A320 Avionics Level 1

Single Aisle
TECHNICAL TRAINING MANUAL

GENERAL FAMILIARIZATION COURSE - T4 (CFM 56)
AVIONICS LEVEL 1
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Single Aisle TECHNICAL TRAINING MANUAL
AVIONICS LEVEL 1
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31 Indicating/Recording System Presentation (1) . . . . . . . . . . . . . . . . 2

24 Electrical Power System Presentation (1) . . . . . . . . . . . . . . . . . . . 36
34 ADIRS and STBY Instruments Presentation (1) . . . . . . . . . . . . . . 62
34 Dependent POS Determining SYS & LAND Aids (1) . . . . . . . . . 84
34 Independent POS Determining SYS Pres. (1) . . . . . . . . . . . . . . . 118
22 Auto Flight System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . 144
23 Communications System Presentation (1) . . . . . . . . . . . . . . . . . 174
46 Air Traffic INFO Management SYS Pres. (1) . . . . . . . . . . . . . . . 224
33 Lights System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 238

01 - AVIONICS LEVEL 1
TABLE OF CONTENTS
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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

ELECTRONIC INSTRUMENT SYSTEM
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The Single Aisle aircraft cockpit instrumentation information is displayed

on six display units. These display units are part of the Electronic
Instrument System (EIS).
The EIS is separated into two subsystems:
- Electronic Flight Instrument System (EFIS),
- Electronic Centralized Aircraft Monitoring (ECAM).
The four EFIS displays (2 for each flight crew member) give to the flight
crew all the basic flight parameters. The ECAM system gives to the flight
crew aircraft system displays, faults, checklists and the aircraft operational
status.

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ELECTRONIC INSTRUMENT SYSTEM

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ELECTRONIC INSTRUMENT SYSTEM (continued)
ECAM
The System Data Acquisition Concentrators (SDACs) receive data
from the A/C systems and sends it to the Display Management
Computers (DMCs) for display on the ECAM display units.
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NOTE: Note: DMC 1 supplies both ECAM displays and DMC 2 is

also a backup for ECAM displays.
The DMCs acquire data and transmit it to the Display Units (DUs),
which generate the images. Under normal circumstances:
- DMC 1 supplies both ECAM display,
- DMC 2 and 3 are available as a backup.
The Flight Warning Computers (FWCs), heart of the ECAM system,
receive data from:
- the A/C systems to generate red warnings,
- the SDACs to generate amber cautions.
The FWCs then supply:
- the DMCs for the display of alert messages,
- the attention getters,
- the loudspeakers with aural alerts and synthetic voice messages.

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ELECTRONIC INSTRUMENT SYSTEM - ECAM

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ECAM CONTROL AND INDICATING

The Engine/Warning Display (EWD) is divided into two main parts:
- the upper area is used to display the main engine parameters, the
Fuel On Board (FOB) and the slat/flap position,
- the lower area is used for warning, caution and memo messages.
The System Display (SD) is divided into two areas:
- the upper part is used to display the various system pages, diagrams
of the A/C systems,
- the lower part is used to display permanent data.
Below the ECAM displays, on the center pedestal, there is the ECAM
control panel. The two control knobs on the LH side are used to adjust
the brightness of the two ECAM screens and to turn them off. The
P/Bs on the RH side are mainly used to:
- display any of the system pages or the STATUS page,
- clear or recall a warning or caution message.
An A/C STATUS page may be also displayed on the SD to give an
operational status of the A/C. When things are not normal the STATUS
page displays:
- operational data on the LH side,
- INOPerative SYStem on the RH side.
In front of each pilot, there are two attention getters, a red MASTER
WARNing and an amber MASTER CAUTion. As a further means of
getting the attention, there is a loudspeaker on each side of the cockpit
for aural alerts and synthetic voice messages.

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ELECTRONIC INSTRUMENT SYSTEM - ECAM CONTROL AND INDICATING

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EFIS
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For the EFIS displays, data from the Air Data and Inertial Reference
System (ADIRS) plus navigation data from the Flight Management
and Guidance System (FMGS) is fed directly to the DMCs.
The DMCs then process the data and generate the images to display.
Under normal circumstances:
- DMC 1 supplies the CAPT EFIS displays,
- DMC 2 supplies the F/O EFIS displays,
- DMC 3 is available as a backup.

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ELECTRONIC INSTRUMENT SYSTEM - EFIS

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EFIS CONTROL AND INDICATING
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Flight parameters are displayed on the Primary Flight Display (PFD)

while navigation data is displayed on the Navigation Display (ND).
Outboard of the PFDs, there are control knobs to adjust the brightness
of the associated PFD and ND, and to turn the displays off.
Two EFIS control panels are used to select what is displayed on the
EFIS screens. The EFIS control panels are divided into two sections,
one section associated with the PFD and the other one with the ND.
Just below the ECAM screens, on the center pedestal, there is a
switching panel with, on the right, 2 rotary selectors to restore data
to the EFIS and ECAM displays in abnormal operation.

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ELECTRONIC INSTRUMENT SYSTEM - EFIS CONTROL AND INDICATING

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CLOCK
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A single electrical clock gives the Universal Time Coordinated (UTC)

and date as time references for the crew and all peripheral systems. The
other functions available for crew are Elapsed Time (ET) and chronometer
(CHR). The clock can be synchronized with satellite GPS time.
The time is also displayed at the bottom of the SD.

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CLOCK
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CENTRALIZED FAULT DISPLAY SYSTEM

The Centralized Fault Display Interface Unit (CFDIU) centralizes and
memorizes all information concerning A/C system failures. Reading or
printing of the failure information is done in the cockpit with any
Multipurpose Control and Display Unit (MCDU) or the printer. Most
A/C system computers have a Build-In Test Equipment (BITE). The
BITE permanently monitors the system operation. When a failure is
detected, it is stored in the BITE memory and is transmitted to the CFDIU.
The ECAM, which generate warning and status messages, delivers these
data to the CFDIU as well.
The failure information is available in various reports. The reading of
the failure information is made from two different MCDU menus
depending on if the A/C is in flight or on ground. The SYSTEM
REPORT/TEST function is available on ground only. It enables a dialogue
between the CFDIU and a system computer. The SYSTEM
REPORT/TEST menu page presents the list of all the systems connected
to the CFDIU, in ATA chapter order.
The maintenance Post Flight Report (PFR) can only be printed on ground.
It summarizes and displays the list of the ECAM warning messages and
the fault messages that occurred during the last flight, with the associated
time, flight phase and ATA reference. It helps the maintenance crew to
make a correlation for easier troubleshooting.

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AIRMAN (OPTION)
AIRMAN is a ground-based software dedicated to the identification and
the management of unscheduled maintenance.
AIRMAN receives and analyses the aircraft status information generated
by the Centralized Fault Display System (CFDS) and also e-logbook
data. The information is automatically transmitted to the ground by the
aircraft communication system.
These information sources are synthesized, combined with Airbus and
the Airline own technical documentation and shown through a
user-friendly interface. Aircraft status information is sent to AIRMAN
while the aircraft is both in flight and on ground. Message analysis also
takes place in real-time.
These capabilities maximize the time available for appropriate
maintenance actions to be determined and preparations to be made.
AIRMAN is capable of analyzing an aircraft fault history and
consequently identifying and prioritizing preventive maintenance actions.
The aircraft maintenance philosophy is based on the following steps:
- fault detection made by the computers BITEs,
- cockpit effects as flags on Display Units, and warning generated by the
Flight Warning System (FWS),
- centralization by the CFDS of BITE faults, cockpit effects and related
maintenance procedures generation of Post Flight Report (PFR),
- fault event data reporting through the eLogbook,
- fault event data and reports transmission to AIRMAN for maintenance
support on ground.

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AIRMAN (OPTION)
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AIRMAN (OPTION)
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AIRMAN (OPTION) (continued)
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ELOGBOOK
The eLogbook is the main communication means for aircraft
operational staff. It enables the flight crew and the technical staff to
be aware of the aircraft status, to enter aircraft defect and to report
maintenance and servicing actions.
The eLogbook lets the flight crew:
o consult the Logbook status
o accept / create a new flight
o report aircraft defects
o hand over to maintenance
The maintenance staff uses the eLogbook to:
o consult the aircraft status
o report aircraft defects
o report corrective or scheduled maintenance actions
o report servicing actions
o build the Certificate of Release into Service (CRS) of the aircraft
Finally the cabin crew can also use the eLogbook to:
o consult the aircraft status
o inform the flight crew about regulatory cabin defects
o report none regulatory cabin defects
The eLogbook runs on a fully stand-alone laptop and is not connected
to the aircraft. The eLogbook is stowed in the cockpit by the flight
crew.

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AIRMAN (OPTION) - ELOGBOOK

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AIRMAN (OPTION) - ELOGBOOK

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DIGITAL FLIGHT DATA RECORDING
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The Flight Data Interface and Management Unit (FDIMU) has two
primary functions. The first of which is the Flight Data Interface Unit
(FDIU) function.
To fulfill the mandatory requirements of crash recording, the FDIU
acquires and formats various critical flight parameters and system data
before supplying the Solid State Flight Data Recorder (SSFDR).
The linear accelerometer measures the acceleration of the A/C in all three
axes. The System Data Acquisition Concentrator (SDAC) digitizes the
analog signal of the linear accelerometer and sends it to the FDIU.
For maintenance and performance purposes, the optional Quick Access
Recorder (QAR) records the same parameters as the SSFDR. The
operation of the SSFDR is automatic when at least one engine is running.
On the overhead panel, there is a GrouND ConTroL P/B located on the
ReCorDeR panel. This P/B lets the SSFDR be supplied when the A/C is
on ground for preflight checks before engine start or for test and
maintenance purposes. On the center pedestal, there is a Digital Flight
Data Recorder (DFDR) EVENT P/B, which can be used to set an event
mark on the SSFDR memory.

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DIGITAL FLIGHT DATA RECORDING

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AIRCRAFT INTEGRATED DATA SYSTEM

The main functions of the Aircraft Integrated Data System (AIDS) are
to monitor engine condition, APU condition and A/C performance, and
to provide trouble shooting assistance. The second main function of the
FDIMU is the DMU function which houses the Aircraft Integrated Data
System (AIDS).
The Data Management Unit (DMU) is the heart of the AIDS. It fulfils
the following functions:
- collection, processing and recording of various A/C parameters,
including the mandatory parameters given by the FDIU. The recording
is made in an internal memory of the DMU and on an optional external
recorder called Digital AIDS Recorder (DAR),
- generate various reports according to defined conditions. These reports
are stored in a non-volatile memory of the DMU.
A data loader is used to upload programmed data into the DMU and to
download recorded DMU data on a floppy disk for on ground analysis.
The printer is used to print reports generated by the DMU.
The printer can be automatically controlled by the DMU, manually
controlled from the MCDU or using the AIDS PRINT P/B on the center
pedestal.
The FDMIU has a PCMCIA card slot to upload DMU software and
download DMU data.
In the A/C, two MCDUs are connected to the DMU.
To initiate communication with the AIDS via either MCDU, the user has
to press the AIDS line select key from the MCDU MENU page. The
AIDS MCDU menu page is then displayed.
Some of the AIDS functions, including real time parameter read out, may
be controlled from this menu.

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AIRCRAFT INTEGRATED DATA SYSTEM

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ON BOARD MAINTENANCE FACILITIES
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In this graphic all the indicating/recording systems can be seen together.

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ON BOARD MAINTENANCE FACILITIES

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MAINTENANCE/TEST FACILITIES
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Using the MCDU, you can have access to the CFDS fault messages of
all the indicating/recording systems.
Specific BITE tests are available as well.
ECAM 1 and 2 gives access to FWC 1/2, SDAC 1/2 and ECAM control
panel.
EIS 1 gives access to DMC 1, PFD 1, ND 1, Upper ECAM and Lower
ECAM.
EIS 2 gives access to DMC 2, PFD 2 and ND 2.
EIS 3 gives access to DMC 3.

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SAFETY PRECAUTIONS
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For maintenance operations, respect the AMM procedures.

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SAFETY PRECAUTIONS
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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)
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GENERAL
There are two identical engine driven generators called Integrated Drive
Generators (IDGs). They are used as the main power source to supply
the A/C electrical network.
The IDG basically contains, in a common housing, a generator and a
Constant Speed Drive (CSD). The CSD gives a constant input speed to
the generator, which is required for a constant output frequency.
Each generator supplies 115V 400Hz AC to its own bus:
- generator 1 supplies AC bus 1,
- generator 2 supplies AC bus 2.
This supply is known as split operation, which means that the AC power
sources are never connected in parallel.
Each AC bus supplies a Transformer Rectifier (TR):
- AC bus 1 supplies TR 1,
- AC bus 2 supplies TR 2.
The TRs convert 115V AC into 28V DC to supply their associated DC
buses, DC 1 and DC 2.
DC bus 1 then supplies the DC BAT bus.
The DC battery bus can charge the batteries or receive power from the
batteries as a backup supply, if no other power sources are available.
The electrical system also includes two ESSential (ESS) Buses. One is
the AC ESS bus fed by AC bus 1 and the other is the DC ESS bus fed
by DC bus 1. These buses are used to supply the most critical A/C
systems.
This is the basic electrical system. We will now introduce some other
components, which also supply the system.
The entire electrical network can also be supplied by the APU generator.
On the ground, the aircraft electrical network can be supplied by an
external power source.
Any one of the power sources can supply the entire electrical network.
As no parallel connection is allowed on this A/C (split operation), we
have to give priorities to the different power sources in supplying the bus
bars.
AC 1 and AC 2 buses are supplied in priority by their own side generator,
then the external power, then the APU generator and then by the opposite
generator.
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GENERAL
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GENERAL (continued)
ABNORMAL CONFIGURATION
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The electrical system has an ESS TR, which supplies the DC ESS
Bus in abnormal or emergency configuration.
In abnormal configuration (loss of TR1 or TR2) the ESS TR is
supplied by the AC ESS Bus.

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GENERAL - ABNORMAL CONFIGURATION

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GENERAL (continued)
EMERGENCY CONFIGURATION
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In the event of emergency operation, the Emergency Generator (EMER

GEN) supplies the A/C with electrical power. The EMER GEN needs
hydraulic power to operate. This hydraulic power to drive the EMER
GEN is supplied by the Blue Hydraulic system via the Ram Air
Turbine (RAT).
Then, the EMER GEN supplies the DC ESS BUS directly through
the ESS TR. In emergency configuration (loss of AC BUS 1 and AC
BUS 2) the EMER GEN supplies the ESS TR and the AC ESS BUS.

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GENERAL - EMERGENCY CONFIGURATION

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GENERAL (continued)
BATTERY ONLY CONFIGURATION
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In emergency configuration with emergency generator not available,

BAT 1 supplies the AC ESS BUS via the static inverter and BAT 2
supplies the DC ESS BUS.

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GENERAL - BATTERY ONLY CONFIGURATION

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CONTROL AND INDICATING
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For emergency cases, there is an EMER ELEC PWR panel

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CONTROL AND INDICATING (continued)
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MAIN PANEL/ECAM PAGE

The ECAM Electric System page shows all relevant data with regard
to the entire A/C Electrical Power Generation and Distribution
systems. The System page shown here is a normal configuration with
main generators supplying the network.
The battery voltage can be monitored either on the overhead panel or
the ECAM page. Each battery is controlled by a pushbutton switch
(P/BSW).
Their related P/BSW control both main generators and the APU
generator.
A P/BSW also controls the external power.
The AC ESS FEED P/BSW lets the pilots change the supply to the
AC ESS bus from AC bus 1 to AC bus 2.
When the BUS TIE P/BSW is in the AUTO position, it lets the opening
or closing of the bus tie contactors (not shown on the ECAM page)
in order to supply the AC 1 and AC 2 buses according to the power
supply priorities.
When OFF, both bus tie contactors open to isolate one side of the
network from the other.
In case of failure, the IDG P/BSWitches disconnect the IDG from the
engine gearbox.
The GALY & CAB P/BSW lets galleys and some sub-buses be
manually shed.
The COMMERCIAL P/BSW is used for the shedding of all
commercial loads including the GALY & CAB related buses.

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CONTROL AND INDICATING - MAIN PANEL/ECAM PAGE

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EMERGENCY PANEL
The EMER GEN TEST P/B is used on ground to test the EMERgency
GENerator or the Static Inverter.
In avionics smoke condition, the GEN 1 LINE P/B disconnects the
generator 1 from the bus-bar but the generator remains excited to
supply some fuel pumps.
When AC BUS 1 and 2 are no longer supplied, the RAT will extend
automatically to pressurize the blue hydraulic system, which powers
the EMER GEN, if the A/C speed is sufficient.
Manual activation is also possible in case of automatic activation
failure.
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WARNING: ACTIVATION OF THE RED GUARDED MAN ON

PUSHBUTTON ON THE GROUND OR IN FLIGHT
WILL EXTEND THE RAM AIR TURBINE (RAT),
EVEN ON COLD AIRCRAFT.

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CONTROL AND INDICATING - EMERGENCY PANEL

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COMPONENT LAYOUT
The AC generators supply a 115 VAC, 3-phase, 400 Hz AC supply. The
IDGs and the APU have a nominal 90 kVA power whereas the EMER
GEN has a 5 kVA output.
The static inverter converts the direct current from battery 1 into an AC
current if no other source is available.
The Battery Charge Limiters (BCLs) control the battery coupling and
uncoupling to the DC BATTERY BUS to ensure battery charging and
protection. Each battery is rated at 24 V with a capacity of 23 Ah. All
TRs are identical and interchangeable.
In the Electrical Power Generation System (EPGS), the GAPCU controls
the APU GEN and the external power. The Generator Control Units
(GCUs) protect and control the A/C network and generators. GCUs and
GAPCU supply AC electrical power parameters to show them on the
ECAM display. The main C/B panels are located in the cockpit.
The ESS TR is identical to TR 1 and TR 2. It converts 115 VAC to 28
VDC at a rate of 200 A. The EMER GCU connects the EMER GEN to
the ESS network, if all conditions are met.
On the Ground Power Control Panel there are 2 Lights which indicate
the Ground Power Unit availability (AVAIL light) and the connection
to the A/C network (NOT IN USE light). The Ground Power Unit should
supply 3 phases 115VAC/400Hz rated at 90 KVA minimum.
The MAINTenance BUS SW lets the AC and DC service buses be
supplied without energizing the whole A/C electrical network.
The aft cabin C/B panel contains only C/Bs.

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COMPONENT LAYOUT
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COMPONENT LAYOUT
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COMPONENT LAYOUT
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COMPONENT LAYOUT
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COMPONENT LAYOUT
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COMPONENT LAYOUT
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The GAPCU is the interface between the GCUs and the Centralized Fault
Display Interface Unit (CFDIU) for test purposes and fault reporting on
the MCDUs. Both the BCLs and the EMER GCU communicate with the
CFDIU for the same purposes. The TRs are connected to the CFDIU so
that they can be reset via the MCDU.

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SAFETY PRECAUTIONS
When you do any maintenance task on the electrical system, make sure
that no AC or DC power source is connected to the aircraft electrical
circuits.
Before De-energizing aircraft electrics or before doing the Static Inverter
test, tell all personnel on the aircraft that the lights will go out.
Some components are heavy. You must make sure that you can hold the
component before its removal/installation. If it falls, it can cause injury
to personnel and damage to the equipment.
Dangerous arcing can occur if external power (GPU or Gate power) is
energized when trying to connect power to the aircraft. Make sure that
external power source is de-energized before connecting.
Components can remain hot for one hour following engine shutdown.
Be careful as hot parts and hot oil can cause injury and burn your eyes
and skin. Use protective clothing, as oil products are poisonous.
ENVIRONMENTAL PRECAUTIONS
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Turn-off unused ground service equipment (GPU, Air conditioning

cart, etc...) if no work is being done or nobody is present on the
aircraft.

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SAFETY PRECAUTIONS - ENVIRONMENTAL PRECAUTIONS

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34 ADIRS AND STBY INSTRUMENTS PRESENTATION (1)
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GENERAL SYSTEM
The Airbus Single Aisle aircraft family includes several different types
of navigation systems, each used for particular functions. The systems
will be explained in separate groups based on their functions. These
functions are broken down into 4 main groups. They will be presented
in separate modules:
- Air Data/Inertial Reference System (ADIRS) and standby instruments,
- Dependent position determining systems,
- Landing aids,
- Independent position determining systems.
There are several subsystems within each group.
The first group includes:
- Air Data Inertial Reference Units (ADIRUs),
- Standby Instruments,
- Digital Distance and Radio Magnetic Indicator (DDRMI) (optionally
removed for Thals equipment only),
- Integrated Standby Instrument System (ISIS).
The second group (dependent position determining systems) includes:
- GPS,
- ATC/Traffic Alert and Collision Avoidance System (TCAS),
- DME,
- ADF,
- VOR.
The third group (landing aids) includes:
- ILS,
- Marker receivers.
The fourth group (independent position determining systems) includes:
- Enhanced Ground Proximity Warning System (EGPWS),
- RAs,
- Weather Radar (WXR) and Predictive Windshear (PWS).

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GENERAL SYSTEM
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AIR DATA/INERTIAL REFERENCE SYSTEM
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The aircraft has three identical and interchangeable ADIRUs.

Each ADIRU combines computers that carry out two functions in a single
unit with a shared power supply. Those computers are:
- An Air Data Reference (ADR) unit,
- A strapdown Inertial Reference (IR) unit, using laser gyros and
accelerometers.
The ADR and IR systems of each ADIRU operate independently, and a
failure of one system does not affect the other one.

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AIR DATA/INERTIAL REFERENCE SYSTEM

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AIR DATA/INERTIAL REFERENCE SYSTEM (continued)
AIR DATA INPUTS
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The ADIRS systems have peripheral components connected to the

LRUs. These components are an integral part of the Air Data portion.
The components are:
- Pitot probes,
- Static ports,
- Angle of Attack Sensors (AOA),
- Total Air Temperature Sensor (TAT).

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AIR DATA/INERTIAL REFERENCE SYSTEM - AIR DATA INPUTS

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AIR DATA SECTION
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The ADR part supplies various air data parameters to the EFIS
instruments and other users:
- Airspeed, mach number, barometric altitude to the PFD and
overspeed to the Flight Warning Computer (FWC),
- TAT, Static Air Temperature (SAT) and AOA to other indicators
and users.

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AIR DATA/INERTIAL REFERENCE SYSTEM - AIR DATA SECTION

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INERTIAL REFERENCE SECTION
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The IR part of the ADIRU uses laser gyros and accelerometers. They
give inertial data to the EFIS, Flight Management and Guidance
Computers (FMGCs) and other users. Each ADIRU gives:
- Attitude, heading, Vertical Speed (V/S), flight path vector to the
PFD,
- Heading, ground speed to the ND,
- IR position to FMGCs for A/C position computation. This data is
available on the MCDU DATA page.
The Flight Management Guidance System (FMGS) uses the reference
point coordinates of the departure airport to align the Inertial Reference
System (IRS). It automatically gets these coordinates from the database
when the operator enters a company route or an origin-destination
city pair and pushes the ALIGN IRS key on the MCDU. The operator
can manually adjust these coordinates to the gate position.
With the latest ADIRUs, an optional automatic alignment by GPS
position is possible. No operator action is necessary for this
initialization by GPS.

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AIR DATA/INERTIAL REFERENCE SYSTEM - INERTIAL REFERENCE SECTION

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ADIRS CONTROL AND INDICATING
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The three ADIRUs are controlled through the single ADIRS Mode
Selector Unit (MSU) installed on the overhead panel.
The initialization of the ADIRUs is normally done through either one
or the two MCDUs installed on the center pedestal.
The Digital Distance Radio Magnetic Indicator (DDRMI) is optionally
installed on the main instrument panel below the standby instruments.
It supplies digital DME distance information, as well as heading
coming from ADIRS, and VOR/ADF bearing information.

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PFD AND ND INDICATING
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ADIRU 1 supplies the CAPT PFD and ND, and ADIRU 2 supplies
the F/O PFD and ND.
ADIRU 3 is used as a hot spare and can be switched via the switching
panel to replace ADIRU 1 or ADIRU 2. Each part of the
ADIRU (ADR or IR) can be independently switched.

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AIR DATA/INERTIAL REFERENCE SYSTEM - PFD AND ND INDICATING

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STANDBY INSTRUMENTS (OPTIONAL)
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If there is a failure of the EFIS system, the standby instruments can be

used.
There are 3 conventional standby instruments, installed on the instrument
panel:
- Airspeed indicator,
- Altimeter,
- Horizon.
The standby compass is installed immediately below the overhead panel.

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STANDBY INSTRUMENTS (OPTIONAL)

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INTEGRATED STANDBY INSTRUMENT SYSTEM
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The enhanced standby instrument, called Integrated Standby Instrument

System (ISIS), is installed on the instrument panel near the ECAM. It
replaces the 3 conventional standby instruments. The inputs to the airspeed
indication and the altimeter come directly from the air sources (standby
pitot probe and static ports). The standby horizon is self-contained. ISIS
can also display heading and ILS data. The standby compass is installed
immediately below the overhead panel.

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INTEGRATED STANDBY INSTRUMENT SYSTEM

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All the navigation systems can be tested from the MCDUs except the
ISIS.
ISIS tests and OTHER DATA are accomplished directly from the unit
itself.

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SAFETY PRECAUTIONS
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When you do work on the A/C, make sure that you obey all the Aircraft
Maintenance Manual (AMM) procedures. This will prevent injury to
persons and/or damage to the A/C.
Before you do the test of the probes, remove the protective covers. Do
not continue the test for more than one minute to prevent damage.
Do not touch the probes immediately after the test, they are hot.

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34 DEPENDENT POS DETERMINING SYS & LAND AIDS (1)

LANDING AIDS
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The navigation systems that require external inputs of the aircraft to

operate are: the landing aids systems and the dependent position
determining systems. They include:
- ILS,
- marker system,
- GPS,
- ATC/Traffic Collision Avoidance System (TCAS)/Traffic and Terrain
Collision Avoidance System (T2CAS) as option,
- DME,
- ADF,
- VOR.

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LANDING AIDS
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LANDING AIDS (continued)
ILS AND MARKER SYSTEM
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The ILS sends to the flight crew or Autopilot (AP) signals for optimum
descent path for landing. The ILS signal reception is done in part by
the Multi-Mode Receiver (MMR). The system gives lateral guidance
and vertical guidance to the aircraft approaching the runway.
The marker beacon system is a radio navigation aid that, in conjunction
with an instrument landing system, indicates the distance between the
A/C and the runway threshold. The marker function is done inside
the VOR receivers, but it is only active in VOR 1. There are three
types of marker beacons:
- the outer marker,
- the middle marker,
- the inner marker.
When the aircraft goes over the beacons, the marker beacon
information is displayed flashing on the PFDs, with related audio
signals.

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LANDING AIDS - ILS AND MARKER SYSTEM

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LANDING AIDS (continued)
LANDING AIDS CONTROL AND INDICATING
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The ILS information is displayed on the PFDs as 2 scales. One

horizontal scale for the localizer signal and one vertical scale for the
Glide Slope (G/S) signal.
Note that for redundancy:
- ILS 1 is displayed on PFD 1 and ND 2,
- ILS 2 is displayed on PFD 2 and ND 1.

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LANDING AIDS - LANDING AIDS CONTROL AND INDICATING

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RADIO NAVIGATION SYSTEM
The A/C has the following equipment installed:
- two VOR/marker receivers,
- two DMEs interrogators,
- two MMRs: ILS and GPS,
- two ADFs receivers.
NORMAL TUNING
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The Flight Management and Guidance Computers (FMGCs) contain

the navigation computer function that calculates the aircraft position.
The FMGCs tune the radio navigation receivers automatically and
use the navigation info from these receivers for display and also in
background for A/C position computation. The Jeppesen database is
loaded in the FMGCs. This information includes: station identifiers,
and specific information (frequency, identification and coordinates)
about the station.
Access to the MCDU RADIO NAV page lets the crew manually tune
the radio navigation receivers, via the FMGCs for display. Manual
tuning overrides automatic tuning.

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RADIO NAVIGATION SYSTEM - NORMAL TUNING

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RADIO NAVIGATION SYSTEM (continued)
BACKUP TUNING
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Radio Management Panel (RMP) 1 and 2 are capable of tuning the

own side Navigation receivers in backup mode if both FMGCs have
failed or both MCDUs have failed and manual tuning is needed by
the crew.

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RADIO NAVIGATION SYSTEM - BACKUP TUNING

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RADIO NAVIGATION CONTROL and INDICATING
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The EFIS control panel mode switches control what type of

information is shown to the flight crew on the ND. They are located
on both sides of the glareshield. The toggle switches on the EFIS
control panel enable the display of the VOR or ILS pointers on the
ND. RMPs are located on the center pedestal.

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RADIO NAVIGATION SYSTEM - RADIO NAVIGATION CONTROL AND INDICATING

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ND MODES
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There are five different ND modes that can be selected via the EFIS
control panels. These modes are the PLAN, ARC, NAV, VOR, and
ILS modes.

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RADIO NAVIGATION SYSTEM - ND MODES

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MMR (GPS PART) SYSTEM
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The GPS receiver uses data sent by 24 satellites.

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MMR (GPS PART) SYSTEM

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MMR (GPS PART) SYSTEM (continued)
NETWORK ARCHITECTURE
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GPS data may be processed and used by anyone. The satellite system
transmits precise phase, and time signals. These signals are decoded,
synchronized and triangulated by the receivers.
There are four monitor stations:
- Hawaii,
- Ascension Island,
- Diego Garcia,
- Kwajelein.
The master control station transmits orbital decay information
(Ephemerid data) back to the satellites so that, in the user receiver,
these distance errors can be compensated. The system gives accurate
position, altitude and time information. This information is supplied
to the FMGCs for aircraft present position calculation.

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MMR (GPS PART) SYSTEM - NETWORK ARCHITECTURE

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MMR (GPS PART) SYSTEM (continued)
GPS CONTROL AND INDICATING
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The GPS data is accessible on the MCDU. Selecting DATA page P/B
on the MCDU and then the GPS monitor line select key, will give the
information related to the GPS receivers.
GPS when receiving adequate signals to calculate a present position
will be annotated at the bottom of the ND. This is displayed as "GPS
PRIMARY".

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MMR (GPS PART) SYSTEM - GPS CONTROL AND INDICATING

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ATC/TCAS SYSTEM
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The Single Aisle family has two ATC transponders, which respond to
the ATC secondary surveillance radar and TCAS (or T2CAS option)
interrogations.

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ATC/TCAS SYSTEM
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ATC/TCAS SYSTEM (continued)
TCAS PRINCIPLE
The TCAS gives traffic information and warnings of potential conflicts
to the crew, with vertical avoidance instructions.
TCAS can only detect and indicate intruders that have at least one
operative ATC transponder.
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NOTE: Only one transponder can operate at one time.

The Traffic and Terrain Collision Avoidance System (T2CAS) is a
combination of two functions in a single line replaceable unit (LRU).
The Terrain Awareness and Warning System (TAWS) of the T2CAS
is the part of the T2CAS that ensures the EGPWS functions. The
Traffic Collision avoidance System (TCAS) part of the T2CAS is the
part that ensures the same functions as the TCAS.

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ATC/TCAS SYSTEM - TCAS PRINCIPLE

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ATC/TCAS SYSTEM - TCAS PRINCIPLE

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ATC/TCAS SYSTEM
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In normal operation Air Data Reference (ADR) 1 supplies barometric

information to ATC 1, ADR 2 supplies ATC 2.
The ATC transponder is an integral part of the ATC radar beacon
system. The transponder is interrogated by the ground station and
replies with a series of pulses. These reply pulses are coded to supply
identification MODE A and altitude reporting MODE C, and selective
call and flight data MODE S on the Air Traffic Controllers (ATCs)
radar scope.
This information enables the controller to distinguish the A/C and to
maintain effective ground surveillance of the air traffic.

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ATC/TCAS SYSTEM - ATC/TCAS SYSTEM

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ATC/TCAS CONTROL AND INDICATING
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The single control panel on the center pedestal is used for the controls
of the ATC and TCAS (or T2CAS) systems.

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ATC/TCAS SYSTEM - ATC/TCAS CONTROL AND INDICATING

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TCAS INDICATING
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Here are the different indications that are given by the TCAS (or
T2CAS) computer linked to audio warnings.

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ATC/TCAS SYSTEM - TCAS INDICATING

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All navigation systems can be tested from the MCDUs.

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34 INDEPENDENT POS DETERMINING SYS PRES. (1)

GENERAL
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The Independent Position determining systems include:

- Enhanced Ground Proximity Warning System (EGPWS) or Traffic and
Terrain Collision Avoidance System (T2CAS) as option,
- Radio Altimeters (RAs),
- Weather Radar (WXR) and Predictive Windshear (PWS).
These systems do not rely on external sources to give to the flight crew
the position determination.

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GENERAL
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EGPWS
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The function of the EGPWS is to launch aural and visual warnings if the
A/C adopts a potentially hazardous configuration of Controlled Flight
Into Terrain (CFIT).
This system has five basic Enhanced Ground Proximity Warning System
(EGPWS) modes and has 2 TERRAIN modes called TERRAIN Clearance
Function (TCF) and the TERRAIN Awareness and Display (TAD).
As an option, the T2CAS can replace the EGPWS.

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EGPWS
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EGPWS (continued)
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SYSTEM ARCHITECTURE
The EGPWS computer (or T2CAS computer as an option) processes
the data from:
- RA 1,
- Air Data/Inertial Reference Unit (ADIRU) 1,
- Multi-Mode Receiver (MMR) 1 (Instrument Landing System (ILS)
part),
- Flight Management and Guidance Computer (FMGC) 1,
- Landing Gear Control and Interface Unit (LGCIU) 1,
- WXR/PWS (for ND image source selection between both systems).
The Traffic Collision avoidance System (TCAS) part of the T2CAS
is the part that carries out the TCAS functions.
The Terrain Awareness and Warning System (TAWS) of the T2CAS
is the part of the T2CAS that carries out the EGPWS functions such
as:
- basic TAWS modes base on Radio Altitude (RA),
- predictive TAWS modes: Collision Prediction and Alerting (CPA)
function and Terrain Hazard Display (THD) which gives a
forward-looking terrain alerting capability.

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EGPWS - SYSTEM ARCHITECTURE

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EGPWS - SYSTEM ARCHITECTURE

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EGPWS (continued)
GPWS PANEL
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The GPWS/T2CAS control panel is installed on the overhead panel

and enables the deactivation of:
- TERRAIN mode,
- complete or partial basic EGPWS mode in specific approach
configuration.

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EGPWS - GPWS PANEL

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EGPWS (continued)
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EGPWS and T2CAS have the same visual warnings that are shown
on the instrument panels. Pressing either of the PULL UP/GPWS
P/BSW starts the systems test.
In addition, two loudspeakers installed on each lower side of the main
panel broadcast EGPWS/T2CAS aural warnings, even if loudspeaker
knobs are turned off.
Terrain information will be automatically displayed on the ND if there
is any danger within the proximity of the A/C. The terrain elevation
surrounding the A/C is color-coded. The TERRain ON ND P/B is
used to display the terrain information on the ND all the time on
request.

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EGPWS - CONTROL AND INDICATING

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RADIO ALTIMETER
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The RAs supply accurate measurement of the A/C height above the
ground during initial climb, landing and approach phases.

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RADIO ALTIMETER
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RADIO ALTIMETER (continued)
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RA data is supplied to several users and is displayed on both PFDs at

all times below 2500 feet Above Ground Level (AGL).
In normal operation, the RA 1 height is displayed on the CAPT PFD
and RA 2 height on the F/O PFD.

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RADIO ALTIMETER - CONTROL AND INDICATING

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WXR/PWS
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WXR is installed to detect precipitation. The displayed returns are shown

on the ND.
The weather radar supplies PWS detection. A wind shear event is a sudden
change of wind speed and/or direction over a short distance with a
downwards and/or upwards movement of a very dangerous air during
take off and approach phases.

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WXR/PWS
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WXR/PWS (continued)
WXR/PWS PANEL
The WXR control panel is installed on the center pedestal. The
information is displayed on the CAPT or F/O ND.
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WARNING: when the WXR is "ON":

- personnel should not be within 5 meters of the radome,
CAUTION: when the WXR is "ON":
- no metallic obstacle should be within 5 meters,
- no refueling within 60 meters,
- to avoid damage to the A/C.
The multiscan is a radar function that displays all significant weather
at all ranges, at all aircraft altitudes, and at all times on a display that
is essentially clutter-free, without the need for pilot to input tilt or
gain settings. The multiscan function optimizes weather detection and
minimizes ground clutter.
The weather radar can operate in autotilt mode (automatic tilt angle):
the use of the automatic tilt function is recommended in WX and
TURB modes. The autotilt function uses the terrain altitude
information of the EGPWS. Based on the aircraft altitude above the
terrain and on terrain conditions in the area, the EGPWS determines
the optimum tilt angle for the radar
Automatic tilt is selected by setting the MULTISCAN SW to AUTO
on the weather radar control unit.
- switch to AUTO: Tilt setting for weather scans is automatic,
- switch to MAN: Tilt is controlled with the manual tilt control knob.

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WXR/PWS - WXR/PWS PANEL

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All navigation systems can be tested from the MCDUs.

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SAFETY PRECAUTIONS
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When you work on the A/C, make sure that you obey all the Aircraft
Maintenance Manual (AMM) procedures. This will prevent injury to
persons and/or damage to the A/C.
Make sure that:
- all persons are more than 5 meters (16.4 feet) away from the antenna,
nobody is in the area made by an arc of 135 degrees on each side of the
A/C centerline.
- all objects and obstacles are more than 5 meters away from the antenna
in the area made by an arc of 90 degrees on each side of the A/C
centerline.
- Stop the fuel tanker 60 meters from the A/C nose while the weather
radar is operating.
Do not operate the fuel tanker/pump until you stop the operation of the
weather radar.
Make sure that there is no sign of corrosion or damage and no foreign
objects in the test equipment.

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SUMMARY
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This picture lists the navigation systems that are installed on the Single
Aisle A/C.

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SUMMARY
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22 AUTO FLIGHT SYSTEM PRESENTATION (1)

GENERAL
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The Auto Flight System (AFS) is divided into four main parts:
- Flight Management (FM),
- Flight Guidance (FG),
- Flight Augmentation,
- Fault Isolation and Detection System (FIDS).
The first two functions are accomplished by the Flight Management and
Guidance Computers (FMGCs). The other two functions are accomplished
by the Flight Augmentation Computers (FACs).
The AFS calculates the position of the aircraft using several aircraft
sensors.
In addition, the system has the capability of storing flight plans in its
memory, which are predetermined by the airline. A flight plan describes
a complete flight from departure to arrival, it includes vertical information
and all intermediate waypoints. Knowing the position of the aircraft and
the desired flight plan (chosen by the pilot), the AFS is able to compute
the orders sent to the flight controls and engines so that the aircraft can
follow the flight plan.

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GENERAL
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GENERAL
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FLIGHT MANAGEMENT/FLIGHT GUIDANCE
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The FM part has several functions linked to the flight plan such as lateral
and vertical guidance associated with performance computation.
The FG part has 3 functions:
- Autopilot (AP),
- Flight Director (FD),
- Autothrust (A/THR).
The FMGC functions, FM and FG are controlled from the MCDUs and
the Flight Control Unit (FCU).
Basically, the MCDUs provide the long term interface between the crew
and the FMGCs (e.g. flight plan selection and modification) while the
FCU provides the short term interface (e.g. engagement of the autopilot,
flight director and A/THR functions).
Besides the MCDUs and the FCU, the main displays presenting Flight
Management and Guidance information are the EFIS displays.

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FLIGHT MANAGEMENT/FLIGHT GUIDANCE

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FLIGHT MANAGEMENT/FLIGHT GUIDANCE (continued)
AUTOPILOT/FLIGHT DIRECTOR
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The main AP and FD functions are:

- stabilization of the aircraft around its center of gravity when the
AP/FD system holds vertical speed or flight path angle and heading
or track,
- acquisition and holding of a flight path,
- guidance of the aircraft after take off,
- automatic landing and go around.
The FD function generates optimum guidance orders used in manual
controls. The FD is also used to monitor the AP when it is engaged.
The FD symbols are displayed on the PFDs.

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FLIGHT MANAGEMENT/FLIGHT GUIDANCE - AUTOPILOT/FLIGHT DIRECTOR

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FLIGHT MANAGEMENT/FLIGHT GUIDANCE (continued)
AUTOTHRUST
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The A/THR system fulfills the following functions through the control
of the thrust:
- speed or mach hold (either FMGCs computed or from throttle levers
position),
- thrust hold (either FMGS computed or from throttle lever position),
- thrust reduction during descent and during flare in final approach,
- protection against insufficient speed linked to excessive angle of
attack.
To fulfill the A/THR functions, the FMGCs communicate with the
Full Authority Digital Engine Control (FADEC) via the FCU and the
Engine Interface Units (EIUs).

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FLIGHT MANAGEMENT/FLIGHT GUIDANCE - AUTOTHRUST

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FLIGHT AUGMENTATION
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The flight augmentation part fulfills the following functions:

- rudder trim,
- yaw damper,
- rudder travel limitation,
- flight envelope protection,
- FIDS.
For flight envelope protection, the FAC computes:
- the various speeds for aircraft operation (e.g. flaps limit speed),
- the excessive angle of attack and windshear detection,
- the low energy warning, indicating to the crew that the aircraft is quickly
decelerating and that thrust will have to be increased to recover a positive
flight path angle through pitch control.
The FIDS function is only active in FAC 1. FAC 1 is connected to the
BITE of all the AFS computers and communicates to the Centralized
Fault Display System (CFDS).

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The different components used for AFS control and indicating are
described in this topic.
MCDUs
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The MCDU is the primary entry/display interface between the pilot

and the FM part of the FMGC. The MCDUs exchange information
not directly but via the FMGCs.

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CONTROL AND INDICATING - MCDUS

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FLIGHT CONTROL UNIT
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The FCU front face includes an AFS control panel between two EFIS
control panels.
The AFS control panel allows and displays the AP and A/THR
engagement, and the selection of guidance modes and flight
parameters.
Each pilot has an EFIS control panel to select the display on his related
EFIS screens.

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CONTROL AND INDICATING - FLIGHT CONTROL UNIT

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EFIS DISPLAYS
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Four EFIS displays, i.e. two PFDs and two NDs. Flight parameters
are displayed on the PFDs while the flight plan and navigation data
are displayed on the NDs.

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CONTROL AND INDICATING - EFIS DISPLAYS

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PRIMARY FLIGHT DISPLAY
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As the main guidance instrument, the PFD displays various speeds

and reference parameters used for short term flight guidance.
The Flight Mode Annunciator (FMA) is the top part of the PFD and
indicates:
- the AP, FD and A/THR engagement status,
- the AP/FD and A/THR modes,
- the landing category.

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CONTROL AND INDICATING - PRIMARY FLIGHT DISPLAY

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SIDE STICKS
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When the AP is engaged, the side sticks are locked in the neutral
position, by solenoids.
The AP is disengaged, and the side sticks become free, when the red
TAKEOVER & PRIORITY pushbutton on any side stick is pressed
or when a force above a certain threshold is applied on any side stick.

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CONTROL AND INDICATING - SIDE STICKS

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THROTTLE LEVERS
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The engines are manually controlled by throttle levers, which are

located on the center pedestal, or automatically controlled by the
A/THR system. Two red INSTINCTIVE DISCONNECT pushbuttons,
located on the throttle levers, allow the A/THR function to be
disengaged (push either one). Note that the throttle levers never move
automatically.

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CONTROL AND INDICATING - THROTTLE LEVERS

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FLIGHT CONTROL PANELS
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On the two flight control (FLT CTL) panels, installed on the overhead
panel, there is a pushbutton to respectively disengage FAC 1 and 2.

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CONTROL AND INDICATING - FLIGHT CONTROL PANELS

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Using the MCDU, you can have access to the CFDS fault messages of
the AFS.
The BITE of each AFS computer including FCU and MCDUs, can be
interrogated via the FAC 1. AFS TEST and LAND TEST can be launched
from the MCDUs.

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SAFETY PRECAUTIONS
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Make sure that all circuits in maintenance are isolated before you apply
electrical power to the aircraft.
Before you pressurize/depressurize a hydraulic system:
- make sure that the travel ranges of the flight control surfaces are clear,
- check that the Flap/Slat lever agrees with the actual flap and slat surface
position,
- make sure that the Speed brake Selector is retracted and disarmed.
Put safety devices and warning notices before you start a task on or near:
- the flight controls,
- the flight control surfaces,
- the landing gear and the related doors,
- components that move.
Put warning notices in the cockpit to identify systems undergoing
maintenance work.

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23 COMMUNICATIONS SYSTEM PRESENTATION (1)

GENERAL
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The single aisle aircraft communication system has two sub-systems:

- radio communication,
- on-board communication.
The radio communication systems are used for communications to and
from the aircraft.
The on-board internal communication system is divided into 4 functions:
- Service interphone (on ground only) for maintenance technician
communication with cockpit or cabin thanks to several jack connectors
around the A/C,
- Flight interphone for cockpit internal communication and also with the
ground mechanic,
- Passenger Address (PA) from the cockpit or from cabin crew stations
for passenger announcements,
- Cabin interphone for cabin crew or cabin crew/pilots communication.

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GENERAL
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RADIO COMMUNICATION SYSTEM
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The radio communications system lets the crew communicate with ground
stations and to other aircrafts through VHF Data Radio (VDR), High
Frequency Data Radio (HFDR) and SATCOM if installed.
The VHF transceivers are identical and interchangeable, as are the HF
transceivers. VDR 1 and VDR 2 are normally used by the flight crew for
voice communications. VDR 3 is used for Air Traffic Service Unit
(ATSU) functions, and is used as back-up voice communications in case
of system 1 or 2 failure.
The HF transceivers are used when the aircraft is beyond the useful range
of the VHF radios.
The SATellite COMmunication system (SATCOM) is composed of the
Satellite Data Unit (SDU),
The SATCOM is a multi channel aviation satellite communication system.
It supplies worldwide mobile radio communications that can handle voice
and data.

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RADIO COMMUNICATION SYSTEM

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RADIO COMMUNICATIONS CONTROL AND INDICATING
RMP
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The Radio Management Panels (RMPs) give the capability of tuning

all communication radios. The frequencies are tuned by using the 2
concentric knobs.
Any RMP can tune any communication radio but each one is normally
dedicated to a particular radio.
- RMP 1 is dedicated to VDR 1,
- RMP 2 is dedicated to VDR 2,
- RMP 3 is dedicated to VDR 3 and HF 1/HF 2 (if installed).

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RADIO COMMUNICATIONS CONTROL AND INDICATING - RMP

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RADIO COMMUNICATIONS CONTROL AND INDICATING
(continued)
ACP
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There are three Audio Control Panels (ACPs). The ACPs allow for
audio channel selection for both transmission and reception.
Additionally, the ACP provides individual volume control for reception
channels. ACP 1 is dedicated to the captain and ACP 2 is dedicated
to the F/O. A third ACP is dedicated for a third occupant and may be
used as a back up for captain or first officer in case of failure.
As an option ACPs with a SATCOM function can be installed.
The ACPs give to the flight crew the ability to communicate with
ground personnel and cabin crew and annunciate calls to the flight
deck.
Calls to the flight deck can be made from any of the cabin attendant
handsets. Mechanic calls can also be made from the External Power
Control Panel. This will cause a buzzer to sound and a CALL light to
come on, on the ACPs.

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ON-BOARD COMMUNICATIONS
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Of the four on-board communication systems, two Cabin

Intercommunications Data System (CIDS) directors control three of the
four functions. The CIDS directors manage the following on-board
communication functions:
- PA system for passenger announcements (from the cockpit or from
cabin crew stations),
- cabin interphone system for crew communication (cabin together or
with cockpit),
- service interphone.
The CIDS directors do not manage the flight interphone.
The cabin crew can also manage these functions, through the In Flight
Entertainment System (IFES), Video Announcements (VAs) or optionally
through entertainment (video and audio).

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ON-BOARD COMMUNICATIONS
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ON-BOARD COMMUNICATION CONTROL AND
INDICATING
FLIGHT INTERPHONE
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This system allows the flight crew members to communicate among

themselves and with the ground mechanic.

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INDICATING (continued)
AMU
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The heart of the audio system is the Audio Management Unit (AMU).
It routes the signals generated by the crew and directs the signals to
and from the appropriate radio or interphone system.
The AMU has a decoding unit called SELective CALling (SELCAL).
It lets aural and visual indications on the ACP with an amber CALL
indication to alert the flight crew for calls from ground stations. When
the PA function is used from cockpit the audio signal is routed via
the AMU to the CIDS director and from the director to the Decoder
Encoder Units (DEUs) for distribution in the cabin.

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ON-BOARD COMMUNICATION CONTROL AND INDICATING - AMU

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INDICATING (continued)
CALLS PANEL
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The CALLS panel lets the cockpit crew gain the attention of a ground
mechanic or the cabin crew by triggering visual and audio signals.
For mechanic call the horn will sound, for cabin crew a high low
chime will be broadcast on respective areas.

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ON-BOARD COMMUNICATION CONTROL AND INDICATING - CALLS PANEL

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CABIN INTERCOMMUNICATION DATA SYSTEM
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The Cabin Intercommunication Data System (CIDS) is used for the control
and management of all cabin systems shown in the graphic.

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(continued)
SYSTEM OVERVIEW
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The CIDS includes two directors, a touch-screen Flight Attendant

Panel (FAP), and the DEUs. The touch screen FAP controls and
indicates the status of the CIDS. Integrated within the FAP are Cabin
Assignment Module (CAM), On Board Replaceable Module (OBRM)
and Prerecorded Announcement and Music (PRAM) in flash card
format.

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CABIN INTERCOMMUNICATION DATA SYSTEM - SYSTEM OVERVIEW

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(continued)
PASSENGER ENTERTAINMENT AND SIGNS
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"No smoking" and "fasten seat belt" signs are controlled from the
cockpit. The FAP audio page gives controls and displays for the
PRAM.
The PRAM can be a flash card type, directly plugged into the FAP.
An audio reproducer (cassette/compact disc) can also be installed.
Passenger Address (PA), BoardinG Music (BGM), Video
Announcements (VAs) and PRAM functions can be provided to the
passenger through the In Flight Entertainment System (IFES).

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(continued)
EVACUATION COMMAND SYSTEM
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The emergency evacuation command may be activated from the

cockpit, from the purser station, and optionally from the Additional
Attendant Panel (AAP).
The EVAC signal can be reset from the cockpit, FAP, AAP.
The FAP, EVAC CMD and EVAC RESET P/Bs are installed on the
hard key panel to be available at any time regardless of the FAP page
shown.
On the EVAC panel in the cockpit, the EVAC switch lets the
evacuation command be activated from the purser station and the
cockpit, or from the cockpit only.

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CABIN INTERCOMMUNICATION DATA SYSTEM - EVACUATION COMMAND SYSTEM

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CABIN INTERCOMMUNICATION DATA SYSTEM - EVACUATION COMMAND SYSTEM

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(continued)
AIRCRAFT DATA MANAGEMENT
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In the CIDS, the FAP displays the current cabin status on the CABIN
STATUS page. The CIDS and related cabin systems are controlled
and monitored from the FAP by its related page.

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CABIN INTERCOMMUNICATION DATA SYSTEM - AIRCRAFT DATA MANAGEMENT

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CIDS CONTROL AND INDICATING
In this topic are described the purser station, the cabin crew station, and
the area call panel.
PURSER STATION
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The purser station has a FAP.

In the CIDS system, the functions are done by:
- the FAP for monitoring, control and testing,
- the MCDU for testing interface.

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CIDS CONTROL AND INDICATING - PURSER STATION

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CIDS CONTROL AND INDICATING (continued)
CABIN CREW STATION
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Each crew station has:

- a handset,
- an Additional Attendant Panel (AAP),
- an Attendant Indication Panel (AIP),
- two switch panels installed adjacent to the middle RH attendant
station for an A321.
- a switch panel, installed adjacent to the aft RH passenger door
(A318/A319/A320).

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CIDS CONTROL AND INDICATING - CABIN CREW STATION

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CIDS CONTROL AND INDICATING (continued)
AREA CALL PANEL
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The Area Call Panel (ACP) indicates:

- crew calls (pink steady or flashing),
- passenger call (blue steady),
- lavatory call (amber steady),
- lavatory smoke detection (amber flashing).

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CIDS CONTROL AND INDICATING - AREA CALL PANEL

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PASSENGER ENTERTAINEMENT SYSTEM (OPTIONAL)
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The Passenger Entertainment System (PES) also called IFES gives audio
and video programs to passengers. It can also give flight information and
interactive utilities.

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(continued)
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OVERVIEW
The Purser Control is connected to the Audio Video Controller (AVC).
The AVC makes the interface between the core system and the
passengers. It will manage cabin crew and passenger requests and
answers as well as interaction with other systems. The distribution is
done through a cabin network to the passenger environment. The
passengers use the Passenger Control Unit (PCU) to select the channel
and the volume of the audio and video programs. It is also used to
control the reading lights and to call the cabin attendant. Videos are
broadcasted in the cabin on overhead or wall mounted LCD screens.
LCD screens can be installed on the armrest of the seat or the back
of the seat in front. They are used with the PCU to control the
audio/video program. Passengers can access audio, video, interactive
games and the web from their seats. This is offered via a menu
displayed on the LCD screens and available immediately after IFE
system power-up. In-seat telephone facilities can be installed in the
cabin. The IFES is connected to the Passenger Air-to-ground
Telephone System (PATS). The PCU is then used as a telephone
handset.

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PASSENGER ENTERTAINEMENT SYSTEM (OPTIONAL) - OVERVIEW

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COCKPIT DOOR SURVEILLANCE SYSTEM
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A Cockpit Door Surveillance System (CDSS) is installed on top of the

wiring provisions to let the flight crew identify a person in front of the
cockpit door and to survey the hidden cross section in the door number
1 area.

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COCKPIT DOOR SURVEILLANCE SYSTEM

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COCKPIT DOOR SURVEILLANCE SYSTEM (continued)
OVERVIEW
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The CDSS has the following components:

- 3 "NTSC video format" black and white video cameras in the door
number 1 area,
- 1 ON/OFF P/BSW installed on the COCKPIT DOOR VIDEO panel,
- 1 camera select momentary P/B installed on the COCKPIT DOOR
panel,

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COCKPIT DOOR SURVEILLANCE SYSTEM - OVERVIEW

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SOLID STATE COCKPIT VOICE RECORDER-SSCVR
The cockpit voice recorder records the last 2 hours of the flight crew
conversations and communications and aural warnings. It records
automatically in flight and on ground when at least 1 engine is running
and for 5 minutes after the last engine is shut down and also 5 minutes
after aircraft energization.
SSCVR CONTROL AND INDICATING
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The Cockpit Voice Recorder (CVR) control panel gives CVR controls
for manual erasure and test of the recording.

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SOLID STATE COCKPIT VOICE RECORDER-SSCVR & SSCVR CONTROL AND INDICATING
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All the communication sub-systems can be tested through the MCDU

except the CVR system.

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SAFETY PRECAUTIONS
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When you work on aircraft, make sure that you obey all the Aircraft
Maintenance Manual (AMM) safety procedures.
This will prevent injury to persons and/or damage to aircraft. Here is an
overview of main safety precautions related to the communications
system.
Although the HF antenna is mounted under the leading edge of the vertical
stabilizer, the RF energy given out during transmissions can cause an
explosion during refueling. DO NOT TRANSMIT during refueling.

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46 AIR TRAFFIC INFO MANAGEMENT SYS PRES. (1)
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GENERAL
The Air Traffic Information Management System (ATIMS) complies
with the future developments of the Communication, Navigation,
Surveillance and Air Traffic Management (ATM) also known as Future
Air Navigation System (FANS). It covers the evolution of the way the
airspace will be used in the years to come.
It will be used in different operational environments and is designed to
be easily configured to the airlines needs.
ATIMS enables data-link communication: VHF Data Radio (VDR), HF
Data Radio (HFDR) and SATCOM (if installed) and the exchange of
complex data or specific reports between the aircraft and the ground
centers:
- controller pilot data-link communications (HF voice in backup) for air
traffic management,
- automatic reporting (position, intention) for air traffic surveillance,
- specific airline/aircraft communications (operational control) to improve
airline operational costs and flexibility.
Standard AOC functionalities are basically provided but airlines can
customize these functions and the way they are accessed by the crew.
On the ground, the different existing networks dispatch the messages.
These networks are operated by private companies such as ARINC, SITA
and others, which are known as service providers.

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GENERAL
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GENERAL (continued)
PRE-FANS, FANS
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There are three stages of FANS development.

- Pre-FANS (Communications (COM) and AOC functions),
- FANS A (pre-FANS + ATC functions) and
- FANS B (FANS A + improved ground network + Traffic Alert and
Collision Avoidance System (TCAS)).
Today, the pre-FANS allow the AOC function.
It provides the crew with Aircraft Communication Addressing and
Reporting System (ACARS) equivalent functions and more, as for
instance:
- NOtice To AirMen (NOTAM), weather, winds aloft requests,
- free text message exchanges,
- diversion, delay, refueling, flight reports,
- aircraft data from Centralized Fault Display System (CFDS), Aircraft
Integrated Data System (AIDS), cabin terminal...etc.

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GENERAL - PRE-FANS, FANS

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ARCHITECTURE
The ATIMS pre-FANS configuration mainly has an Air Traffic Service
Unit (ATSU).
The ATSU is used:
- to manage communications (air/ground data-links),
- to manage applications (on board data routing).
The ATSU is configured in pre-FANS to do:
- the management of air/ground communication,
- Airline Operational Control applications.
The communication devices include:
- the SATCOM, if installed,
- the VDR
- the HF.
The Pre FANS crew interfaces include:
- the ECAM, and,
- the MCDU.
For FANS-A and FANS-B equipped aircraft there are:
- two Datalink Control and Display Units (DCDUs),
- two attention getter pushbuttons, marked "ATC MSG",
- the MCDU "ATC COM" key operative.
The ATSU manages the communication message exchanges to and from
the peripheral computers (on-board routing function).
The software is uploaded in the ATSU by means of the Multipurpose
Disk Driver Unit (MDDU) or the Portable Data Loader (PDL).

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ARCHITECTURE
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We will now have a look at the control and indicating of the system.
PRE-FANS
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The ATSU line key from the MCDU MENU gives access to:
- AOC MENU line key and,
- COMM line key.
MCDU "ATC COM" key is inoperative.
The COMM line key gives access to the COMM MENU, which is
used for the management and control of the air/ground router.
The AOC line key gives access to the AOC MENU page, which is
used for the management of AOC functions (equivalent to ACARS
functions).
The content of this menu depends on the AOC applications selected
by the airline.
Messages related to the pre-FANS status are displayed on the EWD.
The "ATC MSG" pushbutton is inoperative.

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CONTROL AND INDICATING - PRE-FANS

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FANS
In FANS configuration the "ATC MENU" prompt is available to get
access to ATC pages. The "ATC COMM" key gives the same access
but as a shortcut.
Two attention getter pushbuttons are operative and indicate ATC
incoming messages.
Two DCDUs give full time accessibility and readability for messages
exchanged with the ATC and both crew, which require only limited
head-down time.
Text messages instead of voice communication reduce the risk of
misunderstanding.
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NOTE: Note: The DCDUs are the interfaces for ATC messages
only.

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CONTROL AND INDICATING - FANS

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MCDU MENU
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The COMM MENU is used for communication settings, as selection

of the Service provider and frequency.
The AOC MENU line key gives access to the AOC MENU which is
equivalent to ACARS functions.
The content of this menu depends on the AOC applications selected
by the airline.
The ATC MENU gives access to the least frequent ATC operations,
which are:
- data entry for message preparation,
- access to previously exchanged messages (MSG LOG).
Note that the ATC COMM key has the same functions as ATC MENU
but provides quick access to the page whatever the MCDU menus
displayed.

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CONTROL AND INDICATING - MCDU MENU

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The ATIMS BITE information and test request are available through
MCDU menus which communicate with the ATSU BITE.
The ATIMS maintenance menu is accessible using the "ATIMS" prompt
from the COM SYSTEM REPORT/TEST page.

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33 LIGHTS SYSTEM PRESENTATION (1)

GENERAL
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The lighting system includes:

- cockpit lighting,
- cabin lighting and signs,
- emergency lighting,
- cargo and service compartment lighting,
- exterior lighting.

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GENERAL
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COCKPIT LIGHTS SYSTEM
The cockpit lighting system include:
- panel and instrument lighting,
- general cockpit lighting (dome light),
- ambient lighting.
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COCKPIT LIGHTS CONTROL

The cockpit panels and instrument lighting controls are operated from:
- three different panels,
- and underneath the glareshield.
Two supplementary reading lights are operated from each side of the
upper part of the overhead panel. Each reading light potentiometer
controls the brightness of the related reading light.
The internal light panel contains the controls for the overhead panel
integral lighting, standby compass integral light, the dome lights, and
the annunciator lights.
Two potentiometers underneath the glareshield control the integral
lighting of the glareshield and Flight Control Unit (FCU) displays.
The FLOOD LT potentiometers control the flood lights of their
respective areas and the INTEG LT potentiometer, the main panel
and pedestal lighting.
The side console light controls are controlled from the left and right
sides of the main instrument panel.

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COCKPIT LIGHTS SYSTEM - COCKPIT LIGHTS CONTROL

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COCKPIT LIGHTS SYSTEM (continued)
COCKPIT LIGHTS
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The general cockpit lighting is supplied by the dome lights.

The ambient lighting is supplied by:
- two supplementary reading lights installed on each side of the upper
part of the overhead panel.
- Side console lights bring light to:
- the side consoles,
- briefcase areas,
- the floor around the pilot seats.
- Two map lights are controlled by a potentiometer each for brightness
control and a slider for beam control.
Two lights bring light to the sliding tables and the map holder. Two
knobs adjust the brightness of these 2 lights.

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COCKPIT LIGHTS SYSTEM - COCKPIT LIGHTS

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CABIN LIGHTS
CABIN LIGHTS THROUGH CIDS
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Various cabin light and sign systems are controlled, tested, and
monitored by the Cabin Intercommunication Data System (CIDS).
The CIDS includes two directors, the Flight Attendant Panel (FAP),
and the DEUs. The touch screen FAP controls and indicates the status
of the CIDS. Integrated within the FAP are Cabin Assignment Module
(CAM), On Board Replaceable Module (OBRM) and Prerecorded
Announcement and Music (PRAM) in flash card format.
The director communicates through Decoder Encoder Units (DEUs)
with the cabin, passenger and crew systems.

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CABIN LIGHTS - CABIN LIGHTS THROUGH CIDS

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CABIN LIGHTS (continued)
CABIN LIGHTS AND SIGNS
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The CIDS controls and monitors the cabin lights through the FAP.
The CIDS also controls:
- the passenger lighted signs,
- the passenger reading lights,
- the passenger calls.

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CABIN LIGHTS - CABIN LIGHTS AND SIGNS

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EMERGENCY LIGHTS
Emergency lights are installed in the cabin and on the exterior fuselage
for overwing emergency exits.
The cabin emergency lights are lamps in the cabin ceiling panels.
In order to get the sufficient lighting of the aisle, exits and emergency
exits, lights are installed on the left aisle seats and near the passenger
doors and wing exits.
The exterior emergency lights come on automatically whenever the escape
slide is deployed. The lights are supplied from the cabin emergency power
supply units.
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The emergency-lighting system can be controlled by the control switch

EMER EXIT LT from the overhead cockpit control panel.
The red EMERgency pushbutton has the same function as the cockpit
EMER EXIT LT switch in the ON position.
The FAP display structure is made of different pages related to the
different systems connected to the CIDS.
The FAP is used for monitoring, control and testing. The MCDU
provides a testing interface.

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EMERGENCY LIGHTS - CONTROL AND INDICATING

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EMERGENCY LIGHTS - CONTROL AND INDICATING

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EMERGENCY LIGHTS (continued)
COMPONENT LAYOUT
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Emergency lights in the cabin include EMERGENCY EXIT signs,

Ceiling EMERGENCY lights, ESCAPE PATH lighting, The
emergency lights are supplied by several Emergency Power Supply
Units (EPSUs).
In the fuselage, there are 4 exterior emergency lights. These lights are
automatically activated when an overwing emergency exit door is
opened in the armed configuration. The lights come on all along the
escape route leading to the aft wing slide. Each escape slide has
integrated lighting strips.

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EMERGENCY LIGHTS - COMPONENT LAYOUT

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EMERGENCY LIGHTS - COMPONENT LAYOUT

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CARGO AND SERVICE COMPARTMENT LIGHTS
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The graphic shows the different cargo and avionics compartment lights.

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CARGO AND SERVICE COMPARTMENT LIGHTS

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EXTERIOR LIGHTS
CONTROLS
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The operation for all external lights is on the EXT LT panel on the
overhead panel.

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EXTERIOR LIGHTS - CONTROLS

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EXTERIOR LIGHTS (continued)
COMPONENT LAYOUT
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The exterior lighting system include:

- taxi, turn off lights,
- navigation, strobe, beacon, wing lights,
- take off and landing lights.

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EXTERIOR LIGHTS - COMPONENT LAYOUT

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The CIDS related lights system can be monitored and tested via the
MCDU.
The CIDS BITE is accessible from the MCDU through the Centralized
Fault Display Interface Unit (CFDIU) or from the FAP, like it is possible
on the MCDU in the cockpit. This page is protected by a password.

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SAFETY PRECAUTIONS
When you work on the lights system, make sure that you obey all the
Aircraft maintenance Manual (AMM) safety procedures. This will prevent
injury to persons and/or damage to the aircraft. Here is an overview of
main safety precautions related to the lights system.
Isolate the electrical circuits from the related equipment and the
environment to prevent injury to persons and/or aircraft damage.
Do not disconnect the electrical connections for at least two minutes after
you de-energize the electrical circuits.
When you change a lamp, do not touch the glass with your fingers. The
oil from your skin will quickly cause deterioration of the lamp. If you
accidentally touch the lamp glass, clean it with a lint-free cloth.
Do not look directly towards the lights without eyes protection. Their
intensity can be high enough to cause permanent damage to your eyes.
Make sure that there are no signs of fuel contamination in the landing
light assembly. If you find fuel contamination, no person must operate
the landing light until:
- you repair the fuel leak,
- you replace the landing light assembly.
If you do not obey this precaution, ignition of the remaining fuel in the
landing light can occur.
Put the safety devices and the warning notices in position before you start
a task on or near:
- the flight controls,
- the flight control surfaces,
- the landing gear and the related doors,
- components that move.
Do not remove a strobe light for at least ten minutes after you de-energize
the electrical circuits. The high voltage electrical current in the capacitor
of the strobe light is dangerous.

Do not touch the strobe lights for at least 5 minutes after operation. The
strobe light will still be hot. Use gloves when removing lamps, oils from
your skin can deteriorate the life of the bulbs.
Be careful if you touch the strobe light with the cover removed and the
power on. Some components have dangerous voltages.
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SAFETY PRECAUTIONS
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UHR14231
JUNE 2014
PRINTED IN FRANCE
AIRBUS S.A.S. 2014
ALL RIGHTS RESERVED
AN EADS COMPANY

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TECHNICAL TRAINING MANUAL

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Single Aisle TECHNICAL TRAINING MANUAL

31 Indicating/Recording System Presentation (1) . . . . . . . . . . . . . . . . 2

GENERAL FAMILIARIZATION COURSE - T4 (CFM 56)

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The Single Aisle aircraft cockpit instrumentation information is displayed

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Single Aisle TECHNICAL TRAINING MANUAL

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Single Aisle TECHNICAL TRAINING MANUAL

31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

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