AIRBUS
A 320/321
ATA 23
Communication
EASA Part 66 B2
A320 23 B2 E
For training purposes only.
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ATA 23
COMMUNICATIONS
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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).
For Training Purposes Only
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
1
OXY
STWG
BOX
OXY
STWG
BOX
OXY
STWG
BOX
SDAC
FWC
CFDS
(aural Call Indication)
aural Warnings
(FWC,GPWS,TCAS)
4TH OCCUPANT
(parallel to 3rd
Occupant)
(
)
For Training Purposes Only
1
Figure 1
FRA US/T-5 KrU
AUG 2004
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.
FRA US/T-5 KrU
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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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For Training Purposes Only
ACPs
Figure 2
FRA US/T-5 KrU
AUG 2004
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.
For Training Purposes Only
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 XFRD on ECAM)
F/O ACP
F/O
AUDIO
EQUIPMENT
F/O
3rd OCCUPANT ACP
3rd OCCUPANT
AUDIO
EQUIPMENT
3rd
OCCUPANT
CAPT ACP
For Training Purposes Only
CAPT
AUDIO
EQUIPMENT
CAPT
AMU
Figure 3
FRA US/T-5 KrU
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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 circuit breaker:
COM NAV/ACP/THIRD/OCCPNT (121VU)
Supply of the calls card in the AMU via circuit breaker:
COM NAV/SELCAL (121VU)
For Training Purposes Only
Busbar 401PP
Supply of the Captain ACP and its associated electronic circuit located in
the AMU via circuit breaker:
COM/AUDIO/ACP/CAPT (49VU)
Supply of the 1st Officer ACP and its associated electronic circuit located in
the AMU via circuit breaker:
COM/AUDIO/ACP/F/O (49VU)
Supply of the Flight−Interphone Electronic Card located in the AMU via
circuit breaker:
COM/AUDIO/FLT/INTPH (49VU)
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CALLS CARD
BITE
Figure 4
FRA US/T-5 KrU
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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
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AMU
Figure 5
FRA US/T-5 KrU
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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”
For Training Purposes Only
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
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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 the mask
is pulled out of its box automatically activates this control switch.
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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
FRA US/T-5 KrU
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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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For Training Purposes Only
WARNINGS
Figure 8
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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.)
For Training Purposes Only
FLIGHT
GROUND
LGCIU
INPUT 7
EXT POWER PANEL
Figure 9
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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.
For Training Purposes Only
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
For Training Purposes Only
VOR/DME
ADF
Figure 10
FRA US/T-5 KrU
AUG 2004
AMU DME Switching and Voice ON/OFF Function
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23−51
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.
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AUDIO MANAGEMENT SYSTEM
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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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AUDIO MANAGEMENT SYSTEM
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For Training Purposes Only
COCKPIT CALL
Figure 11
FRA US/T KrU
AUG 2004
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.
For Training Purposes Only
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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 air−
ground discrete gives the ground−flight information. The LGCIU (Landing Gear
Control and Interface Unit Circuit GA) delivers the air−ground discrete.
FRA US/T-5 KrU
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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
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AMU CFDS monitored LRUs
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THIS PAGE INTENTIONALLY LEFT BLANK
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Figure 13
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AMU MCDU BITE Menu
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LOCATION
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Figure 14
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AMS Location Cockpit
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Figure 15
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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.
For Training Purposes Only
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
For Training Purposes Only
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
FRA US/T-5 KrU
AUG 2004
Call System Panels
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COMMUNICATION
GROUND CREW AND COCKPIT CALL
SYSTEM
A319/320/321
23−42
DESCRIPTION
General
The ground crew call system enables crew member−to−ground mechanic or
ground mechanic−to−crew member calls.
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
For Training Purposes Only
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 pilot’s 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.
FRA US/T KrU
AUG 2004
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For Training Purposes Only
COMMUNICATION
GROUND CREW AND COCKPIT CALL
SYSTEM
A319/320/321
23−42
GROUND MECHANIC TO CREW MEMBER CALL
ELT OPERATION
BATT DISCHARGE
CREW MEMBER TO GROUND MECHANIC CALL
AND ADD. WARNINGS
Figure 17
FRA US/T KrU
AUG 2004
Call System Detailed Schematic
Page: 33
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23
LOCATION
For Training Purposes Only
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Figure 18
FRA US/T-5 KrU
AUG 2004
Call System Location
Page: 34
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23
For Training Purposes Only
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Figure 19
FRA US/T-5 KrU
AUG 2004
Call System Location Cockpit
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COMMUNICATIONS
23
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.
For Training Purposes Only
A319/320/321
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
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
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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23
A
B
FMGC 1
1
NAV
RECEIVERS
SYS 1
1
6
VHF 1
(HF 1)
TRANSCEIVER
VHF 3
TRANSCEIVER
RMP 1
4
RMP 3
ACARS
VHF 2
(HF 2)
TRANSCEIVER
For Training Purposes Only
RMP 2
2
7
3
8
5
NAV
RECEIVERS
SYS 2
FMGC 2
B
Figure 20
FRA US/T-5 KrU
AUG 2004
A
RMP Schematic
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A319/320/321
23
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).
For Training Purposes Only
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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23
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Figure 21
FRA US/T-5 KrU
AUG 2004
RMP Power Supply Schematic
Page: 39
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COMMUNICATION
RADIO MANAGEMENT SYSTEM
A319/320/321
23−13
RMP DESCRIPTION
Operation
The RMPs have two modes of operation :
the normal mode
the radio−navigation back up mode.
For Training Purposes Only
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 radio−
navigation 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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A319/320/321
23−13
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COMMUNICATION
RADIO MANAGEMENT SYSTEM
Figure 22
FRA US/T-5 KrU
AUG 2004
RMP Detailed Schematic
Page: 41
A319/320/321
23−13
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
RADIO MANAGEMENT SYSTEM
Figure 23
FRA US/T-5 KrU
AUG 2004
RMP COM Tuning Architecture
Page: 42
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23−13
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
RADIO MANAGEMENT SYSTEM
Figure 24
FRA US/T-5 KrU
AUG 2004
RMP COM Tuning Architecture
Page: 43
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23−13
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
RADIO MANAGEMENT SYSTEM
Figure 25
FRA US/T-5 KrU
AUG 2004
RMP NAV Tuning Architecture
Page: 44
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COMMUNICATION
RADIO MANAGEMENT SYSTEM
A319/320/321
23−13
For Training Purposes Only
1
1
Figure 26
FRA US/T-5 KrU
AUG 2004
for ILS frequency transfer only
RMP NAV Tuning Architecture
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23
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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FRA US/T-5 KrU
AUG 2004
Page: 46
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Figure 27
FRA US/T-5 KrU
AUG 2004
RMP COM Tuning
Page: 47
A319/320/321
23
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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AUG 2004
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Figure 28
FRA US/T-5 KrU
AUG 2004
RMP NAV Back up Tuning
Page: 49
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COMMUNICATION
RADIO MANAGEMENT SYSTEM
23−13
RADIO NAV TUNING FROM RMP AND MCDU
General
The navaid selection includes tuning of the following sensors.
VOR (frequency/course) and DME for display
ILS (frequency/LOC course)
ADF (frequency/BFO)
There are three ways of selection which are :
RMP selection (radio management panel)
manual selection through the MCDU
automatic selection (in FMGC software).
RMP 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.
For Training Purposes Only
A319/320/321
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
FRA US/T-5 KrU
AUG 2004
displayed. If frequency is entered, the ident field is filled if found in data
base. If not, brackets are displayed.
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 Beat Frequency Oscillator 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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RADIO MANAGEMENT SYSTEM
A319/320/321
23−13
2
1
1 ) If selected Station is valid, the Station Identifier is displayd instead
of the frequency.
For Training Purposes Only
2 ) Tuning Mode: R Tuned via the RMP
M Tuned via the MCDU
Nothing when auto tuned by the FMGC
Figure 29
FRA US/T-5 KrU
AUG 2004
MCDU and RMP NAV Tuning
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COMMUNICATIONS
A319/320/321
23
FAULT ISOLATION AND BITE
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.
General Operation
The BITE may operate in two modes :
the normal mode
the menu mode.
CFDS Messages
Faults detected by the system and transfered to the CFDIU causes the following messages displayed on MCDU screen:
RMP X NO DATA FROM RMP Y
There is no communication between RMP X and RMP Y.
RMP X NO DATA FROM FMGEC 1 (2)
There is no communication between RMP X and FMGEC 1 (2).
NO DATA FROM CFDIU
No conection to the CFDS
For Training Purposes Only
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
PREVIOUS LEGS REPORT
LRU IDENTIFICATION
TROUBLE SHOOTING DATA
TEST.
Note: Only RMP 1 (or RMP 3, if RMP 1 is switched off) is connected to the
CFDIU. The other RMPs are tested via RMP 1 (or RMP 3)!
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23
NAV
RECEIVERS
SYS 1
FMGC 1
CFDS
VHF 1/3
(HF 1)
TRANSCEIVER
RMP 1
RMP 3
CFDS monitored
For Training Purposes Only
RMP 2
VHF 2
(HF 2)
TRANSCEIVER
NAV
RECEIVERS
SYS 2
FMGC 2
Figure 30
FRA US/T-5 KrU
AUG 2004
RMP CFDS monitored LRUs
Page: 53
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23
THIS PAGE INTENTIONALLY LEFT BLANK
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Figure 31
FRA US/T-5 KrU
AUG 2004
RMP MCDU BITE Menu
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23
LOCATION
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Page: 56
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23
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Figure 32
FRA US/T-5 KrU
AUG 2004
RMP Location
Page: 57
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For Training Purposes Only
COMMUNICATIONS
A319/320/321
23
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.
The VHF system operates within the frequency range defined by ARINC 716
(i.e. 118 to 136.975 MHz with 25 KHz or 8.33 KHZ spacing between channels
depending on the VHF system modification status).
Principle
Let’s see the main components of the VHF system.
For voice communications, the crew use acoustic equipment.
2 side−stick radio selectors.
2 loudspeakers.
3 oxygen−masks.
Facilities for boomsets, headsets and hand−microphones.
The Audio Management Unit (AMU) acts as an interface between the 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 system is used to transmit data link messages (ACARS or
ATSU) , but can be used for radio voice communications.
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Figure 33
FRA US/T-5 KrU
AUG 2004
VHF Schematic
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23
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
The VHF2 system is supplied with 28VDC :
from the 28VDC BUS 2 2PP (sub−busbar 204PP) through circuit breaker
2RC2 located on the rear panel 121VU, in the cockpit.
For Training Purposes Only
VHF3 System
The VHF3 system is supplied with 28VDC :
from the 28VDC BUS1 1PP (sub−busbar 101PP) through circuit breaker
2RC3 located on the rear panel 121VU, in the cockpit.
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Figure 34
FRA US/T-5 KrU
AUG 2004
VHF Power Supply Schematic
Page: 61
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VHF SYSTEM
A319/320/321
23−12
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.
For Training Purposes Only
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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VHF SYSTEM
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A
B
A
For Training Purposes Only
B
B
A
Port Control
Figure 35
FRA US/T-5 KrU
AUG 2004
VHF Detailed Schematic
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23
FAULT ISOLATION AND BITE
The BITE facilitates maintenance on in−service aircraft. The BITE detects and
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.
memorizes the failures occured during the last 63 flight legs.
monitors data input from the various peripherals (RMP and CFDIU).
transmits to the CFDIU the result of the tests performed and self−tests.
can communicate with the CFDIU by the menus.
General Operation
The BITE may operate in two modes :
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.
For Training Purposes Only
A319/320/321
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
Faults detected by the system and transfered to the CFDIU causes the following messages displayed on MCDU screen:
VHF−X TRANSCEIVER
A transceiver fault has been detected
VHF−X: NO DATA FROM CONTROL SOURCE
No data from RMPs
VHF−X: NO DATA FROM CFDIU
No conection to the CFDS
CHECK VHF−X ANTENNA CIRCUIT
A antenna fault or a antenna coaxial cable fault has been detected.
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
PREVIOUS LEGS REPORT
LRU IDENTIFICATION
TEST.
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RMPs
VHF
TRANSCEIVERS
AMU
For Training Purposes Only
SDAC
CFDS
Figure 36
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CFDS monitored
VHF CFDS monitored LRUs
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Figure 37
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VHF MCDU BITE Menu
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VHF SYSTEM
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23−12
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
For Training Purposes Only
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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VHF SYSTEM
Figure 38
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VHF Front Panel Test
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LOCATION
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Figure 39
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VHF Location 80 VU
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Figure 40
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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
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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.
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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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CONNECTION
TO TRANSCEIVER
Figure 42
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HF- System Antenna Coupler
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FAULT ISOLATION AND BITE
The BITE facilitates maintenance on in−service aircraft. The BITE detects and
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.
memorizes the failures occured during the last 63 flight legs.
monitors data input from the various peripherals (RMP and CFDIU).
can communicate with the CFDIU by the menus.
General Operation
The BITE may operate in two modes :
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.
For Training Purposes Only
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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
Faults detected by the system and transfered to the CFDIU causes the following messages displayed on MCDU screen:
HF−X TRANSCEIVER
A transceiver fault has been detected
HF−X: NO DATA FROM CONTROL SOURCE
No data from RMPs
HF−X: NO DATA FROM CFDIU
No conection to the CFDS
HF−X ANTENNA CIRCUIT
A antenna fault, a antenna coaxial cable fault or a coupler fault has 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
PREVIOUS LEGS REPORT
LRU IDENTIFICATION
CURRENT STATUS.
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CFDS monitored
Figure 43
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HF System CFDS monitored LRUs
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Figure 44
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HF- System BITE Menu Sheet 1
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Figure 45
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HF- System BITE Menu Sheet 2
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Figure 46
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HF System BITE Menu Sheet 3
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HF-TRANSCEIVERFRONTPANEL 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
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HF- System Transceiver & Fault Annunciator
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LOCATION
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Figure 48
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HF- System Location
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Figure 49
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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.
Figure 50
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Components
The ACARS Management Unit is connected to various computers :
Flight Management function of the Flight Management Guidance Computers.
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.
SITA
136.850
ACARS World MAP
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MCDU
VHF # 3
RMP 1 /2 /3
VOICE FREQUENCY
B
Control
DATA FREQUENCY
A
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
For Training Purposes Only
CFDIU
ADIRS # 3
ACARS MU
FWC 1/2
FQIS
Figure 51
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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.
FMGC
The FMGCs 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 FMGCs 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 FMGCs through ACARS.
Note: The ACARS − FMC Interface is not full active in the moment.
AIDS DMU
The ACARS MU transmits data to and receives data from the Aircaft Integrated
Data System (AIDS). Each report generated by the AIDS can be programmed
individually for transmission to the ACARS MU either automatically or manually.
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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
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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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COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
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REPORTING SYSTEM
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SDAC1
ADIRS#3
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FQIS
Figure 52
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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.
For Training Purposes Only
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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Deactivation of ACARS on RMP
Activation of ACARS on RMP
For Training Purposes Only
temporarily displayed
if continuously
−−> ACARS Fault
Figure 53
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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.
For Training Purposes Only
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
For Training Purposes Only
ACARS MU
Figure 54
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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 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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No link to ground station
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MCDU Messages
The MCDU Scratch Pad (SP) shows messages in the following priority:
1. user entries
2. 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
Reset Condition
NO COMM,
MSG NOT GEN ( white )
LSK that initiates a downlink is pressed while MU is in a
NO COMM condition.
5 seconds or ” CLR ” key pressed or data entry
VOICE MODE,
MSG NOT GEN ( white )
LSK that initiates a downlink is pressed while MU is in
VOICE Mode.
5 seconds or ” CLR ” key pressed or data entry
PRINTER FAIL ( white )
LSK that initiates a print is pressed, and the printer cannot
accept a message.
5 seconds or ” CLR ” key pressed or data entry
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.
5 seconds or ” CLR ” key pressed or data entry
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,
MSG NOT GEN ( white )
BAD H / W PART NUM ( amber )
For Training Purposes Only
Trigger Condition
FRA US/T-5 KrU
AUG 2004
Page: 101
Lufthansa Technical Training
COMMUNICATIONS
23
REPORTS / REQUESTS
Typ
Name
Dir
1.Movement
Reports(OOOI)
O
P
E
R
: 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
2.Progress Report
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
3c.Free Text
A
T
I
O
3d.Initial Req.
N
3f.ATIS
3e.Airport Weather
5.A/C Crew Rotation
S
E
Function
Out
DL
3g.PDC
For Training Purposes Only
A319/320/321
6.Pax Info List
FRA US/T-5 KrU
AUG 2004
Voice
Page: 102
A319/320/321
23
R
V
7.Connecting Gates
8.ACMS/AIDS
DL
Request for connecting gates
Manual
Voice
UL
Departure infos for connecting flights ( Gate and time within the next 30 minutes )
Auto or req Voice
DL
Engine condition monitoring reports
Automatic
Print out
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATIONS
FRA US/T-5 KrU
AUG 2004
Page: 103
A319/320/321
23
THIS PAGE INTENTIONALLY LEFT BLANK
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATIONS
FRA US/T-5 KrU
AUG 2004
Page: 104
A319/320/321
23−34
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
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
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
Profile Independent DL Reports:
ETA Change Report
Destination Airport Change Report
Destination Runway Change Report
Frequency Change Report
Figure 55
FRA US/T-5 KrU
AUG 2004
ACARS Flight Profile
Page: 105
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−24
ACARS TEST VIA CENTRAL MAINT. SYSTEM (CFDS)
ACARS test via MCDU
Pushing the MENU key on the MCDU shows the MCDU menu page. Access to
ACARS test page on the MCDU is as follows:
Push the line selct keys beneth this MCDU−funktions:
CFDS −> SYSTEM REPORT TEST −> COM −> ACARS.
The ACARS Test Page offers Fault Report and Test Functions.
TROUBLE SHOOTING FAULT ATA
MESSAGE
CLASS
INT./
EXT.
DESCRIPTION/FAILURE
CONDITIONS
FAULT MESSAGE
TROUBLE SHOOTING FAULT ATA
MESSAGE
CLASS
INT./
EXT.
DESCRIPTION/FAILURE
CONDITIONS
For Training Purposes Only
FAULT MESSAGE
FRA US/T-5 KrU
AUG 2004
Page: 106
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
SYSTEM REPORT/TEST
COM
1L
2L
3L
4L
<REPORT
<AMU
2L
2R
2L
3L
3R
4L
5L
TEST>
2R
<RETURN
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
TROUBLE SHOOTING DATA
4R
GROUND
5L
6L
1R
<LRU IDENT
<DATA
<ACARS MU
REPORT>
5R
6R
<RETURN
For Training Purposes Only
ACARS
ACARS
1R
1L
ATA
2R
2L
231313
3
FQIC (3QT) / ACARS MU (1RB)
3L
3R
3L
4L
4R
4L
5L
5R
5L
6R
6L
1L
2L
TEST IN PROGRESS
PRINT*
6L
SEND :−>
Figure 56
FRA US/T-5 KrU
1/2
CLASS 3
FAULTS>
PREVIOUS LEGS
<REPORT
COM
1L
6L
ACARS
SYSTEM REPORT/TEST
1R
1L
LAST LEG
2/2
AUG 2004
CLASS
1R
2R
3R
235534
3
SDAC1 (1WV1) / ACARS MU (1RB)
4R
5R
<RETURN
PRINT*
SEND :−>
6R
ACARS TEST VIA CMS
Page: 107
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
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.
−Telex
Send a TELEX to a predefined or self entered (Free Telex) address. Enter text
and press send pushbutton.
−Voice 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)
For Training Purposes Only
−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.
FRA US/T-5 KrU
AUG 2004
Page: 108
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
ACARS INFLT MENU 2/2−>
CREW ROT
1L
1R
<REQUEST
ACARS INFLT MENU 1/2−>
CONN GATE
<REQUEST
2L
2R
1L
PIL
3L
<REQUEST
4L
3R
2L
CONTACT>
4L
<MISC
5L
MESSAGES>
<TELEX
6R
<MISC
MESSAGES>
For Training Purposes Only
3L
2L
4L
3L
5L
6L
<TELEX
<MISC
4L
5L
6L
6R
ACARS POSTFLT MENU 2/2−>
1R
1L
ACARS PREFLT MENU 1/2−>
INITIAL
<REQUEST
FPL DATA
<REPORT
REFUELING
<REPORT VOICE
LOAD DATA
CONTACT>
<REPORTRECEIVED
MESSAGES>
<TELEX
<MISC
2R
ATIS
REQUEST>
1R
WEATHER
3R
REQUEST>
2R
4R
3R
5R
4R
6R
VOICE
CONTACT>
RECEIVED
MESSAGES>
AUG 2004
CREW ROT
<REQUEST
CONN GATE
5R
2L
6L
2R
WEATHER
3R
3L
<TELEX
<MISC
ATIS
REQUEST>
2L
4L
5L
1R
ACARS POSTFLT MENU 1/2−>
<REQUEST1L
3L
6R
Figure 57
FRA US/T-5 KrU
5R
Air to Ground
ATIS
1L
CONTACT>
RECEIVED
ACARS PREFLT MENU 2/2−>
PIL
2L
4R
VOICE
ON to IN Status
Ground to Air
<REQUEST
2R
3R
5R
RECEIVED
6L
1L
REQUEST>
VOICE
<TELEX
6L
1R
WEATHER
4R
3L
5L
ATIS
REQUEST>
1R
REQUEST>
2R
4R
3R
VOICE
CONTACT>
4L
5R
RECEIVED
5L
6L
MESSAGES>
<TELEX
<MISC
6R
4R
VOICE
CONTACT>
5R
RECEIVED
MESSAGES>
6R
ACARS Menus
Page: 109
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
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
FRA US/T-5 KrU
AUG 2004
A319/320/321
23−24
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.
Page: 110
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−24
ACARS REFUELING REPORT
1L
2L
ACARS TELEX
EDDF
)
LT
( )
SUPPLIER
FUEL TYP
3L
(
)
3R
(
)
6L
RETURN TO
<ACARS MENU
PRINT*
3R
For Training Purposes Only
ACARS TELEX
1L
1/2−>
SEND*
6R
1R
)
2R
3L
(
)
3R
4L
(
)
4R
5L
(
)
5R
RETURN TO
PRINT*
AUG 2004
FPL DATA
<REPORT
5L
6L
REQUEST>
LOAD DATA
4R
<REPORT
<TELEX
<MISC
2R
3R
<REPORT
6R
1R
WEATHER
REFUELING
5R
PRINT*
ATIS
REQUEST>
VOICE
CONTACT>
RECEIVED
MESSAGES>
5R
6R
OPS
1L
<CONTROL
2L
<SCHEDULE
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 58
FRA US/T-5 KrU
4L
<REQUEST
ACARS TELEX ADDRESS
5R
(
<ACARS MENU
4R
−−−−.−
4R
2L
6L
3L
FUEL DIFF
3L
STATION
2L
FOB
INITIAL
1R
2R
)
6.1
<ACARS MENU
)
(
−−−−.−
2R
RETURN TO
(
5L
1L
JETA1
2L
4L
ACARS PREFLT MENU 1/2−>
1R
−−−− / 6.1
DENSITY
4L
1/2−>
SEND*
TYP/QTY BEFORE
SUPPLIED
UNITS
0.889
6L
TROUBLE SHOOTING
(
3L
5L
1L
SUPPLY VOL
ACARS Telex and Refuling Pages
Page: 111
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.
A319/320/321
23−24
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.
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
FRA US/T-5 KrU
AUG 2004
Page: 112
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−24
ACARS PREFLT MENU 1/2−>
<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
For Training Purposes Only
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 59
FRA US/T-5 KrU
AUG 2004
4L
<−STATION
ORIGIN−>
5R
5L
<−DISPATCH
5R
6R
6L
<ACARS MENU
RETURN TO
6R
4R
ACARS VOICE CONTACT REQ
1R
3L
6L
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
Page: 113
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
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.
FRA US/T-5 KrU
AUG 2004
A319/320/321
23−24
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.
Page: 114
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−24
1L
ACARS MISC
DATA
<FREQUENCY
1R
VHF
2L
OOOI
3L
<STATUS
STATISTICS>
2R
SATELLITE
3R
STATISTICS>
4R
4L
PARAMETER
5L
DISPLAY>
5R
MAINT>
6R
RETURN TO
6L
ACARS OOOI STATUS 1/3
1L
2L
3L
For Training Purposes Only
4L
5L
6L
FMC FLIGHT NO UTC
DLH437
RETURN IN
−−−−Z
OUT
0159Z
<−
IN
1202Z
BLOCK
1003
RETURN TO
DEPT/DEST
KDFW/EDDF
DATE
10 OCT 95
OFF
0215Z
ON
1156Z
FLIGHT
0941
<ACARS MENU
PRINT*
ACARS OOOI STATUS 2/3
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
AUG 2004
−−−−−−−
IN
<ACARS MENU
Figure 60
FRA US/T-5 KrU
OPEN
UNARMED
REL
ACARS OOOI STATUS 3/3
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
R AFT PSG
OPEN
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
Page: 115
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.
A319/320/321
23−24
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
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
FRA US/T-5 KrU
AUG 2004
Page: 116
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
ACARS MISC
<FREQUENCY
A319/320/321
23−24
DATA
1L
1R
VHF
STATISTICS>
2L
OOOI
3L
SATELLITE
<STATUS
STATISTICS>
4L
2R
3R
4R
PARAMETER
5L
DISPLAY>
5R
MAINT>
6R
RETURN TO
6L
<ACARS MENU
ACARS PARAMETER DISPLAY
PARAMETER NO.
1L
2R
2L
3L
3R
3L
4L
4R
4L
5R
5L
2L
For Training Purposes Only
ACARS SAT STATISICS
1R
1L
PARM DATA = −−
5L
RETURN TO
6L
<ACARS MENU
PRINT*
6R
6L
Figure 61
FRA US/T-5 KrU
AUG 2004
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
Page: 117
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
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.
For Training Purposes Only
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.
FRA US/T-5 KrU
AUG 2004
Page: 118
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
ACARS PREFLT MENU 1/2−>
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
For Training Purposes Only
1L
M131.725
1R
EUR/OTHERS <−
2L
*ASIA/AUS
3L
*JAPAN
N−AMERICA*
2R
3R
4R
4L
5L
5R
RETURN TO
6L
<ACARS MENU
AUTOMATIC*
6R
Figure 62
FRA US/T-5 KrU
AUG 2004
ACARS Data Frequency Page
Page: 119
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
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.
For Training Purposes Only
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.
FRA US/T-5 KrU
AUG 2004
Page: 120
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
1L
ACARS MISC
DATA
<FREQUENCY
1R
VHF
STATISTICS>
2L
OOOI
3L
SATELLITE
<STATUS
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
5R
5L
RETURN TO
6L
<ACARS MENU
6R
For Training Purposes Only
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 63
FRA US/T-5 KrU
AUG 2004
MU S/N
0384
1R
2R
3R
4R
5R
PRINT*
6R
ACARS Partnumber Page
Page: 121
Lufthansa Technical Training
COMMUNICATIONS
23
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.
For Training Purposes Only
A319/320/321
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.
FRA US/T-5 KrU
AUG 2004
Page: 122
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
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:
− blanks the star (”*”)
− displays the NO TEST instead of the INITIATE indication.
− ignore actions on keys.
If the LRU activity logic indicates that the displayed LRU is inactive, then the
MU:
− blanks the star (”*”)
− displays the INACTIVE indication instead of the INITIATE indication.
− ignore actions on keys.
When the LRU activity logic indicates that the displayed LRU is active, then 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
For Training Purposes Only
RETURN TO
6L
Figure 64
FRA US/T-5 KrU
AUG 2004
<MAINT MENU
6R
ACARS Test Pages
Page: 123
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−24
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.
FRA US/T-5 KrU
AUG 2004
Page: 124
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−24
1L
ACARS MAINTENANCE
<PART NUMBERS
1R
2L
<STATUS
2R
3L
<TEST
3R
4L
<COMM
4R
5R
5L
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
For Training Purposes Only
ACARS ERROR LOG
1L
2L
3L
CLASS 1 AND 2
1
<FAULTS
CLASS 3
<FAULTS
GROUND
<FAULTS
2L
0
3R
3L
4R
5R
RETURN TO
6L
1R
2R
5L
PRINT*
<MAINT MENU
6R
4L
5L
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 65
FRA US/T-5 KrU
AUG 2004
6R
ACARS ERROR LOG
1L
2
4L
<ACARS MENU
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
5R
6R
2R
3R
FQIC BUS
4L
5L
ADDR
58D7 : 0C8D*
RETURN TO
6L
4R
COUNT
1
5R
PRINT*
6R
ACARS Error Log Pages
Page: 125
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
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.
A319/320/321
23−24
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.
FMGC
CMC
FWC L1−1
FWC L2−1
SDAC L1−1
SDAC L2−1
SDAC L1−2
DSAC L2−2
ACMS
LSK 2L is used to enter the 429 label. Any value within the 1−377 octal 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 (don’t care), 00, 01,10,11.
FRA US/T-5 KrU
AUG 2004
Page: 126
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−24
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
UTC BC
07 17 54
2L
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
For Training Purposes Only
ACARS SELCT 429 RCV DATA
1L
2L
3L
4L
5L
6L
LRU
FMGEC
LABEL
1R
1R
1L
LABEL
SDI
XX
333222222222211111111111
210987654321098765432109
−−−−−−−−−−−−−−−−−−−−−−−−
RETURN TO
<RCV 429
PRINT*
2R
2L
3R
3L
4R
4L
5R
5L
6R
6L
*172
BIT
333222222222211111111111
210987654321098765432109
3R
011000000000000000100011
RETURN TO
5R
<STATUS MENU
Figure 66
FRA US/T-5 KrU
AUG 2004
2R
PRINT*
4R
6R
ACARS RCV/TX 429 Data Pages
Page: 127
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.
A319/320/321
23−24
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.
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
FRA US/T-5 KrU
AUG 2004
Page: 128
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−24
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 /1L1ST OFFR
3L
RETURN 2L
TO
4L
<STATUS
MENU
1L
5L
For Training Purposes Only
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
FQIS
SPARE
ADL
ADIRS
AUG 2004
ACTIVE
NOT INSTALLED
NO 429 DATA
ACTIVE
3R
3L
3R
4R
4L
4R
5R
5L
6R
6L
5R
RETURN TO
<STATUS MENU
PRINT*
4L
6L
2R
2R
3R
1R
4R
2R
5R
3R
6R
4R
5R
1L
<STATUS MENU
1R
2L
1R
3L
5L
2R
Figure 67
FRA US/T-5 KrU
3/3
0
1
1
0
1
0
1
1
PRINT*
2LTO
RETURN
6L
1/5
TP14A
TP14B
TP14C
TP14D
NP09J
TP02J
TP06E
TP03J
1L
6R
3L
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
TP05K
RM VOX / DATA STAT
5L
TP07F
VOX / DATA MODE AN
4L
RETURN
TO/ DATA MODE MN
TP07E
VOX
6L
PRINT*
<STATUS
MENU
TP06D
MU INHIBIT
5L
TP14E
MU SDI BIT 9
TP14F
RETURN TO
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
Page: 129
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.
A319/320/321
23−24
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.
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
FRA US/T-5 KrU
AUG 2004
Page: 130
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
1L
ACARS MAINTENANCE
<PART NUMBERS
A319/320/321
23−24
ACARS TEST
1R
1L
2L
<STATUS
2R
2L
3L
<TEST
3R
3L
4L
<COMM
4R
4L
5R
5L
<ACARS MENU
VHF (OP)
2L
COMM
For Training Purposes Only
3L
4L
5L
6L
(OP) SAT
NO COMM
DATA
6R
6L
1R
1L
DOWNLINKS
VHF ROUTER SDU
000
RETURN TO
<MAINT MENU
2R
2L
000
000
AUG 2004
3L
4R
4L
5R
5L
INACTIVE
SDU
1R
INACTIVE
2R
MCDU TEST*
3R
4R
<COM AUDIT
RAM TEST
INITIATE*
5R
6R
<MAINT MENU
VHF AUDIT
SAT AUDIT
OFF
OFF
1R
2R
UPLINKS
OFF
DOWNLINKS
OFF
FILTER
LABEL
OFF
3R
LABEL
4R
5R
RETURN TO
PRINT*
6R
Figure 68
FRA US/T-5 KrU
*INITIATE
1/2
SAT LINK
ACARS COMM AUDIT
3R
UNSENT
PRINTER
5L
ACARS COMM STATUS
1L
*INITIATE
RETURN TO
RETURN TO
6L
VHF LINK
6L
<TEST MENU
PRINT*
6R
ACARS COM Status Page
Page: 131
A319/320/321
23
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.
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATIONS
FRA US/T-5 KrU
AUG 2004
Page: 132
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
1L
ACARS MAINTENANCE
<PART NUMBERS
2L
3L
4L
ACARS PREFLT MENU 1/2−>
1R
<REQUEST
<STATUS
2R
2L
<REPORT
<TEST
3R
3L
<REPORT
<COMM
4L
4R
5L
5L
5R
RETURN TO
6L
<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
2L
<BIT
2R
3L
<VERSION
3R
4L
<ACARS MENU
AUG 2004
REFUELING
3R
LOAD DATA
4R
<REPORT
VOICE
<TELEX
5R
CONTACT>
RECEIVED
<MISC
6R
MESSAGES>
5L
6L
SUPPLY VOL
(
)
UNITS
LT
DENSITY
0.889
SUPPLIER
( )
FUEL TYP
TYP/QTY BEFORE
−−−− / 6.1
SUPPLIED
−−−−.−
2R
6.1
3R
FOB
FUEL DIFF
−−−−.−
<ACARS MENU
4R
5R
JETA1
RETURN TO
1R
PRINT*
6R
MU RESET
6R
RESET MU
Figure 69
FRA US/T-5 KrU
2R
5R
RETURN TO
6L
WEATHER
REQUEST>
4R
5L
TYPE ’RESET MU’ INTO THE
SCRATCHPAD AND PRESS
LSK 6R
4L
1R
FPL DATA
1R
REQUEST>
ACARS REFUELING REPORT
1L
RETURN TO
6L
For Training Purposes Only
ATIS
INITIAL
1L
ACARS RESET Function
Page: 133
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−34
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.
FRA US/T-5 KrU
AUG 2004
Page: 134
Lufthansa Technical Training
COMMUNICATION
AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM
A319/320/321
23−34
For Training Purposes Only
TEST
ACARS MANAGEMENT UNIT
Figure 70
FRA US/T-5 KrU
AUG 2004
ACARS MU Front Panel Test
Page: 135
A319/320/321
23
LOCATION
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATIONS
FRA US/T-5 KrU
AUG 2004
Page: 136
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
For Training Purposes Only
MU ACARS
Figure 71
FRA US/T-5 KrU
AUG 2004
ACARS Location 80 VU
Page: 137
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
A
UPPER ECAM DU
C
MCDU
B
D
RMP1 ( 2/3 )
For Training Purposes Only
PRINTER
Figure 72
FRA US/T-5 KrU
AUG 2004
ACARS Location Cockpit
Page: 138
A319/320/321
23
THIS PAGE INTENTIONALLY LEFT BLANK
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATIONS
FRA US/T-5 KrU
AUG 2004
Page: 139
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATIONS
A319/320/321
23
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.
FRA US/T-5 KrU
AUG 2004
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.
Page: 140
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
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
For Training Purposes Only
DEUs
A
DEUs
B
Passenger related items:
− Call
− Loudspeaker
− Cabin lighted signs
− Cabin lights
Figure 73
FRA US/T-5 KrU
AUG 2004
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
Page: 141
Lufthansa Technical Training
COMMUNICATIONS
23
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.
For Training Purposes Only
A319/320/321
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.
FRA US/T-5 KrU
AUG 2004
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.
Page: 142
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
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
DEU A
DEU A
MOUNT
AREA
CALL
PANELS
AREA
CALL
PANELS
PTP
CAM
MID EPSU
For Training Purposes Only
SLIDE/DOOR
PRESS SENSOR
LH AND RH
SLIDE/DOOR
PRESS SENSOR
LH AND RH
HANDSET
ATTND. IND
PANEL
A321 only
DEU B
Figure 74
FRA US/T-5 KrU
AUG 2004
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
HANDSET
ATTND IND
PANEL
HANDSET
MID EPSU
DRAIN MAST
PRAM
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
Page: 143
Lufthansa Technical Training
COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
23−73
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.
For Training Purposes Only
A319/320/321
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.
FRA US/T-5 KrU
AUG 2004
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.
Page: 144
Lufthansa Technical Training
COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
A319/320/321
23−73
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
INTER−
PHONE
COCKPIT
CALL
PANEL
For Training Purposes Only
* CAM *
ANN. LIGHT
CONTROL
BOX
EMLS
Figure 75
FRA US/T-5 KrU
AUG 2004
CFDIU
NS/FSB
SWITCHES
PRAM
CIDS Interfaces
Page: 145
Lufthansa Technical Training
COMMUNICATIONS
23
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
For Training Purposes Only
A319/320/321
At least 95% of possible DEU failures are automaticly detected.
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.
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23
POWER SUPPLY
CABIN LIGHT
POWER SUPPLY
CABIN LIGHT
PSU
PSU
FSB
FSB
FSB
NS
NS
NS
POWER SUPPLY
CABIN LIGHT
For Training Purposes Only
DEU A
MOUNT
DEU A
MOUNT
FROM
DIRECTOR
J3
J2
J2
DEU A
MOUNT
J1
DEU A
POWER SUPPLY
CABIN LIGHT
CODING
SWITCHES
DEU MOUNT
TOP LINE 1
FROM
DIRECTOR
28V
SERVICE
28V DC
ESSENTIAL
TOP LINE 2
Figure 76
FRA US/T-5 KrU
PSU
AUG 2004
DEU−A Schematic
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23
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
For Training Purposes Only
A319/320/321
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 B 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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23
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
For Training Purposes Only
BTU(A321)
CODING
SWITCHES
DEU MOUNT
MIDDLE LINE
FROM DIRECTOR
GND
28V DC SERVICE
28V DC ESSENTIAL
Figure 77
FRA US/T-5 KrU
AUG 2004
DEU−B Schematic
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23
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.
For Training Purposes Only
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23
ADRESS CODING SWITCHES
INDEXING PINS
DEU A DEU B
For Training Purposes Only
CONNECTOR J1
Figure 78
FRA US/T-5 KrU
AUG 2004
DEU Mount
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A319/320/321
23
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.
For Training Purposes Only
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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23
SYSTEM STATUS
<SLIDES PRESS LOW
CIDS OK
<RET
DSPL
ON
For Training Purposes Only
TEST
EMER
LIGHT
CONT>
1
2
3
4
5
6
BAT
BAT
OK
7
8
9
SYS
SYS
OK
CLR
0
.
CAM−MODULE
Figure 79
FRA US/T-5 KrU
AUG 2004
Programming and Test Panel
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23
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.
For Training Purposes Only
A319/320/321
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.
FRA US/T-5 KrU
AUG 2004
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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A319/320/321
23
A321 only
A319 and 321 only
Light Panel
FWD
For Training Purposes Only
Audio Panel
SLIDES DOORS
ARMED CLOSED
CABIN
READY
Figure 80
FRA US/T-5 KrU
AUG 2004
Water and
Miscellaneous
Panel
FWD
AFT
FWD
AFT
FWD
AFT
AFT
Add. Attendant
Panel
Aft. Attendant
Panel
FWD and AFT and ADD ATTND Panel
Page: 155
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For Training Purposes Only
COMMUNICATIONS
A319/320/321
23
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.
FRA US/T-5 KrU
AUG 2004
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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A319/320/321
23
PA
ALL
For Training Purposes Only
A−319 (without MID and EXIT)
Figure 81
FRA US/T-5 KrU
AUG 2004
Attendant Handset
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COMMUNICATIONS
23
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
dial 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.
For Training Purposes Only
A319/320/321
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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A319/320/321
23
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
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATIONS
A319/321 : 1 = FWD ATTN 2 = MID ATTN
3 = EXIT ATTN 4 = AFT ATTN
Information displayed on all AIPs
EMERGE NCY CAL L
Figure 82
FRA US/T-5 KrU
AUG 2004
CA PTA I N CAL L
Attendant Indication Panel
Page: 159
A319/320/321
23
Passenger Address Display
Step 1:
When the AFT left attendant handset is unhooked, a symbol appears and a
dial 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:
3. from the cockpit
4. any attendant station
5. the prerecorded announcement system
6. the entertainment PA sources (Boarding music).
Cabin System Displays
System information is displayed on all AIPs.
There are indications of:
Smoke detection in lavatory
For Training Purposes Only
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COMMUNICATIONS
A319/320/321
23
Indication on AFT L AIP
STEP 1
#
STEP 2
#
STEP 2a
PA ALL IN USE
BUSY
PA ALL IN USE
For Training Purposes Only
STEP 3
PA AL L
Indication on all other AIPs
Cabin System Information displayed on all AIPs
SMOKE L AVATORY A
Figure 83
FRA US/T-5 KrU
AUG 2004
Attendant Indication Panel
Page: 161
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COMMUNICATIONS
A319/320/321
23
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.
For Training Purposes Only
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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AUG 2004
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23
Amber
Green
For Training Purposes Only
Pink
Blue
Figure 84
FRA US/T-5 KrU
AUG 2004
Area Call Panel
Page: 163
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For Training Purposes Only
COMMUNICATIONS
A319/320/321
23
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.
FRA US/T-5 KrU
AUG 2004
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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23
For Training Purposes Only
Lufthansa Technical Training
A320
A319/320/321
COMMUNICATIONS
log 1 = PWR
Figure 85
FRA US/T-5 KrU
AUG 2004
CIDS Power Supply Schematic A320
Page: 165
23
For Training Purposes Only
Lufthansa Technical Training
A320
A319/320/321
COMMUNICATIONS
Figure 86
FRA US/T-5 KrU
AUG 2004
CIDS Power Supply Schematic A320
Page: 166
23
For Training Purposes Only
Lufthansa Technical Training
A319/321
A319/320/321
COMMUNICATIONS
log 1 = PWR
Figure 87
FRA US/T-5 KrU
AUG 2004
CIDS Power Supply Schematic A321
Page: 167
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A319/321
A319/320/321
COMMUNICATIONS
23
401 PP
For Training Purposes Only
401 PP
Figure 88
FRA US/T-5 KrU
AUG 2004
CIDS Power Supply Schematic A321
Page: 168
A319/320/321
23
THIS PAGE INTENTIONALLY LEFT BLANK
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Page: 169
Lufthansa Technical Training
COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
23−73
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 +4 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.
For Training Purposes Only
A319/320/321
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
FRA US/T-5 KrU
AUG 2004
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 dial 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
Page: 170
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COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
A319/320/321
23−73
BOOMSET OR
HEADSET /
HANDMIKE
OXY
MASK
AMU
AUDIO
CONTROL
PANEL
EMER
CALLS
A321
FWD
EMER
MID
EXIT
CALL
ON
For Training Purposes Only
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
.
..
..
..
..
PROGRAMMING
AND TEST
PANEL
CAM
KEYBOARD
ANN.LIGHT TEST/DIM BOX
Figure 89
AUG 2004
CFDIU
A319/321
A320
PA
CAPT
SVCE
INTPH
1L/R
3L
PRAM
ATTENDANT
INDICATION
PANEL
PTT
PA
ALL
ENG. OIL PRESS. SW.
CABIN PRESS.
FRA US/T-5 KrU
DEU
B
..
.
.
3R
RESET
1
INTPH
2
MID
FWD
3
ALL
4
EXIT
AFT
CAPT
RESET
PA System Schematic
Page: 171
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
A319/320/321
23−73
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 dialed
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.
FRA US/T-5 KrU
AUG 2004
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.
Page: 172
Lufthansa Technical Training
COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
A319/320/321
23−73
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
ALL
For Training Purposes Only
MECH
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 90
FRA US/T-5 KrU
AUG 2004
CABIN
PA
CAPT
SVCE
INTPH
1L/R
3L
FWC
COCKPIT
ATTENDANT
INDICATION
PANEL
A319/321
3R
RESET
1
INTPH
2
MID
FWD
3
ALL
4
EXIT
AFT
CAPT
RESET
Cabin Interphone Schematic
Page: 173
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATIONS
A319/320/321
23
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.
FRA US/T-5 KrU
AUG 2004
Page: 174
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
A320
OXY
MASK
BOOMSET OR
HEADSET /
HANDMIKE
PA
ALL
AMU
PA
3R
RESET
INT
CAB
1
2
MID
FWD
3
ALL
4
EXIT
AFT
CAPT
RESET
KEYBOARD
DEU
B
DIRECTOR
1/2
AUDIO CONTROL PANEL
A319/321
INTPH
2x
SERV
INT
1L/R
3L
For Training Purposes Only
CPT
MIDDLE LINES
GROUND
SERVICE
JACK (8)
ATTENDANT
INDICATION
PANEL
OVERHEAD PANEL
SVCE INT
OVRD
LGCIU
ON
Figure 91
FRA US/T-5 KrU
AUG 2004
Service Interphone Schematic
Page: 175
Lufthansa Technical Training
COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
For Training Purposes Only
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.
A319/320/321
23−73
PASSENGER LIGHTED SIGNS
Description
The state of input signals to the director control these signs:
the NO SMOKING and FASTEN SEAT BELT lighted signs in the cabin,
the RETURN TO SEAT signs in the lavatories,
the EXIT signs.
Manual commands are received from the cockpit NS and FSB switches. 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.
FRA US/T-5 KrU
AUG 2004
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.
Page: 176
Lufthansa Technical Training
COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
A319/320/321
23−73
SEAT BELTS
NO SMOKING
ON
ON
PSU LIGHTED SIGNS NS/FSB
A
U
T
O
LAVATORY
LIGHTED
SIGNS RTS
OFF
OFF
CABIN LOUDSPEAKERS
DEU
A
TOP LINES
DIRECTOR
1/2
MIDDLE LINES
LGCIU
FWD ATTND
PANEL
SFCC
For Training Purposes Only
CABIN
PRESSURE
SWITCH
ECAM
SDAC
C
H
I
M L
E O
G
I
C
HIGH
HIGH/
LOW
LOW
AUG 2004
EXIT ON
PROGRAMING
AND TEST
PANEL
CAM
AVIONICS BAY
Figure 92
FRA US/T-5 KrU
DEU
B
ATTENDANT
INDICATION
PANEL
CFDIU
COCKPIT
EPSU TEST
EPSUs
EXIT
EXIT
SIGNS
EXIT
CABIN
PAX lighted Signs Schematic
Page: 177
Lufthansa Technical Training
COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
23−73
PASSENGER / LAVATORY CALLS
Description
The equipment interface to the directors via DEUs type A as follows:
one PAX call pushbutton and the seat row numbering light at each 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.
For Training Purposes Only
A319/320/321
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.
FRA US/T-5 KrU
AUG 2004
CALL INDICATION IN THE CABIN
TONE
SPKR
ATTND
PAX
Call
1x
High
X
PAX
Call
LAV
1X
High
X
X
CAPT
−
ATTND
1X
High/
Low
X
CAPT
−
ALL
1X
High/
Low
CAPT−
EMER
CALL
CALL
SPKR
PAX
INDIV
Resp.
Pax
row
Light
AIP
ACP
ZONE
ALL
ACP
LIGHT
Blue
steady
L/H
R/H
−−
Z
Pink
Z
X
Pink
Z
Pink
steady
X
X
Pink
A
Pink
steady
3X
High/
Low
X
X
Pink
A
Pink
flashing
ATTND
−
ATTND
1X
High/
Low
X
Green
Z
Green
steady
LAV
Smoke
3X
High
X
X
FSB
NS
1X
Low
X
X
LAV
Call
Light
Amber
steady
LAV
Call
Light
Amber
flashing
FSB
NS
Signs
A
−−
Amber
steady
L/H
R/H
Amber
flashing
L/H
R/H
−−
Page: 178
Lufthansa Technical Training
COMMUNICATION
CABIN INTERCOMM. DATA SYSTEM
A319/320/321
23−73
SEAT ROW NUMBERING LIGHT NON SMOKER SIGN (A319/321)
PASSENGER SERVICE UNIT
A
B
C
14
CABIN LOUDSPEAKERS
LAVATORY LIGHTED
CALL PUSHBUTTON
X
14
TOP LINES
SDAC
DIRECTOR
1/2
MIDDLE LINES
FWD ATTND
PANEL
For Training Purposes Only
CL
HIGH
HO
I G HIGH/LOW
MI
LOW
EC
PROGRAMMING
AND TEST
PANEL
Figure 93
AUG 2004
LAVATORY
CALL LIGHT
DEU B
AIP
CAM
FRA US/T-5 KrU
DEU A
AREA CALL
PANEL
PAX and LAV Call Schematic
Page: 179
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
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.
For Training Purposes Only
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.
FRA US/T-5 KrU
AUG 2004
Page: 180
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
CIDS
<SYSTEM STATUS
<SYSTEM TEST
<PROGRAMMING
DSPL
ON
For Training Purposes Only
TEST
EMER
LIGHT
AUG 2004
2
3
4
5
6
BAT
BAT
OK
7
8
9
SYS
SYS
OK
CLR
0
.
Figure 94
FRA US/T-5 KrU
1
PTP Menu
Page: 181
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATIONS
A319/320/321
23
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.
FRA US/T-5 KrU
AUG 2004
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
Page: 182
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
CIDS
1
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
For Training Purposes Only
2
1
<RET
CONT>
<GROUND SCAN
FWD L=DISARM R=ARM
MID L=DISARM R=DISARM
2
<MAINTENANCE
<RET
<RET
A319/321 only
Figure 95
FRA US/T-5 KrU
AUG 2004
PTP System Status
Page: 183
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATIONS
A319/320/321
23
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 CFDS−
MCDU 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.
FRA US/T-5 KrU
AUG 2004
Page: 184
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
MAINTENANCE
1
<LAST LEG REPORT
2
<PREV LEGS REPORT
<RET
CONT>
2
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
CONT>
For Training Purposes Only
<GROUND SCAN
<RET
<RET
CONT>
PREV LEG −38 MAR05
CAM
FWD ATTND PNL
UTC 0700 ATA23−73−46
UTC 0540 ATA23−73−12
<RET
AUG 2004
<RET
LAST LEG REP APR12
Figure 96
FRA US/T-5 KrU
CONT>
<RET
PTP Maintenance Menu
Page: 185
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
3
MAINTENANCE
<LAST LEG REPORT
DIRECTOR
<PREV LEGS REPORT
1: Z010H0002110
<RET
3
CONT>
<RET
CONT>
<LRU IDENTIFICATION
LRU IDENTIFICATION
<FAULT DATA
DIRECTOR
<CLASS 3 FAULTS
2: Z010H0002110
<RET
CONT>
<GROUND SCAN
For Training Purposes Only
LRU IDENTIFICATION
<RET
<RET
LRU IDENTIFICATION
LRU IDENTIFICATION
CAM M−COUNT=005
PROG AND TEST PNL
Z050H00000343
Z020H0000110
<RET
Figure 97
FRA US/T-5 KrU
AUG 2004
CONT>
CONT>
<RET
PTP Maintenance Menu
Page: 186
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
MAINTENANCE
<LAST LEG REPORT
<PREV LEGS REPORT
<RET
CONT>
5
4
<LRU IDENTIFICATION
FAULT DATA
4
<FAULT DATA
LEG
UTC
N
CODE
5
<CLASS 3 FAULTS
−03
1340
4
240A07
<RET
CONT>
FE27
<RET
CLASS 3 FAULTS
ATA 23−73−20
SIGN LAMP 02L, 05R
<RET
6
For Training Purposes Only
6
<GROUND SCAN
GRN SCAN
NO FAILURE
<RET
<RET
Figure 98
FRA US/T-5 KrU
AUG 2004
PTP Maintenance Menu
Page: 187
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATIONS
A319/320/321
23
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).
FRA US/T-5 KrU
AUG 2004
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 director’s 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
1
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
For Training Purposes Only
<RET
AUG 2004
<RET
CONT>
<PROG AND TEST PNL
<READING/WORK LIGHTS
<CAM
<EMER LIGHT BATTERY
<FWD ATTND PNL
<DRAINMASTS
<RET
<RET
Figure 99
FRA US/T-5 KrU
CONT>
CONT>
PTP 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.
For Training Purposes Only
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.
FRA US/T-5 KrU
AUG 2004
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2
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
For Training Purposes Only
ZONING
1
<CABIN ZONES
2
<NS ZONES
<RET
DIV>
3
PARAMETER SAVED
MODIFICATION 019
AUG 2004
FWD ACTIVE >
<RET
<RET
Figure 100
FRA US/T-5 KrU
−PUSH FOR CHANGE
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
1
<CABIN PROGRAMMING
<RET
<RET
For Training Purposes Only
CAM LAYOUT SELECTION
<1
LAYOUT
2
3
LAYOUT
M>
FRA US/T-5 KrU
AUG 2004
LAYOUT 1 LOADED
<RET
<RET
Figure 101
CAM LAYOUT SELECTION
PTP Layout Selection
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FAULT ISOLATION AND BITE
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.
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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 102
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AUG 2004
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.
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A319/320/321
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
FRA US/T-5 KrU
AUG 2004
CIDS Caution light on FAP
Some CIDS caution or failure signals (Class1, 1CAB, Class 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 Class2 Warnings
CIDS Class1 Warnings
FLIGHT PHASE
INHIBITION
1
2
MASTER
WARN
5 6 7
3 4
STATUS
8 9 10
MASTER
CAUT
COM CIDS 1+2 FAULT
single chime
MAINTENANCE
CIDS 1
STATUS
INOP SYSTEM
CIDS
CIDS Class1 CAB Warnings
For Training Purposes Only
FWD ATTND PANEL
LIGHT
EMER
SMOKE
LAV
RESET
FWD ATTND PANEL
CIDS
PNL
LIGHT
TEST
Figure 103
FRA US/T-5 KrU
AUG 2004
CAUT
LIGHT
EMER
SMOKE
LAV
RESET
CIDS
PNL
LIGHT
TEST
CAUT
CIDS ECAM and FAP Warnings
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THIS PAGE INTENTIONALLY LEFT BLANK
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Figure 104
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AUG 2004
CIDS Failure List
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Figure 105
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AUG 2004
CIDS Failure List
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Figure 106
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AUG 2004
CIDS Failure List
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Figure 107
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AUG 2004
CIDS Failure List
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Figure 108
FRA US/T-5 KrU
AUG 2004
CIDS Failure List
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Figure 109
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AUG 2004
CIDS Failure List
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Figure 110
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AUG 2004
CIDS Failure List
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Figure 111
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AUG 2004
CIDS MCDU BITE Menu
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Figure 112
FRA US/T-5 KrU
AUG 2004
CIDS MCDU BITE Menu
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Figure 113
FRA US/T-5 KrU
AUG 2004
CIDS MCDU BITE Test Menu
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Figure 114
FRA US/T-5 KrU
AUG 2004
CIDS MCDU BITE Test Menu
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LOCATION
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Figure 115
FRA US/T-5 KrU
AUG 2004
CIDS Location Cockpit
Page: 210
23
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Figure 116
FRA US/T-5 KrU
AUG 2004
CIDS Locations DEUs and Directors
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23
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Figure 117
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AUG 2004
CIDS Location DEUs A321
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Figure 118
FRA US/T-5 KrU
AUG 2004
CIDS Location DEUs A319
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Figure 119
FRA US/T-5 KrU
AUG 2004
CIDS Location Cabin
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Figure 120
FRA US/T-5 KrU
AUG 2004
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:
For Training Purposes Only
A319/320/321
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
FRA US/T-5 KrU
AUG 2004
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 121
FRA US/T-5 KrU
AUG 2004
PRAM Control Panel
Page: 217
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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).
FRA US/T-5 KrU
AUG 2004
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Music Channel Selector
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)
For Training Purposes Only
Director 1
DEU−B
Audio
Cabin Decomp.
PRAM
Figure 122
FRA US/T-5 KrU
AUG 2004
PRAM Schematic and Frontpanel
Page: 219
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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.
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FRONTPANEL CONTROL (NORMAL OPERATION)
The PRAM can be controlled and tested from the frontpanel.
Music Channel Selector
In the REMOTE Position, the PRAM is remote controlled from the 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 123
FRA US/T-5 KrU
AUG 2004
PRAM System Schematic
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LOCATION
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Figure 124
FRA US/T-5 KrU
AUG 2004
PRAM Location 80 VU
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Figure 125
FRA US/T-5 KrU
AUG 2004
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
For Training Purposes Only
A319/320/321
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.
FRA US/T-5 KrU
AUG 2004
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.
Page: 224
A319/320/321
23
POWER
SUPPLY
INTERLOCK
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATIONS
Figure 126
FRA US/T-5 KrU
AUG 2004
CVR Schematic
Page: 225
A319/320/321
23−71
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.
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
COCKPIT VOICE RECORDER
FRA US/T-5 KrU
AUG 2004
Page: 226
A319/320/321
23−71
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
COCKPIT VOICE RECORDER
Figure 127
FRA US/T-5 KrU
AUG 2004
CVR Detailed Schematic
Page: 227
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATION
COCKPIT VOICE RECORDER
A319/320/321
23−71
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.
FRA US/T-5 KrU
AUG 2004
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.
Page: 228
A319/320/321
23−71
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
COCKPIT VOICE RECORDER
Figure 128
FRA US/T-5 KrU
AUG 2004
CVR Power Supply Schematic
Page: 229
Lufthansa Technical Training
For Training Purposes Only
COMMUNICATION
COCKPIT VOICE RECORDER
A319/320/321
23−71
23−71 COCKPIT VOICE RECORDER (SSCVR)
CVR (SSCVR) Presentation
The Solid State Cockpit Voice Recorder (SSCVR) is designed to record crew
conversations and communications into a Flash Crash Survivable Store Unit
(FCSSU) in flight and on ground, when at least one engine is running or up to
five minutes after the last 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 SSCVR provides storage for 30 (120 on new version) minutes of consecutive recording for each of the four audio input channels and storage for 120 minutes of consecutive recording for each of the two internal audio streams.
When the FCSSU is fully recorded, the system progressively erases recordings
made in the previous 30 (120) minutes and simultaneously records new information; thus only information recorded in the last 30 (120) minutes of operation
is retained. The recorded information can be intentionally erased when the aircraft is on the ground with the parking brake on, locked and electrically powered. Bulk erasure is also possible during manual operation of the system.
Components:
Remote CVR microphone 16RK for monitoring direct conversations between crew members and aural warnings in the cockpit.
Amplifier18RK which amplifies the microphone signal.
Solid State Cockpit Voice Recorder 1RK which records:
(a) Communications received and transmitted by radio.
(b) Intercom conversations between crew members.
(c) Announcements transmitted over the passenger address system.
(d) Direct conversations between crew members in the cockpit and all aural
warnings.
Circuit breaker 2RK supplying the CVR with 115VAC power via the contacts
of the relays 6RK and 8RK.
RCDR/CVR ERASE pushbutton switch 3RK which provides complete erasure of the recorder data from the FCSSU.
The complete erase timing assembly is activated when the CVR ERASE pushbutton switch 3RK on the overhead panel is pushed for a minimum of 2 seconds, the SSCVR initiates a bulk erase function. The erase function is completed within five seconds of activation.
FRA US/T-5 KrU
AUG 2004
RCDR/CVR TEST pushbutton switch 5RK which provides recorder test. It is
located on the overhead panel and has to be pushed for a duration of longer
than five seconds.
Power supply
Power supply converts either 115VAC 400Hz or 28VDC aircraft power into secondary power for two PWAs and the FCSSU.
The mixer is fed from the Audio Management Unit 1RN via input transformers.
The input transformers provide impedance matching and isolation for balanced
or unbalanced grounded or ungrounded signals.
The output of the mixer is coupled to the output of the CPU. The mixed audio
data are stored into the FCSSU memory. Recording of data in the solid state
flash memory array is partitioned so that the narrow band voice channels are
stored in physically separate devices from the wide band area channel.
Monitor circuit
The Audio Monitor has an interface and control function which controls all states and modes of the system which perform the record, erase and test functions. The Audio Monitor provides all functional interfaces between the Aircraft
Interface PWA and Main Processor PWA.
Page: 230
A319/320/321
23−71
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATION
COCKPIT VOICE RECORDER
Figure 129
FRA US/T-5 KrU
AUG 2004
SSCVR
Page: 231
COMMUNICATIONS
A319/320/321
23
LOCATION
Figure 130
FRA US/T-5 KrU
AUG 2004
CVR Location Stabilizer Comp.
Page: 232
COMMUNICATIONS
A319/320/321
23
Amplifier
Figure 131
FRA US/T-5 KrU
AUG 2004
CVR Location Cockpit
Page: 233
Lufthansa Technical Training
COMMUNICATIONS
23
ATA 25
EQUIPMENT/FURNISHING
−The ELT Control Panel, located on the Overhead Panel, contains a two position guarded, toggle ON/AUTO switch and a TEST/RESET pushbutton.
25−65
EMERGENCY LOCATER TRANSMITTER (ELT)
OPERATION
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
For Training Purposes Only
A319/320/321
−The Mount/Programming Module stores the airplanes tailsign and country−
code (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.
FRA US/T-5 KrU
AUG 2004
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!
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.
Page: 234
A319/320/321
23
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATIONS
Figure 132
FRA US/T-5 KrU
AUG 2004
ELT Schematic
Page: 235
A319/320/321
23
LOCATION
For Training Purposes Only
Lufthansa Technical Training
COMMUNICATIONS
AUTO/OFF/ON Switch
Transmit Light
Figure 133
FRA US/T-5 KrU
AUG 2004
Emergency Locator Transmitter (ELT)
Page: 236
Lufthansa Technical Training
COMMUNICATIONS
A319/320/321
23
Location on A321
For Training Purposes Only
ETL Antenna
ELT Control Panel (Flight Compartment)
Figure 134
FRA US/T-5 KrU
AUG 2004
ELT Components
Page: 237
A320 23 B2 E
TABLE OF CONTENTS
ATA 23 COMMUNICATIONS . . . . . . . . . . . . . . . . . .
1
23−51
AUDIO MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AUDIO INTEGRATING SYSTEM PRESENTATION . . . . . . . . . . . . . . .
AUDIO CONTROL PANEL PRESENTATION . . . . . . . . . . . . . . . . . . . . .
AUDIO SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMERGENCY FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRANSMIT CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MUTING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT INTERPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VOR / ILS / DME SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VOICE ON/OFF FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
4
6
8
10
12
14
16
18
20
20
22
24
28
23−42
GROUND CREW AND COCKPIT CALL SYSTEM . . . . . . .
CALL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
30
32
34
23−13
RADIO MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . .
RMP SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP COMMUNICATION TUNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP NAV BACK UP TUNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RADIO NAV TUNING FROM RMP AND MCDU . . . . . . . . . . . . . . . . . .
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36
36
38
40
46
48
50
52
56
23−12
VHF SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VHF SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
58
58
60
62
FRA US/T-5 Pommeränicke
JUN 2005
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRONTPANEL TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23-11 HF-SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HF- ANTENNA COUPLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HF-TRANSCEIVER FRONTPANEL TEST . . . . . . . . . . . . . . . . . . . . . . .
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
64
68
70
74
74
76
78
84
86
23−24
ACARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS ACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DATA LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REPORTS / REQUESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS TEST VIA CENTRAL MAINT. SYSTEM (CFDS) . . . . . . . . . . .
OPERATION MENU DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS MU RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRONT PANEL TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
90
90
92
96
98
100
102
106
108
120
132
134
136
23−73
CIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION AND INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TYPE A DECODER ENCODER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . .
TYPE B DECODER ENCODER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . .
DECODER ENCODER UNIT MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROGRAMMING AND TEST PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . .
FORWARD ATTENDANT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFT /ADD ATTENDANT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATTENDANT HANDSET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATTENDANT INDICATION PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AREA CALL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
140
140
144
146
148
150
152
154
154
156
158
162
Page i
A320 23 B2 E
TABLE OF CONTENTS
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PASSENGER ADDRESS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CABIN INTERPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SERVICE INTERPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PASSENGER LIGHTED SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PASSENGER / LAVATORY CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CALL INDICATION IN THE CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROGRAMMING AND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM TEST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROGRAMMING MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CABIN PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS WARNINGS ON ECAM AND FAP . . . . . . . . . . . . . . . . . . . . . . . . .
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
164
170
172
174
176
178
178
180
182
184
188
190
190
192
194
196
210
23−32
PRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRAM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM OPERATION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . .
PRAM DESCRIPTION (SPECIAL OPERATION) . . . . . . . . . . . . . . . . . .
FRONTPANEL CONTROL (SPECIAL OPERATION) . . . . . . . . . . . . . .
PRAM DESCRIPTION (NORMAL OPERATION) . . . . . . . . . . . . . . . . . .
FRONTPANEL CONTROL (NORMAL OPERATION) . . . . . . . . . . . . . .
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
216
216
216
218
218
220
220
222
23−71
COCKPIT VOICE RECORDER . . . . . . . . . . . . . . . . . . . . . . . .
CVR PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVATION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER SUPPLY INTERLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
224
224
224
226
228
23−71 COCKPIT VOICE RECORDER (SSCVR) . . . . . . . . . . . . . . . . . . . .
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
230
232
FRA US/T-5 Pommeränicke
JUN 2005
ATA 25 EQUIPMENT/FURNISHING . . . . . . . . . . . . 234
25−65
EMERGENCY LOCATER TRANSMITTER (ELT) . . . . . . . .
234
GENERAL
234
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
Page ii
A320 23 B2 E
TABLE OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34
Figure 35
AMU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AMU Audio Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . .
AMU Audio Switching Schematic . . . . . . . . . . . . . . . . . . . .
AMU Power Supply Schematic . . . . . . . . . . . . . . . . . . . . . .
AMU Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . .
AMU Emergency Switching Schematic . . . . . . . . . . . . . . .
AMU Power Supply MIC . . . . . . . . . . . . . . . . . . . . . . . . . . .
AMU Muting Circuit Schematic . . . . . . . . . . . . . . . . . . . . . .
AMU Flight Interphone Schematic . . . . . . . . . . . . . . . . . . .
AMU DME Switching and Voice ON/OFF Function . . . .
ACP Call Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AMU CFDS monitored LRUs . . . . . . . . . . . . . . . . . . . . . .
AMU MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . .
AMS Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AMS Location Cockpit and 80 VU . . . . . . . . . . . . . . . . . .
Call System Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Call System Detailed Schematic . . . . . . . . . . . . . . . . . . .
Call System Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Call System Location Cockpit . . . . . . . . . . . . . . . . . . . . . .
RMP Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP Power Supply Schematic . . . . . . . . . . . . . . . . . . . . .
RMP Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP COM Tuning Architecture . . . . . . . . . . . . . . . . . . . .
RMP COM Tuning Architecture . . . . . . . . . . . . . . . . . . . .
RMP NAV Tuning Architecture . . . . . . . . . . . . . . . . . . . . .
RMP NAV Tuning Architecture . . . . . . . . . . . . . . . . . . . . .
RMP COM Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP NAV Back up Tuning . . . . . . . . . . . . . . . . . . . . . . . . .
MCDU and RMP NAV Tuning . . . . . . . . . . . . . . . . . . . . . .
RMP CFDS monitored LRUs . . . . . . . . . . . . . . . . . . . . . .
RMP MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VHF Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VHF Power Supply Schematic . . . . . . . . . . . . . . . . . . . . .
VHF Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . .
FRA US/T-5 Pommeränicke
JUN 2005
3
5
7
9
11
13
15
17
19
21
23
25
27
28
29
31
33
34
35
37
39
41
42
43
44
45
47
49
51
53
55
57
59
61
63
Figure 36
Figure 37
Figure 38
Figure 39
Figure 40
Figure 41
Figure 42
Figure 43
Figure 44
Figure 45
Figure 46
Figure 47
Figure 48
Figure 49
Figure 50
Figure 51
Figure 52
Figure 53
Figure 54
Figure 55
Figure 56
Figure 57
Figure 58
Figure 59
Figure 60
Figure 61
Figure 62
Figure 63
Figure 64
Figure 65
Figure 66
Figure 67
Figure 68
Figure 69
Figure 70
VHF CFDS monitored LRUs . . . . . . . . . . . . . . . . . . . . . . .
VHF MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . .
VHF Front Panel Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VHF Location 80 VU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VHF Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HF System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HF- System Antenna Coupler . . . . . . . . . . . . . . . . . . . . . .
HF System CFDS monitored LRUs . . . . . . . . . . . . . . . . .
HF- System BITE Menu Sheet 1 . . . . . . . . . . . . . . . . . . .
HF- System BITE Menu Sheet 2 . . . . . . . . . . . . . . . . . . .
HF System BITE Menu Sheet 3 . . . . . . . . . . . . . . . . . . . .
HF- System Transceiver & Fault Annunciator . . . . . . . .
HF- System Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HF- System Antenna & Coupler Location . . . . . . . . . . . .
ACARS World MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . .
ACARS Activation on RMP . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Data Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Flight Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS TEST VIA CMS . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Telex and Refuling Pages . . . . . . . . . . . . . . . . . .
ACARS Voice Contact and REC MSG Pages . . . . . . . .
ACARS OOOI Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Statistics and Parameter Pages . . . . . . . . . . . .
ACARS Data Frequency Page . . . . . . . . . . . . . . . . . . . . .
ACARS Partnumber Page . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Test Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Error Log Pages . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS RCV/TX 429 Data Pages . . . . . . . . . . . . . . . . . .
ACARS LRU AND Descretes Status Pages . . . . . . . . . .
ACARS COM Status Page . . . . . . . . . . . . . . . . . . . . . . . .
ACARS RESET Function . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS MU Front Panel Test . . . . . . . . . . . . . . . . . . . . . .
65
67
69
71
73
75
77
79
80
81
82
85
87
89
90
91
95
97
99
105
107
109
111
113
115
117
119
121
123
125
127
129
131
133
135
Page iii
A320 23 B2 E
TABLE OF FIGURES
Figure 71
Figure 72
Figure 73
Figure 74
Figure 75
Figure 76
Figure 77
Figure 78
Figure 79
Figure 80
Figure 81
Figure 82
Figure 83
Figure 84
Figure 85
Figure 86
Figure 87
Figure 88
Figure 89
Figure 90
Figure 91
Figure 92
Figure 93
Figure 94
Figure 95
Figure 96
Figure 97
Figure 98
Figure 99
Figure 100
Figure 101
Figure 102
Figure 103
Figure 104
Figure 105
ACARS Location 80 VU . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEU−A Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEU−B Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEU Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Programming and Test Panel . . . . . . . . . . . . . . . . . . . . . .
FWD and AFT and ADD ATTND Panel . . . . . . . . . . . . . .
Attendant Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attendant Indication Panel . . . . . . . . . . . . . . . . . . . . . . . . .
Attendant Indication Panel . . . . . . . . . . . . . . . . . . . . . . . . .
Area Call Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Power Supply Schematic A320 . . . . . . . . . . . . . . .
CIDS Power Supply Schematic A320 . . . . . . . . . . . . . . .
CIDS Power Supply Schematic A321 . . . . . . . . . . . . . . .
CIDS Power Supply Schematic A321 . . . . . . . . . . . . . . .
PA System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Interphone Schematic . . . . . . . . . . . . . . . . . . . . . . .
Service Interphone Schematic . . . . . . . . . . . . . . . . . . . . .
PAX lighted Signs Schematic . . . . . . . . . . . . . . . . . . . . . .
PAX and LAV Call Schematic . . . . . . . . . . . . . . . . . . . . . .
PTP Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTP System Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTP Maintenance Menu . . . . . . . . . . . . . . . . . . . . . . . . . .
PTP Maintenance Menu . . . . . . . . . . . . . . . . . . . . . . . . . .
PTP Maintenance Menu . . . . . . . . . . . . . . . . . . . . . . . . . .
PTP Test Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTP Zoning Programming . . . . . . . . . . . . . . . . . . . . . . . .
PTP Layout Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Failure Classes . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS ECAM and FAP Warnings . . . . . . . . . . . . . . . . . .
CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRA US/T-5 Pommeränicke
JUN 2005
137
138
141
143
145
147
149
151
153
155
157
159
161
163
165
166
167
168
171
173
175
177
179
181
183
185
186
187
189
191
193
195
197
199
200
Figure 106
Figure 107
Figure 108
Figure 109
Figure 110
Figure 111
Figure 112
Figure 113
Figure 114
Figure 115
Figure 116
Figure 117
Figure 118
Figure 119
Figure 120
Figure 121
Figure 122
Figure 123
Figure 124
Figure 125
Figure 126
Figure 127
Figure 128
Figure 129
Figure 130
Figure 131
Figure 132
Figure 133
Figure 134
CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS MCDU BITE Test Menu . . . . . . . . . . . . . . . . . . . . .
CIDS MCDU BITE Test Menu . . . . . . . . . . . . . . . . . . . . .
CIDS Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Locations DEUs and Directors . . . . . . . . . . . . . . .
CIDS Location DEUs A321 . . . . . . . . . . . . . . . . . . . . . . .
CIDS Location DEUs A319 . . . . . . . . . . . . . . . . . . . . . . .
CIDS Location Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Location Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRAM Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRAM Schematic and Frontpanel . . . . . . . . . . . . . . . . .
PRAM System Schematic . . . . . . . . . . . . . . . . . . . . . . . .
PRAM Location 80 VU . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRAM Location Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . .
CVR Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CVR Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . .
CVR Power Supply Schematic . . . . . . . . . . . . . . . . . . . .
SSCVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CVR Location Stabilizer Comp. . . . . . . . . . . . . . . . . . . .
CVR Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELT Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Locator Transmitter (ELT) . . . . . . . . . . . . .
ELT Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
217
219
221
222
223
225
227
229
231
232
233
235
236
237
Page iv