A380-LEVEL I - ATA 31 Indicating - Recording Systems

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL I - ATA 31 Indicating/Recording Systems
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved
No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
LEVEL I - ATA 31 INDICATING/RECORDING SYSTEMS
Indicating & Recording System Introduction . . . . . . . . . . . . . . . . . . . 2
Control & Display System Presentation . . . . . . . . . . . . . . . . . . . . . . . 4
Flight Warning System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . 22
Flight Data Recording System Presentation . . . . . . . . . . . . . . . . . . . 48
Electrical Clock System Presentation . . . . . . . . . . . . . . . . . . . . . . . . 52
Tail Strike Indication System Presentation . . . . . . . . . . . . . . . . . . . . 56
Interface for Video System Presentation . . . . . . . . . . . . . . . . . . . . . . 60
TABLE OF CONTENTS Mar 21, 2006
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A380 TECHNICAL TRAINING MANUAL
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INDICATING & RECORDING SYSTEM INTRODUCTION
General
The Indicating and Recording system is composed of six sub systems:
- The Control and Display System (CDS)
- The Flight Warning System (FWS)
- The Flight Data Recording System (FDRS)
- The Electrical Clock System
- The Tail Strike Indication (TSI) system
- The Interface for Video
INDICATING & RECORDING SYSTEM INTRODUCTION Mar 15, 2006
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GENERAL
INDICATING & RECORDING SYSTEM INTRODUCTION Mar 15, 2006
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CONTROL & DISPLAY SYSTEM PRESENTATION
General
The Control and Display System (CDS) is an avionics world system
connected with most of the other aircraft systems in order to display flight
information, to allow systems monitoring and aircraft environment video
monitoring, through eight identical and interchangeable Display Units
(DUs).
Some novelties regarding the DUs have been introduced on the A380.
The Cathode Ray Tubes (CRTs) have been replaced by eight identical
and interchangeable enlarged (8 inch by 6 inch) Smart Liquid Crystal
Display Units (LCDUs), which support the following conventional
display, formats:
- 2 Primary Flight Displays (PFDs)
- 2 Navigation Displays (NDs)
- 1 Engine Warning Display (EWD)
- 1 System Display (SD)
- 2 Multi-Function Displays (MFDs)
The two Multi-Function Displays support several remote user applications
and among other things, ensure part of the control and display capabilities
carried out on the previous Airbus programs by the Multipurpose Control
and Display Units (MCDUs).
These LCDUs are equipped with more interactive capability through the
use of cursors or focus, controlled by the Keyboard and Cursor Control
Units (KCCUs). The KCCU is a new display control mean installed in
the A380 cockpit. It is composed of two functionally redundant parts:
the Cursor and Control Device (CCD), based on trackball technology,
and the keyboard. There are two KCCUs, one dedicated to each pilot,
located on the pedestal.
The CDS incorporates the Electronic Flight Instrument System (EFIS)
and the Electronic Centralized Aircraft Monitoring (ECAM) system.
It also supplies display capabilities dedicated to remote user applications
performing basic avionics functions.
Finally, incorporates video capability, and supports various video
monitoring functions.
CONTROL & DISPLAY SYSTEM PRESENTATION Mar 15, 2006
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GENERAL
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EFIS Function
General Layout
The EFIS displays information related to the aircraft guidance and
navigation.
This information is presented in front of each pilot on a PFD Main
Zone and on the ND. The PFD Main Zone displays, on the outer
display unit, the flight information required for short-term flight. The
ND displays, on the inner display unit, the information required for
navigation. The EFIS architecture is based on LCD smart DUs. Each
EFIS LCDU acquires data from A/C systems via the Avionics Data
Communication Network (ADCN). Then it elaborates the appropriate
displayed pages. In order to overcome a complete ADCN failure, the
LCDUs can also acquire data through a backup connection, directly
from the Air Data Inertial References (ADIRS).
Interactivity with EFIS is given independently to each pilot, for display
selection and reconfiguration, through:
- The CAPT and F/O KCCUs, which enable to control cursor or focus
in order to select interactive functions on their dedicated DUs,
- The CAPT and F/O EFIS control panels which provide selection of
the display modes,
- The CAPT and F/O CDS Reconfiguration control panels, which
enable DUs reconfigurations.
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EFIS FUNCTION - GENERAL LAYOUT
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EFIS Function (continued)
EFIS Displays
The EFIS information is presented on the PFDs Main Zone and on
the NDs.
PFD
Each PFD displays short-term flight information and is divided into
two zones.
The PFD Main Zone shows conventional Primary Flight Display data
such as speed, altitude, heading and attitude.
The lower zone, which is not part of the EFIS, is associated to the
ECAM system.
ND
Each ND displays medium/long term flight information dedicated to
navigation and is also divided into two different zones: the upper part
called ND Main Zone and the lower part called Vertical Display (VD)
Zone.
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EFIS FUNCTION - EFIS DISPLAYS
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ECAM Function
General Layout
The ECAM system displays A/C system information for monitoring
purposes and provides a display support to the Flight Warning System
(FWS) as well.
This information is presented to both pilots on:
- A single Engine Warning Display (EWD) located in normal
configuration on the upper ECAM DU.
- The main zone of a single System Display (SD) located normally
on the lower ECAM DU.
- Both PFDs lower zone located in normal configuration on the outer
DUs.
The ECAM architecture is based on LCD smart DUs.
Each ECAM LCDU acquires data from A/C systems to elaborate the
Engine Primary display on the EWD and the A/C systems synoptics
pages on the SD. It also acquires and displays data from the FWS.
Note that these data acquisitions are done via the ADCN. In order to
overcome a complete ADCN failure, the LCDUs can also acquire
data through a backup connection, directly from FWS.
Interactivity with ECAM is given to both pilots, for display selection
and reconfiguration:
- Through a single ECAM Control Panel (ECP) for pages control and
selection.
- The CAPT and F/O CDS Reconfiguration control panels, which
enable DUs reconfigurations.
Note that the ECP controls the ECAM and the FWS via the ADCN
or directly through backup connections.
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ECAM FUNCTION - GENERAL LAYOUT
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ECAM Function (continued)
ECAM Displays
The ECAM information is presented on several display units:
- The EWD
- The SD
- The PFDs A/C Configuration and Flight Limitation Zone
EWD
The Engine Warning Display is presented to both pilots and divided
into two zones:
- The Engine Display (ED), which displays all engine primary
parameters. These data are driven by the ECAM itself.
- The Warning Display (WD), which supplies Warning/Caution
messages and corresponding procedures, Memos, general Limitations,
normal checklists and abnormal procedures. These data are driven by
the FWS.
SD
The SD image is presented to both pilots and is divided into three
zones:
- An upper zone called SD Main Zone displays the A/C systems
synoptic pages driven by the ECAM itself or the Status page driven
by the FWS.
- A middle zone dedicated to permanent data related to temperature,
time, weight and fuel, driven by the ECAM as well.
- A lower zone called Air Traffic Control (ATC) Mail Box, which is
not driven by the ECAM.
PFD
The A/C Configuration and Flight Limitation Zone located on the
lower part of the PFDs gives slats, flaps and trim position, memos
and limitations. Note that all memos and limitations generated by the
FWS are displayed on the WD while PFDs display only Memos and
Limitations related to short-term flight.
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ECAM FUNCTION - ECAM DISPLAYS
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ECAM Function (continued)
ECAM Modes
The ECAM operates according to four modes related to the A/C system
synoptic pages presentation on the SD. These modes are:
- The Normal mode
- The Manual mode
- The Advisory mode
- The Failure related mode
Normal Mode
In Normal mode, without any A/C system failure, the SD presents
automatically A/C system synoptic pages according to the current
flight phase computed by the FWS.
Manual Mode
In Manual mode, without any A/C system failure, the SD presents
A/C system synoptic pages selected by the crew via the ECAM Control
Panel (ECP). Note that the manual mode can override all other modes.
Advisory Mode
The ECAM permanently monitors the value of some critical system
parameters. When a value drifts from its normal range, the Advisory
mode is triggered and the ECAM displays automatically the
corresponding SD page, with the affected parameter pulsing.
Failure Related Mode
When an A/C system failure occurs the ECAM displays on the EWD
the warning and caution messages generated by the FWS. In this case
the failure related mode displays automatically on the SD the
corresponding A/C system synoptic page.
Note: An advisory may or may not lead to a failure. Advisory and
Failure related modes are totally independent one from the other and
when triggered they cancel the other modes.
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ECAM FUNCTION - ECAM MODES
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Remote User Applications Display Support
General Layout
In addition to the EFIS and ECAM functions, the CDS also gives
interactive display resources for the following systems:
- The Flight Warning System (FWS)
- The Concentrator and Multiplexor for Video (CMV)
- The Flight Management System (FMS)
- The Aircraft Environment Surveillance System (AESS)
- The Air Traffic Control System (ATCS)
- The Flight Control Unit (FCU) Backup
These systems are not hosted in the CDS. The CDS acquires
parameters from them through the ADCN, except for the Concentrator
and Multiplexer for Video (CMV), which is directly connected. These
parameters are used to build the corresponding pages on the DUs.
The CDS gives to most of these systems a dedicated Human-Machine
Interface (HMI) called Multi-Function Display (MFD).
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REMOTE USER APPLICATIONS DISPLAY SUPPORT - GENERAL LAYOUT
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Remote User Applications Display Support (continued)
MFD
The MFD is an interactive display resource, which allows the crew
to control the following remote user applications:
- FMS
- The ATCS
- The AESS
- The FCU Back-up functions
In addition it lets these systems to display computed data.
The MFD human-machine interface is based on KCCU interactivity,
which enables pages selection via different menus, and data insertion.
There is one MFD for each pilot, and each MFD is divided into two
different zones:
- The upper MFD zone specific to each system, is used for the pages
selection
- The MFD Main Display, which is dedicated to the display of remote
user application functions.
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REMOTE USER APPLICATIONS DISPLAY SUPPORT - MFD
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CDS Functions Allocation Review and Interactivity
The A380 cockpit CDS functions allocation philosophy is based on the
Airbus family T: PFD-ND Capt, EWD-SD, ND-PFD F/O.
These functions are shared out in the cockpit on the LCDUs and controlled
by different interactive control means.
The KCCU is a new display control mean installed in the A380 cockpit:
it introduces more interactivity between the DUs and the crew through
the use of cursors/focus. There are two KCCUs, one dedicated to each
pilot, located on the pedestal.
Each KCCU controls:
- The onside ND, for medium/long term lateral navigation
- The onside MFD, for Flight Management System (FMS), Air Traffic
Control Communication (ATC-COM) system , Aircraft Environment
Surveillance system (AESS) and Flight Control Unit (FCU) backup
functions.
- The SD lower part, which displays the ATC Mail Box
The ECP controls the WD part of the EWD for the management and the
display of Warning and Cautions, Normal Checklist, and abnormal
procedures. It controls also the SD Main Zone for the selection of A/C
systems synoptics and Status pages.
Each EFIS CP controls:
- The onside PFD Main Zone for short-term guidance
- The onside ND Main Zone and Vertical Display for Medium/Long term
navigation pages selection and display range
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CDS FUNCTIONS ALLOCATION REVIEW AND INTERACTIVITY
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FLIGHT WARNING SYSTEM PRESENTATION
General
The Flight Warning System (FWS) is a centralized system improving
the crew situation awareness in normal and abnormal A/C system
operation. In case of aircraft systems failure or A/C dangerous
configuration, the FWS:
Alerts the crew in real time about the seriousness level of the failure
Gives failure identification and categorization through caution and
warning messages
Helps pilots to isolate the failure through an associated procedure
Provides failure consequences on A/C status and flight operations
(limitations)
For that the FWS monitors all the A/C system, identifies and classifies
failures, and activates aural and visual alert indications thanks to cockpit
peripherals. It gives abnormal procedures related to systems undetectable
events as well. In normal operations, the FWS provides also an operational
assistance to the crew via Normal Checklist, memos and aural
announcements in approach.
FLIGHT WARNING SYSTEM PRESENTATION Mar 15, 2006
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GENERAL
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FWS Architecture
The FWS is mainly composed of two FWS Applications hosted in the
CPIOMs-C1 and C2 acquiring data from A/C systems (LRMs, LRUs).
This data acquisition is done either via the Aircraft Data Communication
Network (ADCN) or directly for some systems through a backup
connection. Then if an A/C system failure or configuration change is
detected, or in case of A/C abnormal configuration, the FWS generates
alert signals controlling directly the loudspeakers and the visual Attention
Getters, and warning and cautions messages displayed through the Control
and Display System (CDS). This is the alert processing.
The crew interfaces with the FWS through the ECAM Control Panel
(ECP). Regarding the FWS, the ECP mainly:
- Manages caution and warning related procedures
- Calls the Status page on the System Display (SD)
- calls and handles the normal checklists and abnormal procedures
The ECP is connected to the FWS applications via IOMs and the ADCN.
Note that in case of ADCN loss, a backup connection keeps all its
functions operational.
In addition, the FWS sends its own BITE messages, and data such as
alerts and flight phases to the Central Maintenance System (CMS) for
maintenance data consolidation.
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FWS ARCHITECTURE
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Flight Phases Computation
Normal aircraft flight is divided by the FWS into 12 phases. Each flight
phase corresponds either to an A/C or a flight configuration change.
These flight phases are then used by the CDS to compute the ECAM
normal mode or by the FWS itself to inhibit during critical flight phases
alerts related to non-critical flight failures. Moreover, the flight phases
will provide contextual information about failures to the CMS.
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FLIGHT PHASES COMPUTATION
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FWS Functions in A/C and System Normal Configuration
Normal Checklists
On the A380, the normal checklists, which can be carried out by the
crew at different phases of the flight, have been implemented into the
FWS. The crew has the capability to choose the corresponding
checklist and their associated procedures on the EWD. For non-sensed
items, actions are confirmed manually through the ECP.
An automatic feedback is provided for sensed items.
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FWS FUNCTIONS IN A/C AND SYSTEM NORMAL CONFIGURATION - NORMAL CHECKLISTS
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FWS Functions in A/C and System Normal Configuration
(continued)
Memos
The FWS generates all memos indications, which inform the crew
about the A/C configuration following routine crew action. Memos
are displayed on the PFDs Lower Zone and on the EWD. All memos
generated by the FWS are displayed on the EWD. In addition the
memos directly related to the flight are also displayed on the PFDs
lower zone (ex: ENG A. ICE)
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FWS FUNCTIONS IN A/C AND SYSTEM NORMAL CONFIGURATION - MEMOS
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FWS Functions in A/C or System Abnormal Configuration
Failures Categorization
There are three types of failures:
An Independent failure
A Primary failure
A Secondary failure
An Independent failure is a failure, which affects an isolated system
or item of equipment without affecting another one (ex: i.e. fuel pump).
A Primary failure is a failure of a system or of an item of equipment,
which causes the loss of other systems, or equipments (ex: Green
hydraulic system).
A secondary failure is the loss of a system or of an item of equipment
resulting from a Primary failure (ex: Spoilers 2, 4, 6, 8).
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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - FAILURES CATEGORIZATION
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(continued)
Alerts Classification
Alerts are classified in three levels, depending on the importance and
the urgency of the crew corrective actions required.
Level 3
Level 3 alert corresponds to an emergency situation requiring an
immediate reaction of the crew. The following warnings fall into this
category:
- A/C in dangerous configuration or limit flight conditions (e.g.:
OVERSPEED)
- System failure (e.g.: ENGINE/APU FIRE, EXCESS CABIN ALT)
Level 2
Level 2 alert corresponds to an abnormal situation of the aircraft,
where immediate crew awareness is required, but not immediate crew
corrective action. The crew must decide how soon action has to be
taken.
Level 1
Level 1alerts corresponds to a configuration requiring crew monitoring.
This level mainly comprises the failures leading to a loss of
redundancy or performance degradation of a system (e.g.: loss of
FUEL TANK PUMP LH or RH but not both).
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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - ALERTS CLASSIFICATION
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(continued)
Level 3 Alert Activation
When activated, a level 3 alert leads to the following cockpit
repercussions:
An aural alert performed either by the Continuous Repetitive Chime
(CRC) or a specific sound or a synthetic voice broadcast through the
cockpit loudspeakers
A visual alert shown by both Master Warning red-flashing lights
A red warning message generally on the EWD
When existing, the automatic display of the affected system synoptic
ECAM page on the SD.
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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - LEVEL 3 ALERT ACTIVATION
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(continued)
When activated, a level 2 alert leads to the following cockpit
repercussions:
An aural alert performed by a single chime broadcast through the
cockpit loudspeakers
A visual alert shown by both Master Caution amber steady lights
An amber caution message generally on the EWD
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(continued)
When activated, a level 1 alert does not trigger any visual or aural
attention getters and leads to the following cockpit repercussions:
An amber caution message displayed on the EWD
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(continued)
Status
The Status Page is an operational status of the A/C after system
failures. It draws crew attention to limitations and deferred procedures
(part of the normal checklist). It presents inoperative systems and
general information. Note that when the MORE indication is displayed,
deeper information is available within the Status More Info Page.
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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - STATUS
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(continued)
Limitations
The FWS also generates all limitations indications which inform the
crew about the A/C flight capabilities. Limitations are displayed on
the EWD and on the PFDs Lower Zone. All limitations generated by
the FWS are displayed on the EWD. In addition, the limitations related
to the flight are also displayed on the PFDs Lower zones (ex: Speed
limitation).
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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - LIMITATIONS
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(continued)
Abnormal Procedures
The Abnormal Procedure Page presents to the crew the non-sensed
abnormal procedures (ex: bomb inboard, broken windows etc). It
helps the crew to face critical situations and to minimize the risk of
jeopardizing the flight. The procedures are classified by type of events
or by affected system.
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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - ABNORMAL PROCEDURES
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FLIGHT DATA RECORDING SYSTEM PRESENTATION
General
The Flight Data Recording System (FDRS) is designed to meet the
Airworthiness Authorities recording requirements for crash and incident
investigations.
Thus, the FDRS acquires, processes and records the required critical
flight parameters delivered by the A/C systems.
FLIGHT DATA RECORDING SYSTEM PRESENTATION Mar 15, 2006
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GENERAL
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FLIGHT DATA RECORDING SYSTEM PRESENTATION
FDRS Architecture
The FDRS architecture is mainly based on an application dedicated to
acquisition and processing called Flight Data Interface Function (FDIF)
and on different recording devices.
The FDIF application is hosted by the Central Data Acquisition Module
(CDAM). This application acquires critical flight data from the A/C
systems either through the Avionics Data Communication Network
(ADCN) or directly from a linear accelerometer dedicated to the FDRS
and from the Integrated Standby Instrument System (ISIS).
Note that the Linear Accelerometer is installed at the A/C center of gravity
position to provide the FDIF with the 3 axes acceleration data.
Then, the FDIF formats the critical flight data by processing and sends
it directly to the following recording devices:
- The Flight Data recorder (FDR) which is mandatory and crash resistant.
The FDR is able to record the critical flight parameters received during
the last 25 hours.
- The Quick Access Recorder (QAR), which is an optional equipment.
The QAR can give an easier access to the recorded data. The recording
capability of the QAR depends on the airlines internal needs.
- The Virtual QAR (VQAR), if installed, is hosted in the Network Server
System (NSS). It takes up a part of the Aircraft Network Server Unit
(ANSU) memory. Note that QAR and VQAR record the same data than
the FDR. The VQAR is able to record data related to the last four flights
with a maximum duration of 16 hours each.
Moreover, the crew has the capability to control the FDRS through two
different control means:
- The Ground Control Switch which enables to supply the FDRS on
ground for test and maintenance purposes, or for
preflight check.
- The EVENT pushbutton, which is used to record an event mark in each
FDRS recording device.
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FDRS ARCHITECTURE
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ELECTRICAL CLOCK SYSTEM PRESENTATION
General
The Electrical Clock is located on the main instrument panel and gives
Universal Time Coordinated (UTC) and associated date, Elapsed Time
(ET) and Chronometer (CHR). This data is used for flight management,
maintenance and recording purposes and crew information.
ELECTRICAL CLOCK SYSTEM PRESENTATION Mar 15, 2006
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GENERAL
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ELECTRICAL CLOCK SYSTEM PRESENTATION
Electrical Clock System Architecture
The Electrical Clock displays and outputs UTC and date synchronized
either on an external time reference or on an internal time reference. In
normal configuration the Electrical Clock display and outputs are
synchronized on an external time reference received from the Multi-Mode
Receiver 1 (MMR 1)(Global Positioning System 1 (GPS1)). This is the
external mode.
Time and date display and outputs can also be synchronized on the
Electrical Clock internal time base. This internal time reference is based
either on the last valid data received from the GPS or on the time set
manually by the crew.
In this case, the clock increments time and date. This is the internal mode.
The Internal mode can be activated in two cases:
- Manually, when the time given by the MMR 1 (GPS 1) is detected
erroneous or inaccurate by the crew.
- Automatically in a degraded mode of operation, when the external
source is not available.
In external or internal mode the Electrical Clock time and date are
available through two IOMs on the Avionics Data Communication
Network (ADCN), and transmitted to the clock users both in the Avionics
and Open Worlds.
When the clock data is not available, the users which need a time reference
use the output data of the three Air Data and Inertial Reference Unit
(ADIRUs). Note that the ADIRUs use both MMR1 and MMR2 data to
compute the time reference.
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ELECTRICAL CLOCK SYSTEM ARCHITECTURE
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TAIL STRIKE INDICATION SYSTEM PRESENTATION
General
The Tail Strike Indication System detects ground contacts of the tail
fuselage, occurred during take-off (Phases 5 and 6) or landing phases
(Phases 9 and 10). In case of Tail Strike event during these phases, this
detection allows to generate a cockpit indication in order to prevent the
crew from continuing the flight and to ensure proper maintenance action.
In order not to disturb the crew during critical phases, this alert will only
be displayed in phases 7 and 11, and inhibited during all other flight
phases.
TAIL STRIKE INDICATION SYSTEM PRESENTATION Mar 15, 2006
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GENERAL
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TAIL STRIKE INDICATION SYSTEM PRESENTATION
Tail Strike Indication System Architecture
The TSI System is made up of two Tail Strike Indicators, located on the
rear fuselage, one on the right side and the other one on the left side.
These Tail Strike indicators ensure the detection of rear fuselage chafes
or loads on the ground during takeoff or landing.
The two TSIs transmit Tail strike detection data through IOMs, via the
Avionics Data Communication Network (ADCN) to the Flight Warning
System (FWS). Then the FWS computes the Tail Strike alert and
depending on the flight phase, sends it via the ADCN to the Control and
Display System (CDS). This alert indication is displayed on Electronic
Centralized Aircraft Monitoring (ECAM) Engine Warning Display (EWD)
and on the PFDs Lower zone.
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TAIL STRIKE INDICATION SYSTEM ARCHITECTURE
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INTERFACE FOR VIDEO SYSTEM PRESENTATION
General
On the A380, the video monitoring functions have been increased in
order to provide the crew with additional aircraft status information, to
improve both A/C operations and passengers safety. The Concentrator
and Multiplexer for Video (CMV) offers an interface to several aircraft
video monitoring sources, to make them compatible with the Control and
Display System (CDS) specific video protocol. The video sources
managed by the CMV allow the crew to perform the monitoring of:
- The Aircraft external environment
- The Airport traffic
- The Cockpit Door environment
- The cabin environment
INTERFACE FOR VIDEO SYSTEM PRESENTATION Mar 15, 2006
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GENERAL
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CMV Architecture
The CMV is the core unit, which is used to concentrate video signals
coming from several A/C video sources. These video sources are the
External and Taxing Camera System (ETACS), and the optional:
- Cockpit Door Surveillance System (CDSS),
- Cabin Video Monitoring System (CVMS),
- Onboard Airport Navigation System (OANS)
Different control means offer to the crew the capability to perform the
video source selection. This selection is transmitted in parallel to the
Control and Display System (CDS) and to the CMV, which sends it to
the different video sources available.
The CMV treats the video sources signals in order to make them
compatible with the CDS specific video protocol and transmits them for
display to the CDS via direct links.
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CMV ARCHITECTURE
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CMV Video Sources Allocation on CDS
All video signals acquired by the CMV from video sources are displayed
on cockpit display units depending on the crew video selection. In normal
operation, the video sources allocation is organized in the following way.
Each EFIS Control Panel (EFIS-CP) controls:
- The onside Primary Flight Display (PFD) for the selection and display
of the ETACS video signal
- The onside Navigation Display (ND) for the selection and display of
the OANS video signal
The ECAM Control Panel (ECP) controls the System Display (SD) for
the selection and display of:
- The CDSS video signal
- The CVMS video signal
- The ETACS video signal also
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CMV VIDEO SOURCES ALLOCATION ON CDS
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L0Y06082
MARCH 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS

A380-LEVEL I - ATA 31 Indicating - Recording Systems

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