
When the CLR key is pushed on the ECAM control panel, a STATUS page isdisplayed on the lower ECAM DU and indicates the STATUS and INOP SYS
(systems).
Failure Warning messages

NAV ADR 1 (2) (3) FAULT
NAV ADR 1 (2) + 2 (3) FAULT
When these messages are displayed :
- the MASTER CAUT light on the glareshield come on
- the Single Chime (SC) sounds
- the FAULT legend of the ADR push button switch on the CDU comes on.
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Figure 29
NAV ADR
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NAV ALTI DISCREPANCY

This message is displayed when a difference higher than plus or minus
250 ft is detected by the external comparison inside the FWCs between the
baro-corrected altitude (or plus or minus 500 ft for the standard altitude)
provided by two ADRs.
When it is displayed:
- the MASTER CAUT lights on the glareshield come on
- the CHECK ALT message appears on the PFD.
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Figure 30
NAV ALTI DISCREPANCY
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Configuration warning messages

OVERSPEED VMO/MMO
OVERSPEED VFE/VLE
When these messages are displayed :
- the MASTER WARN lights on the glareshield flash
- the Continuous Repetitive Chime (CRC) sounds.
OVERSPEED VMO/MMO warning processed by the FWC is triggered when
the CAS/Mach calculated by the ADR exceed the VMO/MMO threshold by
more than 4 kts/0.006 Mach.
OVERSPEED VFE/VLE processed by the FWC is a function of Vc and
depends on slat/flap position for the VFE and landing gear position for the
VLE.
For overspeed VLE, the warning is triggered at 284 knots.
Stall Warning
When this wrning is activated :
- The MASTER WARN lights on the glare shield flash
- the cricket and the voice STALL sound.
This warning is processed by the FWC and is a function of angle of attack
value and slat position following three conditions:
- normal law: if corrected angle-of-attack exceeds 23 or if corrected
angle-of-attack exceeds 15 and slat < 15 .
- alternate law: if corrected angle-of-attack exceeds 13 or if corrected
angle-of-attack esceeds 8 and slat < 15 .
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OVERSPEED
STALL
Figure 31
Configuration Warning
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ADIRS INTERFACE (INERTIAL REFERENCE)

The Inertial Reference (IR) portion of the Air Data /Inertial Reference Unit
(ADIRU) provides main data sources which are precision attitude, magnetic
heading references and navigation data to the aircraft avionics systems.
Attitude, heading and navigation data are displayed on the Electronic Flight
Instrument System (EFIS) displays (Primary Flight Display (PFD); NavigationDisplay (ND)) and on the VOR/DME RMI which recopies the heading data.
On A/Cs with GPS :
The IR portion also provides selected GPS data and accurate GPIR hybrid
position.
The IR portion is a strapdown inertial system which provides a quality reference
for attitude, heading (true and magnetic), angular rates and accelerations.
The IR software also computes:
the inertial position
the ground velocities
the baro inertial vertical speed
the drift angle
the wind data
the flight path data.
The IR processing unit are linked to its own ADR portion of the ADIRU via an
internal data bus and additionally it provides two digital data input ports for receiving data from the other ADIRUs in case of an internal ADR-Failure.
The incoming data are in ARINC 429 LS format and incude altitude and true
airspeed. With this inputs the IR processor is able to calculate Inertial Vertical
Speed (IVS) and the WIND-Components (speed and direction).
The IR software operates in one of three basic modes: alignment, navigation,

or a reversionary attitude mode. These modes include various portions of the
major functions. The real-time executive and built-in test functions interface
with each function in each mode.
On A/Cs with GPS :
The GPIR function computes a hybrid GPS/IRS solution utilizing inputs received from the IR function and GPSSUs. The GPIR function has two operating modes: GPIR NAV mode and GPIR ATT mode, as indicated by IR mode
command. In GPIR NAV mode, all the system state transitions are slaved to
the IR function (Align, NAV).
The system tests includes continuous in-flight monitoring and manually-activated test modes.
The continuous monitoring detects and annunciates faults in the IR during normal operation.
The IR data outputs are transmitted in two forms :

digital by 3 ARINC 429 high speed busses (4 buses, if GPS is installed) and
discrete.
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Figure 32
IR Architecture
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INPUTS
Digital Inputs
FMGC inputs
The IR portion is provided with two ARINC 429 LS buses from the two
FMGCs. These buses transmits the following data :
- Set Latitude
- Set Longitude
- Set Magnetic Heading
- FMGC Discretes.
CDU inputs
The IR portion is provided with one ARINC 429 LS bus from the ADIRS
CDU. This bus transmits the following data :
- Set Latitude
- Set Longitude
- Set Magnetic Heading
- CDU Test.
ADR inputs
The IR portion is provided with two ARINC 429 LS buses from the two other
ADIRUs (ADR portion) and with one bus from its associated ADR. These
buses transmit the following data :
- Altitude
- True Airspeed.
CFDS inputs
The IR portion is provided with one ARINC 429 LS bus from the CFDS. This
bus transmits the following data :
- UTC
- Flight Phase
- A/C Config
- CFDS Command
- Date
- Flight Number
- A/C Tail Number
Discrete Inputs
The IR portion is provided with the followin discrete inputs :
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Figure 33
IR Inputs
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OUTPUTS
The IR data outputs are transmitted in to forms : digital (ARINC 429 HS bus)
and discrete.
Digital form
Calculated IR parameter are transmitted on 3 data buses (4 buses, if GPS is
installed). The parameters on each data bus are coded in different form :
BNR : binary data word
BCD : binary coded decimal data word
ISO : data word coded in ISO5 code
DIS : discrete data word
HEX: hexadecimal code
HYB: mixed code
ALPHA CODE :indicates the parameter mnemonic code
Only for GPS-ADIRUs : When the GPS PRESENT programming pins input
discretes are grounded (indicating GPS present), both the GPSSU outputs and
the GPIRS integrated navigation solution outputs are transmitted on the IR output buses with the IR output data.
Discrete form
The IR provides 3 discrete outputs :
ON BAT
When the IR is powered with batteries, this discrete delivers a 28 VDC state
and sets the ON BAT light to on.
IR FAULT
when a failure is detected by the IR, this discrete delivers a 28 VDC state
and sets the FAULT legend to on.
IR ALIGN
When the IR is aligning, this discrete delivers a ground and sets the ALIGN
legend to on.
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IR Data Users
IR Dig Output Characteristics
Figure 34
IR Outputs
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ALIGNMENT
Initialization Data
IR alignment is carried out on ground before takeoff and after the entry of the
current aircraft coordinates on the INIT page of the MCDU 1(2) or on the CDU
(DATA DISPLAY selector switch in PPOS position).
Valid initial position data must be received and verified by the IR during the
10-minute alignment or automatic sequencing to the NAV mode will be
delayed after position data is received.
Initial position data are verified by the IR. If a miscompare exists then:
a message is displayed on the upper ECAM DU :
NAV IR 1(2)(3) NOT ALIGN
POSITION MISMATCH
PRESENT POS-----INSERT
a message ENTER PPOS is displayed on the ADIRS CDU (DATA DISPLAY
selector switch in STS position)
The miscompare is removed and the position data verified by the IR when:
the last two Set Latitudes received by the IR are identical and the last two
Set Longitudes received by the IR are identical, or
the last Set Latitude and Set Longitude received by the IR compare within
one degree of the latitude and longitude from the previous flight.
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Figure 35
Alignment Data initialization
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Latitude Comparison
The IR compares Set Latitude with a self-computed gyro-compass latitude
after 10.0 minutes into alignment or any subsequent time when a valid Set
Latitude is available.
In case of discrepancy the following message is displayed on the upper ECAM
DU:
POSITION MISMATCH
-PRESENT
POS-----INSERT
The message ENTER PPOS is displayed on ADIRS CDU (DATA DISPLAY selector switch in STS position).
The discrepancy exists when:
the entered latitude differs from the computed latitude by greater than 0.5
The miscompare is removed if a subsequent entry of Set Latitude passes the
test.
If latitude test fails two times with identical set latitude inputs then:
the IR FAULT legend flashes on the CDU
the message IR FAULT appears on the CDU liquid crystal display (DATADISPLAY selector switch in STS position)
A warning message appears on the upper ECAM DU:
NAV IR 1(2)(3) FAULT.
Excessive Motion
The IR performs an excessive motion test during the Align submode.
If taxiing or towing causes a step input which exceeds 0.2 ft/s, in the X or Y
velocity then:
the EXCESS MOTION message is displayed on the ADIRS CDU (DATA
DISPLAY selector switch in STS position)
the following message is displayed on the upper ECAM DU:
EXCESS MOTION
IR 1(2)(3) IN ALIGN
the attitude information is flagged on the PFD.
Thirty seconds after motion detection, the system reverts to a full alignment
(time to the end of alignment will revert to 9 min 30 s). It is not necessary to
re-enter the position.
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Figure 36
Align Procedure
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RAPID REALIGNMENT
The IR also offers the possibility to enter into a variant of the alignment mode
called rapid realign or 30-second realign. Thismode is selected by moving
the CDU selector switch from NAV to OFF then to NAV within five seconds,
when the aircraft is on ground (ground speed less than 20 knots). Valid position
data must be received.
During the rapid realign mode all computed velocities are set to zero and a
fine tuning of the alignment is performed using theattitude reference vertical
and the heading data available from the last NAV phase as initial conditions.
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Time to NAV in Minutes
Pull Switch from NAV Detent

before turning to OFF and
back to NAV
Figure 37
Rapid Realignment
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ATT MODE
The IR has a reversionary mode which can be activated only by manual selection of ATT mode on the CDU. The mode can be activated on the ground or in
the air and is intended to provide a rapid attitude/heading restart capability in
the event that the IR has experienced a total power shutdown or a failure has
occurred resulting in the following :
IR FAULT legend flashing on the CDU
IR 1(2)(3) FAULT message displayed on the upper ECAM DU:
IR x MODE SEL...ATT
SELECT ATT message displayed on the CDU (DATA DISPLAY selector
switch in STS position).
The IR is designed so that the ATT mode can be used after BITE has detected
failures which will cause excessive NAV mode data errors but does not disable
the ATT mode mechanization. However, it is recommended to stay in NAV
mode even with excessive navigation errors because of higher accuracy of attitude signals and a more complete signal processing.
ATT mode must always be used after loss of power or a similar situation in the
air where a new alignment /leveling is required.
The ENTER HEADING message is displayed on the CDU (DATA DISPLAY
selector switch in STS position) when ATT mode is selected until valid heading
initialization is received from the MCDU or the CDU.
The ATT mode is normally engaged with the aircraft in level flight. A 30-second
period (Honeywell ADIRU : 20 second) is needed with the aircraft in level flight
to perform an attitude erection to initialize a level attitude. During this period,
the data normally computed in ATT mode, have SSMs set to NCD.
NOTE : In ATT Mode the ADIRU is a Free Azimuth System. That means, the
HDG-value drifts and must be updated time after time.
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Figure 38
Attitude Mode
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MODE SELECTION
The relation between the mode selection and system respons is shown in the
following Mode State Diagram.
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Figure 39
Mode State Diagram
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INERTIAL REFERENCE INDICATING

Attitude and heading information is computed by the ADIRU (IR portion) and
processed by the associated DMC. The attitude data are displayed on the PFD
and the heading data are displayed on the PFD, the ND and the VOR/DME
RMI.
In addition, vertical speed (V/S) is displayed on the PFD and Ground Speed
and wind indications are displayed on the ND.
In normal configuration, with the ATT/HDG selector switch in NORM position,
the IR1 data are displayed on the CAPT PFD, ND and the VOR/DME RMI. The
IR2 data are displayed on the F/O PFD and ND.
The following parameters can be displayed on the CDU liquid crystal display
according to the position of the DATA DISPLAY selector switch on the CDU:
wind (WIND)
present position (PPOS)
true heading (HDG)
status of selected system conditions (STS)
track and ground speed (TK/GS)
test values (TEST).
The sources of the data displayed are controlled by the SYS DISPLAYselector
switch on the CDU.
ATTITUDE INFORMATION
The aircraft roll and pitch attitude is indicated in the center part of the PFD by a
sphere representing a conventional ADI drum.
(1) Fixed Aircraft Symbol (black, yellow boxed)

The airplane symbol represents the longitudinal- and lateral axis of the A/C.
(2) Roll Scale (white)

This fixed roll scale comprises white marks for the 10 degrees, 20 degrees,
30 degrees and 45 degrees significant values, on either side of the zero
position (horizontal wings) which is indicated by a small fixed triangle.
(3) Roll Index (yellow)

A yellow triangle which remains on the line going through the center of the
A/C reference and which is perpendicular to the horizon line, moves against
the fixed roll scale on the upper contour of the attitude sphere.
(4) Pitch Scale (white)

The scale moves behind the cut-sphere shaped window, limited by the lines of
an upper and a lower sector. The scale rotates around the center of the A/C
reference in accordance with the A/C present roll angle.
The lines are given every 2.5 degrees from 0 to 30 degrees, then for the 50
degrees and 80 degrees values for positive pitch angles.
(5) Side Slip Index (yellow)

Represents on GROUND the A/C-accelloration in the latitude axis and
during FLIGHT the side slip.
(6) Heading Reference Line (yellow) and Heading Scale (white)

(see next page)
(7) Actual Track Symbol (green)

The actual Track Symbol represents the A/C-movement in relation to True
North.
Pitch Angle Information (item A)
The A/C present pitch angle is given by the vertical displacements of the pitch
attitude scale with respect to the center of the A/C reference. Beyond 30 degrees, red large arrow heads (V-shaped) indicate an excessive attitude and
the direction to follow in order to reduce it (item B).
Roll angle information (item A)
A yellow triangle which remains on the line going through the center of the A/C
reference and which is perpendicular to the horizon line, moves against the
fixed roll scale on the upper contour of the attitude sphere.
Attitude failure
In case of attitude failure concerning the pitch and/or roll information the attitude sphere goes out of view and is replaced by a red ATT flag which flashes
for a few seconds then remains steady (item C). In case of discrepancy detected by the FWC between the pitch or roll attitude information presented on
the CAPT and F/O PFDs, a CHECK ATT amber message flashes for a few
seconds on both PFDs, then remains steady (item D).
Pag0
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(3)
(2)
(5)
(1)
(4)
(6)
(7)
Figure 40
ATT Information
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HEADING INFORMATION
The aircraft magnetic or true heading is displayed on the PFD, the ND and the
VOR/DME RMI.
The true heading can be displayed on the CDU.
On the PFD
When true heading is displayed, a TRUE white message appears above the
heading scale (item A).
A blank heading scale (with 10 deg. spaced marks without any indicated value)
is provided on the horizon line. The marks are just under this line.
This scale moves as the aircraft heading varies. For important nose up or nose
down the heading graduations remain at the lower or upper sector limit. Below
the sphere, a heading scale provides the pilot with the aircraft actual track and
relative selection. This heading scale is graduated every 5 deg. (item A).
In case of failure, the heading graduation disappears on the two scales and a
red HDG flag appears on the lower heading scale (item B). It flashes for a few
seconds then remains steady.
Furthermore, in case of discrepancy detected by the FWC between CAPT and
F/O heading indications, with the heading signal valid, a CHECK HDG amber
message is displayed at the center of the heading scale (item C).
On the ND
The heading data is displayed on the ND in the three following operating
modes: ROSE, ARC and PLAN.
The ROSE mode and the ARC mode are oriented with respect to the aircraft
heading, while the PLAN mode is oriented with respect to the true north.
True heading display
In ROSE or ARC mode, when true heading is displayed, a cyan
TRUE message appears at the top of the ND.
ROSE mode (item A)
In this mode each pilot has 3 different sub-modes of presentation of his ND:
ROSE-ILS/ROSE-VOR/ROSE-NA V.
In the three ROSE sub-modes, the ND provides a display which is similar to
that of a conventional HSI, i.e. a rotating heading dial orientated to the North
and giving to the pilot the aircraft actual magnetic or true heading with as
reference the fixed yellow lubber line at the top of the dial.
ARC mode (item D)
In this mode the ND displays a 90 deg. heading sector ahead of the aircraft
giving the aircraft actual magnetic or true heading with respect to the fixed
yellow lubber line at the top of the scale.
PLAN mode
The ND displays a static map orientated with respect to the true North.
Heading failure (items C and D)
In case of heading failure, the scale and all symbols positioned on the
ROSE and ARC scales go out of view; a red HDG flag comes into view below the scale after flashing for a few seconds, when the DMC has detected
an anomaly concerning the heading parameter.
In addition, if a discrepancy between CAPT and F/O sides is detected by
the comparison inside the FWCs, the CHECK HDG message is displayed in
amber on both NDs (item E).
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PFD
ND
Figure 41
HDG Information
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On the VOR /DME RMI

The heading indication is given by a dial which rotates in front of a fixed index
(item A).
In case of heading failure, the fire orange warning flag with the black HDG inscription comes into view at the top of the compass card (item B).
On the CDU
The time heading can be displayed on the CDU if the DATA DISPLAY
selector switch is placed in the HDG position.
GROUND SPEED
The ground speed is displayed in the left upper corner of the ND for ROSE,
ARC or PLAN mode (item A).
The GS title is displayed in white color and the ground speed value in green.
In case of failure or NCD, the ground speed value is replaced by three dashed
lines (item B).
The ground speed can also be displayed on the CDU if the DATA DISPLAY
selector switch is placed in the TK/GS position.
WIND INDICATIONS
The wind origin, force and direction is displayed in the left upper corner of the
ND, for ROSE, ARC and PLAN mode (item A):
the wind origin is displayed in green color in degrees with respect to the
true North
the wind force is displayed in green color in knots
the wind direction, in analog form, is represented by means of a green arrow orientated with respect to the north reference in use. This arrow is displayed only if the wind force is greater than 2 knots.
In case of failure or NCD, the digital data are replaced by three dashed lines
and the wind direction arrow disappears (item B). The wind indications can
also be displayed on the CDU if the DATA DISPLAY selector switch is
placed in the WIND position.
VERTICAL SPEED
The inertial vertical speed is displayed in the right side of the PFD (item C).
The vertical speed scale consists of:
a trapezoidal grey background colored surface
a fixed white scale with 500 ft/mn spaced marks from -2000 ft/mn to
+2000 ft/mn
a needle giving in analog form the actual vertical speed value
a number in a moving blanking window. This window accompanies the
needle (above the needle if V/S > 0, below if V/S < 0).
The number gives the V/S value in hundreds of ft/mn.
Between -200 ft/mn and +200 ft/mn, both the window and the number disappear.
above +6000 ft/mn (or below -6000 ft/mn), the needle remains stopped
where it is.
When the vertical speed exceeds +6000 ft/mn or -6000 ft/mn, the digital
indication and the analog needle change from green to amber.
In addition, those indications change to amber in approach, in the following
cases:
V/S less than -2000 ft/mn below 2500 ft RA.
V/S less than -1200 ft/mn below 1000 ft RA.
In case of failure, the inertial vertical speed display is automatically replaced
by the baro vertical speed display
RECONFIGURATION DISPLAY
In case of loss of inertial parameters on the CAPT or F/O PFD and ND, the
IR3 can be used as back up source by placing the ATT HDG selector switch in
CAPT/3 position for the CAPT PFD and ND or in F/O/3 position for the F/O
PFD and ND.
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Figure 42
IR Information
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INERTIAL REFERENCE WARNINGS

In addition to the ATT or HDG flags displayed on the PFDs, NDs and on the
CDU, warning messages are displayed on the lower part of the upper
ECAM DU.
When the CLR key is pusshed on the ECAM control panel, a STATUS page is
displayed on the lower ECAM DU and indicates the STATUS and INOP SYS
(systems).
Failure Warning Messages

NAV IR 1 (2) (3) FAULT
NAV IR 1 (2) + 2 (3) FAULT
When this messages are displayed :
- the MASTER CAUTION lights on the glareshield come on
- the IR FAULT legend flashes on the CDU.
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Figure 43
IR Fault
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NAV ATT DESCREPANCY This message is displayed when a difference

higher than 5 deg. is detected by comparison inside the FWCs between the
roll angle or the pitch angle provided by two IRs. When it is displayed:
- the CHECK ATT message appears on the PFD.
NAV HDG DISCREPANCY This message is displayed when a difference
higher than 7 deg. (or 5 deg. in true heading) is detected by comparison
inside the FWCs between the heading value provided by two IRs. When it
is displayed :
- the CHECK HDG message appears on the PFDs and NDs.
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Figure 44
ATT/HDG Discrepancy
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ADIRU PERFORMANCE CRITERIA

History
The inertial parameters to be considered to evaluate the level of performance
of an inertial system after flight completion are:
the radial position error (in NM)
the residual ground speed error (in kts).
Depending on their magnitude noticed at the end of the flight, the concerned
inertial system(s) shall or shall not be removed from the aircraft.
Radial Position error

In order to address the statistical term of this requirement with the most relevant approximation, the removal criteria use a limit based on the recording of
the radial position error on two consecutive flights.
The use of a two-strike method presents the advantage to decrease the removal rate of healthy units that have shown, by chance, or by an inaccurate
position entry at alignment, a radial position error beyond the specified criterion.The removal boundaries described on the figure present three different
areas:
Area 1 - ADIRU OK all the time
Area 2 - ADIRU to be checked after second flight
Area 3 - ADIRU to be replaced.
Residual Ground Speed error

The residual ground speed for each IR is determined at the end of the flight
when the aircraft has come to a complete stop.
Check of the residual ground speed can be made:
- On the CAPT (IR1) and F/O (IR2) Navigation Displays (ND):
The residual ground speed of the IR3 can be read on the CAPT ND by
setting the ATT HDG selector switch to CAPT/3.
- On the ADIRS CDU:
set the DATA DISPLAY selector switch to TK/GS
set the SYS DISPLAY selector switch to 1, 2, 3
read the respective ground speed in the CDU display.
Compare the recorded ground speed values with the following limits:
- if the residual ground speed error is 15 kts or greater after each of two
consecutive flights, replace the ADIRU
- if the residual ground speed error is 21 kts or greater at the end of any
one flight, replace the ADIRU.
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Figure 45
ADIRU Performance Criteria
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ADIRS BITE (LITTON ADIRU)

The BITE facilitates maintenance on in-service aircraft.
It detects and identifies faults related to the Air Data/Inertial Reference System
(ADIRS) and reports them to the Centralized Fault Display Interface Unit
(CFDIU).
The BITE is included in the following LRUs:
Air Data/Inertial Reference Unit (ADIRU)
Air Data Module (ADM).
Control and Display Unit (CDU).
AIR DATA BITE

Air Data Module
The ADM performs various tests to detect its own faults and failed input signals
(check of programming pins).
Faults are annunciated to the ADR by omission or labeling of a faulty output
word (pressure label) and through the use of a discrete fault-code word output
on the ARINC bus. Fault reports are also stored in a non-volatile memory
inside the ADM.
It is linked to the CFDIU through the ADIRU (ADR and IR portions) which
summarizes the BITE results for its own channel.
Air Data Part of ADIRU

The ADR BITE monitors certain internal functions, the functionality of other
ADR internal hardware, the status of analog, digital and discrete inputs and
cross-channel comparisons with the other ADRs.
These BITE tests are performed either at power up or continuously with the
exception of cross-channel comparisons which are run once at takeoff.
Last Leg Report

This item describes the in-flight fault status of the selected ADR and related
LRUs during the last leg (flight leg 00).
Previous Legs Reports

LRUs during the previous legs (flight legs 01-62).
LRU Ident
On page 1/2, the Part Numbers and the Serial Numbers of the ADIRU and the
total pressure ADM are displayed.
On page 2/2, the associated data to the remaining ADM are displayed.
Trouble Shooting Data

A maximum of sixteen 16 bit words can be recorded for the Trouble Shooting
Data.
Class 3 Faults
Output Tests
The output tests are divided in three parts :
Slew tests
Interface test
AOA test
Ground Report
FRA US/E se/rw 2.12.95

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ADIRU 1
ADIRU 3
ADIRU 2
CFDIU
Figure 46
ADR/CFDS Block Diagramm
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Ground Scanning
The Ground Scanning function performs most of the continuous tests.
All tests with an important time delay (temperature ...) are not performed within
this function.
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Figure 47
ADR Ground Scanning
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System test
The system test function performs power-up tests and various continuous
tests to provide a complete status of the ADR part ofthe ADIRS.
It is necessary to re-initialize the system for IR part because the navigation
data are erased by the test of the RAM performed at the power-up.
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Figure 48
ADR System Test
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Output Tests
1.: Slew Tests
The Slew tests are divided in two parts :
Altitude dynamic slew
This function slews the altitude between the lower limit and the upper limit
(up or down). These data are entered by the operator.
The altitude limit values are tested to be within -2000 and +50000 feet. The
altitude lower limit is tested to be less than the altitude upper limit. The altitude slew rate is tested to be within 1 to +20000 ft/mn.
CAS dynamic slew
This function slews the Computed Air Speed between the lower limit and
the upper limit (up or down) at the CAS slew rate. These data are entered
by the operator.
The CAS limit values are tested to be within 0 and +450 knots. The CAS
lower limit is tested to be less than the CAS upper limit. The CAS slew rate
is tested to be within 1 to +100 Kts/Min.
Note: Pull the baro reference selector knob. The Slew Test outputs are only
displayed when STD is selected.
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Figure 49
ADR Slew Tests
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2.: Interface Test

Initiation of the ADR Interface Test causes the following sequence to occur :
0-5 seconds (Failure Warning Test)
- For 0-5 seconds after initiation of the test mode the ADR Outputs are
transmitted. Since this is the failure warning test period, the BCD output
parameters are not transmitted and the SSM of the BNR parameters are
set to FW.
Timing tolerance is +/- 0,5 second.
5-10 seconds (Altitude Ramp Test)
- For 5-10 seconds after initiation of the test mode the ADR Outputs are
transmitted. Since this is the altitude ramp test period, the altitude outputs are slewed in a positive direction for the entire 5-second period at a
rate of 600 ft/min, starting at the ambient computed altitude.
10 second until test completion (Fixed Output Test)
- From 10 seconds after initialization of the test mode until the test
completion is commanded, ADR fixed outputs are transmitted.
Note
The required outputs are included in the Task BITE Test of the ADR System
( AMM 34-10-00 ).

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Figure 50
ADR Interface Test
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3.: AOA Test

The AOA test function set the AOA test output discrete to command the AOA
sensor to fixed position greater than the stall warning threshold. So, the Flight
Warning Computer activates the aural stall warning.
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Figure 51
ADR AOA Test
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Current Status
The Current Status function displays on 8 pages the state (as read by the computer) of the discrete inputs, digital inputs (ADM and baro-correction), analog
inputs and power condition.
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Figure 52
ADR Current Status
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INERTIAL REFERENCE BITE

The IR BITE monitors certain functions.
Some of them enable to monitor operation errors. These tests are:
Align in air
Excessive Motion
Latitude comparison test.
They result in IR warnings but without fault message sent to the CFDIU.
Last Leg Report

LRU Ident
The Part Numbers and the Serial Numbers of the ADIRU are displayed.
Ground Scanning
The Ground Scanning function performs most of the continuous tests. All tests
with an important time delay (temperature ...) are not performed within this
function.
Trouble Shooting Data

A maximum of sixteen 16 bit words can be recorded for the Trouble Shooting
Data.
Class 3 Fault
System Test
The system test function performs power-up tests and various continuous
tests to provide a complete status of the IR part of the ADIRS.
The layout of the System test pages of the ADR and IR parts are equivalent
except of the title ADR which is replaced by IR.
It is necessary to re-initialize the system because the navigation data are
erased by the test of the RAM performed at the power-up.
Ground Report
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ADIRU 1
ADIRU 3
ADIRU 2
CFDIU
Figure 53
IR/CFDS Block Diagramm
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Interface Test
Initiation of the IR Interface Test shall cause the following sequence to occur :
0-2 seconds
- BCD, BNR and Discrete Words - output with SSM set to Functional
Test and data set. Annunciator discretes shall be energized.
Over 2 seconds
- BCD, BNR and Discrete Words - output with SSM set to Functionnal
Test and data set. Annunciator discretes released to indicated status.
Note
The required outputs are included in the Task BITE Test of the IR System
( AMM 34-10-00 ).

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Figure 54
IR Interface Test
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Current Status
The Current Status function displays on 8 pages the state (as read by the computer) of the discrete inputs, digital inputs (Set Lat and Long from FMGEC),
power condition.

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AMM 34-18-00 Config 2 8/94
Figure 55
IR Current Status
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Specific Data
On some aircraft, you dont have direct access to the Current Status menu.
You must select SPECIFIC DATA. Then you can select
Current Status
GPIRS Report
GPIRS Report
The GPIRS Report function displays GPS primary (AIME) parameters which
are stored either in case of GPS primary failure or routinely at the end of each
flight (historic on several flights).

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AMM 34-18-00
Figure 56
GPIRS Report
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ADIRS BITE (HONEYWELL ADIRU)

It detects and identifies faults related to the Air Data/Inertial Reference System
(ADIRS) and reports them to the Centralized Fault Display Interface Unit
(CFDIU).
The BITE is included in the following LRUs:
Air Data/Inertial Reference Unit (ADIRU)
Air Data Module (ADM).
Control and Display Unit (CDU).
AIR DATA BITE

Air Data Module
The ADM performs various tests to detect its own faults and failed input signals
(check of programming pins).
Faults are annunciated to the ADR by omission or labeling of a faulty output
word (pressure label) and through the use of a discrete fault-code word output
on the ARINC bus. Fault reports are also stored in a non-volatile memory
inside the ADM.
It is linked to the CFDIU through the ADIRU (ADR and IR portions) which
summarizes the BITE results for its own channel.
Last Leg Report

LRUs during the last leg (flight leg 00).

LRUs during the previous legs (flight legs 01-62).
LRU Identificaton
This item describes, for the ADR portion, the current part numbers and revision
status of the selected ADR hardware and software, including ADM identification.
Current Status
This item describes the current on-the ground fault status of the selected ADR.
Air Data Part of ADIRU

The ADR BITE monitors certain internal functions, the functionality of other
ADR internal hardware, the status of analog, digital and discrete inputs and
cross-channel comparisons with the other ADRs.
These BITE tests are performed either at power up or continuously with the
exception of cross-channel comparisons which are run once at takeoff.

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ADIRU 1
ADIRU 3
ADIRU 2
CFDIU
Figure 57
ADR/CFDS Block Diagramm
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ADR INTERACTIVE FUNCTION

Interface Test
This item controls the functional test modes of the selected ADR.
The text which is displayed on the MCDU discripes the various steps
of the Interface Test.
When you push the LSK adjacent to the TEST START indication, the following
test sequence is run:
0-5 seconds: Failure Warning Test
On the ADIRS CDU, the FAULT and the OFF legend of the pushbutton
switch come on.
On the PFD, the speed and altitude scale are no more shown and the SPD
and ALT flags are shown.
The Master Coution Lights come on with a single chime.
5 to 10 seconds: Altitude Ramp Test
The warnings are no more shown.
On the PFD, the altitude increases.
After 10 seconds: Fixed Output Test
Fixed ADR values are shown. The required outputs are listet in the AMM
34-10-00, Task BITE Test of the ADR System.
Altitude Dynamic Slew Test

The activation of this test causes the ADR to output a simulated ramp of
altitude between low and high altitude limits specified by the operator. These
limits, as well as the slew rate, are entered by the operator by means of the
MCDU keyboard.
The maximum slew rate is 20 000 ft/min.
Note: Pull the baro reference selector knob. The Slew Test outputs are only
displayed when STD is selected.
CAS Dynamic Slew Test

The activation of this test causes the ADR to output a simulated ramp of computed airspeed between low and high speed limits specified by the operator.
These limits, as well as the slew rate, are entered by the operator by means of
the MCDU keyboard.
The maximum slew rate is 100 kts/min.
AOA Sensor Test

The activation of this test causes the ADR to output the actual measured
values of AOA and to send the test discrete which causes the AOA sensor to
be commanded to a fixed position greater than the stall warning threshold.
Thus, the Flight Warning Computer activates the aural stall warning.
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Figure 58
ADR Interactive Function
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INERTIAL REFERENCE BITE

The IR BITE monitors certain functions.
Some of them enable to monitor operation errors. These tests are:
Align in air
Excessive Motion
Latitude comparison test.
They result in IR warnings but without fault message sent to the CFDIU.
Last Leg Report

This item describes the in-flight fault status of the selected IR during
the last leg (flight leg 00).

This item describes the in-flight fault status of the selected IR during
the previous legs (flight legs 01-62).
LRU Identificaton
This item describes the ADIRU part number and serial number.
The part number and the serial number of the CDU are also displayed.
Current Status
This item describes the current on-the ground fault status of the selected IR.

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ADIRU 1
ADIRU 3
ADIRU 2
CFDIU
Figure 59
IR/CFDS Block Diagramm
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Interface Test
This item controls the functional test modes of the selected IR.
The Test Mode is inhibited whenever any of the following conditions exists:
Ground Speed greater than 20 kts
IR in the ATT Mode.
The text which is displayed on the MCDU discripes the various steps
of the Interface Test.
When you push the LSK adjacent to the TEST START indication, the following
test sequence is run:
0-2 seconds:
On the ADIRS CDU, the ON BAT light, the FAULT light and the ALIGN
lights come on. The ENT and CLR keys come on.
After 2 seconds:
Fixed IR values are shown. The required outputs are listet in the AMM
34-10-00, Task BITE Test of the IR System.

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Figure 60
IR Interactive Function
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34-58
SATELLITE NAVIGATION
GLOBAL POSITIONING SYSTEM GENERAL

GPS is a satellite supported navigation system to determine the Present
Position. It supplements the ADIRS, because inertial refence systems lose
accuracy depending on the time in the navigation mode.
24 satellites are in an orbit and send signals using the frequency 1575.42 Mhz.
In order to determinate the present position, GPS uses up to eight satellites.
Indications
In the cockpit there are no GPS indications on the instruments.
BITE
There is no specific CMS BITE for the GPS.
GPS INTERFACE
In the A 321, two GPS sensor units ( GPSSU ) with one antenna each are
installed. For a quick alignment the GPSSUs receive the present position from
the ADIRUs. The UTC is also used.
Each GPSSU supplies the ADIRUs with those data:
Present Position
Ground Speed
Track.
Failures
The GPSSU status and GPSSU data are monitored by the ADIRUs.
The ADIRUs send the GPS fault message to the FWCs which generate
an ECAM message.
If GPS 1 fails the following level 2 message is displayed:
NAV GPS1 FAULT.
Normally GPSSU 1 supplies ADIRU 1 and ADIRU 3.

GPSSU 2 supplies ADIRU 2.
If a GPSSU fails the ADIRUs select the remaining GPSSU automatically.
Each ADIRU computes hybrid GPIR data, using the data computed by its
IR-part and the input from the supplying GPSSU.
The IR-part of each ADIRU supplies the FMGCs with those data:
Hybrid GPIR data
IR data
GPS data.
In the last case, the signals are routed through the ADIRU.
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ADIRU 1
Att/Hdg Sel Switch
GPSSU 1
FMGC 1
FWC 1
ADIRU 3
GPSSU 2
FWC 2
ADIRU 2
FMGC 2
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Figure 61 Block Diagram
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GPSSU MODES
Initialisation Mode
At power on, a self test is initiated within the GPSSU. If an internal failure is
detected, the GPSSU sends invalid.
To reduce initialization time, the GPSSUs receive position data from the
ADIRUs and UTC / Date from the FMGEC through the ADIRUs.
Acquisition Mode
In the acquisition mode the GPSSU tries to receive satellite signals.
When the selectes satellites have been acquired, the GPSSU transfers
into the navigation mode.
Navigation Mode
In the navigation mode the GPSSU sends data to the ADIRUs.
For computation four to eight satellites are used at a time.
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Figure 62
GPSSU Modes
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GPS MONITOR PAGE

General
On the MCDU, the GPS monitor page displays GPS data.
Access Procedure
The procedure to call the GPS monitor page is:
1. Push the key for DATA on the MCDU.
The DATA INDEX appears.
2. Push LSK 3L for GPS MONITOR.
The GPS monitor page appears.
GPS Data
On the GPS monitor page the following data are displayed:
Present Position
True Track
( Track refered to geographc north)
Figure of Merit
( Accuracy in meters )
Ground Speed
Mode
( Acquisition Mode ACQ or nav mode NAV ).
Note: During poor receiving conditions ( aircraft in the hangar )

no data are displayed.
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Figure 63
GPS Monitor Page
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MANUAL GPS DESELECTION

When the FMGCs are supplied with hybrid GPIR data, they use this data for
navigation and no DME/DME or VOR/DME radio updating is made.
This FMGC mode is called GPS / inertial mode
The procedure to deselect the GPS / inertial mode manually is:
1. Push the key for DATA on the MCDU.
The DATA INDEX appears.
2. Push the LSK 5R for POSITION MONITOR.
The POSITION MONITOR page appears.
3. Push the LSK 6R for SEL NAVAIDS.
The SELECTED NAVAIDS page appears.
4. Push the LSK 5L for DESELECT GPS.
GPS will not be used by the FMGCs any longer.
Instead of DESELECT GPS now SELECT GPS is offered.
The procedure to re-select GPS is the same.
Note: The procedure to select the position monitor page
is shown in the AMM 22-72-00.
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AMM 22-72-00
Figure 64
Manual GPS Deselection
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LOCATION
Antenna Location
Both GPS antennas are mounted in 12 oclock position.
GPSSU Location
The GPSSUs are mounted close to the GPS antennas behind the ceiling
in 1 oclock position.
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Figure 65
Component Location
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AMM 34-58-00
Figure 66
AMM 34-58-11
GPS Antenna
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GPSSU
AMM 34-58-00
AMM 34-58-31
Figure 67
GPSSU
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Training Manual
A 319/320/321
ATA 34
Navigation
Radio Navigation
Level 3
Lufthansa
Issue: August 2001
Book No: A320 34-36 L3
Lufthansa Base
Lufthansa 1995
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ATA 34
NAVIGATION
Radio Navigation
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34-36
Antenna
The GlideSlope (G/S) and Localizer (LOC) antennas are common to both receivers. Each antenna has two independent connectors, used to feed the two
ILS receivers.
ILS-SYSTEM
DESCRIPTION
General
The Instrument Landing system allows the aircraft to follow an optimum descent axis in order to perform safe landing with poor visibility conditions.
The A320 uses two independent ILS systems.
The localizer operates in a frequency band which ranges from 108 MHz to
111.95 MHz. The glide operates in a frequency band which ranges from 328.6
MHz to 335.4 MHz.
Tuning
Auto Tuning
In normal operation the ILS receiver 1 (2) is automatically tuned by the onside FMGC 1 (2) through the associated RMP 1 (2). In this case, the RMP
is only used to transmit the frequency and course information from the
FMGCs to the frequency input port A of the receiver.
Manual Tuning
Frequency and course data can by manually entered on the RAD/NAV page
of the MCDUs. The FMGCs sent this information to the receivers in the
same way like the auto-tuning mode.
FM Switching
If a FMGC fails, a discrete is sent to the receiver (via the RMP) to activate
the frequency input port B. This port receives information direct from the
opposite FMGC. In this case, one FMGC tunes both ILS receivers.
NAV Back Up Tuning
If both FMGC fail, each ILS receiver must be tuned directly from the onside
RMP. To do so, press the NAV and the ILS pushbuttons on both RMPs. The
RMP now uses manually entered data and not the data coming from the
FMGC. A discrete selects the frequency input port A, which is directly supplied from the associated RMP. A second discrete inhibits the data display
on the RAD/NAV Page of the MCDUs to indicate that no FMGC tuning is
possible. To avoid different ILS data on the two receivers, the ILS data is
exchanged between the RMPs if both RMP are in NAV back up mode.
Inputs
The ILS TUNE/TEST INHIBIT discrete from the associated FMGC is used to
lock the last used frequency and to inhibit the test of the receiver during approach phase below 700 ft.
Each LGCIU sends discrete signals to the ILS receiver for internal BITE purposes.
Indication
All DMCs receive ILS data from both receivers such as LOC/GS deviation, ILS
frequency, course (Runway Heading) and ILS identifier. ILS 1 data is shown on
Capts PFD and F/Os ND, ILS 2 data on F/Os PFD and Capts ND.
Audio
The ILS audio signal is processed by the receiver and sent to the AMU and can
be heard by the crew on headphones or cockpit loudspeaker.
Users
The FWCs receive ILS data in order to create ILS warnings on the ECAM in
case of ILS failure and to create the ILS deviation warning.
The GPWC uses die GS deviation of ILS 1 to create the Below GS-Warning
(Mode 5).
The FMGCs get ILS data for navigation purpose during various flight phases.
The CFDIU is used to communicate with the internal BITE functions of the ILS
receivers (tests only available on ground).
Warnings and Flags
A faulty ILS system results in the following cockpit effects:
Flags on PFD and ND
Master Caution Lights on the glareshield
Aural Warning (Single Chime)
NAV ILS 1 (2,1+2) FAULT on the upper ECAM display.
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ILS 1 DATA
ILS 2 DATA
ILS 1 DATA
Figure 1
ILS 2 DATA
ILS System Schematic
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INDICATION
Normal Indication on PFD
If the ILS pushbutton is pressed and a ILS frequency is sent to the receiver
(flight plane insertion on auto tuning, MCDU or RMP insertion on manual tuning), the white ILS deviation scales appear.
The magenta deviation indexes appear, when the Localizer or Glide Slope signals are valid. When the deviation is out of range, the index is against one stop
and only its outer half remains in view. The scale and the index flash, when the
deviation is excessive (ILS deviation warning).
The magenta course cursor or dagger shows the ILS course against the heading scale. When the course is out of range, the numeric value is shown on the
left or right corner of the heading scale.
The magenta ILS Information shows:
ILS identifier, if decoded by the ILS receiver.
ILS frequency
ILS DME distance, if there is a ILS/DME.
Flags or NCD Indication on PFD

If the ILS pushbutton is pressed and the ILS receiver fails (LOC or GS) a red
ILS message is displayed instead of ILS information in the left bottom corner.
Frequency and identifier disappear.
With LOC failure, a red LOC flag (flashing 9s, then steady) comes into view in
the middle of the LOC scale and the LOC deviation bar goes out of view. With
LOC data not available (NCD), the LOC deviation index goes out of view.
With G/S failure, a red G/S flag (flashing 9s, then steady) comes into view in
the middle of the G/S scale and the G/S deviation bar goes out of view. With
G/S data not available (NCD), the G/S deviation index goes out of view.
If course input is not available (fail or NCD), the course cursor disappears.
The last use frequency will be locked, if the frequency information becomes
NCD or fail.
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G/S Scale
G/S Dev. Index
G/S Flag
LOC Scale
LOC Dev. Index
ILS Characteristics
Runway Heading
ILS Flag
Figure 2
LOC Flag
ILS Indication on PFD
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Normal Indication on ND
ND in Rose ILS Mode
The white ILS deviation scales appear.
The magenta course cursor or dagger shows the ILS course (runway heading) against the heading scale.
The magenta LOC deviation bar appears, when the Localizer signal is valid.
It moves perpendicular to the course cursor. When the deviation is out of
range, the bar moves against one stop. The scale and the bar flash, when
the deviation is excessive (ILS deviation warning).
The magenta G/S deviation index appear, when the glide slope signal is
valid. When the deviation is out of range, the index moves against one stop
and only its outer half remains in view.. The scale and the index flash, when
the deviation is excessive (ILS deviation warning).
The magenta ILS information shows:
- ILS system and frequency
- ILS course
- ILS identifier, if decoded by the ILS receiver.
ND in Rose NAV or ARC Mode
If the ILS pushbutton on the EFIS control panel is pressed, the magenta
course cursor or dagger shows the ILS course (runway heading) against the
heading scale.
Flags and NCD Indication on ND

If the ILS receiver faILS (LOC or GS) a red ILS message is displayed instead
of ILS Information in the right top corner. Frequency and identifier disappear.
the middle of the LOC scale and the LOC deviation bar goes out of view.
With LOC data not available (NCD), the LOC deviation bar goes out of view.
the middle of the G/S scale and the G/S deviation bar goes out of view.
With G/S data not available (NCD), the G/S deviation index goes out of view.
If the course input fails, a vertical red dagger and a red course flags (CRS
XXX) is shown. If the course information is NCD, a course of 0is displayed
and the LOC deviation bar goes out of view.
NCD or fail.
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Dagger
LOC Scale and

Dev.-Bar
ILS Information
Dagger
ILS Flag
LOC Flag
G/S Scale and

Dev.-Index
Figure 3
Course Flag
G/S Flag
ILS Indication on ND
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MANUAL TUNING OF ILS, VOR/DME, ADF

MCDU-T uning
A frequency selection is done at the RAD/NAV page via the Alpha-Numeric
Keys on the MCDU. To clear a selection, press the CLEAR key (CLR is written
in the scratchpad) and press the LSK associated to the system data you want
to clear.
ILS-TUNING
On the RAD/NAV page it is possible to enter a ILS identifier or a frequency
and a course. The course will be automatically cleared, if a new ILS station
is entered.
- After insertion of a new identifier, the FMGEC uses the NAV DATA BASE
to search for the new frequency and sent it to the receiver. If the identifier is not in DATA BASE, the NEW NAV AID page is shown.
- After insertion of a new frequency, the FMGEC uses the NAV DATA
BASE to search for the new identifier to display the data on the MCDU
screen. If the identifier is not in DATA BASE, the message NOT IN DATA
BASE is shown in the scratchpad and the identifier field is empty.
If a flight plan is entered, the system compares this frequency :
- on preflight: with the ILS frequency of the Origin-Airport
- after preflight: with the ILS frequency of the Destination-Airport
If there is no difference, the identifier and the frequency are displayed in
cyan (identifier in small fonts, frequency in large fonts).
If there is a difference and the frequency is found in the DATA BASE, the
frequency is displayed in cyan and the message RWY/ILS MISMATCH is
shown in the scratchpad.
VOR-TUNING
On the RAD/NAV page it is possible to enter a Station identifier or a frequency and a course. The course will be automatically cleared, if a new station is entered.
ADF-TUNING
same as VOR-Tuning.
After selection of a new ADF frequency, in the lower left or right corner (LSK
6L or 6R ) a ADF 1 or 2 BFO prompt appears. Press the LSK to activate
this function. To cancel this function, enter a new frequency or use the
CLEAR function key on the MCDU.
Manual tuned station will be displayed:
on MCDU screen in large fonts
on PFD with mode of tuning field shows M.
RMP Tuning (Radio Navigation Back Up Mode)
The RMPs can be used to tune the radio navigation systems:
- RMP 1 for VOR 1, DME 1, ILS 1 and ADF 1
To do so, the guarded NAV pushbutton must be pressed to switch the RMP in
the radio navigation back up mode (green NAV LED on). All navigation systems
associated to that RMP now uses the last stored RMP NAV frequencies.
After selection of the NAV system via the pushbuttons, a new frequency and a
new course can be entered by using rotary knob and the transfer switch.
If both RMPs are in navigation back up mode, the ILS frequency and course
are exchanged between both RMPs to avoid different ILS settings to the ILS
receivers.
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Figure 4
ILS-, VOR/DME-, ADF- Manuell Tuning by MCDU, RMP
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ECAM WARNING
In case of ILS 1 (2) failure, the ILS waring message NAV ILS 1 (2) FAULT is
shown on the upper ECAM display, the MASTER CAUTION comes on and the
single chime sounds.
The different BITE menu selections are:

LAST LEG REPORT
LRU IDENTIFICATION
TEST
Faults detected by the System and transfered to the CFDS causes the following messages displayed on the MCDU during BITE.
ILS 1(2) :
NO DATA FROM CONTROL SOURCE
There is no correct frequency data input on the active input port of the ILS
receiver.
RECEIVER
The ILS receiver is faulty.
NO DATA FROM CFDIU
No connection to the CFDS.
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Capt
PFD
Capt
ND
ECAM
F/O
ND
F/O
PFD
Warning
EFIS System
LOC
Antenna
other Systems
FMGC 1,2
FWC 1,2
GPWS
AMU (Audio)
GS
Antenna
ILS 1
ILS 2
CFDS
RMP 1
other Systems
FMGC 1,2
FWC 1,2
AMU (Audio)
RMP 2
FMGC 1
FMGC 2
CFDS monitored
Figure 5
ILS BITE Schematic
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Figure 6
ILS CFDS BITE Menu
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Figure 7
ILS CDFS BITE Test
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BITE TEST INDICATION
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GS scale and index (white and magenta)
2 LOC scale and index (white and magenta)

3
ILS data (magenta)
LOC flag (red)
G/S flag (red)
ILS flag (red)
1
5
3
1
EFIS mode selector

ILS pushbutton
Figure 8
ILS BITE Indication on PFD and ND
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ACTIVATION OF THE FRONT PANEL TEST

The front panel test can be activated by pushing the TEST pushbutton switch
on the face of the receiver, if the test inhibit discrete is not active.
During the first 3 seconds, all LEDs on the face of the receiver are on.
During the next 3 seconds, all LEDs go off.
During the last 6 seconds (or until the TEST pushbutton switch is released) the
green ILS LED is on (except if a fault has been detected during the test).
The name, color and function of the three LEDs are as follows:
ILS (red) indicates that an internal fault is detected
ILS (green) indicates that no internal fault is detected
DATA IN (red) indicates that no control input is available (frequency).
However, FMGC sends a discrete to inhibit this test during approach phase
below 700 feet.
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ILS
green
red
DATA IN
red
TEST
ILS RECEIVER
Figure 9
ILS Front Panel Test
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LOCATION
lLS Receiver
GLIDE/SLOPE ANTENNA
LOCALIZER ANTENNA
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Figure 10A319/320/321
ILS Location
Receiver and Antenna
/ TRAINING MANUAL
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Figure 11
ILS Location Control and Indication
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34-36
ILS (MULTI MODE RECEIVER)
DESCRIPTION
General
The primary function of the Multi-Mode Receiver (MMR) is
to receive and process Instrument Landing System (ILS) and
Global Positioning System (GPS) signals.
The A/C comprises two independent MMRs, linked to:
a common glide/slope antenna
a GPS active antenna, linked to MMR1
a GPS active antenna, linked to MMR2.
The MMR is a navigation sensor with two internal receivers:
ILS Receiver
The function of the ILS is to provide the crew and airborne system users
with lateral (LOC) and vertical (G/S) deviation signals, with respect to the
approach ILS radio beam transmitted by a ground station.
The localizer operates in a frequency band which ranges from 108.1 MHz to
111.95 MHz and the glide uses the band from 329.15 MHz to 335 MHz.
GPS Receiver
The GPS is a radio aid to worldwide navigation which provides:
- the crew with a readout of accurate navigation information, e.g. position,
track and speed.
- the Flight Management and Guidance Computer (FMGC) with position
information, after hybridization in the Air Data/Inertial Reference Unit
(ADIRU) with inertial parameters, for accurate position fixing.
ILS Operation
The equipment given below can control the ILS operation:
the Multipurpose Control and Display Units (MCDU) and
the Flight Management and Guidance Computers (FMGC) for frequency/
course selection in normal operating mode.
the Radio Management Panels (RMPs) for frequency/course selection in
back-up mode.
The ILS data are shown on the EFIS displays:

the CAPT PFD and F/O ND show the deviations from the ILS1.
the F/O PFD and CAPT ND show the deviations from the ILS2.
The Morse-coded audio identification signals are sent to the
Audio Management Unit (AMU).
GPS Operation
In normal operation, the GPS 1 data are used by the ADIRUs 1 and 3;
the GPS 2 data by the ADIRU 2.
NOTE:
IN ORDER TO REDUCE GPS INITIALIZATION TIME,

THE GPS 1(2) RECEIVES DATA FROM THE ADIRU 1(2).
The IR portion of the ADIRU 1(2) provides the FMGC 1(2) with:
pure IR data
pure GPS data (in this case the ADIRU operates as a relay)
The pure GPS data are used for display on the MCDU 1 and 2.
hybrid GPIR data. The hybrid GPIR 1(2) data are used by the FMGC 1(2)
for position fixing purposes.
In case of one GPS failure, the three ADIRUs automatically select
the only operative GPS to compute hybrid GPIR data.
In case of ADIRU 1 failure, the FMGC 1 uses ADIRU 3 / GPS 1 data.
In case of ADIRU 2 failure, the FMGC 2 uses ADIRU 3 / GPS 2 data.
NOTE:
THE PRIMARY SOURCE OF THE ADIRU 3 BEING THE GPS 1,

IT IS NECESSARY TO SELECT THE SECONDARY INPUT PORT
OF THE ADIRU 3 (GPS 2) BY MEANS OF THE ATT HDG
SELECTOR SWITCH TO PRESERVE SIDE 1 / SIDE 2
SEGREGATION (GPS 1 / ADIRU 1 / FMGC 1 AND
GPS 2 / ADIRU 3 / FMGC 2 ARCHITECTURE).
In case of failure of two ADIRUs, the two FMGCs use only the operative
ADIRU.
This ADIRU receives data from its own side GPS (e.g. ADIRU 1 - GPS 1).
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Figure 12
MMR Data Acquisition
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Maintenance Operation
The MMR system provides the Centralized Fault Display Interface Unit
(CFDIU) with an interface for onboard testing and fault reporting purposes.
The MCDUs show the maintenance data.
Power Supply
Each system is energized through 115VAC busbars as follows:
401XP for system 1
204XP for system 2.
The system is supplied through these circuit breakers:
49VU
COM NAV/MMR/1
COM NAV/MMR/2
121VU
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Figure 13
MMR Monitoring and Display
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ILS FUNCTION
Normal operation
Each MMR is connected to one Radio Management Panel (RMP).
The MMR 1 is connected to the RMP 1 (the MMR 2 to the RMP 2).
The MMR 1 receives management bus from the FMGC 1 through the RMP 1
(the MMR 2 from the FMGC 2 through the RMP 2).
In normal operation, the FMGC 1(2) tunes the MMR 1(2) either automatically
or manually by means of the MCDU.
In this case the RMP 1(2) operates as a relay which sends the frequency
information from the FMGC 1(2) to the receiver 1(2).
Via a second port, the MMR 1(2) receives a second management bus
(ILS FREQ + RWY HDG) directly from the FMGC 2(1).
The receiver selects one of the two input ports according to
the FREQ / FUNCT DATA SOURCE SEL discrete signal, which is received
from the FMGC 1(2) through the RMP 1(2).
Operation in case of failure
With failure of one FMGC, the second FMGC, can control the two MMRs,
the off side directly, the on side through its RMP.
With failure of the RMP 1(2) or two RMPs, the RMP concerned is transparent
to data and discrete from FMGC.
Manual operation
In manual operation (at any time, or with failure of two FMGCs)
the RMP 1 can control the MMR 1 after ON NAV mode selection.
Same possibility for the RMP 2 (MMR 2).
In this mode the RMP 1 can control the MMR 2 through the RMP 2 after
ON NAV mode selection on the RMP 2.
Same possibility for RMP 2 through RMP 1.
After any frequency selection it is always necessary to select the associated
course.
Reconfiguration switching
In normal utilization, the ILS 1 data are shown on the CAPT PFD and the F/O
ND; the ILS 2 data on the F/O PFD and the CAPT ND.
The DMC 1 supplies data to the CAPT PFD and ND; the DMC 2 to the F/O
PFD and ND.
With failure of the DMC 1(2) it is possible to switch over to the DMC 3 with the
EIS DMC selector switch located on the center pedestal.
In this case, the DMC 3 totally replaces the DMC 1(2) through the stage of the
output switching relay of the failed DMC.
With failure of the PFD, there is an automatic transfer of the PFD image onto
the ND.
With failure of the CAPT (F/O) ND, you obtain the transfer of the ND image
onto the CAPT (F/O) PFD when you push the PFD/ND XFR pushbutton switch.
When you set the PFD potentiometer to OFF this causes:
deactivation of the CAPT (F/O) PFD
transfer of the PFD image onto the CAPT (F/O) ND.
Audio control
The MMR applies its audio output to the audio integrating system.
This system controls and directs the output to the headsets and / or
the loudspeakers.
The Audio Management Unit (AMU) controls the audio level through the ACP.
On the ACP, the pilot must push the ILS pushbutton switch and adjust
the related potentiometer to the correct audio level.
With ILS / DME collocated stations, the DME identification morse code can be
listened in sequence with the ILS audio signal when you push the ILS pushbutton switch on the ACP and the ILS pushbutton switch on the FCU.
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Figure 14
MMR ILS Operation
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MANUAL TUNING OF ILS

MCDU-T uning
A frequency selection is done at the RAD/NAV page via the Alpha-Numeric
Keys on the MCDU. To clear a selection, press the CLEAR key
(CLR is written in the scratchpad) and press the LSK associated to the system
data you want to clear.
ILS-TUNING
On the RAD/NAV page it is possible to enter a ILS identifier or a frequency
and a course. The course will be automatically cleared, if a new ILS station
is entered.
- After insertion of a new identifier, the FMGEC uses the NAV DATA BASE
to search for the new frequency and sent it to the receiver.
If the identifier is not in DATA BASE, the NEW NAV AID page is shown.
- After insertion of a new frequency, the FMGEC uses the NAV DATA
BASE to search for the new identifier to display the data on the MCDU
screen.
If the identifier is not in DATA BASE, the message NOT IN DATA BASE
is shown in the scratchpad and the identifier field is empty.
If a flight plan is entered, the system compares this frequency :
- on preflight: with the ILS frequency of the Origin-Airport
- after preflight: with the ILS frequency of the Destination-Airport
If there is no difference, the identifier and the frequency are displayed in
cyan (identifier in small fonts, frequency in large fonts).
If there is a difference and the frequency is found in the DATA BASE, the
frequency is displayed in cyan and the message RWY/ILS MISMATCH is
shown in the scratchpad.
RMP Tuning (Radio Navigation Back Up Mode)

The RMPs can be used to tune the radio navigation systems:
To do so, the guarded NAV pushbutton must be pressed to switch the RMP
in the radio navigation back up mode (green NAV LED on).
All navigation systems associated to that RMP now uses the last stored RMP
NAV frequencies.
After selection of the NAV system via the pushbuttons, a new frequency and a
new course can be entered by using rotary knob and the transfer switch.
If both RMPs are in navigation back up mode, the ILS frequency and course
are exchanged between both RMPs to avoid different ILS settings to the ILS
receivers.
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Figure 15
ILS Manual Tuning with MCDU, RMP
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ILS INDICATION
If the ILS pushbutton is pressed and a ILS frequency is sent to the receiver
(flight plane insertion on auto tuning, MCDU or RMP insertion on manual
tuning), the white ILS deviation scales appear.
The magenta deviation indexes appear, when the Localizer or Glide Slope
signals are valid.
When the deviation is out of range, the index is against one stop and only its
outer half remains in view.
The scale and the index flash, when the deviation is excessive
(ILS deviation warning).
The magenta course cursor or dagger shows the ILS course against the heading scale.
When the course is out of range, the numeric value is shown on the left or right
corner of the heading scale.
The magenta ILS Information shows:
ILS identifier, if decoded by the ILS receiver.
ILS frequency
ILS DME distance, if there is a ILS/DME.

If the ILS pushbutton is pressed and the ILS receiver fails (LOC or GS) a red
ILS message is displayed instead of ILS information in the left bottom corner.
Frequency and identifier disappear.
With LOC data not available (NCD), the LOC deviation index goes out of view.
If course input is not available (fail or NCD), the course cursor disappears.
NCD or fail.
FRA US/T WB
01.08.2000
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G/S Scale
G/S Dev. Index
G/S Flag
LOC Scale
LOC Dev. Index
ILS Characteristics
Runway Heading
ILS Flag
Figure 16
LOC Flag
ILS Indication on PFD
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ND in Rose ILS Mode
The white ILS deviation scales appear.
The magenta course cursor or dagger shows the ILS course
(runway heading) against the heading scale.
The magenta LOC deviation bar appears, when the Localizer signal is valid.
It moves perpendicular to the course cursor.
When the deviation is out of range, the bar moves against one stop.
The scale and the bar flash, when the deviation is excessive
The magenta G/S deviation index appear, when the glide slope signal is
valid.
When the deviation is out of range, the index moves against one stop and
only its outer half remains in view.
The scale and the index flash, when the deviation is excessive
The magenta ILS information shows:
- ILS system and frequency
- ILS course
- ILS identifier, if decoded by the ILS receiver.
ND in Rose NAV or ARC Mode
If the ILS pushbutton on the EFIS control panel is pressed, the magenta
course cursor or dagger shows the ILS course (runway heading) against the
heading scale.

If the ILS receiver faILS (LOC or GS) a red ILS message is displayed instead
of ILS Information in the right top corner. Frequency and identifier disappear.
With LOC data not available (NCD), the LOC deviation bar goes out of view.
If the course input fails, a vertical red dagger and a red course flags
(CRS XXX) is shown.
If the course information is NCD, a course of 0is displayed and the LOC deviation bar goes out of view.
NCD or fail.
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Dagger
LOC Scale and

Dev.-Bar
ILS Information
Dagger
ILS Flag
LOC Flag
G/S Scale and

Dev.-Index
Figure 17
Course Flag
G/S Flag
ILS Indication on ND
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GPS FUNCTION
Normal operation
To reduce initialization time, the MMR 1(2) receives position data, LAT/LONG
from the ADIRU 1(2) and SET LAT, SET LONG UTC/Date from the FMGC 1(2)
through the ADIRU 1(2).
Each MMR receives the GPS satellite RF signals from the active antenna to
compute and provide the three ADIRUs with:
UTC, date
position, altitude
ground speed, track angle
N/S speed, E/W speed, vertical speed
horizontal and vertical dilution of precision, figure of merit
satellite position
satellite measurement (pseudo-range, delta range, range rate,
UTC measurement time)
GPS measurement status, sensor status
real time and predictive integrity data.
Within each ADIRU an hybridization function performs the following:
monitoring of the MMR using GPS status word and ADIRU BITE
generation of failure message for ECAM display
use of pseudo-range/delta range data to compute GPS position
use of inertial data to smooth GPS position/velocity
use of a Kalman filter to estimate and minimize errors
use of IR data to improve the robustness of the MMR RAIM algorithm.
transmission of GPS and GPIR data to the FMGC for position fixing
and display purposes.
GPS primary navigation function principle in the FMGC
A navigation mode with the least error is chosen based upon the mixed IR position and the best GPIR or radio position available.
NOTE:
THE GPIR POSITION USED BY THE FMGC TO DETERMINE THE

AIRCRAFT POSITION IS COMPUTED IN THE GPIR PARTITION
OF THE ADIRU (HYBRID SOLUTION).
The FMS mode of navigation is selected according to the following hierarchy:

GPIR/Inertial
DME/DME/Inertial
DME/VOR/Inertial
Inertial only.
The GPIR/INERTIAL mode is selected as long as the following conditions are
satisfied:
GPIR position is available and with an estimated accuracy consistent with
the intended operation.
GPIR integrity is available and compatible with the applicable phase of flight
requirement.
As long as the GPS/INERTIAL mode is active, no DME/DME or VOR/DME
radio updating is allowed.
However, LOC updating can apply to GPS/INERTIAL position. In this navigation mode, N IR/GPS indication is displayed on the POSITION MONITOR page
with N being the number of IRs used to compute mixed IR position.
The selected hybrid GPIRS position is displayed on the POSITION MONITOR
page in place of the radio position.
The mixed IR position and the IR deviations displayed on the POSITION
MONITOR page do not change and are still computed using pure IR inputs.
Aircraft position is generated by a series of filters which use inertial position,
GPIR position or radio position, and aircraft velocity as input.
A position bias is computed once every second through the position bias filter.
This position bias is computed as the difference between the GPIR position
(or radio position) and the inertial position.
The aircraft position is finally computed every 200 ms based on the corrected
inertial position and the aircraft velocity using the aircraft position filter.
The GPS/INERTIAL mode can be manually inhibited by pushing the line key
adjacent to the DESELECT GPS indication on the SELECTED NAVAIDS page.
FMGC computed integrity:
When the GPIR position is available in the FMGC but the GPIR integrity is not
delivered by the ADIRS, the FMGC is capable of computing an equivalent
integrity called AIM (Alternate Integrity Monitoring), using IR data, during
a limited period of time. The goal of this FMGC functionality is to improve the
availability of the GPS Primary function in the cockpit.
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Figure 18
MMR GPS Operation
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DISPLAY OF GPS DATA ON MCDU

GPS MONITOR
The GPS data are displayed on the GPS MONITOR page of the MCDU.
To get the GPS MONITOR page, push the DATA key on the MCDU,
then the line key adjacent to the GPS MONITOR indication.
The upper part is dedicated to GPS 1 data, the lower part to GPS 2 data.
The following data are displayed:
GPS position (lat/long)
true track
GPS altitude
figure of merit (in meters)
ground speed
number of satellites tracked
mode.
Progress page
The progress page indicates whether the GPS is used by the FMGC for
navigation.
If it is used, the GPS PRIMARY indication is displayed.
If it is not used, the GPS PRIMARY LOST message is shown.
PREDICTIVE GPS
The integrity prediction results given by the GPS portion of the MMR on Flight
Management System (FMS) request are displayed on the PREDICTIVE GPS
page of the MCDU (from the progress page which displays required navigation
accuracy and estimated position accuracy and GPS PRIMARY indication).
The prediction concerns the destination (DEST) and any pilot entered waypoint
(WPT) and the integrity availability (HIL < 0.3 Nm) is displayed by Yes (Y) or
No (N) for the seven times defined by the five minutes increments for plus or
minus 15 minutes around DEST or WPT.
ARRIVAL page
To select a GPS approach, use the ARRIVAL page.
MCDU scratchpad
GPS PRIMARY in white or GPS PRIMARY LOST in amber show on the MCDU
scratchpad.
SELECTED NAVAIDS page
It is possible to select GPS for navigation computation within the FMS on the
SELECTED NAVAIDS page.
If you deselected GPS, the message GPS IS DESELECTED appears on the
MCDU when a GPS approach starts.
FRA US/T WB
01.08.2000
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Figure 19
GPS Data on MCDU
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DISPLAY OF GPS MESSAGES ON ND
WARNING
GPS PRIMARY LOST amber message

This message is displayed at the bottom of the image in all the ND modes
when the GPS primary is lost (this message cannot be cleared from the
MCDU).
In this case, the GPS is not used for navigation (accuracy and integrity for the
intended operation can still be met by the use of alternate navigation means).
GPS failure
The GPSs are monitored by the both FWCs using a status word sent by each
GPS.
In case of GPS failure, the NAV GPS 1(2) FAULT message is displayed in the
lower part of the upper ECAM DU.
This message is accompanied by:
activation of the MASTER CAUT lights on the glareshield
aural warning: Single Chime (SC).
Display of GPS PRIMARY white message

This message is displayed at the bottom of the image in all the ND modes
when the GPS becomes primary (this message can be cleared from the
MCDU).
Display of GPS APP green message
This approach message is displayed at the top of the image in all the ND
modes when a GPS approach is selected in the flight plan.
NOTE:
THE FAILURE IS REMINDED ON THE INOP SYSTEM PAGE OF

THE LOWER ECAM DU. THE MESSAGE DISPLAYED IS GPS 1(2).
Loss of the GPS primary navigation

When the GPS navigation is lost for any reason, the navigation function is
degraded and reverts to the traditional navigation function with IRS positions
and radio positions if available (in this case the RNP (Required Navigation
Performance) features are still available).
Warnings are generated to indicate the loss of GPS PRIMARY navigation:
GPS PRIMARY LOST message on the NDs (cannot be cleared) and MCDU
(can be cleared)
in case of GPS non-precision approach, an aural alert is generated
(Triple Click)
GPS/FMS position disagreement
When GPS Primary is active and either FMGC 1 or FMGC 2 latitude
(longitude) deviates from either MMR 1 or MMR 2 latitude (longitude) by more
than 0.5 Nm, the NAV FMS/GPS POS DISAGREE and
A/C POS...........CHECK messages are displayed in amber
and cyan respectively on the ECAM DU.
These messages are accompanied by:
activation of the MASTER CAUT lights on the glareshield
aural warning: Single Chime (SC).
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Figure 20
GPS Messages on ND
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BITE MENU
CFDIU Interface
BITE description
It detects and identifies a failure related to the MMR.
The BITE of the MMR receiver is connected to the CFDIU.
The BITE:
transmits permanently MMR status and its identification message
to the CFDIU
memorizes the failures which occurred during the last 63 flight legs
monitors data inputs from the various peripherals
transmits to the CFDIU the result of the tests performed and selt-tests
can communicate with the CFDIU through the menus.
The BITE can operate in two modes:
- the normal mode
- the menu mode.
Normal mode
During the normal mode, the BITE monitors cyclically the status of the MMR. It
transmits its information to the CFDIU during the concerned flight.
In case of fault detection the BITE stores the information in the fault memories.
These items of information are transmitted to the CFDIU.
In case of ILS 1 (2) failure, the ILS waring message NAV ILS 1 (2) FAULT is
shown on the lower part of the Engine/Warning Display,
the MASTER CAUTION comes on and the single chime sounds.
In case of GPS failure, the NAV GPS 1(2) FAULT message is displayed in the
lower part of the Engine/Warning Display (EWD).
This message is accompanied by:
- activation of the MASTER CAUT lights on the glareshield
- aural warning: Single Chime (SC).
NOTE:
Menu mode
The menu mode can only be activated on the ground.
This mode enables communication between the CFDIU and the MMR BITE by
means of the MCDU.
All the information displayed on the MCDU during the BITE Test configuration
can be printed by the printer.
The MMR menu mode is composed of:
LAST LEG REPORT
This menu contains the fault messages (class 1 internal and external)
detected during the last flight.
This report contains the fault messages related to the external or internal
failures (class 1) recorded during the previous 63 flight legs.
LRU IDENTIFICATION
Allows to display the P/N, the S/N and the SW/N of the equipment.
GND SCANNING
Based on the monitoring and fault analysis during flight,
provides information of the failures detected while using this function.
Provides correlation parameters and snapshot data concerning the failure
displayed in the LAST LEG REPORT and PREVIOUS LEGS REPORT.
CLASS 3 FAULTS
Allows to display the class 3 faults recorded during the last flight leg.
SYSTEM TEST
Allows a check of the correct operation of the MMR interrogator.
GROUND REPORT
Allows to present the class 1 or 3 internal failures detected on ground.
THESE FAILURES ARE REMINDED ON THE INOP SYSTEM PAGE

OF THE SYSTEM DISPLAY (SD).
THE MESSAGE DISPLAYED IS ILS 1(2) / GPS 1(2).
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Figure 21
MMR System Test (Fig. 1)
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Figure 22
MMR System Test (Fig. 2)
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GS scale and index (white and magenta)
2 LOC scale and index (white and magenta)

3
ILS data (magenta)
LOC flag (red)
G/S flag (red)
ILS flag (red)
1
5
3
1
ILS
ILS
EFIS mode selector

ILS pushbutton
Figure 23
MMR ILS BITE Indication on PFD and ND
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LOCATION

General
The face of the MMR is fitted with a handle, two attaching parts,
a TEST pushbutton switch and four Light Emitting Diodes (LEDs).
The four LEDs have the following name, color and function:
TEST OK (green) indicates that no fault is detected during the initiated
(by pushbutton switch or by MCDU) self-test or during the power-up test.
MMR FAULT (red) indicates that an internal fault is detected by the MMR
itself.
BUS IN FAIL (red) indicates that no control input is available.
TEST ANT (red) indicates that a failed antenna (or coaxial cable)
is detected.
The back of the MMR is equipped with one ARINC 600 size one connector,
which includes three plugs:
Top Plug (TP): connection with the GPS antenna
Middle Plug (MP): service interconnection
Bottom Plug (BP): connection with the power supply circuit,
and the LOC and G/S coaxial interconnections.
GPS Antenna
Two L-Band Antennas are mounted on the top of the fuselage,
at the centerline, to receive signals from the GPS satellites.
The GPS antenna is an active antenna with an integrated preamplifier
and filter. It receives GPS signals at 1575.42 MHz and matches to a 50 -ohms
coaxial cable at the input to the MMR. The antenna has a right-hand circular
polarized and omnidirectional radiation pattern.
The power supply of the preamplifier is provided by the MMR through
the coaxial cable.
NOTE:
THE ANTENNA CONNECTORS HAVE A HOLE TO INSTALL

A LOCKWIRE AND SAFETY THE COAXIAL CABLE.
Localizer Antenna
The localizer antenna is an airborne antenna used to receive LOC signals in
the 108-112MHz range. It is a folded half-loop type driven by capacitive
coupling. The antenna has two independent RF connectors used to feed two
independent ILS receivers. Connector separation is provided by a hybrid
junction in the antenna.
Glide Slope Antenna
The glide slope antenna is an airborne antenna used to receive GLIDE signals
in the 329-335MHz range. It is a folded half-loop type driven by capacitive
coupling. The antenna has two independent RF connectors used to feed two
independent ILS receivers. Connector separation is provided by a hybrid
junction in the antenna.
FRA US/T WB
01.08.2000
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Figure 24
MMR Front Panel Test
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Figure 25
MMR Location
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GPS-Antenna
Figure 26
LOC and G/S Antenna
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34-55
VOR/MARKER
DESCRIPTION
General
The VOR (VHF Omni-Range) system is a medium range navigation aid, which
provides, when tuned to a station, the radial of the station the A/C is flying and
the A/C angular deviation with respect to a selected course.
The A320 uses two independent VOR systems. Both VOR receivers are
equipped with a Marker module, but only VOR 1 Marker part is used.
Tuning
Auto Tuning
In normal operation the VOR receiver 1 (2) is automatically tuned by the
onside FMGC 1 (2) through the associated RMP 1 (2). In this case, the
RMP is only used to transmit the frequency and course information from the
Manual Tuning
same way like in then auto-tuning mode.
FM Switching
opposite FMGC. In this case, one FMGC tunes both VOR receivers.
NAV Back Up Tuning
If both FMGC fail, each VOR receiver must be tuned directly from the onside RMP. To do so, press the NAV and the VOR pushbutton on both
RMPs. The RMP now uses manually entered data and not the data coming
from the FMGC. A discrete reselects the frequency input port A, which is
directly supplied from the associated RMP. A second discrete inhibits the
data display on the RAD/NAV page of the MCDUs to indicate that no FMGC
tuning is possible.
Inputs
Each LGCIU sends discrete signals to the VOR receiver for internal BITE purposes.
Indication
All DMCs receive VOR data from both receivers such as VOR bearing, frequency, VOR course, VOR deviation and VOR identifier. Data of both systems
are shown on Capts and F/Os ND.
Only in ROSE VOR mode, the specific VOR 1 data (characteristics, course,
deviation) is shown on Capts ND and specific VOR 2 data on F/Os ND..
All DMCs receive Marker data (OM, MM, AM) from VOR1 receiver to display it
on both PFDs.
The DDRMI receive VOR bearing from both VOR receivers to show the VOR
bearing.
Audio
The VOR/MKR audio signal is processed by the receiver ,sent to the AMU and
can be heard by the crew on headphones or cockpit loudspeaker.
Users
The FMGCs receives the VOR Data for navigation purpose during various flight
phases.
The CFDIU is used to communicate with the internal BITE functions of the
VOR receivers (tests only available on ground).
Warnings and Flags
A faulty VOR system results in the following cockpit effects:
Flags on PFD and ND
Flags on DDRMI
Antenna
The VOR antenna is common to both receivers. The antenna has two independent connectors, used to feed the two VOR receivers.
VOR1 receiver is connected to the Marker antenna.
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Figure 27
VOR/MKR System Schematic
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INDICATION
Marker Indication on PFD
At the intersection of the LOC and G/S scale on the PFD the following Marker
indication appears:
AWY (Airways Marker) in white or
OM (Outer Marker) in cyan or
MM (Middle Marker) in amber.
Marker audio signals are processed by the receiver and sent to the AMU.
Flags and NCD Indication on PFD

If the Marker part of the VOR receiver fails or NCD is sent, no Marker indication is displayed.
FRA US/E Mk
15.12.95
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Figure 28
Marker Indication on PFD
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ND in ROSE VOR Mode
The white VOR deviation scale appears.
The cyan course cursor or dagger shows the preselected course PSC in
relation to the heading rose.
The cyan deviation bar appears, when the VOR signal is valid. It moves perpendicular to the course cursor (1 dot = 5). When the deviation is out of
range, the bar moves against one stop. The arrow shows the direction to
the station (TO/FROM).
The VOR information (white) shows:
- VOR system and frequency
- VOR course (PSC)
- VOR identifier, when decoded by the VOR receiver
- Tuning mode
blank if autotuned
M for manual tuning via MCDU
R for manual tuning via RMP
ND in ROSE NAV or ARC Mode
When the VOR.D pushbutton on the EFIS control panel is pressed, all VOR/
DME stations contained in the FMGECs NAV DATA BASE are displayed on
the ND, depending on the selected range:
O for DME
+ for VOR
ND in ROSE VOR, ROSE ILS, ROSE NAV or ARC Mode
When the VOR/ADF selector is switched to VOR and the VOR signal is
valid, the white VOR pointer appears and shows the bearing to the VOR
station. The VOR station characteristics is displayed in the left or right lower
corner of the ND and shows:
- VOR system
- Pointer symbol
- VOR/DME frequency or identifier, if decoded by the VOR receiver
- Tuning mode

ND in ROSE VOR Mode
If the VOR receiver fails, a red VOR1 (2) flag (flashing 9s, then steady)
comes into view instead of VOR deviation scale and VOR information and
the deviation bar goes out of view.
In case of NCD, the VOR deviation bar goes out of view.
If the course input fails, a vertical red dagger and a red course flag (CRS
XXX) is shown .
If the course information is NCD, the course data shows dashes and the
dagger and the VOR deviation bar goes out of view.
If the frequency information is fail or NCD, the frequency data and the deviation goes out of view.
ND in ROSE VOR,ROSE ILS, ROSE NAV or ARC Mode and VOR/ADF
Selector in position VOR
If the VOR receiver fails, a red VOR1 (2) flag (flashing 9s, then steady)
comes into view instead of VOR characterictics and the VOR bearing
pointer goes out of view.
In case of NCD, the VOR bearing pointer goes out of view and on VOR
characteristics, the VOR identifier is replaced by the frequency.
If the frequency information is fail or NCD, the VOR bearing pointer goes
out of view. Identifier and frequency data are sent by the DME interrogator.
Normal Indication on DDRMI
The pointer shows VOR ground station bearing on the heading dial.
Flags and NCD Indication on DDRMI
If the VOR receiver fails, a red VOR flag comes into view and the bearing
pointer is driven in 3 oclock position.
In case of NCD, the bearing pointer shows 3 oclock position.
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VOR Deviation Bar
VOR Characteristics
Dagger
VOR Information
VOR Flag
Course Flag
VOR Pointer
VOR Flag
VOR Pointer
3 oclock
Figure 29
VOR/MKR Indication on ND and RMI
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LAST LEG REPORT
LRU IDENTIFICATION
TEST
Faults detected by the System and transfered to the CFDS causes the following messages displayed on the MCDU during BITE.
VOR 1(2):
There is no correct frequency data input on the active input port of the VOR
receiver.
RECEIVER
The VOR receiver is faulty.
NO DATA FROM CFDIU
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Capt
PFD
Capt
ND
F/O
ND
RMI
F/O
PFD
EFIS System
other Systems
FMGC 1,2
AMU (Audio)
VOR
Antenna
MKR
Antenna
VOR/MKR 1
VOR/MKR 2
CFDS
RMP 1
other Systems
FMGC 1,2
AMU (Audio)
RMP 2
FMGC 1
FMGC 2
CFDS monitored
Figure 30
VOR/MKR BITE Schematic
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Figure 31
VOR/MKR CFDS BITE Menu
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Figure 32
VOR/MKR CFDS BITE Test
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FRA US/E MK
6.12.95
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VOR Pointer (white)
VOR Course (Dagger) (cyan)
VOR Deviation (cyan)
MKR Indication
VOR Data (white)
VOR flag (red)
6
1
3
6
VOR/ADF Switches
EFIS mode selector
Figure 33
VOR/MKR BITE Indication on PFD, ND and RMI
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The front panel test can be activated in ground condition only by pushing the
TEST pushbutton switch on the face of the receiver.
During the last 3 seconds (or until the TEST pushbutton switch is released)
the green VOR LED is on (except if a fault has been detected during the
test).
VOR (red) indicates that an internal fault is detected of the VOR Receiver
VOR (green) indicates that no internal fault is detected of the VOR Receiver
MKR (red) indicates that a internal fault is detected of the MKR receiver
FRA US/E MK
6.12.95
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Figure 34
VOR/MKR Front Panel Test
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LOCATION
Figure 35
VOR/MKR Location Receiver and Antenna
Page
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Figure 36
VOR/MKR Location Control and Indication
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34-51
DME
DESCRIPTION
General
The DME system is a radio aid for medium range navigation, which provides
the crew, when tuned to a station, with a digital readout of the slant range distance between the A/C and the selected ground station.
The A320 uses two independent DME systems. Each system can work with up
to 5 independent stations simultaneously.
Tuning
Auto Tuning
In normal operation the DME interrogator 1 (2) is automatically tuned by the
onside FMGEC 1 (2) through the associated RMP 1 (2). In this case, the
FMGCs to the frequency input port A of the receiver. VOR/DME and
ILS/DME distance can be calculated and displayed simultaneously.
Manual Tuning
same way then in auto-tuning mode.
FM Switching
If a FMGC fails, a discrete is sent to the interrogator (via the RMP) to activate the frequency input port B. This port receives information direct from
the opposite FMGC. In this case, one FMGC tunes both DME interrogators.
NAV Back Up Tuning
If both FMGC fail, each DME Interrogator must be tuned directly from the
onside RMP. To do so, press the NAV and the VOR pushbutton on both
data display on the RAD/NAV page of the MCDUs to indicate that no
FMGEC tuning is possible. No ILS/DME indication is possible.
Antenna
Each DME interrogator uses its own DME antenna for radio transmission and
reception. A suppression signal is transmitted by the DME interrogator each
time when in transmission mode to inhibit other systems working in same frequency range (ATC, TCAS) and to prevent simultaneous transmission.
Inputs
Each LGCIU sends discrete signals to the DME interrogator for internal BITE
purposes.
Indication
All DMCs receive DME data from both interrogators such as DME distance,
frequency and identifier. Data of both systems are shown on Capts and F/Os
ND. ILS DME information is only shown on the associated PFD.
The DDRMI receive DME data from both DME interrogators to show the DME
distance in the upper left and right corner.
Audio
The DME audio signal is processed by the Interrogator and sent to the AMU
and can be heard by the crew on headphones or cockpit loudspeaker in parallel
to the VOR audio signal.
Users
The FMGCs receive DME Data (5 stations max.) for navigation purpose during
various flight phases.
DME Interrogators (tests only available on ground).
Warnings and Flags
A faulty DME system results in the following cockpit effects:
Flags on PFD and ND
blank display in DDRMI
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CAPT
PFD
PFD
Figure 37
DME System Schematic
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INDICATION
If the ILS pushbutton on the EFIS control panel is pressed, on the lower left
corner of the PFD the ILS DME distance is shown (if a ILS/DME station is
available). On Capts PFD ILS/DME1 distance is displayed, on F/Os PFD, ILS/
DME 2 is displayed.
If no ILS/DME station is available, the display is blank.

If the DME interrogator fails and the ILS pushbutton on the EFIS control panel
is pressed, a red DME1 (2) flag (flashing 9s, the steady) comes into view
instead of the DME distance.
With NCD and ILS pushbutton pressed, dashes are displayed.
If the frequency information is fail or NCD, the DME indication is blank.
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ILS DME Flag
ILS/DME Indication
Capt PFD DME1
F/O PFD DME2
Figure 38
DME Indication on PFD
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ND in ROSE ILS, ROSE VOR, ROSE NAV or ARC Mode
When the VOR/ADF selector is switched to VOR, the DME distance is displayed in green under the associated VOR characteristics in the lower left or
right corner.
When the VOR.D pushbutton on the EFIS control panel is pressed, all VOR/
DME stations around the aircraft and contained in the FMGCs NAV DATA
BASE are displayed on the ND, depending on the selected range.
Normal Indication on DDRMI
The DDRMI shows DME1 and DME2 distance in the upper left and right corner.
Flags or NCD Indication on ND

Flags or DME NCD indication are only displayed on ND, when in ROSE or
ARC mode and the VOR/ADF selector is switched to VOR.
If the DME interrogator fails, a red DME1 (2) flag (flashing 9s, the steady)
comes into view instead of DME distance.
In case of NCD, two dashes are shown.
Flags or NCD Indication on DDRMI
If the DME interrogator fails, the DME1 (2) window is blanked. There is no
DME flag.
In case of NCD, dashes are shown.
FRA US/E MK
15.12.95
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VOR DME Indication
VOR DME NCD Indication
Figure 39
VOR DME Flag
DME Indication on ND and RMI
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LAST LEG REPORT
LRU IDENTIFICATION
TEST
Faults detected by the System and transferred to the CFDS causes the following messages displayed on the MCDU during BITE.
DME 1(2) :
There is no correct frequency data input on the active input port of the DME
interrogator.
RECEIVER
The DME Interrogator is faulty.
NO DATA FROM CFDIU
FRA US/E MK
15.12.95
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Capt
PFD
Capt
ND
F/O
ND
RMI
F/O
PFD
EFIS System
other Systems
FMGC 1,2
DME 2
Antenna
DME 1
Antenna
DME 1
DME 2
AMU (Audio)
ATC 1,2 TCAS (Supp.)
CFDS
RMP 1
other Systems
FMGC 1,2
AMU (Audio)
ATC 1,2 TCAS (Supp.)
RMP 2
FMGC 1
FMGC 2
CFDS monitored
Figure 40
DME BITE Schematic
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Figure 41
DME CFDS BITE Menu
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Figure 42
DME CFDS BITE Test
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FRA US/E MK
15.12.95
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ILS DME Indication (magenta)
VOR DME Indication (white)
DME NCD Indication (white)
ILS DME flag (red)
VOR DME flag (red)
4
1
VOR/ADF Switches
ILS pushbutton
3
Figure 43
DME BITE Indication on PFD, ND and RMI
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TEST pushbutton switch on the face of the interrogator.
During the first 3 seconds, all LEDs on the face of the interrogator are on.
the green R/T LED is on (except if a fault has been detected during the
test).
R/T (red) indicates that an internal fault is detected of the DME interrogator
R/T (green) indicates that no internal fault is detected of the DME interrogator
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Figure 44
DME Front Panel Test
______________________________________________________________________________________________________________________________________________________________________________________________
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LOCATION
Figure 45
DME Location Interrogator and Antenna
FRA
______________________________________________________________________________________________________________________________________________________________________________________________
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Figure 46
DME Location Control and Indication
______________________________________________________________________________________________________________________________________________________________________________________________
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34-53
ADF
DESCRIPTION
General
The Automatic Direction Finder (ADF) system is a medium range radio navigation aid which provides:
an indication of the relative bearing of the aircraft to a selected ground
station (frequency range 190 to 1750 KHz).
The ADF comprises two independent systems. Each system consists of:
one receiver
one loop and sense antenna
Antenna
Each ADF receiver is connected to its own ADF antenna. The ADF antenna
consists of one sense antenna and two loop antenna elements, which are preamplified by integrated amplifiers.
A test loop input is not used.
Tuning
Auto Tuning
In normal operation the ADF receiver 1 (2) is automatically tuned by the
onside FMGC 1 (2) through the associated RMP 1 (2). In this case, the
Manual Tuning
same way like in the auto-tuning mode.
FM Switching
opposite FMGC. In this case, one FMGC tunes both ADF receivers.
NAV Back Up Tuning
If both FMGC fail, each ADF receiver must be tuned directly from the onside RMP. To do so, press the NAV and the ADF pushbuttons on both
data display on the RAD/NAV page of the MCDUs to indicate that no FMGC
tuning is possible.
Indication
All DMCs receive ADF data from both receivers such as ADF bearing, frequency and ADF identifier. Data of both systems are shown on Capts and F/Os
ND.
Inputs
Each LGCIU sends discrete signals to the ADF receiver for internal BITE purposes.
Audio
The ADF audio signal is processed by the receiver and sent to the AMU and
can be heard by the crew on headphones or cockpit loudspeaker.
Users
The CFDIU is used to communicate with the internal BITE functions of the ADF
receivers (tests only available on ground).
Warnings and Flags
A faulty ADF system results in the following cockpit effects:
Flags on ND
FRA US/E MK
18.12.95
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Figure 47
ADF System Schematic
______________________________________________________________________________________________________________________________________________________________________________________________
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INDICATION
ND in ROSE VOR,ROSE ILS, ROSE NAV or ARC Mode
When the ADF/VOR selector is switched to ADF and the ADF signal is
valid, the green ADF pointer appears and shows the bearing to the ADF
station. The ADF station characteristics is displayed in the left or right lower
corner of the ND and shows:
- ADF system
- Pointer symbol
- ADF frequency or identifier, if decoded by the ADF receiver
- Tuning mode
When the NDB pushbutton on the EFIS Control Panel is pressed, all ADF
stations contained in the FMGCs NAV DATA BASE are displayed on the
ND, depending on the selected range.
NOTE:
Flags or NCD Indication on ND

Flags or NCD indication are only displayed on ND, when in ROSE or ARC
mode and the VOR/ADF selector is switched to ADF.
If the ADF receiver fails, a red ADF1 (2) flag (flashing 9s, then steady) comes
into view instead of ADF characteristics and the ADF bearing pointer goes out
of view.
In case of NCD, the ADF bearing pointer goes out of view and on ADF characteristics, the ADF identifier is replaced by the frequency.
If the frequency information is fail or NCD, the ADF bearing pointer, the frequency or the identifier goes out of view.
IF ONLY ONE ADF SYSTEM IS INSTALLED, THE SINGLE ADF

POINTER IS SHOWN, IF ADF/VOR SELECTOR 2 IS SWITCHED
TO ADF.
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ADF Pointer
ADF Flag
(Pointer disappears)
ADF Characteristics
Figure 48
ADF Indication on ND
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Loop and Sense Antenna
The combined loop and sense antenna operates in the 190 to 1750 kHz frequency range and consists of the following components enclosed in a fiberglass housing:
a vertically polarized sense antenna which is omnidirectional in the horizontal plane
two horizontally polarized loop antennas which are directional in the horizontal plane
a test loop which enables a self-test of the antenna (not used).
a printed circuit board which contains three pre-amplifiers used to amplify
the loop and sense antennas signals. The pre-amplifiers are energized by
plus or minus 12VDC from the ADF receiver.
The output impedance of the antenna is 78 Ohm and the Voltage Standing
Wave Ratio (VSWR) 1.2:1.
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ADF2
ADF1
(n.u.)
Figure 49
ADF Antenna
______________________________________________________________________________________________________________________________________________________________________________________________
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LAST LEG REPORT
LRU IDENTIFICATION
TEST
ADF 1(2) :
There is no correct frequency data input on the active input port of the ADF
receiver.
RECEIVER
The ADF receiver is faulty.
NO DATA FROM CFDIU
FRA US/E MK
18.12.95
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Capt
ND
F/O
ND
EFIS System
ADF 2
Antenna
ADF 1
Antenna
ADF 1
AMU (Audio)
ADF 2
CFDS
RMP 1
AMU (Audio)
RMP 2
FMGC 1
FMGC 2
CFDS monitored
Figure 50
ADF BITE Schematic
______________________________________________________________________________________________________________________________________________________________________________________________
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Figure 51
ADF CFDS BITE Menu
______________________________________________________________________________________________________________________________________________________________________________________________
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Figure 52
ADF CFDS BITE Test
______________________________________________________________________________________________________________________________________________________________________________________________
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FRA US/E MK
18.12.95
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ADF pointer (green)
ADF data (green)
ADF flag (red)
1
3
VOR/ADF Switches
Figure 53
ADF BITE Indication on ND
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TEST pushbutton switch on the face of the receiver.
the green ADF LED is on (except if a fault has been detected during the
test).
ADF (red) indicates that an internal fault is detected of the ADF Receiver
ADF (green) indicates that no internal fault is detected of the ADF Receiver
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green
red
red
Figure 54
ADF Front Panel Test
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LOCATION
Figure 55
ADF Location Receiver and Antenna
Pag
______________________________________________________________________________________________________________________________________________________________________________________________
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Figure 56
ADF Location Control and Indication
______________________________________________________________________________________________________________________________________________________________________________________________
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34-42
RADIO ALTIMETER
DESCRIPTION
General
The LRRA system is a radio system, which determines the distance between
the A/C and the terrain. The system is used during climb, approach and landing
phase.
The A320 uses two independent LRRA systems.
Antenna
Each transceiver works with one transmission and one reception antenna. Both
antennas are identical.
Inputs
Each LGCIU sends discrete signals to the LRRA transceiver for internal BITE
purposes.
A function test inhibit signal from the EIU blocks the system test, when the
associated engine is operating (engine 1 for system 1, engine 2 for system 2).
Indication
All DMC receives radio height data from both LRRA transceiver. In normal
case, LRRA1 data is displayed on Capts PFD and LRRA2 data on F/Os PFD.
If LRRA1 (2) fails, the PFD indication automatically switches over to the offside
LRRA.
FAN
Each transceiver is cooled by a associated fan. The fan is installed under the
transceiver and receives power from the transceiver.
Users
The LRRA data is sent to the GPWS for different warning activations.
The FWCs receive LRRA information to create the altitude call-outs during approach and warnings in case of failure.
(The TCAS Computer needs radio height to modify the trigger levels of traffic
and collision warnings.)
The FMGCs and ELACs use radio height for navigation and automatic flight
purposes.
LRRA transceivers (tests only available on ground and engine off).
Warnings and Flags
A faulty LRRA system results in the following cockpit effects:
Flags on PFD (both systems fail and slats > 0 )
Master Caution Lights on the glareshield
NAV LRRA 1 (2,1+2) FAULT on the upper ECAM display.
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Figure 57
Radio Altimeter Block Diagram
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INDICATION
Radio Altitude
This indication is on the bottom of the attitude sphere for height less than or
equal 2500 ft. The dimension and the color of the digits change in relation to
the height (RA) and the decision height (DH) as follows:
- 400 ft < RA < 2500 ft
3mm green
- DH+100 ft < RA < 400 ft
4mm green
- RA < DH+100 ft
4mm amber
The resolution of the display is also a function of height:
- RA > 50 ft
10 ft steps
- 5 ft < RA < 50 FT
5 ft steps
- RA < 5 ft
1 ft steps
Decision Height
The DH value is shown on the right top corner of the PFD (FMA indication)
as soon as the radio altimeter operates. The DH is entered on APP page of
the MCDU and is transmit by the FMGCs if ILS approach is selected.
When the radio height is lower then the DH, a amber DH warning message
(flashing first, the steady) comes into view at the bottom of the attitude
sphere.
Rising Runway Indication
Below 300 ft, the height is shown by the distance between the horizon line
and the limit of the sector 2. The limit of the sector 2 moves up as the aircraft is in the descent phase. The distance between these two lines is proportional to the ground height (sensitivity 5 ft/mm). As it moves up, the limit
line erases the graduations on the pitch scale.
Red Ribbon
When the aircraft is below 500 ft height, a red ribbon comes into view on the
bottom and at the right of the altitude scale and moves up as the aircraft is
in the descent phase. When the aircraft has touched the ground, the top of
the ribbon is at the middle of the altitude window.
Flags and NCD Indication on PFD

Failure on one system, the valid system is automatically switched to both
Capt and F/O PFDs.
- On the upper ECAM display the warning message appears:
NAV LRRA 1 (2) FAULT.
Failure of both systems, all information go out of view on both PFD.
In slat extended configuration, a red RA warning message (flashing 3s, then
remains on) appears in place of RA indication.
- On the upper ECAM display the warning message appears:
NAV LRRA 1+2 FAULT.
AUTOMATIC CALL OUTS (FWC)

Altitude Call Outs
Height
400
300
200
100
50
40
30
20
10
DH+100
DH
Call Out
four hundred
three hundred
two hundred
one hundred
fifty
forty
thirty
twenty
ten
hundred above
minimum
If the time between two call outs is greater then 11 sec. (RH > 50 ft) or 4 sec.
(RH < 50 ft), intermediate call outs are generated.
Retard Announcement
The retard-announcement is generated at:
10 ft if Autothrust or one Autopilot in LAND
20 ft, if no Autothrust or Autothrust and Autopilot not in LAND.
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DH Indication
DH Indication
and DH Alert
RA Flag
Horizon
line
Red Ribbon
RA Indication
Rising Runway
Indication
PERF
X 6R
Figure 58
Radio Altimeter Indication on PFD
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ECAM WARNING
In case of LRRA1 (2) failure, the LRRA waring message NAV RA1 (2) FAULT
is shown on the upper ECAM display, the MASTER CAUTION comes on and
the single chime sounds.

LAST LEG REPORT
LRU IDENTIFICATION
ARINC TEST
RAMP TEST
Note: The tests are possible, if no inhibit signal form the EIUs are present.
RADIO ALTM 1(2) :
TRANSCEIVER
The LRRA Transceiver is faulty.
RECEPTION ANTENNA
The Reception Antenna or coaxial cable is faulty.
TRANSMISSION ANTENNA
The Transmission Antenna or coaxial cable is faulty.
NO DATA FROM CFDIU
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Capt
PFD
F/O
PFD
ECAM
Warning
EFIS System
EIU1
other Systems
FMGC 1,2
ELAC 1,2
FWC 1,2
GPWS
EIU2
Test inhibit
LRRA 1
LRRA 2
CFDS
other Systems
FMGC 1,2
ELAC 1,2
FWC 1,2
CFDS monitored
Receive
Antenna
Transmit
Antenna
Receive
Antenna
Figure 59
Transmit
Antenna
Radio Altimeter BITE Schematic
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Figure 60
Radio Altimeter CFDS BITE Menu
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Figure 61
Radio Altimeter CFDS BITE Test
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BITE TEST
INDICATION
FRA US/E MK
18.12.95
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LRRA Indication
LRRA flag (LRRA 1+2 fail and Slats >0)
1
1
2
Figure 62
Radio Altimeter BITE Indication on PFD
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The front panel test can be activated by pushing the pushbutton switch on the
face of the receiver, if the test inhibit discrete is not active.
the green SYSTEM OK LED comes on at the beginning of the test. It remains on until the TEST pushbutton switch is released, if no fault is detected.
the three red LEDs comes on when a fault is detected. In this case, they
remain on until the TEST pushbutton switch is released:
- the R/T UNIT LED indicates a transceiver fault
- the ANT TX LED indicates a fault in the transmission antenna circuit.
- the ANT RX LED indicates a fault in the reception antenna circuit.
NOTE : The green LED remains on until the pushbutton switch on the face of the
transceiver is released.
FRA US/E MK
18.12.95
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Figure 63
Radio Altimeter Front Panel Test
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LOCATION
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Figure 64
Radio Altimeter Location Transceiver and Antenna
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Figure 65
Radio Altimeter Location Control and Indication
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34-41
WEATHER RADAR
DESCRIPTION
General
The aircraft is equipped with an X-band weather radar system. This system
complies with ARINC Characteristics 708. The weather radar enables detection
and localization of the atmospheric disturbances in the area defined by the antenna scanning: plus or minus 90 deg. of aircraft centerline and up to 320 NM
in front of the aircraft.
In addition the weather radar system enables:
detection of turbulence areas caused by the presence of precipitations
NOTE: THERE IS NO DETECTION OF TURBULENCE IN CLEAR SKY.
presentation of terrain mapping information by the combination of the orientation of the radar beam and of the receiver gain.
Five color displays are used to show precipitations and turbulences to the crew.
The weather radar system, consists of:
a transceiver
a single control unit
a single antenna drive
an antenna
a dual transceiver mounting tray with a wave guide switch.
Indication
The weather radar image is shown on the Captain and First Officer Navigation
Displays (ND). The NDs are connected to the three Display Management Computers (DMC) and to the Captain and First Officer EFIS control sections of the
FCU.
Control Panel
The control panel provides mode of operation, antenna tilt and gain information. Discretes enables the transceivers and activates the wave guide switch to
connect the antenna to the transceiver.
Antenna
The weather radar antenna is energized and monitored in azimuth and elevation by the transceiver. The radio frequency signals are exchanged between
transceiver and the antenna via a wave guide.
The antenna scans a 180 sector in azimuth and has a tilt coverage of " 15.
Inputs
The ADIRUs give the pitch and roll angles to ensure antenna stabilization and
the ground speed for Doppler mode correction. ADIRU 1 supplies WX TXR 1.
ADIRU 3 is automatic back up for the systems and can by manually activated
via the ADIRS TXR switch.
The EFIS control panels transmit the range selected on Capts and F/Os side in
order to create two WX images.
A signal from the wave guide switch activates the transceiver, when the wave
guide is correctly connected to this transceiver.
Each LGCIU sends discrete signals to the WX transceiver for internal BITE
purposes.
Users
WX-T ransceivers (tests only available on ground).
NOTE:
IF THE ENHANCED GPWS IS OPERATIVE, THE WR IMAGE IS

REPLACED BY THE TERRAIN IMAGE, ON THE CAPTAIN AND
FIRST OFFICER NDS, DURING A TERRAIN ALERT OR A CREW
ACTION.
Warnings and Flags

A faulty WX system results in the following cockpit effects:
Flags or Fault-Messages on NDs
no WX-image on ND (depending on type of failure).
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Figure 66
Weather Radar Block Diagram
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CONTROL
Weather radar control unit
The face of the weather radar control unit includes the following controls:
1 SYS ON/OFF switch

This switch enables:
the activation of the transceiver
the suppression of the radar image on the NDs when these NDs are in the
ARC or ROSE mode.
2 Mode selection
WX
This mode corresponds to the normal operation in weather detection. The
radar images are displayed on the NDs in four colors (black,green, yellow,
red); their intensity corresponds to the strength of the return signal.
WX +T
This mode corresponds to operation in weather and turbulence detections.
All turbulent (within 50 NM) and non turbulent areas beyond 50 NM are displayed in the conventional black, green, yellow and red as in weather (WX)
mode.
TURB
This mode corresponds to operation in turbulence detection. Turbulence
detection is limited to the first 50 NM regardless of the weather radar range
selected and displayed.
Turbulence areas are displayed on the NDs in magenta.
MAP
This mode is only used for display of the ground map. A combination of
transceiver gain, antenna position (TILT) and range selection enables the
display of a larger area.
If the image is too bright, due to too great reflection intensity, it can be
dimmed by the GAIN potentiometer, item 4.
3 TILT control
The TILT selector switch enables the variation of the antenna elevation angle in
1/4 deg. steps on a non-linear scale graduated in degrees, within a range of
+15 deg. (UP) to -15 deg. (DOWN) in relation to a horizontal plane defined by
the stabilization system.
This antenna elevation angle is displayed in cyan in the R lower corner of the
ND and progresses in steps of 0.25 degrees.
If the antenna position is different from the TILT selector switch position, a red
ANT failure warning message replaces the TILT indication in the R lower corner
of the ND.
4 Gain control
The GAIN potentiometer, item 4, is used to adjust the sensitivity of the receiver
in WX, WX+T, TURB and MAP modes.
The CAL gain position provides minimum gain setting and corresponds to the
normal gain for operation. In this case, the radar system is aligned to give an
accurate representation of rain levels corresponding to the real weather situation.
The manual use of the GAIN potentiometer mainly allows to see as many precipitations as possible and in particular to view very light rain.
In MAX position, the receiver sensitivity, the transmitter pulse width and the
antenna beam width are increased. MAX gain is used for the same reasons as
manual use and also to better display the leading edges of cells and to view
patterns and characteristics of these cells.
Therefore the GAIN potentiometer must be in the CAL position to determine
the actual calibrated precipitation rate before taking an avoidance decision.
5 GND CLTR SPRS switch

Activation of the ground clutter suppression switch in the WX mode reduces
the intensity of the ground clutter.
FRA US/T WB 03.01.2001
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Figure 67
Weather Radar Control Panel
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EFIS control panel (on the FCU)

Only the controls related to the selection and use of the radar image on the
NDs are described.
A mode selector switch, item 1, made up of a rotary switch enables the
selection of the ROSE or ARC function for display of a weather radar image
on the CAPT and F/O NDs.
A scale selector switch, item 2, common to EFIS, FMGS and radar systems, enables the selection of 10, 20, 40, 80, 160 or 320 operation range in
nautical miles (NM) for display of the weather radar image on the CAPT and
F/O NDs.
EFIS switching panels
The CAPT and F/O EFIS switching panels which are connected to the CAPT
and F/O NDs, include ND concentric potentiometers which enable the brightness adjustment of the image displayed on the NDs.
The outer knob of each potentiometer controls the brightness of the radar
image only, item 3.
Utilization of the EFIS control panels and EFIS switching panels
1 Mode selector switch

This mode selector switch enables the image display on the corresponding
ND whenever the ARC or ROSE mode is selected and the transceiver is
supplied. In that case, the radar image is displayed in the background of
the navigation image.
2 Scale selector switch

This selector switch enables the display of the range selected for an optimum use of the radar image on the corresponding ND.
For each of the following ranges: 10, 20, 40, 80, 160 and 320, four concentric range arcs are displayed respectively spaced 2.5, 5, 10, 20, 40 and 80
NM, when the mode selector switch is in the ARC position.
Only 2 range arcs are displayed in the ROSE mode.
3 Radar image brightness control

The ND outher potentiometer enables the adjustment of brightness and
contrast of radar echoes in relation to the navigation image, which is superimposed. However, the adjustment range does not allow total extinction of
the image.
The OFF position of the potentiometer corresponds to the minimum brightness.
The BRT position corresponds to the maximum brightness.
NOTE:
A PHOTOELECTRIC CELL ASSOCIATED WITH EACH ND ALSO

ADJUSTS IMAGE BRIGHTNESS AS A FUNCTION OF AMBIENT
LIGHT VARIATIONS.
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Figure 68
Weather Radar EFIS and ND Control
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INDICATION
The weather radar image is shown on the ND, when the EFIS mode selector is
switched to a ROSE or the ARC mode. The image depends on range selection.
The system shows the disturbance intensity through the use of colors which
vary with the atmospheric precipitation rate.
The disturbances are shown to the crew members on the NDs with different
colors:
black, green, yellow, red to quantify the precipitation rates
magenta to represent the turbulence areas up to 50 NM.:
PRECIPITATION RATE
|
COLOR OF ECHOES
--------------------
|----------------------
less than 0.76 mm/h
|
black
from 0.76 to 3.81 mm/h
|
green
|
yellow
|
red
---------------------------------------------
| PRECIPITATION RATE
| COLOR OF ECHOES
Turbulence
| 50.8 mm/h and above
|
magenta
-----------------------------------------------------
The actual operating range of the system is 320 NM. The peak power emitted
is approximately 100 W.
The antenna scans the 180 deg. sector in azimuth 15 times per minute.
Additionally, the weather radar may be used as a navigation aid. In the mapping mode, it allows identification of major changes in the ground map:
(e.g. a sea coast, an estuary, a lake, a mountain, an island, a big city, etc.).
The brightness of the weather radar image is separately adjustable with a
brightness control potentiometer.
In the lower right corner, the antenna tilt is displayed in green.
If the gain potentiometer is not in the AUTO position, MAN is displayed in
green in front of the tilt indication.

When the WX system fails, in the lower right corner a warning message comes
into view and shows the faulty components. The tilt indication goes out of view.
There are failures which result in the loss of the radar image (red warnings)
and failures, which do not effect the radar image (amber warnings).
If there is no range input, the radar image is lost and the WXR RNG message
appears.
Failures which result in the loss of the radar image. The corresponding messages are displayed in red
WXR R/T : indicates a failure of the weather radar transceiver
WXR ANT : indicates a failure of the weather radar antenna
WXR CTL : indicates a failure of the weather radar control unit
WXR RNG : indicates an error of comparison between the range from the
EFIS control panel and the copy data received on the symbol generator via
the radar data bus.
Failures which do not affect the radar image. The corresponding messages are
displayed in amber
WXR WEAK : indicates the loss of the transceiver calibration
WXR ATT : indicates an attitude failure from the ADIRU
WXR STAB : indicates the loss of the radar antenna stabilization
WXR TEST : indicates the selection of the radar TEST mode.
NOTE:
IN CASE OF VENTILATION FAILURE OR WHEN THE BLOWER

AND EXTRACT PUSHBUTTON SWITCHES ARE BOTH RELEASED, THE COLORED BACKGROUNDS OF THE WEATHER
RADAR IMAGE DISAPPEAR.
FRA US/E Mk 18.12.95
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Weather Image
WX-Mode
Tilt Indication
Ground Image
Fault Message
Manual Gain Indication
MAP-Mode
Figure 69
Weather Radar Indication on ND
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LAST LEG REPORT
LRU IDENTIFICATION
TEST
Faults detected by the Weather Radar System or the connected systems
causes the following CFDS and/or BITE messages.
RADAR 1 TRANSCEIVER
Failure of the Weather Radar Transceiver
RADAR 1 CONTROL UNIT
Failure of the Weather Radar Control Unit
RADAR 1 ANTENNA
Failure of the Weather Radar Antenna
RADAR 1 MOUNTING TRAY
Failure of the Waveguide Switch
RADAR 1 NO DATA FROM ADIRU
Loss of ADIRU Input Data
NO RADAR 1 DATA
Loss of the Bus Output from Weather Radar Transceiver to the CFDIU
DMC 1: NO WXR 1 DATA
Loss of WXR Data or Bus Fault
FRA US/T WB 03.01.2001
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Capt
ND
F/O
ND
EFIS System
WXR Control
other Systems:
-FCU
(EFIS Ctrl Capt)
(EFIS Ctrl F/O)
ADIRU 1,3
WXR 1
WXR 2 MOUNT
CFDS
-ATT,HDG Transfer
WG
Antenna
Figure 70
CFDS monitored
Weather Radar BITE Schematic
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Figure 71
Weather Radar CFDS BITE Test
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BITE TEST
The TEST mode becomes active when it is selected through the
CFDS via MCDU 1 or 2.
It enables an operational check of the main circuits which constitute the system.
The transmission/reception channel is tested for less than one
second, then a special test pattern is displayed on the NDs as
long as TEST mode is active.
Moreover the elevation and azimuth control circuits of the antenna
drive are excited during the test period. The complete test period
lasts 15 seconds approximately.
When the TEST mode is activated:
The antenna carries out an elevation scanning sequence from up
to down positions (+ 15 deg., - 15 deg.) then an azimuth scanning
sequence from right to left, then stabilizes at 0 deg, perpendicular
to the aircraft centerline.
It should be noted that:
the special test pattern, with TEST indication displayed in the
R lower corner of the NDs, can only be displayed if no fault is
detected
the antenna no longer responds to the stabilization signals
from the ADIRU when the TEST mode is active. At the first
ground supply, the antenna test sequence is performed independently of the TEST mode selection and SYS switch. The
test image is not displayed on the ND. This antenna test sequence is the same as the Bite test sequence.
Figure 72
Weather Radar Test Pattern on ND
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Figure 73
Weather Radar Location Transceiver and Antenna
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Figure 74
Weather Radar Location Control and Indication
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34-41
WXR/PWS
DESCRIPTION
General
The aircraft is equipped with an X-band weather radar system with Predictive
Windshear capability.
The weather radar system enables:
detection and localization of the atmospheric disturbances in the area defined by the antenna scanning: plus or minus 90 deg. of aircraft centerline
and up to 320NM in front of the aircraft,
detection of turbulence areas caused by the presence of precipitations up to
a distance of 40NM,
presentation of terrain mapping information by the combination of the orientation of the radar beam and of the receiver gain,
detection of a microburst windshear event in the area defined by the antenna scanning: plus or minus 60 deg.
presentation of windshear events within an area plus or minus 30 deg. of
aircraft centerline and up to 5NM in front of the aircraft.
NOTE:
A MICROBURST IS A COOL SHAFT OF AIR, LIKE A CYLINDER,

BETWEEN 1000 AND 3000 FT. WHEN IT ENCOUNTERS THE
GROUND (AIRFLOW VELOCITY FROM 40 TO 110 KTS) THE
DOWNWARD MOVING AIRFLOW IS TRANSLATED TO A HORIZONTAL FLOW (FROM 80 TO 220 KTS), AT THE BASE OF THE
AIR SHAFT. TWO TYPES OF MICROBURST EXIST, WET AND
DRY.
Five color displays are used to show precipitations, turbulence and ground
mapping to the crew.
The location of the windshear events is indicated by an icon (symbol consisting
of alternating red and black arcs).
System Architecture
The weather radar system is composed of items closely associated with its operation, such as peripherals supplying parameters, EFIS display units or maintenance functions.
The weather radar image is shown on the CAPT and F/O Navigation Displays
(ND).The NDs are connected to the three Display Management Computers
(DMC) and to the CAPT and F/O EFIS control panels of the FCU.
The weather radar and windshear detection image is shown on the Captain and
First Officer Navigation Displays (ND) and the windshear warning is shown on
Captain and First Officer Primary Flight Displays (PFD) and on the upper
ECAM DU.
The weather radar system consists of:
a transceiver,
a dual control unit,
a dual antenna drive,
an antenna,
a transceiver dual mounting tray with a wave guide switch.
NOTE:
ONLY THE ANTENNA DRIVE OF THE WXR/PWS SYSTEM IS THE

SAME AS THAT OF THE NORMAL WXR SYSTEM.
NOTE:
IF THE ENHANCED GPWS IS OPERATIVE, THE WR IMAGE IS

REPLACED BY THE TERRAIN IMAGE ON THE NAVIGATION DISPLAYS, DURING A TERRAIN ALERT OR A CREW ACTION.
______________________________________________________________________________________________________________________________________________________________________________________________
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FRA
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Figure 75
WXR/PWS Block Diagram
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Weather Radar Transceiver

The receiver-transmitter is the heart of the WR/PWS, the additional necessary
wiring and interfaces enable the weather radar transceiver to operate as a
PWS (WR/PWS).
The receiver-transmitter ensures the following functions:
generation of the very short intense pulses of microwave energy via an
X-band wave guide to the antenna, and the processing of their echoes
(radio frequency signals) to obtain the desired information,
the receiver signal is formatted into 1600-bit ARINC 453 words and sent to
the DMCs,
acquisition of data from Radio Altimeters (RA1 and RA2) and other specific
interfaces,
windshear event detection and generation of the appropriate signal,
BITE function the system.
The radar transceiver is de-activated when the 1/OFF/2 switch on the weather
radar control unit is set to the OFF position or by placing the mode selector
switches on both EFIS control sections in any position other than ROSE or
ARC (exception windshear function).
Weather Radar Control Unit
The dual control unit generates a 32-bit (label 270) serial control word which
describes the selected operating modes (1/OFF/2, WX, WX + T, TURB, MAP,
GND CLTR SPRS, PWS).
WR Antenna Drive
The weather radar system has one dual antenna drive which is the interface of
the transceiver to control and monitor the azimuth and elevation of the antenna.
Weather Radar Antenna
The antenna is used for transmitting and receiving radar radio frequency signals.
Transceiver Dual Mounting Tray with a Wave Guide Switch
It allows to install each transceiver on the aircraft rack and connects the activated transceiver to the wave guide.
The wave guide switch is integral with the mounting tray. It ensures switching
of the RF signal from the antenna to each transceiver.
Peripherals (Inputs)
The transceiver receives digital serial data inputs from the components:
Radio Altimeter
- The Radio Altimeter provides altitude information over two ARINC 429
bus inputs to the WR/PWS.
This data is used for automatic activation of the windshear function.
Air Data Reference
- true airspeed data and computed airspeed used for velocity calculations,
- altitude data used for sensitivity time control (STC) calculations,
- corrected altitude data used only when altitude data not available.
Inertial Reference
- pitch and roll data for the stabilization and control of the antenna,
- east/west velocity and north/south velocity used for velocity calculations,
- ground speed used for velocity calculations,
- track angle and drift angle used for velocity calculations,
- true heading,
- Magnetic heading.
Centralized Fault Display Interface Unit (CFDIU)
EFIS Control Section
- The receiver/transmitter receives one bus from the CAPT EFIS control
section and another one from the F/O EFIS control section.
The transceiver receives the following discrete inputs:
Ground/flight signal and landing gear extended signal
- is used to determine the identifying flight phase for BITE
- Landing gear extended signal is used to determine transition from landing mode to takeoff mode to identify a GO AROUND condition. In this
case the appropriate aural message is generated.
Qualifiers A and B signals
- In order to activate automatically the windshear function, one of each
qualifier A and one of each qualifier B have to be valid.
Windshear function enable signal
- This discrete input provided by the WXR control unit through PWS/OFF/
AUTO switch enables the windshear function. Also transmitted to the
DMCs which use it for the logic of windshear messages displayed.
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Figure 76
WXR/PWS Data Acquisition
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Peripherals (Outputs)
The transceiver provides the following outputs:
Displays
The WXR/PWS is connected to the DMCs by an ARINC 453 bus to transmit
the weather radar data and windshear data on the data word.
All the weather and windshear data received by the DMCs are processed to
display weather radar image and windshear events by the Electromic Instrument System (EIS).
The Navigation Display (ND) provides the following indications:
- weather radar image
- windshear events location for advisory, caution or warning alert
- windshear failures.
The Primary Flight Display (PFD) provides all visual alerts for caution or
warning alert.
NOTE:
THE FLIGHT WARNING COMPUTERS (FWC) AND THE FDIU RECEIVE WR/PWS DATA THROUGH THE DMCS. THESE DATA ARE
USED BY THE FWCS TO DISPLAY PWS FAILURE AND WINDSHEAR FUNCTION OFF.THE FDIU RECORDS THE WINDSHEAR
ALERT AND FAILURE.
Centralized Fault Display System (CFDIU)
The WR/PWS is connected to the CFDS to transmit the following words:
label 354: LRU identification P/N and S/N (coded in ISO5),
label 356: fault message (coded in ISO5),
label 377: equipment identification.
Audio Mixing Box
An analog audio output allows to transmit the aural alert windshear (synthetic
voice message) to an audio mixing box connected to loud speakers.
Enhanced Ground Proximity Warning System (Enhanced GPWS)
The Enhanced GPWS receives WR/PWS alerts from WXR1 Hazard bus to
determine the alert priorities.
Predictive Windshear alerts override a terrain display and revert to the WR display with the corresponding windshear data.
The alert priorities between the WR/PWS and the Enhanced GPWS have
been defined as follows:
123456-
WR/PWS Warning,
WR/PWS Caution,
Terrain Warning,
Terrain Caution,
WR/PWS advisory (no audio),
Terrain background (no audio).
Audio Inhibit Discrete Signals

These discretes are used to indicate whether the aural alert output has to be
active or not.
predictive windshear aural alerts (audio inhibit discrete input) are inhibited
by the Reactive Windshear System and stall warning.
predictive windshear audio inhibit discrete output is used to inhibit other aural alerts generated by systems such as: Traffic Alert and Collision Avoidance System (TCAS) or Ground Proximity Warning System (GPWS) or
other FWC warnings. This inhibition occurs each time there is a PWS aural
alert.
Pin Programming
audio level program pins set the audio output level of the synthetic voice
(windshear aural alert).
SDI (Source Destination Identification Encoder) program pins encode the
location of the WR/PWS unit on the aircraft.
qualifier polarity program pins: for both qualifiers, this pin program indicates
the validity of the signal.
CFDIU interface program pins: when the second WR/PWS is installed on
the aircraft, this program pin is activated. The WR/PWS can communicate
with the CFDIU.
caution alert audio program: two program pins are provided to select the
type of windshear caution aural alert. The MONITOR RADAR DISPLAY
synthetic voice is generated instead of the chime.
windshear function enable program pins is used to activate the windshear
function.
windshear function bite enable signal allows to send to CFDIU failure related to the predictive windshear function.
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Figure 77
WXR/PWS Block Diagram
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CONTROLS AND INDICATING

The various system controls are grouped on the weather radar control unit and
on the EFIS control sections of the FCU.
Weather radar control unit
The face of the weather radar control unit includes the following controls:
A mode selector switch, which enables the selection of the WX, WX+T,
TURB or MAP function.
A TILT selector switch, which enables the control of the antenna elevation.
Antenna position is read in degrees, opposite the notch on the switch:
- either from 0 to 15 deg. upwards (UP)
- or from 0 to 15 deg. downwards (DN).
In windshear mode, the tilt control is automatic in the WR/PWS for the scanning. However, the tilt displayed on ND is in accordance with the one selected
on the radar control unit.
A GAIN potentiometer, which enables the manual adjustment of the

transceiver gain.
In the windshear position, the gain control is automatic in the WR/PWS for the
scanning.
A switch, with three stable positions 1/OFF/2, which enables the selection of the transceiver 1 or 2 and the deactivation of the transceivers.
A GND CLTR SPRS switch, which enables the selection of the ground
clutter suppression (ON/OFF).
EFIS control section (on the FCU)

In this part, the controls related to the selection of WX and W/S functions are
described.
A mode selector switch, made up of a rotary switch enables the selection

of the ROSE or ARC function for display of a weather radar image on the
CAPT and F/O NDs.
If neither ROSE or ARC mode is selected, the message W/S CHANGE MODE
is shown on both NDs, if there is a windshear alert. The color depends on the
W/S alert level.
A scale selector switch, common to EFIS, FMGS and radar systems,

enables the selection of 10, 20, 40, 80, 160 or 320 operation range in
nautical miles (NM) for display of the weather radar image on the CAPT
and F/O NDs.
Windshear information is presented in the 10 NM range only. If a windshear
alert is generated but the selected range is greater than 10 NM, the message
W/S: SET RNG 10 NM is shown on the NDs. The color depends on the W/S
alert level.
Lighting/LOUDSPEAKER control panel
CAPT and F/O lighting/LOUDSPEAKER control panels 301VU and 500VU
which are connected to CAPT and F/O NDs, include ND concentric potentiometers for adjusting the brightness of the image displayed on the NDs.
A PWS/AUTO/OFF switch, which enables the selection of the windshear

function.
In AUTO position, the windshear detection is automatic if altitude is lower than
2300 ft and qualifiers A and B are valid.
This automatic operation can be inhibited when the switch is in the OFF position.
The outer knob of each potentiometer controls the brightness of the

radar image only.
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9
4
Figure 78
WXR/PWS Controls and Indicating
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WEATHER RADAR DATA DISPLAYED ON NDS

Indication on ND
On the figure, the details A) and B) respectively correspond to the ARC and
ROSE ND modes for which the display of the radar image is possible.
Messages inform the crew of the tilt angle and gain selected on the weather
radar control unit. Other messages indicate the failures which affect the operation of the radar system. All these messages are displayed in the R lower corner of each ND whenever a radar image is selected.
Tilt information and gain selection are displayed on the ND when no failure
warning message is generated, or when the TEST mode is not selected.
The various failures which can affect the radar image are listed in decreasing
order of importance. If several failures occur, only the most important one is
displayed (Ref. details C) and D) on the figure).
Two types of failures can affect the radar system:
Failures which result in the loss of the radar image
The corresponding messages are displayed in red
- WR : indicates a failure of the weather radar transceiver
R/T
- WR : indicates a failure of the weather radar antenna
ANT
- WR : indicates a failure of the weather radar control unit
CTL
- WR : indicates an error of comparison between the range
RNG from the EFIS control section and the copy data received
on the symbol generator via the radar data bus.
NOTE:
Failures which do not affect the radar image

The corresponding messages are displayed in amber
- WR : indicates the loss of the transceiver calibration
WEAK
- WR : indicates an attitude failure from the ADIRU
ATT
- WR : indicates the loss of the radar antenna stabilization
STAB
- WR : indicates the selection of the radar TEST mode.
TEST
IN CASE OF INSUFFICIENT AVIONICS VENTILATION, THE

WEATHER RADAR IMAGE IS LOST IN ORDER TO PREVENT NDS
OVERHEAT.
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Figure 79
WXR/PWS Weather Radar Indication on ND
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WINDSHEAR INFORMATION ON PFD AND ND

Windshear indications
The location of a windshear phenomenon is indicated to the crew by means of
an icon superimposed on the radar image.
This icon consists of alternating red and black arcs.
For 10 NM range selection and above, yellow radial lines appear at the edges
and start beyond the windshear event.
These lines, superimposed on the radar image, continue to the edge of the display area to provide directional information for the event.
The windshear data are always displayed even if the 1/OFF/2 selector switch
on the radar control unit is set to OFF.
The PWS/OFF/AUTO switch on the radar control unit has to be set to AUTO.
Logic of scanning mode
The antenna scan pattern varies depending on the mode of operation.
Weather radar scan pattern
In weather radar mode, the antenna scans a 180 deg. in azimuth and has tilt
(pitch) coverage of plus or minus 15 deg.
Stabilization limits are plus or minus 25 deg. in the pitch axis and plus or minus
40 deg. in the roll axis. The antenna scans the zone 15 times per minute.
Beam opening is 3.6 deg. in elevation and 3.5 deg. in azimuth.
An antenna scanning is performed in 4 seconds, this causes the transmission
of 720 data words to the data bus lines.
When the two ranges selected on both EFIS control panels are identical, the
radar images displayed on the NDs are refreshed every 4 seconds.
On the contrary, when two different ranges are selected on the EFIS control
panels, the images are refreshed every 8 seconds.
Weather and windshear scan pattern
When the system is placed into alternate weather/windshear mode, the
weather processing is operating during left-to-right scans and windshear processing is operating during right-to-left scans. In this case, the antenna scans
only plus or minus 60 deg.
But windshear the targets are displayed only in the area plus or minus 30 deg.
from the aircraft centerline.
An antenna scanning is performed in 3 seconds three other seconds are used
to refresh data inside the CPU.
Then, when the two ranges selected on both EFIS control panels are identical,
the radar images displayed on the NDs are refreshed every 6 seconds.
panels, the images are refreshed every 12 seconds.
Windshear scan pattern
The windshear processing is operating during right-to-left scans and left-toright scans.
The antenna scans only plus or minus 60 deg.
The detected windshear targets are displayed only in the area plus or minus 30
deg. From the aircraft centerline.
When the two ranges selected on both EFIs control panels are identical, the
radar images displayed on the NDs are refreshed every 6 seconds.
panels the images are refreshed every 12 seconds.
NOTE:
FOR ROLL ANGLE EXCEEDING 28 DEG., THE WINDSHEAR

DETECTION IS NOT ACTIVE.
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Figure 80
WXR/PWS Windshear Indications and Scanning Logic
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WINDSHEAR ALERT
Alert Levels
There are three alert levels defined in function of event seriousness and distance from the aircraft. The weather radar provides the crew with visual and
aural warnings which vary in function of the level detected.
Windshear warning alert (level 3)
This alert corresponds to the most dangerous phenomenons.
It is generated for windshear events detected within +/- 0.25 NM from the longitudinal axis of the aircraft and within +/- 30 deg. scan of the aircraft heading.
On the ground, the maximum range is 3 NM. In flight, the maximum range is
reduced to 1.5 NM.
During takeoff, level 3 covers ranges from 0 to 1.5 NM, from 50 to 1200 ft
Above Ground Level (AGL). During landing, this coverage is from 1.5 to 0.5
NM, from 370 to 50 ft.
Range reduction is a linear function of altitude: at 370 ft, range is equal to 1.5
NM and reaches 0.5 NM at 50 ft.
During takeoff, this warning is inhibited from the time the aircraft attains 100 kts
and until it reaches 50 ft AGL.
Level 3 warning is inhibited below 50 ft (in approach phase) and above 1200 ft.
The windshear warning alert is announced by:
an aural warning message: GO AROUND WINDSHEAR AHEAD in
approach or WINDSHEAR AHEAD, WINDSHEAR AHEAD at takeoff,
generated by the radar synthesized voice.
a visual warning: red W/S AHEAD message on the PFD.
Display priority on PFD is given to level 3.
The computer has to determine whether the aircraft is taking-off or landing to
generate the aural warning message GO AROUND, WINDSHEAR AHEAD or
WINDSHEAR AHEAD, WINDSHEAR AHEAD.
Transition between the aural warning messages is controlled by the GEAR UP
discrete input.
Windshear caution alert (level 2)

This level covers the events detected in a region from 0 to 3 NM, within +/- 30
deg. of the aircraft heading but outside the windshear warning alert region
(level 3).
This caution alert is inhibited:
during takeoff, from the time the aircraft attains 100 kts and until it reaches
50 ft AGL,
during landing, below 50 ft AGL.
There should be no windshear caution alert (level 2) above 1200 ft.
The windshear caution alert is announced by:
an aural warning: MONITOR RADAR DISPLAY
a visual warning: amber W/S AHEAD message on the PFD.
Windshear advisory alert (level 1)
This level covers the events located within 5 NM from the aircraft, within +/- 30
deg. of the aircraft heading but outside the windshear warning and caution alert
regions (levels 2 and 3).
There should be no windshear advisory alert (level 1) above 1500 ft.
No aural or visual warnings are provided for this advisory alert: only the
windshear icon is superimposed on the radar image.
The weather radar transmits the windshear alerts following their detection order. A maximum of 8 events can be transmitted. Therefore, alerts of different
levels can be generated simultaneously.
ALERTS
PFD
Advisory (Level1)
ND
AURAL WARNING
windshear icon
Caution (Level 2)
W/S AHEAD
(AMBER)
windshear icon
MONITOR RADAR DISPLAY
Warning (Level 3)
WINDSHEAR
AHEAD (RED)
windshear icon
during takeoff:
WINDSHEAR AHEAD
WINDSHEAR AHEAD
during landing:
GO AROUND
WINDSHEAR AHEAD
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Figure 81
WXR/PWS Alert Ranges and Alert Levels
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WINDSHEAR WARNING DISPLAYED

Windshear flags on NDs
When a windshear fault occurs, an amber PRED W/S message comes into
view. The radar image remains available if this fault does not affect the radar
modes or detection function.
A detected fault is displayed when:
the aircraft is on the ground or the flap and slat control lever is in a position
different from 0.
the windshear PWS/OFF/AUTO switch on the radar control unit is set to
AUTO (the fault message is not displayed whent the switch is set to OFF).
Warning display on Upper ECAM Display Unit
A detected windshear fault is indicated by the following amber messages:
NAV: PRED. W/S DET FAULT on EWD.
PRED. W/S DET on SD INOP SYSTEM area.
This message is associated to the indications presented on the NDs.
When the PWS/OFF/AUTO switch is set to OFF on the weather radar control
unit, a green or amber PRED W/S OFF memo message is presented to the
crew.
The color of this message depends on the flight phases.
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Figure 82
WXR/PWS Indication of Failure messages
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General
The BITE facilitates maintenance on in-service aircraft. It detects and identifies
a failure related to the system.
The BITE of the WR/PWS is situated in the radar transceiver and through two
ARINC 429 low-speed buses (an input bus from the CFDIU and an output bus
to the CFDIU).
The BITE:
transmits permanently weather radar system status and its identification
message to the CFDIU,
memorizes the failures which occurred during the last 63 flight legs,
monitors data inputs from the various peripherals (EFIS control section,
ADIRUs, RAs),
transmits to the CFDIU the result of the tests performed and self-tests,
can communicate with the CFDIU through the MCDU menus.
acquires the general maintenance parameters (UTC, date, A/C ident...) and
command codes from the CFDIU.
Normal mode
During the normal mode the BITE monitors cyclically the status of the WR/
PWS. It transmits its information to the CFDIU during the concerned flight.
In case of fault detection the BITE stores the information in the fault memories.
These items of information are transmitted to the CFDIU by an ARINC 429
message with label 356.
Interactive mode
The interactive mode can only be activated on the ground and through the line
key adjacent to the RADAR 1 indication, presented on the SYSTEM REPORT/
TEST/NAV page of any MCDU.
This mode enables communication between the CFDIU and the BITE of the
weather radar transceiver by means of the MCDU.
The interactive mode is composed of:
LAST LEG REPORT
failures (class 1 and 2) recorded during the last flight leg.

failures (class 1 and 2) recorded during the previous 63 flight legs.
LRU IDENTIFICATION
Allows to display the P/N, the S/N and the SW/N of the equipment.
GND SCANNING
Based on the monitoring and fault analysis during flight, provides information of the failures detected while using this function. The WR/PWS peripheral monitoring and internal cycle tests are used to detect transient failures.
The peripheral monitoring and WR/PWS internal cyclic tests are used to
detect transient failures.
Provides correlation parameters and snapshot data concerning the failure
displayed in the LAST LEG REPORT and PREVIOUS LEGS REPORT.
CLASS 3 FAULTS
Allows to display the class 3 faults recorded during the last flight leg.
GROUND REPORT
Allows to present the class 1, 2 or 3 internal failures detected on ground.
These failures differ from those displayed on the LAST LEG REPORT and
CLASS 3 FAULTS. By pressing the line key adjacent to the failure message, the operator is allowed to access to the corresponding Trouble Shooting Data.
TEST
Allows a check of the correct operation of the WR/PWS on ground.
This test can be performed through the CFDS by selecting on the MCDU
the test function on the RADAR 1 main menu page. At the end of the BITE
TEST, the test pattern comes into view.
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Figure 83
WXR/PWS BITE Test (figure 1)
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Figure 84
WXR/PWS BITE Test (figure 2)
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Figure 85
WXR/PWS Component Location
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34-52
ATC/MODE S
DESCRIPTION
General
The Air Traffic Control (ATC) system is based on the replies provided by the
airborne transponders in response to interrogations from the ATC secondary
radar.
The ground ATC secondary radar uses technics which provide the air traffic
control with information that cannot be acquired by the primary radar.
This system enables to distinguish between aircraft and to maintain effective
ground surveillance of the air traffic.
The system provides the air traffic controllers with :
Mode A : transmission of aircraft identification or,
Mode C : transmission of aircraft barometric altitude or,
Mode S : aircraft selection and transmission of flight data for the ground surveillance. The mode S is fully compatible with the other modes, A and C.
The mode S bas been designed as an evolutionary addition to the ATC system to provide the enhanced surveillance and communication capability required for air traffic control automation.
NOTE:
THE ATC/MODE S WILL BE ABLE TO PROVIDE THE TRAFFIC

COLLISION AVOIDANCE SYSTEM (TCAS) WITH THE AIRCRAFT
ADDRESS.
The interrogation frequency is 1030 MHz.
The reply frequency is 1090 MHz.
An airborne transponder provides coded reply signals in response to interrogation signals from the ground secondary radar and from aircraft which will be
eventually equipped with the TCAS.
This ground interrogation is transmitted in the form of pair of pulses P1 and P3
for the mode A or C and in the form of pulses P1, P3 and P4 for the mode S.
The A320 uses two independent ATC Mode S systems.
The Control Panel is common for both ATC transponders.
Control Panel
The control panel is used to activate one of the two transponders and for mode
switching. It transmits the ATC code and the ident pushbutton activation to the
active transponder.
The TCAS computer is controlled through the active transponder by the
ATC/TCAS control panel.
Antenna
Each transponder works with a TOP and a BOTTOM antenna. The system receive signals from both antennas. Replies are transmitted to the antenna with
the strongest receive level. A squitter (ATC mode S address) is transmitted
alternatively by TOP and BOTTOM antenna for TCAS purpose.
A suppression signal is transmitted by the ATC transponder each time when in
transmission mode to inhibit other systems working in same frequency range
(DME, TCAS) and to prevent simultaneous transmission.
Inputs
The ADIRUs provide baro altitude to the associated transponder for transmission to a ATC ground station or to other TCAS equipped aircraft. ADIRU 1 supplies ATC 1, ADIRU 2 supplies ATC 2. ADIRU 3 is a back up and will be used
according to the AIR DATA switch status.
The FMGC provide flight identification. This data will be transmitted to an ATC
ground station after a mode S interrogation.
Each LGCIU sends a discrete signal to the ATC control panel which is used for
transponder activation and for internal BITE purposes.
The TCAS computer transmits data to the ATC transponder to reply to a mode
S interrogation and coordination messages during a coordinated resolution advisory (RA).
Users
The CFDIU is used to communicate with the internal BITE functions of the ATC
transponders.
The operative ATC transponder transmits data to the TCAS such as baro altitude, TCAS operation mode from the control panel, TCAS BROADCAST MESSAGE received, coordination messages during a corrective resolution advisory
(RA) and max. A/S capability of the own aircraft.
Warnings and Flags
ATC FAIL indicator light (control panel) which indicates transponder failure.
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ICAO Addr.
(Mode S Addr.)
ICAO Addr.
(Mode S Addr.)
Figure 86
ATC System Schematic
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CONTROL
1 ATC mode of operation
4 IDENT pushbutton switch
The mode of operation of the transponder is selected by a switch with three

positions STBY, AUTO, ON.
STBY mode
When the transponder is in standby it does not transmit either squitters or
replies to ground station or other aircraft interrogations.
AUTO mode
In flight, the aircraft operates as in the ON mode : all its functions are active.
When the aircraft touches down, the landing gear ground/flight relay disables the Mode A and C replies of the selected transponder from ground
station interrogations.
ON mode
The Mode S transponder operates permanently, both in flight and on the
ground. It periodically transmits squitters (at 1 second intervals) to be detected by other aircraft and replies to their interrogations and those from
ground stations. This function permits, on ground, to override the inhibition
of replies from interrogations in Mode A or C. It is used by the air traffic controller to check the correct operation of the aircraft Mode A or C transponder
prior to takeoff.
On ground station request, an addition pulse must be included in the Mode A

and Mode C replies transmitted by the transponder to enable a more precise
location. This operation is performed by pressing the IDENT pushbutton switch
on the control unit.
5 XPDR Fault Light

The Fault light illuminates,if the selected transponder is fail.
6 ALT Reporting Switch

The ALT RPTG switch inhibits altitude information when in the OFF position.
2 Selection of SYS 1/2 active transponder

The SYS 1/2 switch permits selection of the active transponder. The non-selected transponder is placed in standby.
3 Identification code in Mode A

The Mode S transponder also replies to Mode A interrogations from ground
stations. Nine numeric keys permit the pilot to set the Mode A octal code assigned to the aircraft by the ATC ground station controller and included in the
transmitted replies. A window on the control unit displays this code permanently as long as the content of the digital output message complies with the
displayed data.
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4
Figure 87
ATC Control Panel
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LAST LEG REPORT
LRU IDENTIFICATION
TEST
ATC 1(2) :
There is no correct data input from the Control Panel to the ATC Transponder.
NO DATA FROM ADIRU
There is no correct data input from the ADIRU1 (2) to the ATC Transponder.
TRANSPONDER
The ATC Transponder is faulty.
NO DATA FROM CFDIU
ANTENNA BOT
The Bottom Antenna or the coaxial cable is faulty.
ANTENNA TOP
The Top Antenna or the coaxial cable is faulty.
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ATC Control
other Systems:
ADIRU 1,3
(FMGC 1)
TCAS
ATC 1
ATC 2
CFDS
other Systems:
ADIRU 2,3
(FMGC 2)
CFDS monitored
Top
Antenna
Bottom
Antenna
Top
Antenna
Figure 88
Bottom
Antenna
ATC BITE Schematic
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Figure 89
ATC CFDS BITE Menu
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Figure 90
ATC CFDS BITE Test
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TEST pushbutton switch on the face of the transponder.
During the first 3 seconds, all LEDs on the face of the transponder are on.
the green TPR LED is on (except if a fault has been detected during the
test).
TPR (red) indicates that an internal fault is detected of the transponder
TPR (green) indicates that no internal fault is detected of the transponder
ALT (red) indicates that no altitude data input is available
DATA IN (red) indicates that no control panel input is available (same as
CTL)
ANT TOP (red) indicates that a upper antenna or associated circuitry fault is
detected (same as UPPER ANT)
ANT BOT (red) indicates that a lower antenna or associated circuitry fault is
detected (same as LOWER ANT )
TCAS (red) indicates that the TCAS System connection is not available (if
installed)
MAINTENANCE (red) indicates that the CFDIU System connection is not
available.
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Figure 91
ATC Front Panel Test
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LOCATION
Figure 92
ATC Location Transponder and Antenna
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Figure 93
ATC Location Control and Indication
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34-43
TCAS
DESCRIPTION
General
The TCAS II (Traffic Collision Avoidance System) is a system whose function is
to detect and display aircraft in the immediate vicinity and to provide the flight
crew with indications to avoid these intruders by changing the flight path in the
vertical plane only. The TCAS periodically interrogates their transponders, computes their trajectories and constantly determines their potential threat.
When an aircraft is airborne, its TCAS periodically transmits interrogation signals for all ATC mode A/C and Mode S transponder-equipped aircraft in the
vicinity. These interrogations are received by the ATC ground stations and by
the transponders of the other aircraft. In response to these interrogations, the
transponders of nearby aircraft return signals containing their altitude value.
The TCAS computes the range between the two aircraft by measuring the
elapsed time between transmission of the interrogation and reception of the
reply. The altitude, altitude rate, range and range rate are determined by a periodic tracking of these exchanges and the data are used for intruder threat assessment.
Visual and aural advisories are supplied by the TCAS computer whenever assessment of the relative position of two aircraft reveals a potential collision hazard.
Control Panel
The Control Panel is used to activate the operating and display mode of the
TCAS system. This information is transmitted across the active ATC system.
Antenna
The TCAS system works with a TOP and a BOTTOM antenna. The antennas
are used for transmission and reception. The antenna consist of four independent elements. Based on a comparison of signal phases received by the four
independent elements or on a phase shifting transmission it is possible to get a
directional antenna characteristics. The system activates the TOP and BOTTOM antenna alternatively.
Inputs
The ADIRU 1 transmits aircraft attitude and heading for ND display calculation.
The LRRAs provides radio altitude for system activation and sensitivity modulation (sensitivity level). One LRRA signal is active, the other is standby.
The LGCIU 1 sends Air/Gnd and LDG extend information for TCAS mode control and for internal BITE purposes.
The active ATC transponder transmits control panel data and baro altitude for
TCAS mode control and sensitivity modulation.
Discrete signals from the FWCs and the GPWS are used for the inhibition of
certain advisories by equipment with higher priority than TCAS. This is also
possible by pressing the Master Warning pushbutton.
Indication
All DMCs receives TCAS data to display them on Capts PFD, ND and on F/Os
PFD, ND.
The NDs displays the bearing and relative height of aircraft in the immediate
vicinity (< 40NM). The PFDs shows the necessary V/S to reach sufficient vertical separation in case of a resolution advisory (red and green sectors).
Warnings and advisories are accompanied by synthesized voice announcements via the Cockpit loudspeakers.
Users
The ATC mode S transponder gets TCAS status information and RA calculation data for transmission to other TCAS equipped aircraft or mode S ground
stations.
The FWCs receive TCAS status data to create ECAM warnings in case of failure.
TCAS computer (tests only available on ground).
Warnings and Flags
A faulty TCAS system results in the following cockpit effects:
Flags on PFD and ND
Master Caution Lights on glareshield
NAV TCAS FAULT on the upper ECAM display.
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Figure 94
TCAS Block Diagram
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CONTROL
ATC/TCAS Control Unit Operational Use
The TCAS is a cooperative system whose operating mode is very close to the
ATC Mode S transponder associated to it. The main controls are thus grouped
on the ATC/TCAS control unit and the traffic and conflict resolution information
is presented on the EFIS displays.
The manual operating modes of the TCAS are selected via the ATC/TCAS control unit.
TCAS modes of operation
The TCAS mode of operation is selected by means of a switch with three positions: STBY, TA, TA/RA.
STBY mode
In the STBY Mode, the advisory generation and surveillance functions are
inhibited.
No TCAS information can be displayed on the PFDs and NDs.
The green TCAS STBY message is displayed in the memo section of the
EWD.
TA mode
In this mode, intruders are displayed on the ND according to their position in
the airspace. The TCAS does not generate any vertival orders.
The RA type intruder symbols are converted into TA type symbols.
The TA ONLY message is displayed in white on the ND at the bottom.
TA/RA mode
The TCAS performs all TA mode functions and also issues preventive or
corrective resolution advisories, represented in the form of colored sectors
along the vertical speed scale on the PFD. The sensitivity level is determined automatically in function of altitude.
TCAS modes of indication

The TCAS mode of indication is selected by means of a switch with 4 positions:
THRT, ALL, ABV, BLW.
THRT
Proximate and other intruders are displayed on the ND only, if a TA (Traffic
Advisory) or RA (Resolution Advisory) is present, and they are within 2700
feet above and 2700 feet below the aircraft.
ALL
In this mode, all intruders are displayed on the ND according to their position in the airspace. The altitude range is -2700 feet to +2700 feet.
ABV and BLW modes
This selection controls the above and below vertical altitude for traffic
advisory:
-ABV : altitude range is set to 9900 ft above the aircraft and 2700 ft below
-BL W: altitude range is set to 9900 ft below the aircraft and 2700 ft above.
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2
TCAS Display Switch
1
TCAS Mode Switch
Figure 95
TCAS Control Panel
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INDICATION
A TCAS indication appears on PFD only in case of a resolution advisory (RA).
So the system must be active and switched to TA/RA mode.
If a RA is initiated, red and/or green sectors are shown on the vertical speed
scale of the PFD. There are two different types of RAs:
Preventive resolution advisory
In this case, the advisory instructs the pilot to avoid certain deviations from
current vertical speed rate to avoid a risk of collision. On the PFD vertical
speed scales the forbidden values are indicated by red sectors.
Corrective resolution advisory
In this case, the advisory instructs the pilot to change current flightpath (vertical plan only) to avoid a collision. On the vertical speed scale of the PFD,
colored sectors indicate avoidance maneuvers to be performed:
- red sector
-> forbidden vertical speed (v/s)
- green fly to sector
-> a v/s range to be respected
Fail Indication on PFD

If the TCAS system fails, a red TCAS message (flashing 9s, the steady) comes
into view to the left of the vertical speed scale on the PFD and no advisories
can be displayed.
In case of vertical speed fail, the RAs (red and/or green sectors) are displayed
without a reference to a vertical speed scale to inform the crew about the necessary action (climb or descend).
Aural Alerts
Trajectory correction or holding visual orders are accompanied by synthesized
voice announcements. These announcements are generated by the TCAS
computer.
Preventive resolution advisory
monitor vertical speed, monitor vertical speed
Corrective resolution advisory
depending on situation (climb or descend):
climb, climb, climb
climb, crossing climb, climb, crossing climb
reduce climb, reduce climb
increase climb, increase climb
climb, climb now, climb, climb now
If separation is achieved and situation is save, the following announcement is
generated:
clear of conflict
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Corrective RA
FLY TO Vertical
Speed Sector
(green)
Preventive RA
Fail Indication
FORBITTEN
Vertical Speed
Sector (red)
FORBITTEN
Vertical Speed
Sector (red)
Corrective RA with V/S Fail
FLY TO Vertical
Speed Sector
(green)
TCAS Flag (red)
FORBITTEN
Vertical Speed
Sector (red)
Figure 96
TCAS Indication on PFD
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A TCAS indication on ND appears, when:
the TCAS mode switch is in TA or TA/RA mode, and
the ALT RPTG switch is ON, and
the ATC transponder is not in STBY, and
a ROSE or the ARC mode is selected on EFIS control panel.
The aircrafts present in the surveillance zone are represented by symbols
whose shape and color correspond to the type of intruder defined in the TCAS:
Other Traffic
-> white diamond (7mm)
no collision threat
Proximate Traffic
-> white filled diamond (7mm)
no collision threat; intruder in vicinity to A/C (closer than 6 NM in lateral and
+- 1200 ft in vertical direction)
Traffic Advisory
-> amber filled circle (5mm)
potential collision threat; time to intercept appr. 40 s
Resolution Advisory
-> red filled square (5mm)
real collision threat; time to intercept appr. 25 s
The symbols are positioned on the ND so as to depict their relative bearing and
range. Data tags are associated with intruders. These tags consist of:
two digits indicating their relative altitude in hundreds of feet
a symbol indicating whether the intruder is above (+) or below (-) the aircraft.
an arrow to the right of the symbol indicates the vertical trend of the aircraft
(v/s > "500ft/min).
These indications are only present for the 10, 20 and 40 NM range selection.
If a TA or RA type intruder is detected at wrong range or mode selection, messages come into view on the ND.
If the range is 20 or 10 NM, a white range ring with markings at each of the
twelve clock positions is placed around the own aircraft symbol at a radius of
2.5 NM.
Only the 8 most threatening intruders are displayed.
No Bearing Indication on ND
Without bearing acquisition, the intruder characteristics are displayed on the
bottom of the NDs (range, relative altitude, v/s tendency).
Only the two most threatening intruders are displayed. The most dangerous is
displayed on the left side. If the intruder becomes a potential threat, the characteristics is displayed in amber (TA) or in red (RA).
Advisory messages
If a TA or RA intruder is detected and the display range is greater then 40
NM, the following message comes into view at the center of the ND, in red
for RA and in amber for TA:
TCAS : REDUCE RANGE
If a TA or RA intruder is detected and the display is in PLAN mode,
the following message comes into view at the center of the ND, in red for
RA and in amber for TA:
TCAS : CHANGE MODE
Status messages
If the TCAS is in TA mode, the following message comes into view at the
bottom of the ND to indicate, that no RA are possible:
TA ONLY
Fault Indication on ND
If the TCAS system fails, a red TCAS message (flashing 9s, the steady) comes
into view at the bottom of the NDs.
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Advisory Messages:
TCAS: CHANGE MODE (amber or red)
TCAS: REDUCE RANGE (amber or red)
Other Traffic
(white)
Message Window
Status Messages:
Proximate Traffic
(white)
Traffic Advisory
(amber)
Resolution Advisory
(red)
Figure 97
TA ONLY (white, Crew activated)

TA ONLY (amber, ATC activated)
TCAS
(red)
TCAS Flag
No Bearing Indication
10.3NM+10
12.4NM-09
TCAS Indication on ND
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SENSITIVITY LEVELS
The notion of sensitivity level is very important in the TCAS as many of the operating modes depend on it. The TCAS separates the surrounding airspace
into altitude layers. A different Sensitivity Level (SL) threshold for issuing advisories is applied to each altitude layer. The sensitivity level is decreased at low
altitude to prevent unnecessary advisories in higher traffic densities such as
terminal areas. Generally, the level is determined automatically by the TCAS in
function of:
altitude values from the radio altimeter up to 2500 ft AGL
barometric altitude values in the 2500 ft to 36,000 ft range. Time to intercept
(TAU) values corresponding to each sensitivity level indicate the TA and RA
thresholds. The vertical separation thresholds at closest point of approach
(CPA) also vary in function of the sensitivity level for the different types of
advisory.
The following table summarizes these data:
--------------------------------------------------------------------I
I TAU thresholds I Vertical separation I
I
I
I
thresholds
I
-----------------------------I-----------------I---------------------I
I Source
I
Altitude
I SL TA
RA
I
S0
S1
S2
I
I Altitude
I
I
I
TA
RA
RA
I
I
I
I
I
prev cor
I
I
I
I
(sec) (sec) I (ft) (ft) (ft)
I
I--------------------------------------------------------------------I
I Radio Alt Iless than 500 I 2
20
I 1200
I
I Radio Alt I
500-2500
I 4
35
20 I 1200
750
400
I
I Baro
I 2500-10000
I 5
40
25 I 1200
750
400
I
I Baro
I 10000-20000
I 6
45
30 I 1200
750
500
I
I 20000-30000
I 7
45
35 I 1200
850
640
I
I Baro
I Baro
Imore than 30000I 7
48
35 I 1200
950
750
I
I--------------------------------------------------------------------I
the ATC Mode S equipped ground stations may modify the sensitivity level
of the aircraft TCAS via the uplink without, however, having the capability to
force the Standby Mode. If several ground stations command sensitivity levels, the TCAS logic selects the lowest level.
Definition of priority logic:
First a sensitivity level based on altitude is selected. Level 2 is selected if the
radio altimeter altitude is less than 500 ft. Level 2 is also selected if own aircraft
is configured such that both CLIMB and DESCEND RAs are inhibited (e.g.,
below 1000 ft AGL with insufficient climb performance). Level 4 is selected if
the aircraft is above 500 ft and below 2500 ft AGL. Level 4 is the least sensitive
of the levels selected automatically by the TCAS ; in fact in this altitude layer,
the numerous inhibitions reduce the appearance of RA. If the aircraft is above
2500 ft AGL, barometric altitude is used to select either level 5 (below 10,000
ft), 6 (from 10,000 to 20,000 ft), and 7 (above 20,000 ft). ATC/TCAS control
unit input is read by the TCAS computer. If the pilot has selected Automatic
Mode (TA/RA), then the altitude-based sensitivity level will be used in comparisons to determine the final level. From all sensitivity level commands, if any,
received from ground stations, the lowest is selected.
If the TA ONLY mode is selected, either manually via the control unit or by a
ground station, the altitude-based sensitivity level is used for TA thresholds
and the RAs are inhibited. Otherwise, the lowest of all inputs is chosen.
Level 1 corresponds to Standby Mode in which no advisory is generated and

Level 3 is reserved for the future TCAS III which will have the capability to generate horizontal maneuver advisories.
There are two other means of modifying the sensitivity level:
selecting TA only mode on the ATC/TCAS control unit forces level 2. In this
case, intruders of all types are displayed but will not be transformed into RA
symbols and no vertical speed modification indications will be issued.
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Figure 98
TCAS Sensitifity Levels
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ECAM WARNING
In case of TCAS failure, the TCAS warning message NAV TCAS FAULT is

LAST LEG REPORT
LRU IDENTIFICATION
GND SCANNING
CLASS 3 FAULTS
TEST
GROUND REPORT
Faults detected by the system and transferred to the CFDIU causes the following messages displayed on the MCDU during BITE.
Internal Faults
TCAS (1SG)
The TCAS computer is faulty.
TCAS TOP ANTENNA (7SG1)
The TOP antenna is faulty.
TCAS TOP ANTENNA (7SG1) COAXIAL JX
The TOP antenna segment X or coaxial connection or cable is faulty.
TCAS BOT ANTENNA (7SG2)
The BOT antenna is faulty.
TCAS BOT ANTENNA (7SG2) COAXIAL JX
The BOT antenna segment X or coaxial connection or cable is faulty.
External Faults
RA X (1SAX) / TCAS (1SG)
No connection to the LRRA X.
ATC X (1SHX) / TCAS (1SG)
No connection to the ATC X system.
ADIRU1 (1FP1) / TCAS (1SG)
No connection to the ADIRU 1 system.
ATC-TCAS CTL PNL (3SH) / TCAS (1SG)
No data from control panel.
CFDIU (1TW) / TCAS (1SG)
No connection to the CFDIU.
POWER SUPPLY INTERRUPT
A power supply interrupt has occurred.
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Capt Loudspeaker
Capt
PFD
Capt
ND
F/O
ND
ECAM
F/O
PFD
F/O Loudspeaker
Warning
EFIS System
CFDIU
other Systems
LRRA 1,2
ADIRU 1
other Systems
FWC 1,2
TCAS
ATC 1
Top
Antenna
Bottom
Antenna
Audio
ATC 2
CFDIU monitored
ATC/TCAS Control
Figure 99
TCAS BITE Schematic
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Figure 100
TCAS CFDIU Test Procedure
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Self Test
A quick check of the correct operation of the TCAS installation can be performed by activating the TEST function :
either by pressing the pushbutton switch on the front of the TCAS computer
or through the CFDIU by applying the procedure TCAS Functional Test on
the Multipurpose Control and Display Unit (MCDU).
The self-test sequence checks the main functions of the computer and transmits to the displays:
resolution advisory characteristics (0 ft/min advisory, up corrective advisory,
dont descend, dont climb > 2000 ft/min, rate to maintain).
four intruder data according to the following table:
Failure indication
At the end of the test sequence the system generates a synthesized voice
message:
TCAS SYSTEM TEST OK
if the system operates correctly or
TCAS SYSTEM TEST FAIL
if an anomaly has been detected.
------------------------------------------------------------------------I INTRUDER I TYPE I RANGE I REL ALT I BEARING I VERTICAL RATE

I
I
I
I (NM)
I (FEET)
I (DEG)
I
I
------------------------------------------------------------------------I
1
I
RA
I 2.00
I +200
I
+90
I no vertical rate I
I
2
I
TA
I 2.00
I -200
I
-90
I
climbing
I
I
3
I PROX I 3.625 I -1000
I +33.75 I
descending
I
I
4
I OTHER I 3.625 I +1000
I -33.75 I no vertical rate I
-------------------------------------------------------------------------
ND image
The ND must display the images corresponding to the four types of intruders :
Other, Proximate, TA and RA. The shapes and colors of the traffic symbols are:
white outlined diamond for Other traffic
white diamond for Proximate traffic
amber circle for TA traffic
red square for RA traffic.
PFD image
At the beginning of the test sequence, green and red sectors must appear sequentially on the vertical speed scale of the PFD. Then a resolution advisory
display is shown.
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1
TCAS prox. traffic (white)
TCAS traffic adv (yellow)
TCAS resolution adv (red)
TCAS resolution adv. on V/S scale
TCAS flag (red)
4
5
TCAS Display Switch

TCAS mode selector
TCAS
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Figure 101
TCAS BITE Indication on PFD, ND
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ACTIVATION OF THE FRONTPANEL TEST

TEST pushbutton switch on the face of the TCAS computer.
During the first 3 seconds, all LEDs are on.
During the next 3 seconds, all LEDs turn off.
During the last seconds (or until the TEST pushbutton switch is released)
the TTR PASS LED is shown (except if a fault has been detected during the
test).
If a fault exists, the faulty component is coded as follows:
-----------------------------------------------------
LED
I
COMPONENT
-----------------------------------------------------
TTR FAIL
I TCAS PROCESSOR FAIL
XPNDR
I MODE S TRANSPONDER or DATA LINK FAIL
UPPER ANT I UPPER TCAS ANTENNA FAIL
LOWER ANT I LOWER TCAS ANTENNA FAIL
RAD ALT
I RADIO ALTIMETER or DATA LINK FAIL
HDNG
I HEADING DATA FAIL
R/A
I RA DISPLAY FAIL
T/A
I TA DISPLAY FAIL
------------------------------------------------------
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Test Push Button
Figure 102
TCAS Front Panel Test
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LOCATION
Figure 103
TCAS Location Computer and Antennas
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______________________________________________________________________________________________________________________________________________________________________________________________
Revision
No : MK
02 21.2.96
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34-48
GPWS
DESCRIPTION
General
The GPWS system generates aural and visual warnings, if the A/C adopts a
potentially hazardous configuration (excessive descent rate or unsafe terrain
clearance, below G/S)
The A320 uses one GPWS systems.
The system is active between 2450 ft and 10 ft for mode 1 and 3 warnings and
between 2450 ft and 30 ft for mode 2, 4 and 5 warnings.
Outputs
All warnings activations are monitored by the FWCs to inhibit simultaneous altitude call outs an for recording by the DFDR.
When the system fails, a discrete switches on the FAULT legend on the GPWS
control panel. A ECAM message appear via the SDAC.
GPWS computer (test only available on ground).
Control Panel
Switches on the control panel are used to switch the system on and off and to
control the different modes of operation.
Warnings and Flags

A faulty GPWS system results in the following cockpit effects:
Master Caution Lights on glareshield
NAV GPWS FAULT on the upper ECAM display
Fault Light on GPWS control panel.
Inputs
The radio height from LRRA1 is used for mode 1-4 warning calculation.
The ADIRU1 sends data for warning profile calculation and position data for
envelope modulation (profile modulation of known critical airports, runways).
The ILS receiver transmits G/S deviation for mode 5 warning.
The FMGC1 provides data for envelope modulation and the landing configuration 3 signal (activated via the MCDU).
The SFCC sends flap position (conf 3 or full) for landing config relay.
A signal from the FWCs inhibits all aural GPWS warnings as long as a stall or
windshear warning is active.
Pressing the GPWS-GS warning light activates the cockpit self test (AIR and
RA>1000 ft or GND) or inhibits the mode 5 warning (AIR and RA<1000 ft).
The audio suppression on the ECAM control panel cancels all GPWS aural
warnings.
The LCGIU sends a discrete signal to the GPWS which is used for internal
BITE purposes.
Warning Outputs
The GPWS generates visual warnings through associated lights (red GPWS
light for mode 1-4 and amber G/S light for mode 5) and synthetic voice through
the loudspeakers.
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Figure 104
GPWS System Schematic Inputs digital
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Figure 105
GPWS System Schematic Inputs discrete
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Figure 106
GPWS System Schematic Outputs
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CONTROL
1
SYS pushbutton switch

This pushbutton switch when pressed (in) (white OFF legend on), inhibits all
the GPWS warnings an no GPWS self test is possible.
The SYS pushbutton switch provides a FAULT warning indicating that a system fault has been detected by the GPWC.
When the FAULT legend comes on, these messages are displayed on the
EWD:
NAV GPWS FAULT (amber) associated with action requested.
GPWS .... OFF (cyan).
A GPWS message (amber) is also displayed on the STATUS page on the
System Display (SD).
G/S MODE pushbutton switch

This pushbutton switch when pressed (in) (white OFF legend on), inhibits
the glide slope mode.
FLAP MODE pushbutton switch

This pushbutton switch when pressed (in) (white OFF legend on), inhibits
flap abnormal condition input and generates the GPWS FLAP MODE OFF
message (green) in the MEMO area of the EWD.
LDG FLAP 3 pushbutton switch

The LDG FLAP 3 pushbutton switch when pressed (in) (white ON legend
on), selects the landing flap 3 position, when released (out) , the FULL position. The GPWS FLAP message is permanently displayed (green) in the
MEMO of the EWD.
CAPT and F/O GPWS/G/S pushbutton switches

These pushbutton switches have two functions when pressed (in):
- they cancel the glide slope alert or
- they initiate the self test sequence if the aircraft is on ground or above
1000 ft.
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Figure 107
GPWS Contol and Indication 1
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OPERATION AND INDICATION

Warning modes
The serial digital data and discrete data inputs are interfaced and used in different combinations to monitor aircraft vertical performance. The following functions are monitored:
Mode 1 - Excessive rate of descent
Mode 2 - Excessive closure rate with terrain
Mode 3 - Descent after take off and minimum terrain clearance
Mode 4 - Unsafe terrain clearance
Mode 5 - Descent below glide slope
Warning messages
Each mode computes and compares the aircraft behavior with a corresponding
warning envelope. If the warning envelope is penetrated, visual and aural warnings are generated. The aural message is broadcast through the cockpit loudspeakers. The basic messages are as follows :
MODE
AURAL WARNING
VISUAL WARNING
---------------------------------------------------1
SINK RATE
GPWS
1
WHOOP WHOOP PULL UP
GPWS
2
TERRAIN
GPWS
2
TERRAIN TERRAIN
GPWS
2
WHOOP WHOOP PULL UP
GPWS
3
DONT SINK
GPWS
4
TOO LOW TERRAIN
GPWS
4
TOO LOW GEAR
GPWS
4
TOO LOW FLAPS
GPWS
5
GLIDE SLOPE
G/S
Each of these warnings inhibits the automatic call out.
Inhibitions
You can cancel the warnings if:
You press the EMER CANC key on the ECAM control panel (aural warning
only).
You press the GPWS/G/S pushbutton switch for mode 5 (glide slope) visual
and aural warning. This inhibition is temporary and the mode will be automatically reactivated for a new envelope penetration.
You press the G/S MODE pushbutton switch for mode 5 (glide slope) visual
and aural warning (permanent inhibition).
You press the SYS pushbutton switch for inhibition of all the modes (visual
and aural warnings).
NOTE:
ALL AURAL MESSAGES ARE INHIBITED IF A STALL OR

A WINDSHEAR (IF WR/PWS IS INSTALLED) IS IN PROGRESS.
Landing configuration switching

To avoid the nuisance warnings during the approach, the GPWC needs to
know at which flap position (FULL or 3) the crew intends to land. If the flap 3
position is selected from the control panel switch, it switches the ground signal
from the SFCC 1 to the GPWC.
Fault indication
The faults which prevent the normal operation of the GPWC are stored in the
BITE memory. They can be read on the BITE display if you operate the STATUS/HISTORY switch located on the GPWC face below the BITE display.
When a class 1 fault is stored, the FAULT legend of the SYS pushbutton switch
comes on.
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Figure 108
GPWS Control and Indication 2
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ECAM WARNING
In case of GPWS failure, the GPWS waring message NAV GPWS FAULT is

A GPWS FAULT light shows the status of the system.
The test is initiated by pressing GPWS G/S pushbutton for at least .5 sec
(Ground Test) or at least 5 sec. (Ground vocabulary test).
BITE Test
LAST LEG REPORT
LRU IDENTIFICATION
GROUND SCANNING
CLASS 3 FAULTS
TEST
GROUND REPORT
GPWC (1WZ)
The GWPS Computer is faulty.
WRG: PIN PROG/GPWC (1WZ)
Any program pins change while in flight mode.
CAPT/FO GPWS GS PB SW(4WZ1/2) / GPWC(1WZ)
G/S cancel > 15s, self test > 60s.
ECP (2WN) / GPWC (1WZ)
audio cancel > 30s.
GPWS FLP MODE PB SW(7WZ) / SFCC(21VC) / GPWC(1WZ)
Flap discrete signal not valid.
GPWS SYS PB SW(9WZ) / GPWC(1WZ) / FWC 1/2(1WW1/2)
Permanent GPWS inhibition signal.
LGCIU 1 (5GA1) / GPWC (1WZ)
Gear discrete signal not valid
CFDIU / GPWC (1WZ)
No connection to the CFDS
RA1 (1SA1) / GPWC (1WZ)
There is no correct data input form the LRRA system 1.
ADIRU 1 (1FP1) / GPWC (1WZ)
There is no correct data input form the ADIRU system 1.
ILS 1 (1RT1) / GPWC (1WZ)
There is no correct data input form the ILS system 1.
FMGC 1 (1CA1) / GPWC (1WZ)
There is no correct data input form the FMGC system 1.
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Capt Loudspeaker
F/O Loudspeaker
GPWS Control
other Systems:
LRRA 1
ADIRU 1
ILS 1
FMGC 1
DMU (AIDS)
GPWC
CFDS
GPWS
other Systems:
SFCC 1
LGCIU
FWC 1,2
ECAM Ctrl
SDAC 1,2
FWC 1,2
GPWS
G/S
G/S
Figure 109
GPWS BITE Schematic
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Figure 110
GPWS CFDS BITE Menu
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Figure 111
GPWS CFDS BITE Test
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Internal Built In Test Equipment (BITE) Capability

The interruptive self test facility of the GPWC System provides the following
test modes :
airborne self test
ground self test
ground vocabulary test
status/history test (GPWS Frontpanel).
1) Airborne self test
The airborne self test is enabled when these conditions are met :
the radio altitude input is greater than 1000 ft. and valid and the airspeed is
greater than 90 Kts
the GPWS/G/S pushbutton switch is pressed.
With no system faults present, the GPWC System generates this warning sequence :
A single soft GLIDE SLOPE aural warning is broadcast.
A single WHOOP WHOOP PULL UP aural warning is broadcast.
2) Ground self test
The ground self test presents the same test sequence as the airborne test but
also includes an internal check. The internal test is enabled by a radio altitude
input indicating an altitude below 5 ft. and computed airspeed below 60 kts.
The test is initiated if you press and hold the TEST pushbutton switch for 0.5
seconds.
3) Ground vocabulary test

The ground vocabulary test is initiated if you press the GPWS/G/S pushbutton
switch continuously or during the PULL UP portion of the ground test.
The test sequence is as follows :
Verify that the system status is correct for the ground test (radio altitude <
30 ft., landing gear downlocked).
Carry out the internal tests as detailed in the ground self test.
Carry out the output sequence of the ground self test of the GPWC.
Generate all aural warnings in this sequence :
ORDER TRIGGER
WARNING
-----------------------------------------------------------1
Sink rate
SINK RATE
2
Pull up
WHOOP WHOOP PULL UP
3
Terrain
TERRAIN
4
Pull up
WHOOP WHOOP PULL UP
5
Dont sink
DONT SINK
6
Too low terrain
TOO LOW TERRAIN
7
Too low gear
TOO LOW GEAR
8
Too low flaps
TOO LOW FLAPS
9
Too low terrain
TOO LOW TERRAIN
10
Glide slope
GLIDE SLOPE
11
Minimums
MINIMUMS MINIMUMS
NOTE:
IF YOU HOLD THE SWITCH PRESSED EITHER CONTINUOUSLY

OR DURING THE PULL UP SEQUENCE OF THE GROUND TEST
YOU WILL INITIATE THE VOCABULARY TEST.
Upon initiation of the test, if no fault is present, the sequence will start.
Between the first and second sequence steps (soft GLIDE SLOPE and
WHOOP WHOOP PULL UP broadcasts) an internal check is made of the following :
processor instruction set
program memory contents
voice memory contents
The internal clock must not exceed four seconds.
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Fault Light
press button for test

1) RA > 1000 ft and TAS > 90 kts
-----> Airborne self test
2) RA < 5 ft and TAS < 60 kts and t < 1s
-----> Ground self test
3) RA < 30 ft and LG downlocked and t > 5s -----> Ground vocabulary test
1) +2) GLIDE SLOPE

WHOOP WHOOP PULL
UP
3) SINK RATE
WHOOP WHOOP PULL
UP
TERRAIN
WHOOP WHOOP PULL
UP
DONT SINK#
TOO LOW TERRAIN
TOO LOW GEAR
TOO LOW FLAPS
TOO LOW TERRAIN
GLIDE SLOPE
MINIMUMS MINIMUMS
Figure 112
GPWS Cockpit Self Tests
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Status history test
The test is controlled by the STATUS/HISTORY switch on the GPWC.
The results are shown on an 8-character BITE display also located on the face
of the GPWC.
The STATUS test is initiated if you momentarily select PRESENT STATUS with
the STATUS/HISTORY switch.The STATUS test will show the status of the latest flight information.
The HISTORY test is initiated if you momentarily select FLIGHT HISTORY with
the STATUS/HISTORY switch. The HISTORY test will depict the information
related to the last ten flights.
Both tests commence with ALL SEGMENTS TEST and terminate with END
TEST messages. The computer failures are indicated by the message GPWC
FAILED or FLT HIST INVALID. All other failure messages indicate an incorrect
input condition.
The desired information is read from memory and converted to alphanumeric
data for presentation on the BITE display. Messages are presented by means
of this vocabulary :
IN TEST
INVALID
LAMPTEST
END TEST
INACTIVE
AUDIO
GPWS OK
INHIBIT
SELECT
GPWC
PREVIOUS
FLIGHT-0
RADIO
TEN
FLIGHT-1
ALTIMETR
FLIGHTS
FLIGHT-2
BARORATE
OK
FLIGHT-3
AIRSPEED
FAILED
FLIGHT-4
ALTITUDE
AIR DATA
FLIGHT-5
GLIDE
ILS DATA
FLIGHT-6
SLOPE
IRS DATA
FLIGHT-7
CANCEL
EXTERNAL
FLIGHT-8
COURSE
FLT HIST
FLIGHT-9
GEAR
INPUT
CORRECTD
RUNWAY
PROCESSR LOCALIZR
HEADING
OUTPUT
LATITUDE
FLAPS
ASSEMBLY
LONGITUD
Examples of the STATUS test vocabulary are :

GPWS OF
GPWC FAILED
GEAR INVALID
Examples of the HISTORY test vocabulary are :
RADIO ALTIMETR INACTIVE FLIGHT-1
PREVIOUS TEN FLIGHTS OK
FLAPS INVALID FLIGHT-8
BARORATE INVALID FLIGHT -2
ILS DATA INACTIVE FLIGHT-3
If the history test message you read is too long, you can stop the test.
To do this, you must set the STATUS/HISTORY switch to PRESENT STATUS
until the BITE display is blank. The display will then show CANCEL followed by
END TEST. This operation will have no adverse effect on the data held in the
flight history memory.
The sequences of the flight history test and those of the present status test will
not activate the cockpit voice outputs.
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PRES
STAT
FLT
HIST
Figure 113
GPWS Status/History Test
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LOCATION
Figure 114
GPWS Location Computer
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Figure 115
GPWS Location Control and Indication
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34-48
ENHANCED GPWS
SYSTEM DESCRIPTION
General
The purpose of the Enhanced Ground Proximity Warning System (Enhanced
GPWS) is to alert the flight crew of potentially hazardous conditions with
respect to the terrain.
The system achieves this objective by accepting a variety of aircraft
parameters and providing the flight crew with aural alert messages and visual
annunciations and displays in the event that the boundaries of any alerting
envelope are exceeded.
Enhanced features have been added to existing basic Ground Proximity
Warning Modes 1 to 5 which are the backbone of the system.
Several main alerting functional areas are integrated into the
Enhanced GPWC.
The functional areas are:
basic Ground Proximity Warning System (GPWS) (Modes 1 to 5),
Terrain Awareness and Display (TAD) function,
Terrain Clearance Floor function (TCF).
Basic GPWS Modes
The basic GPWS modes generate aural and visual warnings if the aircraft
adopts a potentially hazardous condition with respect to:
Mode 1 - Excessive rate of descent.
Mode 2 - Excessive closure rate with terrain.
Mode 3 - Descent after takeoff and minimum terrain clearance.
Mode 4 - Unsafe terrain clearance.
Mode 5 - Descent below glide slope.
Enhanced Features
The Enhanced GPWC includes enhanced features which complete the basic
GPWS modes:
Terrain Awareness alerting and Display (TAD) function
- A major new feature of the Enhanced GPWS is the incorporation of the
terrain awareness alerting and display functions.
These functions use aircraft geographic position, aircraft altitude and
a terrain data base to predict potential conflicts between the aircraft flight
path and the terrain, and to provide graphic displays of the conflicting
terrain.
The terrain awareness alerting algorithms continuously compute terrain
clearance envelopes ahead of the aircraft.
If the boundaries of these envelopes conflict with terrain elevation data
in the terrain database, then alerts are issued.
Terrain Clearance Floor (TCF) function
- The Terrain Clearance Floor (TCF) function adds an additional element
of protection to the basic GPWS modes.
- It creates an increasing terrain clearance envelope around the intended
airport runway directly related to the distance from the runway.
- TCF alerts are based on current aircraft location, nearest runway center
point position and radio altitude.
- TCF is active during takeoff, cruise and final approach.
- This alert mode complements existing Mode 4 protection by providing an
alert based on insufficient terrain clearance even when in landing
configuration.
- TCF function generates aural and visual alert.
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Figure 116
Enhanced GPWS
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TERRAIN AWARENESS ALERTING AND DISPLAY (TAD)

Description
The terrain awareness component of the Enhanced GPWS is divided into
functional blocks with an interface to Navigation Display.
The highlighted blocks monitor aircraft position with respect to local terrain data
base and provide rapid audio and visual alerts when a terrain threat is
detected.
Terrain threats are recognized and annunciated when terrain violates specific
computed envelope boundaries forward of the aircraft path.
The terrain awareness alert lamps and audio outputs behave in the same
manner as the standard GPWS mode alerts.
A terrain caution alert or terrain warning alert initiates a specific audio alert
phrase.
Complementing the terrain threat alerts, the Enhanced GPWS also maintains a
synthetic image of local terrain forward of the aircraft for display on EFIS
Navigation Displays (ND).
The Enhanced GPWS is configured to automatically de-select the weather
display and pop-up a display of the terrain threats when they occur.
The logic used provides an external input for predictive windshear alerts that
can override a terrain display and revert to the weather display with the
corresponding windshear data (if WR/PWS installed).
The Enhanced GPWS provides two external display outputs, each with
independent range-scaling control in the same fashion as a weather radar on
both NDs. Changes of range scaling to one ND do not affect the other display.
Each of these two independent outputs may be used to drive more than one
display.
Input Processing and Signal Selection

The Enhanced GPWS Input Processing and Signal Selection function
conditions and formats aircraft data into proper form for use by the Enhanced
GPWS while insulating the Enhanced GPWS from variations in aircraft type
and configuration.
Aircraft Data Inputs
- Aircraft position latitude and longitude are required for terrain awareness
operation and are received from the Flight Management System (FMS).
The terrain threat detection and display processing are automatically
disabled in some particular conditions. This is indicated to the flight crew
by an ECAM memo (TERR STBY).
Additionally, aircraft ground track and ground speed data are received
from the IR portion of the ADIRU 1 (IRS). The aircraft altitude MSL is
received from the air data portion of the ADIRU 1.
Other aircraft inputs include aircraft heading (from the IR), roll attitude
(from IR) and flight path angle (derived by EGPWS).
Local Terrain Processing
The local terrain processing block extracts and formats local topographic data
and terrain features from the related data bases creating a set of digital
elevation matrix overlays for use by the terrain threat detection and display
processing functions.
Additionally, data for the nearest runway are also extracted for use by the
terrain threat detection and display processing functions.
Terrain Threat Detection
The terrain threat detection and display processing block performs the threat
analysis on the terrain data within computed caution and warning envelope
boundaries below and forward of the aircraft path.
Results of these threat assessments are combined with background terrain
data and data for the nearest runway and formatted into a terrain display image
which can be displayed on Navigation Display in place of the weather image.
In the event of terrain caution or warning conditions, a specific audio alert is
triggered and the terrain display image is enhanced to highlight each of the
types of terrain threats.
FRA US/T WB
01.08.2000
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Figure 117
EGPWS Terrain Awareness Functions
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TAD AUDIO ALERTS AND INDICATION

Terrain Displays and Alerts
The terrain awareness alerting and display function maintains a background
display of local terrain forward of the aircraft for cockpit display.
In the event of terrain caution or warning conditions, an aural alert and lamp
outputs are triggered. The background image is then enhanced to highlight
related terrain threats forward of the aircraft.
NOTE:
TERRAIN IS NOT SHOWN IF MORE THAN 2000 FT BELOW

REFERENCE ALTITUDE AND / OR TERRAIN IS NOT SHOWN
IF TERRAIN ELEVATION IS WITHIN 400 FT OF RUNWAY
ELEVATION NEAREST THE AIRCRAFT.
Threat
Color
Warning terrain (approx. 30 sec. from impact);

audio alert TERRAIN AHEAD, PULL UP
Caution terrain (approx. 60 sec. from impact);
audio alert: TERRAIN AHEAD
Solid Red
Solid Yellow
Terrain that is more than 2000 ft. above

aircraft altitude
Terrain that is between 1000 and 2000 ft. above
aircraft altitude
High Density Red

High Density Yellow
Medium Density Yellow
Terrain that is 500 (250 with gear down) ft.

below to 1000 ft. above aircraft altitude
Medium Density Green
Terrain that is 500 (250 with gear down) ft. below

to 1000 ft. below aircraft altitude
Black
Terrain that is 1000 to 2000 ft. below

aircraft altitude
No close terrain
Light Density Magenta
Unknown terrain
Light Density Green
Terrain Caution Alert

A specific audio alert and light output is triggered and the background image is
enhanced to highlight the terrain caution threats.
At the start of a terrain caution alert, the terrain awareness function triggers the
caution audio alert phrase TERRAIN AHEAD. The phrase is repeated after
seven seconds if still within the terrain caution envelope.
During a terrain caution alert, the GPWS legend of pushbutton switches is on.
During a terrain caution alert, areas where terrain violates the terrain caution
envelope along the aircraft track, and within plus or minus 90 deg. of the
aircraft track, are painted with the caution color 100 per cent yellow.
Terrain Warning Alert
When the conditions have been met to generate a terrain warning alert,
a specific audio alert and light output is triggered and the background image is
enhanced to highlight the terrain caution and warning threats.
At the start of a terrain warning alert, the terrain awareness function triggers
the warning audio alert phrase TERRAIN AHEAD, PULL UP.
The phrase is repeated continuously while within the terrain warning envelope.
During a terrain warning alert, the GPWS legend of pushbutton switches is on.
During a terrain warning alert, areas where terrain violates the terrain warning
envelope along the aircraft track, and within plus or minus 90 deg. of the
aircraft track, are painted with the warning color 100 per cent red.
NOTE:
-WHEN AN ALERT OCCURS (CAUTION OR WARNING) AND THE

FCU MODE IS NOT IN A CORRECT MODE (ARC OR ROSE),
THE MESSAGE TERR. CHANGE MODE IS DISPLAYED ON NDS.
-WHEN AN ALERT OCCURS (CAUTION OR WARNING) AND THE
FCU RANGE SELECTED IS 160 OR 320NM THE MESSAGE
TERR. REDUCE RANGE IS DISPLAYED ON NDS.
TAD inhibitions
manually by the GPWS/TERR P.B. switch
automatically when the FMS aircraft position accuracy is not accurate
enough. This is indicated to the crew by the automatic deselection of terrain
display and the illumation of the TERR STBY memo on the ECAM display
unit.
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TERR
AHEAD
-message TERR AHEAD in RED: Warning Terrain

-message TERR AHEAD in AMBER: Caution Terrain
-message TERR in CYAN: normal indication
Figure 118
EGPWS Terrain Indication on ND
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TERRAIN CLEARANCE FLOOR (TCF)

Description
The Terrain Clearance Floor (TCF) alert function adds an additional element of
protection to the standard GPWS.
It creates an increasing terrain clearance envelope around the airport runway
to provide protection against Controlled Flight Into Terrain (CFIT) situations
beyond that which is currently provided.
TCF alerts are based on current aircraft location, nearest runway center point
position and radio altitude.
TCF is active during takeoff, cruise and final approach.
This alert mode complements the existing Mode 4 protection by providing an
alert based on insufficient terrain clearance even when in landing configuration.
Alerts for TCF illuminate GPWS cockpit lamps and produce aural messages.
System Inputs
Input
Source
Radio Altitude
External: Radio Altimeter
Latitude
External: FMS
Longitude
External: FMS
Runway Center Latitude
Internal: data base
Runway Center Longitude
Internal: data base
Navigation Mode
FMS
Alert Envelope Parameters
Internal: data base
1/2 Runway Length
Internal: data base
System Error Factor
Internal: data base
System Outputs
When an aircraft penetrates the TCF alert envelope the following aural
message occurs: TOO LOW TERRAIN.
This aural message occurs once when initial envelope penetration occurs,
and one time thereafter for each 20 per cent degradation in radio altitude.
At the same time the GPWS legend of pushbutton switches comes on.
Runway Data Base

The TCF runway data base consists of data records containing the position of
airport runway center points along with 1/2 the runway length.
The data base includes all hard surface runways in the world greater than or
equal to 3500 ft in length.
The process of generating this data base is certified and includes an end check
that validates that the data was not corrupted in the translation process.
This data base can be updated without affecting the customer certified system
part number.
The design of the data base and related software is such that additional runway
records can be added in the future without altering the code.
The data base provides a means of accessing the runway record of the runway
closest to the current aircraft position.
Alert Envelope
The TCF alert envelope is a circular band centered over the nearest runway.
The distance from the runway center to the inner envelope edge is equal to
1/2 the runway length plus the envelope bias factor.
Thus the inner and outer radius of the envelope are modulated based on the
runway length and envelope bias factor. Runway length varies from one
runway to the next, and the envelope bias factor is typically 1/2 NM to 2 NM
and varies with position accuracy.
The outer alert envelope boundary extends to infinity, or until it meets the outer
alert envelope boundary of another runway.
The alert is inhibited below radio altitude of 30 ft.
TCF inhibitions
manually by the GPWS/TERR P.B. switch
automatically when the FMS aircraft position accuracy is not accurate
enough. This is indicated to the crew by the automatic deselection of terrain
display and the illumation of the TERR STBY memo on the ECAM display
unit.
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Figure 119
EGPWS Terrain Clearance Floor alert envelope
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INPUTS
OUTPUTS EGPWC
EGPWC
Digital Data Inputs
The Enhanced GPWC receives serial digital data inputs from:
radio altimeter transceiver 1 (radio altitude),
Air Data/Inertial Reference Unit 1 (ADIRU),
ADR portion (barom. altitude, barom. altitude rate, computed airspeed),
IR portion (latitude, longitude, magnetic heading),
IR portion (latitude, longitude, magnetic heading),
ILS receiver 1 (glide slope dev., localizer dev., selected runway heading),
FMGC (latitude, longitude, track, navigation modes),
CFDIU (command word, date, flight number, UTC),
FCU 1 and 2 (CAPT and F/O ranges),
Weather Radar 1 (hazard bus).
Discrete Data Inputs
Discrete data inputs are received from the following:
Slat Flap Control Computer 1 (SFCC) (3 and FULL flap position),
Flight Warning Computer 1 and 2 (FWC) (all audio inhibition),
Landing Gear Control and Interface Unit (LGCIU),
ECAM control panel (audio suppression),
GPWS/FLAP MODE pushbutton switch which, when pressed (in)
(white OFF legend on), overrides a flap abnormal condition input,
GPWS/SYS pushbutton switch which, when pressed (in)
(white OFF legend on), inhibits Modes 1 to 5 warnings,
GPWS/G/S MODE pushbutton switch which, when pressed (in)
(white OFF legend on), overrides the glide slope mode,
GPWS/G/S pushbutton switch which, when pressed (in),
enables the Enhanced GPWC to perform test,
GPWS/TERR pusbutton switch which, when pressed (in)
(white OFF legend on), inhibits TAD and TCF functions,
TERR ON ND (CAPT or F/O) pushbutton switches allow the crew to select
or deselect terrain display on NDs,
Weather Radar control unit.
Warning Outputs
Two discrete outputs from the EGPWC control the GPWS/G/S pushbutton
switches located on Captain and First Officer main instrument panels.
- The upper legend identified GPWS, controlled by the first output, comes
on red when a ground proximity warning is generated by the EGPWC for
Modes 1 to 4 or TAD and TCF warnings.
- The lower legend identified G/S, controlled by the second output, comes
on amber when a glide slope (Mode 5) caution alert is generated by the
Enhanced GPWC.
The pushbutton switch provides a facility to cancel a glide slope warning,
if in progress, or to initiate an Enhanced GPWS self-test.
Both discrete outputs are also used to inhibit TCAS and automatic call out
when the GPWS or G/S warnings are in progress.
Both discrete outputs are also used for the Digital Flight Data Recorder
(DFDR).
Monitor Outputs
There are two monitor outputs:
GPWS monitor output controls the FAULT legend of the SYS pushbutton
switch and indicates a failure of Modes 1 to 5,
TERR monitor output controls the FAULT legend of the TERR pushbutton
switch and indicates a failure of TAD and TCF functions.
Bus Output
The bus output is used by the Aircraft Integrated Data System (AIDS), Data
Management Unit (DMU) and by the Centralized Fault Display Interface Unit
(CFDIU) for test causes.
Audio Output
The audio output is used by the cockpit loud speakers for aural warning messages.
POWER SUPPLY
The Enhanced GPWC power supply circuits receive 115VAC, 400 Hz, single
phase (22 W max.) supply from the AC Bus1.
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Figure 120
EGPWC Inputs and Outputs
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CONTROL
Pushbutton Switches
GPWS/TERR pushbutton switch
When this pushbutton switch is pressed (white OFF legend on), the
TAD and TCF functions are inhibited (visual display and audio inhibition).
provides a FAULT warning indicating that a failure of TAD and / or TCF
functions has been detected by the Enhanced GPWC.
When the FAULT legend comes on, the following messages are displayed:
- on the upper ECAM display unit if they are not inhibited by the FWC:
NAV - GPWS TERR DET FAULT (amber)
GPWS TERR.............OFF (cyan)
- on the STATUS page (INOP SYS) of the lower ECAM display unit:
GPWS TERR (amber)
GPWS/SYS pushbutton switch
When this pushbutton switch is pressed (white OFF legend on),

all ground proximity alerts (Mode 1 to 5) are inhibited (visual and audio) and
no Enhanced GPWC self-test is possible.
provides a FAULT warning indicating that a failure in Modes 1 to 5 has been
detected by the Enhanced GPWC.When the FAULT legend comes on,
the following messages are displayed:
- on the upper ECAM display unit if they are not inhibited by the FWC:
NAV - GPWS FAULT (amber)
GPWS ........OFF (cyan)
(associated with action requested)
- on the STATUS page (INOP SYS) of the lower ECAM display unit:
GPWS (amber)
GPWS/FLAP MODE pushbutton switch
This pushbutton switch, when pressed in (white OFF legend on), overrides
flap abnormal condition input and generates the GPWS FLAP MODE OFF
message (green) in the memo area of the upper ECAM display unit.
GPWS/LDG FLAP 3 pushbutton switch
To avoid nuisance warnings during approach, the Enhanced GPWC needs

to know at which flap position the crew intends to land.
When pressed in (white ON legend on), indicates to the Enhanced GPWC
that the pilot intends to land in flap 3position.
When released out, the pushbutton switch indicates to the Enhanced
GPWC that the pilot intends to land in flap FULL position.
The GPWS FLAP message is permanently displayed in green on the
MEMO of the ECAM display unit if no warning is in progress.
CAPT and F/O TERR ON ND pushbutton switches
These pushbutton switches allow the crew to select or deselect

terrain display on ND.
The ON legends indicate that terrain data is displayed on ND
(following manual or automatic pop up selection).
CAPT and F/O GPWS/G/S pushbutton switches
These pushbutton switches, located on panels 301VU and 500VU,

have two functions when pressed in:
- they cancel the glide slope alert, or
- they initiate the self-test sequence if the aircraft is on ground or
above 2000 ft Above Ground Level (AGL)
GPWS/G/S MODE pushbutton switch
This pushbutton switch, when pressed in (white OFF legend on),

inhibits the glide slope mode.
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Figure 121
EGPWS Control and Indication
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ALERTS AND INHIBITITIONS

Aural alert messages
Each mode computes and compares aircraft behaviour with a corresponding
alert envelope. If the alert envelope is penetrated, visual and aural alerts are
generated. The aural message is broadcast through the cockpit loud speakers.
The messages are as follows:
MODE
AURAL ALERTS
VISUAL ALERTS
SINK RATE
GPWS
PULL UP
GPWS
TERRAIN
GPWS
TERRAIN TERRAIN
GPWS
PULL UP
GPWS
DONT SINK
GPWS
TOO LOW TERRAIN
GPWS
TOO LOW GEAR
GPWS
TOO LOW FLAPS
GPWS
GLIDE SLOPE
G/S
TAD
TERRAIN AHEAD
GPWS
TAD
TERRAIN AHEAD PULL UP
GPWS
TCF
TOO LOW TERRAIN
GPWS
Each of these alerts inhibits the automatic call out.
Inhibitions
Alerts may be cancelled by:
Pressing the EMER CANC key on the ECAM control panel (aural alert only).
Pressing the GPWS/G/S pushbutton switch on the main instrument panel
for Mode 5 (glide slope) visual and aural alert. This inhibition is temporary
and the mode is automatically reactivated for a new envelope penetration.
Pressing the G/S MODE pushbutton switch on the overhead panel for
Mode 5 (glide slope) visual and aural alert (permanent inhibition).
Pressing the SYS pushbutton switch on the overhead panel for inhibition of
GPWS Modes 1 to 5 (visual and aural alerts).
Pressing the TERR pushbutton switch on the overhead panel for inhibition
of TAD and TCF functions (visual and aural alerts).
NOTE:
ALL AURAL MESSAGES ARE INHIBITED IF A STALL OR

A WINDSHEAR (IF WR/PWS IS INSTALLED) IS IN PROGRESS.
ECAM WARNING
Failure in Mode 1 to 5
upper ECAM display unit:
NAV - GPWS FAULT (amber)
GPWS ........OFF (cyan)
lower ECAM display unit (INOP SYS):
GPWS (amber)
Failure of TAD and / or TCF functions
upper ECAM display:
NAV - GPWS TERR DET FAULT (amber)
GPWS TERR.............OFF (cyan)
lower ECAM display unit (INOP SYS):
GPWS TERR (amber)
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Figure 122
EGPWS Messages on upper and lower ECAM-DU
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SELF-TESTS
Description
On the ground only, the Enhanced GPWC provides self-test capability,
providing an indication of the ability of the Enhanced GPWC to perform its
intended function.
The Enhanced GPWC self-test is initiated by momentarily pressing
GPWS/G/S pushbutton switches or activated via the MCDU on the ground.
When activated by pressing the GPWS/G/S pushbutton switches, the self-test
is enunciated.This self-test can also be accessed via the headphone jack on
the front panel of the Enhanced GPWC and it has been divided into six
different levels to help with Enhanced GPWC testing and troubleshooting.
Level 1
Level 1, functional testing, provides an overview of the current operational
functions selected and provides an indication of their operational status.
A long level 1 self-test sequence is initiated when the GPWS/G/S pushbutton
switch is not released while self-test voices start.
Level 1 self-test sequence:
the FAULT legend of the GPWS/SYS pushbutton switch comes on.
the FAULT legend of the GPWS/TERR pushbutton switch is on,
G/S legends of both GPWS/G/S pushbutton switches are on,
the GLIDESLOPE aural warning operates then stops.
G/S legends of both GPWS/G/S pushbutton switches go off,
GPWS legends of both GPWS/G/S pushbutton switches are on,
the PULL UP aural warning operates then stops.
the TERRAIN AHEAD PULL UP aural warning operates then stops.
GPWS legends of both GPWS/G/S pushbutton switches go off,
ON legends of both TERR ON ND pushbutton switches are on,
terrain self-test pattern and TERR TST amber message is displayed
on both NDs,
the above warnings operate, then all these warnings, one after the
other:
GLIDE SLOPE, PULL UP, TERRAIN AHEAD, PULL UP, SINK RATE, PULL
UP, TERRAIN, PULL UP, DONT SINK, DONT SINK, TOO LOW TERRAIN,
TOO LOW GEAR, TOO LOW FLAPS, TOO LOW TERRAIN, GLIDE SLOPE,
TOO LOW TERRAIN, TERRAIN AHEAD, TERRAIN AHEAD,

TERRAIN AHEAD PULL UP
terrain self-test pattern turns off,
ON legends of both TERR ON ND pushbutton switches and the
images displayed on both NDs revert to the configuration selected
before the test,
the FAULT legend of the GPWS/SYS pushbutton switch goes off,
the FAULT legend of the GPWS/TERR pushbutton switch goes off.
Level 2
Level 2, current faults, provides a listing of the internal and external faults
currently detected by the Enhanced GPWC.
Level 2 self-test is initiated by pressing the GPWS/G/S pushbutton switch
within 3 seconds after the end of level 1 self-test.
Level 3
Level 3, Enhanced GPWS configuration, indicates the current configuration
by listing the current hardware, software, data bases and program pin inputs
detected by the Enhanced GPWC.
This level is initiated by pressing the GPWS/G/S pushbutton switch when
PRESS TO CONTINUE message is enunciated.
Level 4
Level 4, fault history, provides a historical record of both internal and
external faults detected by the Enhanced GPWC.
Level 5
Level 5, warning history, provides a historical record of the warnings and
cautions given by the Enhanced GPWC.
Level 6
Level 6, discrete test, provides annunciation of discrete input transitions to
be used for maintenance support. This level is initiated by pressing the GPWS/
G/S pushbutton switch when PRESS TO CONTINUE message is enunciated.
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Figure 123
EGPWS Test Pattern
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The BITE:
continuously transmits Enhanced GPWS status and its identification
message to the CFDIU,
memorizes the faults which occurred during the last 63 flight segments,
monitors data inputs from the various peripherals (FMGC, RA transceiver,
ILS receiver, ADIRU, SFCC, LGCIU, ECAM control panel and CFDIU),
transmits to the CFDIU the result of the tests performed,
can communicate with the CFDIU through the menus.
CLASS
MESSAGE
CLASS
ATA
GPWS FLP MODE PB SW

(7WZ)/SFCC1(21CV)/GPWC(1WZ)
34-48-08
LGCIU1 (5GA1)/GPWC (1WZ)
32-31-71
CFDIU (1TW)/GPWC (1WZ)
31-32-34
RA1 (2SA1)/GPWC (1WZ)
34-42-33
ADIRU1 (1FP1)/GPWC (1WZ)
34-12-34
ADIRU1 (1FP1)/GPWC (1WZ)
34-12-34
ATA
ILS1 (2RT1)/GPWC (1WZ)
34-36-31
Internal Failures:
MESSAGE
External Failure:
GPWC (1WZ)
34-48-34
ILS1 (2RT1)/GPWC (1WZ)
34-36-31
GPWC (1WZ)
34-48-34
FMGC1 (1CA1)/GPWC (1WZ)
22-83-34
WRG:PIN PROG/GPWC (1WZ)
34-48-34
FMGC1 (1CA1)/GPWC (1WZ)
22-83-34
CAPT/FO GPWS GS PB SW(4WZ/5WZ)/GPWC(1WZ) 1
34-48-34
FCU (3CA) BUS CP-L/GPWC (1WZ)
22-81-12
FO GPWS GS PB SW (5WZ)/GPWC(1WZ)
34-48-08
FCU (3CA) BUS CP-R/GPWC (1WZ)
22-81-12
ECP(6WT)/GPWC(1WZ)
31-61-12
WXR1 (1SQ1) BUS HAZARD/GPWC (1WZ)
34-41-33
GPWS SYS PB SW (9WZ)/GPWC (1WZ)
34-48-08
WXR1 (1SQ1)/GPWC (1WZ)
34-41-33
GPWS TERR PB SW (31WZ)/GPWC(1WZ)
34-48-08
GPWC(1WZ)/FWC1/2(1WW1/2)/WXR1/2(1SQ1/2)
34-48-34
CAPT TERR ON ND PB SW (30WZ1)/GPWC (1WZ)
34-48-08
FO TERR ON ND PB SW (30WZ2)/GPWC (1WZ)
34-48-08
Installation of EGPWC
After installation of EGPWC do the correct test and perform the loading of the
Enhanced GPWC Data Base by using the PCMCIA interface.
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Capt Loudspeaker
F/O Loudspeaker
E/GPWS Control
other Systems:
LRRA1; ADIRU1;
ILS1; FMGC1;
FCU1,2; WX1
DMU (AIDS)
EGPWC
GPWS
G/S
TERR ON ND
o
ON
Figure 124
other Systems:
SFCC 1; LGCIU1
FWC1,2; ECAM Ctrl; WX1
SDAC 1,2
FWC 1,2
CFDS
TERR ON ND
o
GPWS
G/S
ON
EGPWS BITE Schematic
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CFDS BITE
MENU Mode
The menu mode can only be activated on the ground.
This mode enables communication between the CFDIU and the Enhanced
GPWC BITE by means of the MCDU.
The Enhanced GPWS menu mode is composed of:
- LAST LEG REPORT
- PREVIOUS LEGS REPORT
- LRU IDENTIFICATION
- GROUND SCANNING
- TROUBLE SHOOTING DATA
- CLASS 3 FAULTS
- GROUND REPORT
- TEST
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Figure 125
EGPWS CFDS BITE
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Figure 126
EGPWS Component Location Cockpit
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Figure 127
EGPWC Location
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FRA US/T WB
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Training Manual
A 319/320/321
ATA 46
Information Systems
46-21 ATIMS
Level 3
B12E
B2E
Lufthansa
Issue: July 2000
Book No: A320 46 L3 E
Lufthansa Base
Lufthansa 1995
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ATA 46
INFORMATION SYSTEM
46-21
ATIMS
HAM US/F JC
01.07.2000
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GENERAL
Up to now, flight crews have communicated with air traffic controllers using HF and
VHF radio communications which are subject to atmospheric disturbances and so,
often difficult to understand.
Furthermore, the transmission networks become saturated due to the air traffic increase, and to the limited capability to exchange complex data (routes, weather
information...).
Consequently, the Air Traffic and Information Management System (ATIMS)
has been developed to enable datalink communications and the exchange of complex data or specific reports between the aircraft and the ground centers:
controller-pilot datalink communications (HF voice in backup) for air traffic
management,
automatic reporting (position, intention) for air traffic surveillance,
specific airline-aircraft communications (operational control) to improve airline
operational costs and flexibility.
HAM US/F JC
01.07.2000
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CNS
Figure 1
ATIMS - Concept / Architecture
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SYSTEM GENERAL DESCRIPTION

System Configuration
The Air Traffic and Information Management System is organized around a host
platform which integrates datalink applications and the routing function.
The ATIMS system is configurated in Pre-FANS configuration:
Air/ground communication Router Function (ARF)
Airline Operational Control applications (AOC).
NOTE:The Datalink Control and Display Units (DCDU) are not fitted and the
ATC MSG pushbuttons switches are not operational in Pre-FANS configuration.
In addition, the FANS A configuration contains the ATSU FANS A applications (Air
Traffic Control) with the Datalink Control and Display Units (DCDU) and the ATC
MSG pushbuttons switches operational.
System Architecture
The ATIMS is composed of:
an Air Traffic Service Unit (ATSU),
two Datalink Control and Display Units (DCDUs),
two ATC MSG illuminated pushbuttons switches.
NOTE:The two DCDUs are not fitted in Pre-FANS configuration and the ATC
MSG pushbuttons switches are not operational.
The ATSU is connected to the following units and uses the services of these multipurpose 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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Figure 2
ATIMS - General Schematic
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LOCATIONS
------------------------------------------------------------------------------FIN
|
FUNCTIONAL DESIGNATION
| PANEL|ZONE|ACCESS |
ATA
|
|
|
| DOOR |
REF.
-------------------------------------------------------------------------------
1TX1
4TX1
4TX2
20TX
22TX
24TX
ATSU
P/BSW-ATC MSG, CAPT
P/BSW-ATC MSG, F/O
SOFTWARE-ATSU A/C INTERFACE
SOFTWARE-AOC
SOFTWARE-AOC DATABASE
80VU 122
131VU 211
130VU 212
211
211
211
811
831
831
831
831
831
46-21-34
46-21-00
46-21-00
46-21-00
46-21-00
46-21-00
Figure 3
ATIMS - Locations
HAM US/F JC
01.07.2000
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Figure 4
ATIMS - Locations
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ATSU Description
The ATSU is the main component of the system.
- ATSU A/C interface software
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 Multipurpose 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 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.
Its

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)
- AOC software
The AOC software consists in hosted AOC applications which are depending on airline definition.
These datalink applications concern operations related to the flight such
as flight plans, weather, behaviour of aircraft elements transmitted for
maintenance reasons, fuel quantity, personnel management, gate management...
- ATSU FANS A applications software
The different Air Traffic Control (ATC) applications contained in this package are:
(a)ATS Facilities Notification (AFN) application
The purpose of this application is to establish the contact with the ATC
ground center, then to provide the ATC center with the aircraft registration, the data-link applications available on the aircraft with the corresponding addresses.
(b)Controller-Pilot Data Link Communications (CPDLC) application
The aim of this application is to provide dialog between ground controllers and flight crews, using datalink instead of voice communications.
Each CPDLC message is composed of a set of message elements
which correspond to the existing phraseology used by current ATC procedures.
(c)Automatic Dependent Surveillance (ADS) application
The ADS function is to provide the ATC ground center with aircraft surveillance data through periodic, event or on-demand reports.
HAM US/F JC
01.07.2000
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Figure 5
ATSU
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DCDU Description
Datalink Control and Display Unit (DCDU) (in FANS A configuration only)
The DCDUs are the interface means dedicated to the ATC applications. They provide the flight crew with display capabilities and control means, allowing the display
of messages received from ATC ground center and the sending of answer and
messages to the ground center. The DCDUs are managed by the ATSU which processes and organizes the data in screen pages to be displayed and translates received key codes into crew orders (soft keys).
Physical Description
The DCDU is equipped with a LCD screen and twice four push-buttons located
on each side of the screen.
Electrical Characteristics
power supply: 28VDC
dissipated power : 16.5 Watts (average value).
one back connector composed of:
- one ARINC 429 input bus from the ATSU.
- one ARINC 429 output bus to the ATSU.
- eleven discrete inputs (P- type) for pin programming, power supply,
ground and air/ground signal.
- one analog input.
Functional Operation
The DCDU has two main functions:
Display function: display of the air traffic system information to the flight
crew
The DCDU is equipped with an LCD flat panel.
The DCDU displays the messages formatted by the ATSU on a black background, in eight different colors: amber, black, cyan, green, magenta, red,
white and yellow.
These messages are in semi-graphical format and include alphanumerical
text 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 in accordance with the general cockpit selection.
Each DCDU has a black screen function in order not to disturb the flight
crew in case of abnormal display.
Any action on a pushbutton switch is transmitted to 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 a reverse video display.
The time elapsed between pilot action and both sending of the data on
the ARINC bus and local feedback displayed on the screen is not greater
than 100 ms.
ATC MSG Illuminated Pushbutton Switches Description
These pushbutton switches provide the flight crew with a visual alert in case of ATC
message reception and with an alert cancel means by pressing them.
In addition, an aural alert is triggered by the FWCs, single or repetitive chime
sounds according to the priority of the message.
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Figure 6
DCDU
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MCDU USE
The MCDU gives access to these three independent menus:
for air/ground communication management functions:
- configuration/initialization.
- VHF3 control.
- communication statistics display.
- test/audit mode control
for AOC hosted applications:
- configuration/initialization.
- downlink message entry/selection/transmission.
- uplink message display
for ATC applications in FANS A configuration:.
- preparation and modificaton of all the messages initiated by the crew,
- justifications to negative replies or to a particular request,
- editing of text,
- configuration of applications (ADS activation, AFN initialization) and
- configuration of systems (ATSU management, automatic or on-request
printing).
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Figure 7
MCDU MENU
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RMP USE
Each 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 ATSU
to control the VDR3 frequency:
When the RMP controls the VDR3 frequency, only the Voice mode is available and the selection of the VDR3 frequency is done through the RMP by displaying the frequency in the ACTIVE window.
When the ATSU controls the VDR3 frequency, the Voice mode can be accessed through the ATSU menu on the MCDU and the selection of the VDR3
frequency is done on the MCDU either in Data mode or in Voice mode.
NOTE:
The RMP sends to the ATSU the pilot request of switching the system controlling the VDR3 between the RMP and the ATSU. In return, the ATSU indicates
to the RMP which system, between the RMP and the ATSU, is controlling the
VDR3 frequency.
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Figure 8
ATIMS - RMP
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POWER SUPPLY
The ATIMS system is supplied with this(these) following circuit breaker(s):
PANEL
DESIGNATION
FIN
LOCATION
121VU
ATSU 1
3TX1
L16
121VU
ATSU 1/SWTG
5TX1
L15
ATSU
The ATSU is supplied with 115VAC from the main 115VAC BUS1 bar 101XP-C
via circuit breaker 3TX1 and 28VDC from the main 28VDC BUS1 bar 101PP via
circuit breaker 5TX1.
DCDU
The DCDU1 is supplied with 28VDC from the main 28VDC BUS1 bar 103PP via
The DCDU2 is supplied with 28VDC from the main 28VDC BUS1 bar 202PP via
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Figure 9
ATIMS - Power Supply
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INTERFACE
General
The ATSU uses the data transparent protocol, defined in ARINC 429 Specification, when it communicates with the on-board avionics systems.
The ATSU is interfaced with the following peripheral units:

the Flight Management and Guidance Computer 1 and 2 (FMGC) (Ref.
AMM 22-83-00)
the Multipurpose Control and Display Unit 1 and 2 (MCDU) (Ref. AMM
22-82-00)
the VHF Data Radio 3 (VDR3) transceiver (Ref. AMM 23-12-00)
the Satellite Data Unit (SDU) (Ref. AMM 23-28-00)
the Cabin Terminals: the Cabin Management System (Ref. AMM 23-74-00)
and the Digital Interface Unit (Ref. AMM 23-34-00)
the Radio Management Panels 1, 2 and 3 (RMP) (Ref. AMM 23-81-00)
the Clock (Ref. AMM 31-21-00)
the Data Management Unit (DMU) (Ref. AMM 31-36-00)
the Flight Warning Computer 1 and 2 (FWC) (Ref. AMM 31-52-00)
the System Data Acquisition Concentrator 1 and 2 (SDAC) (Ref. AMM
31-54-00)
the Display Management Computer 1, 2 and 3 (DMC) (Ref. AMM
31-62-00)
the Centralized Fault Display Interface Unit (CFDIU) (Ref. AMM 31-32-00)
the Multipurpose Disk Drive Unit (MDDU) (Ref. AMM 31-38-00)
the printer (Ref. AMM 31-35-00)
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Figure 10
ATIMS - Interface
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ATIMS/VDR3 interface
This interface is in accordance with ARINC 750 specifications.
The ATSU uses the services provided by the VDR3 to communicate with the
ground in DATA or VOICE mode.
The ATSU receives uplink messages and transmits downlink messages
through the VHF3 Data Radio.
Functional split
The functional split between ATSU and VDR3 is the following:
- in Voice mode
The ATSU controls the VHF3 transfer switch between Data and Voice
mode.
- in Data mode
The ATSU configures the VDR3 in the appropriate protocol, the ARINC
750 data mode (VDR mode control and VDR data mode setting).
The ATSU controls the VHF operational parameters of the VDR (frequency).
Voice/Data select discrete
The ATSU has direct control of VDR3 switching between Voice and Data
mode.
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 discrete

The 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
account the digital input port A and operates on the frequency transmitted by the ATSU
- when the discrete is in open circuit, the VDR3 takes into account the digital input port B and operates on the frequency transmitted by the RMPs.
NOTE:When the ATSU is faulty or not supplied, the VDR3 operates in
Voice mode and the frequency is controlled by the RMPs.
Switching to Voice mode
1) If the switching to Voice mode is initiated from one RMP, the ATSU router
sends:
- a VDR Voice mode order
- a VDR port B select order.
2) If the switching to Voice mode is initiated from one MCDU, the ATSU
router sends:
- 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 mode
Whether the switching to Data mode is initiated from one RMP or through
one MCDU , 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 of ACARS or DATA indication in the ACTIVE window on the RMPs.
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Figure 11
ATIMS / VDR3 interface
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ATIMS / RMP interface

Port select information
The ATSU indicates to the RMPs which system between the ATSU and the
RMP is controlling the frequency by means of the port select discrete.
Each RMP receives the port select discrete:
- when this discrete is grounded, the VDR3 frequency is controlled by the
ATSU
- when this discrete is in open circuit, the VDR3 frequency is controlled by
the RMPs.
Remote port select information
The ATSU acquires the remote port select discrete from each of the three
RMPs.
Each RMP sends to the ATSU this signal to transmit the pilot request of
switching the system controlling the VDR3 frequency.
When a switching request is issued, the ATSU activates the VHF voice
mode function to determine which system between the ATSU and the RMP
will control the VDR3 frequency and in which mode.
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Figure 12
ATIMS / RMP interface
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Interface with the ground network

Ground network architecture
The airline can exchange data with its aircraft through a ground network which
is managed by four world service providers:
These providers are:
ARINC, in the USA
CANADIAN, in Canada
JAPANESE, in Japan
SITA, in the other regions.
In this ground network, each service provider is responsible for its own network.
The networks are interconnected, therefore the data is transferred over any
network.
The aircraft can be in liaison with the network through the VHF.
On the ground, each service provider works on a special frequency:
ARINC network
131,550 MHz
CANADIAN network
131,475 MHz
JAPANESE network
131,450 MHz
SITA network
131,725 MHz ( SITA 725 )
131,550 MHz ( SITA 550 )
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Figure 13
ATIMS - Ground Network
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OPERATION
System Configuration
ATSU DATALINK applications
(1)ATSU A/C INTERFACE software loading

The loading procedure is ensured by the Boot software included in the
ATSU hardware case.
The ATSU is first to be loaded with the A/C INTERFACE software which
takes A/C configuration and adaptation to different system interfaces into
account.
It contains namely air/ground communication services and the router function.
The adaptation to the A/C configuration is also ensured through pin programming acquisition, either from hard ATSU pin programming, or from pin
programming information received fron CFDIU (configuration label).
NOTE:The ATSU is automatically reseted after a software loading operation
through an internal mechanism.The LRU IDENTIFICATION function from
the BITE enables to display the software version reference in order to check
the correct uploading.
(2)AOC software and database loading
In Pre-FANS configuration, the AOC application software and the associated database are then up-loaded in the ATSU.
The AOC software package contains the specific airline datalink applications.
Remote AOC applications are also embedded in peripherals which some of
them are optional such as DMU, Cabin Terminals (remote AOC peripherals).
(3)ATSU FANS A applications loading
In FANS A configuration, the ATSU FANS A application software package is
also up-loaded.
In this case, the ATSU sends information to the FWCs indicating that ATC
applications are active for ATC datalink alarm generation.
Three menus are available:

Air/Ground Communication Menu
The COMM MENU is available in pre-FANS and FANS A configurations
and gives access to:
- the COMM INIT page to initialize the datalink communications
- the VHF3 DATA MODE page to select the Data mode and the VDR3 frequency
- the VHF3 VOICE DIRECTORY page to select the Voice mode and the
VDR3 frequency
- the COMM STATUS page to display the availability of the VHF3 and
SATCOM 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
These menus are developped in AMM 46-24-00, P. Block 001.
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Figure 14
COMM menu
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Figure 15
AOC Menu
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Controller-Pilot Data Link Communication ATC MENU

The 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
center
- the WHEN CAN WE page for time estimation request to the ATC center
- the LOGBOOK page to display any message closed and stored on the
DCDU
- the LOGON STATUS page to initialize the ATS Facilities Notification with
an ATC center and establish contact
- the EMERGENCY page to generate emergency messages to the ATC
center
- the VERT REQ page for request of vertical trajectory changes to the
ATC center
- the OTHER REQ page for miscellaneous request like voice contact request with ATC center
- the TEXT page to send justifications to negative replies to the ATC center
- the REPORT page to generate automatically position reports at each
ATC waypoint
- the ADS page to activate the Automatic Dependent Surveillance
These menus are developped in AMM 46-22-00, P. Block 001.
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Figure 16
ATC Menu
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BITE ARCHITECTURE
The ATIMS BITE is used to facilitate the aircraft maintenance in compliance
with ABD048 specifications.
It detects, identifies and memorizes the internal and external failures related to
the ATIMS system:
ATSU internal failures
external interface failures with ATSU peripherals.
The ATIMS BITE is ensured by the ATSU which concentrates the failure information provided by the ATSU internal monitoring.
This BITE is of type 1 and operates in two modes:
normal mode
MENU mode
Normal mode
During the normal mode, the BITE:
monitors the ATSU status
monitors data inputs from the various ATIMS peripherals (FMGC, MCDU,
CFDIU,...)
permanently transmits ATIMS system status and its identification message
to the CFDIU.
In case of fault detection, the BITE stores the information in the fault memories
and transmits it to the CFDIU by an ARINC 429 message (Label 356).
The BITE memorizes the failures which occurred during the last 63 flight legs.
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Figure 17
ATIMS - BITE Architecture
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Menu mode
System Report/Test Function
The BITE information (system report) and the test request (system test
function) are available through MCDU menus which allows to communicate
with ATIMS BITE via the CFDIU.
To gain access to the BITE, it is necessary to use one MCDU (Ref.
22-82-00)
All the information displayed on the MCDU during the BITE test configuration can be printed by the printer.
ATIMS maintenance menu is only accessible on ground from the general
maintenance menu and the SYSTEM REPORT/TEST page.
This mode enables communication between the CFDIU and the ATIMS
BITE by means of the MCDU.
1L
2L
3L
4L
5L
6L
ATIMS menu mode is composed of:

LAST LEG REPORT
CLASS 3 FAULT
SYSTEM TEST
LRU IDENTIFICATION
GROUND SCANNING
TROUBLE SHOOTING DATA GROUND REPORT
RETURN
SPECIFIC DATA
1R
2R
5R
6R
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Figure 18
ATIMS - SYSTEM REPORT / TEST page access
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LAST LEG REPORT page

This report contains the fault messages (internal and external, Class 1 and 2)
recorded during the last flight.
PREVIOUS LEGS REPORT page
This report contains the fault messages related to the external or internal failures (Class 1 or 2) recorded during the previous 63 flight legs.
GROUND REPORT page

This function is used to present Class 1, 2 or 3 internal failures when they are
detected on ground.
The relevant trouble shooting data are displayed by pressing the line key adjacent to the failure indication.
These failures differ from those displayed on the LAST LEG REPORT page.
LRU IDENTIFICATION page

This menu enables to display the Part Numbers of the different components
(ATSU, DCDU, Software packages).
GROUND SCANNING page
This function is based on the monitoring and the fault analysis during the flight
and enables consultation of the ATIMS failure recordings.
The ATSU peripheral monitoring and internal cyclic tests are used in order to
detect transient failures.
TROUBLE SHOOTING DATA page
This function provides correlation parameters and snapshot data concerning
the failure displayed in the LAST LEG REPORT and the PREVIOUS LEGS
REPORT pages.
CLASS 3 FAULTS page
This menu enables to display the Class 3 faults recorded during the last flight leg.
SYSTEM TEST page
The ATIMS BITE test is initiated when pressing the line key adjacent to the SYSTEM TEST indication.
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.
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Figure 19
ATIMS - System Test Page
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SPECIFIC DATA page

This menu enables acces to different functions:
2L : PIN PROGRAMMING to check the ATSU configuration with its parity
validity.
NOTE:The order of the pin programming display is in accordance with the
one 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.
3L : DUMP TSD
4L : SW P/N PRINT OUT
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Figure 20
ATIMS - Specific Data Page
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VHF 3 LINK TEST OF THE

ATSU
Figure 21
VHF 3 LINK TEST
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Figure 22
VHF 3 LINK TEST
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Figure 123
EGPWS Test Pattern
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SYSTEM DESIGN PHILOSOPHY

A319/320/321 / TRAINING MANUAL

Lufthansa Technical Training

System Design Philosophy

A319/320/321 / TRAINING MANUAL

Lufthansa Technical Training

CONTROLS AND INDICATIONS IN THE COCKPIT

Flight Control Panel

A319/320/321 / TRAINING MANUAL

Lufthansa Technical Training

Controls and Indications in the Cockpit

A319/320/321 / TRAINING MANUAL

Lufthansa Technical Training

LOCATION OF THE FMGCS AND FACS

A319/320/321 / TRAINING MANUAL

Lufthansa Technical Training

Location of FMGCs and FACs

A319/320/321 / TRAINING MANUAL

Lufthansa Technical Tra

AUTOFLIGHT SYSTEM PRESENTATION

- acquisition and hold of a flight path

The functions of the FMGC are :

The flight director generates guidance orders used in manual control.

The functions of the FAC are :

A319/320/321 / TRAINING MANUAL

Lufthansa Technical Training

Layout of AFS Components

A319/320/321 / TRAINING MANUAL

A319/320/321 / TRAINING MANUAL

A319/320/321 / TRAINING MANUAL

FMGC - INPUT / OUTPUT DISCRETES

A319/320/321 / TRAINING MANUAL

SCHEM 04 Page 101

A319/320/321 / TRAINING MANUAL

A319/320/321 / TRAINING MANUAL

A319/320/321 / TRAINING MANUAL

AUTOPILOT INTRODUCTION ( CONT. )

Autopilot Operation during Landing

A319/320/321 / TRAINING MANUAL

A319/320/321 / TRAINING MANUAL

AUTOPILOT INTRODUCTION (CONT.)

A319/320/321 / TRAINING MANUAL

Nose Wheel Control

A319/320/321 / TRAINING MANUAL

A319/320/321 / TRAINING MANUAL

Interface between FMGCs and DMCs

A319/320/321 / TRAINING MANUAL

AUTOPILOT / FLIGHT DIRECTOR - MODES

A319/320/321 / TRAINING MANUAL

A-THR ENGAGEMENT FMGC having

- means: whatever the state

Figure11 FMGC Priority Logic

A319/320/321 / TRAINING MANUAL

AUTOPILOT / FLIGHT DIRECTOR - MODES ( CONT. )

Cancellation of an engaged mode.