AIRBUS A 320/321 ATA 23 Communication

AIRBUS
A 320/321
ATA 23
Communication
EASA Part 66 B2
A320 23 B2 E
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COMMUNICATIONS A319/320/321
23
ATA 23 COMMUNICATIONS
For Training Purposes Only
Page: 1
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23−51 AUDIO MANAGEMENT

AUDIO INTEGRATING SYSTEM PRESENTATION
The Audio Management Unit (AMU) is the heart of the Audio Integrating Sys- CALLS
tem. Ground crew and cabin Attendants calls are visualized on the Audio Control
The AMU acts as an interface between the users and the various radio com- Panels (ACPs).
munication and navigation systems.
The AMU provides the following functions :
radio transmission,
radio and navigation reception
visual and aural warnings of the ground crew and the Cabin Attendant calls,
flight interphone,
interface with the Cockpit Voice Recorder (CVR)
SELCAL calls,
emergency function for the Captain and the First Officer.
TRANSMISSION
For transmission, the AMU collects the microphone inputs from the various
acoustic equipment and directs them to the radio communication transceivers
selected on the Audio Control Panels (ACPs).
RECEPTION
For reception, the AMU collects the audio outputs from the various communica-
tion and navigation systems and directs them to the various crew stations and
acoustic equipment, whatever the election made on the ACPs.
FLIGHT INTERPHONE
The flight interphone allows telephone links between the various crew stations
in the cockpit and between the cockpit and the ground mechanic through the
External Power Control Panel.
SELCAL (SELective CALling)
The SELCAL system provides the crew with visual and aural warnings from
ground stations equipped with a coding device.
FRA US/T-5 KrU AUG 2004 Page: 2

23
1 1
OXY OXY OXY
STWG STWG STWG
BOX BOX BOX
SDAC
FWC
(aural Call Indication) CFDS
4TH OCCUPANT ( )
1 aural Warnings (parallel to 3rd
(FWC,GPWS,TCAS)
Occupant)
Figure 1 AMU Schematic

23
AUDIO CONTROL PANEL PRESENTATION

GENERAL PASSENGER ADDRESS (PA) KEY
Three basic Audio Control Panels are provided in the cockpit for the Captain, The PA key is used for Passenger Address announcements. When the Pas-
First Officer and 3rd occupant. senger Address (PA) key is pressed, three green bars come on (not LH-ver-
Two other optional ACPs can be installed, one in the cockpit for the 4th occu- sion).
pant and one in the avionics bay for ground service. Boomsets, oxygen masks or hand−microphones can be used for Passenger
Each Audio Control Panel (ACP) allows : Address announcements. (The PA key must be pressed and held)
the use of various radio communication and radio navigation facilities RECEPTION KNOB
installed in the aircraft for transmission and reception of the audio signals,
The fifteen reception knobs, with associated potentiometers, are used for the
the display of various calls (SELCAL, ground crew calls and calls from the selection of reception channels and adjustement of the received audio signals.
Cabin Attendants), The 15 reception knobs are also pushbutton switches of the pushpush type :
the use of flight, cabin and service interphone systems. Pressed in : The reception is inhibited
The Audio Control Panels (ACPs) are connected to the Audio Management Released out : Reception Knob comes on white and the reception is active.
Unit (AMU) via an ARINC 429 bus.
ON VOICE
TRANSMISSION KEY
The ON VOICE key is used for attenuating morse code identification signals
The front face features : from ADF and VOR/DME navigation systems, in order not to hinder voice re-
seven rectangular pushbutton keys for transmission. ception information. When the VOICE pushbutton key is pressed, the ON leg-
Transmission channel selection : end comes on green.
when a transmission key is pressed (CALL, MECH or ATT), three green RESET
bars come on.
The RESET key cancels any amber lighted calls and buzzer sounds.
The selection is accepted (e.g : VHF1):
the selected system is ready for transmission. INT/RAD SWITCH
only one radio system can be selected at a time for transmission. The INTERPHONE/RADIO selector switch is used for selecting radio or inter-
phone mode. It is a three−position switch.
When a new transmission key is pressed, the green bars come on and the pre-
viously selected key is disabled. Neutral position :
When a SELCAL/CALL, MECHanic or ATTendant call is received, the The transceiver is in reception mode.
associated system key flashes amber and a buzzer sound is heard. RAD position (moment position):
CALL : For a SELCAL/CALL (HF/VHF). The radio system selected on the ACP changes from reception mode to
MECH : For a ground mechanic call. transmission mode. For transmission, the switch must be held in the RAD
position.
ATT : For a call from Attendant station.
INT position (fix position):
The flight interphone operates regardless of the transmission key selec-
tion.When the PTT is activated, the interphone is cut : Radio transmission
has priority over INT selection on the ACP.

23
ACPs
Figure 2 AMU Audio Control Panel

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AUDIO SWITCHING
General
The AUDIO SWITCHING selector is used in case of communication failure on
captain or first officer channels.
Norm Position
This positon corresponds to the normal allocation of the ACPs
F/O 3 Position
In this postion, the first officer is switched on the 3rd occupant part of the AMU
controlled by the 3rd occupant ACP. The first officer now uses the 3rd occupant
ACP.
The 3rd occupant Audio equipment can not be used.
CAPT 3 Position
In this postion, the captain is switched on the 3rd occupant part of the AMU
controlled by the 3rd occupant ACP. The captain now uses the 3rd occupant
ACP.
The 3rd occupant Audio equipment can not be used.
Note: If the switch is in the CAPT 3 or F/O 3 position, the message

”AUDIO 3 XFRD” is displayed in green on the ECAM MEMO display.

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AUDIO SWITCHING
NORM
CAPT F/O
3 3
48 VU
SDAC (AUDIO XFRD on ECAM)
F/O ACP
F/O
AUDIO F/O
EQUIPMENT
3rd OCCUPANT ACP

3rd OCCUPANT
AUDIO 3rd
EQUIPMENT OCCUPANT
CAPT ACP
CAPT
AUDIO CAPT
EQUIPMENT
AMU
Figure 3 AMU Audio Switching Schematic

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POWER SUPPLY
The system components are supplied with 28VDC from DC BUS1 and
DC ESS BUS via 2 sub−busbars 101PP and 401PP respectively.
Busbar 101PP
Supply of the 3rd Occupant ACP and its associated electronic circuit located
in the AMU via circuit breaker:
COM NAV/ACP/THIRD/OCCPNT (121VU)
Supply of the calls card in the AMU via circuit breaker:
COM NAV/SELCAL (121VU)
Busbar 401PP
Supply of the Captain ACP and its associated electronic circuit located in
the AMU via circuit breaker:
COM/AUDIO/ACP/CAPT (49VU)
Supply of the 1st Officer ACP and its associated electronic circuit located in
the AMU via circuit breaker:
COM/AUDIO/ACP/F/O (49VU)
Supply of the Flight−Interphone Electronic Card located in the AMU via
circuit breaker:
COM/AUDIO/FLT/INTPH (49VU)

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CALLS CARD
BITE
Figure 4 AMU Power Supply Schematic

23
DESCRIPTION
The audio management unit (AMU) ensures the interface between the user
(jack panel and ACP) and the various radio communication and radio naviga-
tion systems. The AMU ensures the following functions :
Transmission
Reception
SELCAL and display of ground crew and Cabin Attendant calls
Flight interphone
Emergency function for the Captain and First Officer stations
It also serves to record communications (FAA recording) and is equipped with
a TEST circuit (BITE). This TEST circuit enables the AMU to be connected to
the CFDIU.
The AMU comprises 3 independent channels associated with the 3 ACPs.
Each channel comprises :
its reception function
its transmission function
its logic processing function
its power supply
The SELCAL, BITE and Flight Interphone sections are connected to the differ-
ent channels.

23
FWC
AMU
Figure 5 AMU Detailed Schematic

23
EMERGENCY FUNCTION
General
The emergency function is used in case of loss of communications on the Cap-
tain or the First Officer channels. This function switches the Captain or First
Officer communications to the 3rd Occupant station. In this case, the Captain
(or the First Officer) uses the ACP located on the overhead panel to make his
microphone or audio selections.
Operation
The AUDIO SWITCHING selector−switch, located on the overhead panel is
used to switch to emergency configuration.Turning this switch, sends a ground
to the Captain (or First Officer) and 3rd Occupant switching relays. The various
microphone inputs, commands and audio outputs are connected to the micro-
phone inputs, commands and audio outputs of the 3rd Occupant.
This switchover is indicated on the upper ECAM display unit.
Message: ”AUDIO 3 XFRD”
NOTE : When the emergency function is activated, the various audio inputs
and outputs at the 3rd Occupant station are no longer connected to their circuit.
Therefore, the 3rd Occupant cannot use his audio integrating circuits.

23
AMU
AMU
log 1 = GND
Figure 6 AMU Emergency Switching Schematic

23
TRANSMIT CIRCUIT
Transmission with boomset Transmission on passenger address channel
The analog signals of the boomset microphone are connected to the OdB gain Transmissions can be made on the passenger address channels in 2 ways:
amplifier then sent to the output transformer. At the transformer output, the In normal configuration, use the handset installed aft of the pedestal to
switching module switches these signals to the transmitter selected by the ACP make the PA announcements. This handset is part of the cabin intercommu-
in accordance with information received from the logic processing function. nication data system (Ref. ATA 23−73−00, Circuit RH).
Transmission with oxygen mask microphone In RADIO configuration, use the rectangular PA pushbutton switch located
on each ACP to make the passenger address announcements. This push-
In normal flight configuration, the oxygen mask microphone is not connected to
button switch is unstable, i.e. hold it pressed to make the announcements :
the microphone circuit. Operation is as follows in flight configuration with use of
this avoids unwanted transmissions. The electronic processing of this chan-
oxygen mask. This system sets a control switch contained in the stowage box
nel is identical to that of the other transmission channels.
of the oxygen mask to the ground. This activates the relay which sets the oxy-
gen mask into service. The pressurization of the oxygen circuit when the mask The operation of this pushbutton switch can be made identical to that of the
is pulled out of its box automatically activates this control switch. other transmission channels (stable operation) : to achieve this, modify the
AMU pin−program.
Transmission with hand microphone
The hand microphone can be used in two ways :
Radio transmission
The logic processing card associated with relay K1 delivers a command.
This command supplies relay K1 (AND function between the PTT switch of
the hand microphone and the selected radio transmission, except for INT).
Relay K1 directly connects the hand microphone to the transmission selec-
tion circuit. The station selected in transmission mode then supplies the
hand microphone.
Flight Interphone transmission
When INT transmission is selected, relay K1 is not supplied ; the logic pro-
cessing card associated with relay K2 delivers a command. This command
supplies relay K2 (AND function between the PTT switch of the hand micro-
phone and the INT transmission selection). Relay K2 connects the power
supply of the boomset microphone to the hand microphone. This system
applies the analog signals of the hand microphone to the OdB amplifier,
then to the INT channel via the transmission line. This removes the micro-
phone power supply from the interphone amplifier.

23
K1 = Handmike PTT and NOT(INT)

K2 = Handmike PTT and INT
Figure 7 AMU Power Supply MIC

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MUTING CIRCUIT
The feedback produced by the loud speaker − microphone acoustic coupling
when the microphones are used (acoustic feedback) is eliminated by a muting
circuit. To achieve this, the muting circuit reduces the gain and/or the frequency
range of the loud speakers. This attenuating circuit is controlled by the PTT
switch of any of the radio communication microphones. The attenuating circuit
is an integral part of the loud speakers.
The logic processing channel receives PTT switch type information. From this
information it activates the muting module. A ground is sent to the loud speaker
units which set the direct muting function into service .

23
WARNINGS
Figure 8 AMU Muting Circuit Schematic

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FLIGHT INTERPHONE
General
The flight interphone enables :
telephone conversations between the various stations in the cockpit
telephone conversations between the cockpit and the ground crew via the
external power panel.
The input signal from the various microphones used in the aircraft (hand mi-
crophone, boomset, mask microphone) is applied to inputs 1 to 7.
A specific power supply circuit is provided for the microphones of inputs 6 and
7 (they have no transmission card to supply them). A current detection circuit
on channel 6 and a cut−off relay on channel 7 cuts off the channels when they
are not used. The L/G relay controls this cut−off relay. The amplified LF out-
put signal is then available on the 3 windings of the secondary of the output
transformer :
600 ohm output for ground crew
600 ohm output for audio output No. 6
2.2 Kohm output for the various AMU audio cards.

23
(n.u.)
FLIGHT
GROUND
LGCIU
INPUT 7
EXT POWER PANEL
Figure 9 AMU Flight Interphone Schematic

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VOR / ILS / DME SWITCHING

Purpose A compensation amplifier is provided to compensate for the insertion losses of
In normal configuration, the DME reception is coupled with the VOR reception. this filter. Action on the VOICE/ON switch located on each ACP switches the
However, in certain ILS or MLS approach conditions, the DME used must be attenuation filter into or out of service.
aurally identified. The DME reception must therefore be coupled with the ILS or
Released position, VOICE/ON off
MLS reception.
The filter is not used, the operator simultaneously receives the marker identifi-
Operation cation and the voice transmission.
The ND (Navigation Display) mode selector switch or the ILS pushbutton
Pressed in position, VOICE/ON on
switch is used for switching control (see ATA 31 − DMC circuit ). Action on one
of these commands sends a ground to the switching relays which connect the A command from the CPU sets the filter into service. The 1000 −1020 − 1350
DME receptions to the ILS or MLS receptions. Hz frequencies are greatly attenuated. Only the voice transmissions are audi-
ble.
VOICE ON/OFF FUNCTION NOTE : The audio outputs of the communication channel and the ILS, MLS,
MKR navigation do not transit via the filtering module.
Purpose
The VOR, ADF navigation ground stations transmit a morse code which is
used to identify them. However, certain stations, in addition to their code, trans-
mit recorded voice information. This information informs the crew of subjects
such as : latest weather information, state or special information concerning
terrains etc. (e.g. : ATIS station).
In order not to hinder the reception of this information, the VOICE/ON function
greatly reduces the morse code reception. It is attenuated until it becomes
practically inaudible while this information is being transmitted.
Operation
The transmission modulation frequency for ground station codes is 1020 Hz.
However, certain onboard equipment receive a 1020 Hz frequency−modulated
signal and at same time transmit this signal at 1000 Hz to the audio system.
The 1000 Hz signal is generated by their synthetizer (the aeronautical stan-

dards specify that the ADF ground stations must be modulated at a frequency
of 1020 Hz plus or minor 50Hz).
Furthermore, the DME reception is coupled to the VOR reception (in normal
operation). Thus the DME marker identification−code is transmitted with a fre-
quency modulation of 1350 Hz. The filtering circuit of the navigation channels
therefore comprises an attenuater filter for the reception bands of the ADF and
VOR systems. This filter attenuates the 1000, 1020 and 1350 Hz frequencies
by more than 32 dB.

23
ILS/DME
VOR/DME
ADF
Figure 10 AMU DME Switching and Voice ON/OFF Function

COMMUNICATION A319/320/321
AUDIO MANAGEMENT SYSTEM
23−51
CALLS
Selective Call Ground Crew Call
The SELCAL−CALL system of the audio management system gives a visual This circuit displays the call from the ground crew in the cockpit.
and aural indication of the calls from the ground stations equipped with a cod- NOTE : Chapter ATA 23−42 (Cockpit−to−Ground Crew Call System−Circuit
ing device which can be used by the aircraft installation (SELCAL system − WC) gives the operation of the ground crew call circuit.
Selective Calling). The calls are sent on the radio frequencies which link the
When Capt Call pushbutton switch (located on external power panel 108VU) is
aircraft to the ground. The communication channels used are : VHF1 − VH2
pressed, it sends ground information to the call card. The information is pro-
and VHF3, HF1, HF2 if installed
cessed and a message is sent to the various audio cards and then to the
The aircraft receivers detect and capture the call signals transmitted by the ACPs. This causes the MECH legend to flash (coupled with INT transmission
ground stations (VHF or HF). Once detected, the signals are sent to the AMU pushbutton switch) for 60 seconds. After 60 seconds, or when the RESET
SELCAL card. pushbutton switch is pressed, like the SELCAL system, the circuit is re−initial-
This SELCAL card is equipped with 5 inputs. These inputs correspond to the ized.
various communication facilities on the aircraft (VHF1 − VHF2 − VHF3 − HF1 −
HF2 in accordance with aircraft definition). Cabin Attendant Call
The SELCAL decoder permanently scans the 5 inputs on which the calls may This circuit displays calls made from the cabin by the Cabin Attendants in the
be present. It analyzes the received signals to check if they comprise the fre- cockpit.
quencies relevant to aircraft code. The operator programs this code on the NOTE : Chapter ATA 23−73 (Cabin Intercommunication Data System Circuit
SELCAL code panel. If the frequencies and aircraft code correspond, the warn- RH) gives the operation of the call circuit.
ing system transmits an aural signal. The CALL legend on each ACP When a call is made from the Cabin Attendant station, the CIDS generates
associated to the system which received the call (VHF1 − VHF2 − VHF3 − HF1 ground information. This information is sent to the call card. The information is
− HF2) comes on. processed then sent to the various audio cards and then to the ACPs. On the
Press the RESET pushbutton switch located on each ACP to reset the aural ACPs, this causes ATT legend to flash (coupled with CAB pushbutton switch)
and lighted call. for 60 seconds. After 60 seconds or when the RESET pushbutton switch is
pressed, like the SELCAL system, the calculating unit re−initializes the circuit.
It also sends information back to the CIDS for re−initialization .
NOTE : It is possible to inhibit the automatic function which causes the MECH
and ATT flashing call legends to stop.
FRA US/T KrU AUG 2004 Page: 22

AUDIO MANAGEMENT SYSTEM
23−51
COCKPIT CALL
Figure 11 ACP Call Indications

23
FAULT ISOLATION AND BITE

The audio system BITE (Built−In Test Equipment) serves as an aid for line The different menu selections are:
maintenance in workshop and Service Department. It is used when faulty units LAST LEG REPORT
are to be detected, replaced or repaired. It limits the number of unwanted re-
PREVIOUS LEGS REPORT
movals of the system components. The BITE :
LRU IDENTIFICATION
Constantly transmits the actual status of the system (availability−unavailabil-
ity). TEST AMU ACP AUDIO
Memorizes any failures which occurred during the 63 previous flight seg- TEST AMU SELCAL CALL
ments or up to memory capacity.
Transmission of PIN−PROGRAM
Monitors the data exchanges between the system components.
The BITE circuit generates a message giving the installation status of certain
Centralizes the triggered tests or self−test results. equipment (VHF3 − HF1 − HF2 − ADF2). This message is generated from the
Dialogs with the CFDIU by means of menus information sent by the SELCAL card which receives the pin−program. It is
An additional function is the transmission of the pin−program and of a mes- sent to the CFDIU. The CFDIU system requires this information in order to
sage which serve to identify the system. transmit this information to the relevant circuits such as the RMPs (Radio Man-
agement Panels) and the SDAC (System Data Acquisition Concentrator).
General Operation
CFDS Messages
The BITE may operate in two modes :
Faults detected by the system and transfered to the CFDIU causes the follow-
the normal mode
ing messages displayed on MCDU screen:
the menu mode.
FAULT ACP X
Normal Mode BITE detected a faulty ACP X.
This mode cyclically interrogates the AMU cards in order to know their status AUDIO NO DATA FROM ACP X
and the status of the associated ACP. It transmits this information to the CFDIU There is no communication between AMU and ACP X.
and if a failure is detected, records this information in the failure memory. It
AUDIO NO DATA FROM CFDIU
interrogates the cards one after each other every 13 ms. The processing card
generates information with respect to the self−test of this card and the data No connection to the CFDS
from the associated ACP. This information is sent to the BITE. This information FAULT SELCAL
is sent to CFDIU cyclically. The SELCAL part of the AMU is faulty.

Menu Mode FAULT CALL
This mode is used only on the ground. It enables dialog between the AMU and The CALL part of the AMU (Att call, ground crew call) is faulty.
an operator via the multipurpose control and display unit (MCDU). An air−
ground discrete gives the ground−flight information. The LGCIU (Landing Gear
Control and Interface Unit Circuit GA) delivers the air−ground discrete.

23
CFDS monitored
Figure 12 AMU CFDS monitored LRUs

23
THIS PAGE INTENTIONALLY LEFT BLANK


23
Figure 13 AMU MCDU BITE Menu

23
LOCATION
Figure 14 AMS Location Cockpit

23
Figure 15 AMS Location Cockpit and 80 VU

23
23−42 GROUND CREW AND COCKPIT CALL SYSTEM

CALL SYSTEM PRESENTATION
General
The Ground Crew Call system enables the member to ground mechanic or
ground mechanic to crew member calls.
Ground mechanic to cockpit call

When pressing the COCKPIT CALL pushbutton, the MECH light flashes amber
on all ACPs and a buzzer is heard.
An action on the RESET key on any ACP will make all MECH lights go off.
Note: MECH lights go off automaticly after 60 sec if the call is not cancelled by
the RESET key.
Cockpit to ground mechanic call

The horn sounds as long as the CALL/MECH pushbutton is pressed in and the
cockpit CALL blue light on the panel 108 VU stays on.
The RESET pushbutton makes the COCKPIT CALL light go off.
Additional Horn Warnings
The HORN can also be activated by following warnings:
26−13 APU FIRE on ground
21−26 BLOWERS LO FLOW on ground with engines shut down
34−14 ADIRS ON BAT on ground with engines shut down
25−65 ELT operation on ground
24−38 BATT discharge on ground

23
CALLS EMER CALLS EMER

BUZZER MECH FWD AFT FWD MID EXIT
CALL CALL
ON ON
A319/320 MECH ALL AFT
CALL CALL CALL CALL CALL MECH ATT
VHF1 VHF2 VHF3 HF1 HF2 INT CAB

A321
INT
ON
VOICE RESET PA
RAD
VOR1 VOR2 MKR ILS MLS ADF1 ADF2
FLT INT
EXT PWR
108VU
HORN NOT IN USE AVAIL COCKPIT ADIRU & APU FIRE

CALL AVNCS VENT
LIGHT COCKPIT RESET

TEST CALL
APU SHUT
OFF
Figure 16 Call System Panels

GROUND CREW AND COCKPIT CALL
SYSTEM 23−42
DESCRIPTION
General Ground Mechanic−to−Crew Member Call
The ground crew call system enables crew member−to−ground mechanic or When pressing the COCKPIT CALL pushbutton switch 10WC, a ground signal
ground mechanic−to−crew member calls. is applied to the FWCs (31−52) triggering the buzzer circuit which feeds the
aural warning signal to the loud speakers. This ground signal is applied to the
System Description circuit RN for the illumination of the MECH legend on the ACPs.
The ground crew call system consists of :
Crew Member−to−Ground Mechanic Call
A CALLS/MECH pushbutton switch 1WC located on the overhead panel
21VU in the cockpit. It is associated with the RESET pushbutton switch During all the time the pilot presses the CALLS/MECH pushbutton switch 1WC
12WC located on the panel 108VU of the ground power receptacle. located on the overhead panel, the mechanic call horn sounds. The blue
COCKPIT CALL indicator light comes on.
A mechanic call horn 15WC located in the nose gear well.The horn sounds
to warn the mechanic of a call. When the pilot releases the CALLS/MECH pushbutton switch, the mechanic
call horn stops but the indicator light remains on. This indicator light goes off
A COCKPIT CALL indicator light 14 WC located on the panel 108VU.This
when pressing the RESET pushbutton switch 12WC located on the panel
indicator light comes on to warn the mechanic of a call.
108VU.
A COCKPIT CALL pushbutton switch 10 WC located on the panel 108VU.
In addition this system provides warnings for the following circuits :
This pushbutton switch enables the ground mechanic to call the crew mem-
bers via the circuit WW for the audio function and circuit RN for the visual 26−13 APU FIRE on ground
indication. 21−26 BLOWERS LO FLOW on ground with engines shut down
The system operates on the ground only, with the left and right main landing 34−14 ADIRS ON BAT on ground with engines shut down
gear shock absorbers compressed. However, in flight, if the LGCIU is not ener- 25−65 ELT operation on ground
gized, the ground crew call is activated following pilot’s action.
24−38 BATT discharge on ground

GROUND CREW AND COCKPIT CALL
SYSTEM 23−42
GROUND MECHANIC TO CREW MEMBER CALL ELT OPERATION
BATT DISCHARGE
CREW MEMBER TO GROUND MECHANIC CALL

AND ADD. WARNINGS
Figure 17 Call System Detailed Schematic

23
LOCATION
Figure 18 Call System Location

23
Figure 19 Call System Location Cockpit

23
23−13 RADIO MANAGEMENT SYSTEM

RMP SYSTEM PRESENTATION
The RMPs are used for the selection of radio communication frequencies. RMP2 allocated with VHF2
They are also used for the selection of radio navigation frequencies as back−up RMP3 allocated with VHF3, HF1/2.
of the Flight Management Guidance Computers (FMGCs). If VHF2 is selected on RMP1, the SEL light comes on WHITE on RMP1 and
There are 3 RMPs for frequency selection : RMP2.
Each RMP can control any VHF or HF system.
RMP1 and RMP2 can control the radio navigation systems in back−up 4 DUAL SELECTOR KNOB
mode. The DUAL SELECTOR KNOB is used for the selection of the frequency/course
RMP3 cannot control the radio navigation systems. displayed in the STandBY/Course window.
The 3 RMPs permanently dialog so that each RMP is informed of the last
selection made on any of the other RMPs 5 ON/OFF SWITCH
If two RMPs fail, the remaining RMP controls all the VHF and HF transceivers. The latching ON/OFF switch allows the crew to set the RMP on or off.
The transmission of data to the communication and navigation systems and the
dialog between the RMPs are performed through data buses. 6 TRANSFER P/B
When the TRANSFER key is pressed, the operational frequency becomes the
1 WINDOWS STandBY frequency and the STandBY frequency becomes the operational fre-
There are 2 display windows : quency.
The ACTIVE window displays the operational frequency.
7 AMPLITUDE MODULATION KEY
The STandBY/CouRSE window displays the standby frequency or the
course in back−up navigation mode. The Amplitude Modulation (AM) key is associated with the HF system for com-
The windows are liquid crystal displays with a high contrast. munication with stations using amplitude modulation transceivers.
2 COMMUNICATION KEYS 8 NAVIGATION KEYS

There are 5 pushbutton keys for the radio communication systems. When a The NAVigation guarded pushbutton key allows the radio navigation systems to
key is pressed, the ACTIVE and the STandBY frequencies are automatically be selected, in back−up mode only, when the Flight Management Guidance
displayed in the dedicated windows. Computers (FMGCs) are failed.
In radio navigation back up mode, navigation frequency/course selection is per-
3 SEL INDICATOR formed using the dual selector knob.
The SEL indicator light comes on WHITE, when a non dedicated Radio Man-
agement Panel takes control of the system frequency selection. The normal
configuration is :
RMP1 allocated with VHF1

23
A B
FMGC 1 NAV
RECEIVERS
SYS 1
1 6 1
VHF 1
RMP 1 (HF 1)
TRANSCEIVER
VHF 3
TRANSCEIVER
4 RMP 3 ACARS
VHF 2
(HF 2)
RMP 2 TRANSCEIVER
2 3 7 8 5
NAV
RECEIVERS
FMGC 2 SYS 2
B A
Figure 20 RMP Schematic

23
POWER SUPPLY
RMP 1
The RMP1 is supplied with 28VDC from the 28VDC ESS BUS 4PP (sub−bus-
bar 401PP) through 3A circuit breaker 2RG1 on the overhead panel 49VU (in
the cockpit).
The RMP1 is supplied by the emergency system.
RMP 2
The RMP2 is supplied with 28VDC from the 28VDC BUS 2PP (sub−busbar
204PP) through 3A circuit breaker 2RG2 on the rear C/B panel 121VU (in the
cockpit).
RMP 3
The RMP3 is supplied with 28VDC from the 28VDC BUS 1PP (sub−busbar
103PP) through 3A circuit breaker 2RG3 on the rear C/B panel 121VU (in the
cockpit).

23
Figure 21 RMP Power Supply Schematic

RADIO MANAGEMENT SYSTEM
23−13
RMP DESCRIPTION
Operation Radio−Navigation Back Up Mode
The RMPs have two modes of operation : This mode is selected in the event of failure of both FMGCs, on the RMP1 and
the normal mode the RMP2 only.
the radio−navigation back up mode. In addition to normal mode functions it also enables the frequency control of
the radio navigation equipment :
Normal Mode on Captain side (VOR1, DME1, ILS1, ADF1) for the RMP1
In normal mode the RMPs control the frequencies of the VHF1, VHF2 and HF1 on First Officer side (VOR2, DME2, ILS2, ADF2) for the RMP2.
transceivers. For frequency control on the VHF3 system, refer to the ACARS.
The RMP1 and the RMP2 transmit on a dedicated output bus the frequencies
The operating frequencies of all the transceivers can be displayed and modified to the radio navigation equipment. In addition, the RMP1 (RMP2) receives the
on one RMP. The RMPs exchange the various frequencies selected for the FMGC1 (FMGC2) management bus.
transceivers through dialogue buses. Any new selection made on one RMP is
In normal mode, these input and output are directly interconnected by means
taken into account by the two others. Each RMP has two output buses con-
of internal relays. The RMP is thus transparent to the onside FMGC. In radio−
nected to the radio communication equipment :
navigation back up mode, the output bus transmits frequencies generated by
The RMP1(2) COM BUS 1 delivers the VHF1 and HF1 frequencies. the RMP.
The RMP2 COM BUS 1 delivers the VHF3 frequencies. Each radio−navigation system receives the output bus from the onside RMP
The RMP2(1) COM BUS 2 delivers the VHF2 frequencies. and the management bus from the offside FMGC. Only one input is taken into
Each transceiver receives the appropriate output bus from the RMP1 and account according to the status of a discrete received from the RMP. This en-
RMP2. The transceiver only takes into account one of the two signals (depend- ables reconfigurations in case of failure of one or two FMGCs.
ing on the status of a discrete received from the RMP1 or 2). In addition, the The RMP1 and the RMP2 exchange, through the dialogue buses, the fre-
RMP1 or the RMP2 (set to OFF) can be made transparent for the RMP3 (its quency and the course for the ILS : the selected values are identical for the
output buses are linked to the RMP1 and RMP2 only). In the event of failures ILS1 and the ILS2 at selection of the back up mode on the RMP1 and the
of one or two RMPs, the reconfigurations are possible to control the radio com- RMP2. The ILS course and frequency are the only radio navigation data ex-
munication equipment. changed through the dialogue buses.

23−13
Figure 22 RMP Detailed Schematic

23−13
Figure 23 RMP COM Tuning Architecture

23−13
Figure 24 RMP COM Tuning Architecture

23−13
Figure 25 RMP NAV Tuning Architecture

23−13
1
1 for ILS frequency transfer only
Figure 26 RMP NAV Tuning Architecture

23
RMP COMMUNICATION TUNING

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

23
Figure 27 RMP COM Tuning

23
RMP NAV BACK UP TUNING

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

23
Figure 28 RMP NAV Back up Tuning

23−13
RADIO NAV TUNING FROM RMP AND MCDU

General displayed. If frequency is entered, the ident field is filled if found in data
The navaid selection includes tuning of the following sensors. base. If not, brackets are displayed.
VOR (frequency/course) and DME for display If the VOR field is cleared, the display reverts to autotuned navaid with
ILS (frequency/LOC course) associated course (if any).
ADF (frequency/BFO) ILS tuning
There are three ways of selection which are : On RADIO NAV page only, the pilot may select an ILS by frequency or ident
in field 3L. The entry mechanization is the same as forVOR.However upon
RMP selection (radio management panel)
entry of an ILS by frequency, this frequency is compared :
manual selection through the MCDU
− In preflight and takeoff phases to the ILS frequency at origin
automatic selection (in FMGC software).
− else to the ILS frequency at destination.
RMP Selection In both cases, if a match is found, the ident and frequency are displayed
The RMP selection in the radio nav architecture has to be considered as a (cyan small fonts for the ident, cyan large fonts for the frequency). If not,
back−up of selection. It is activated/deactivated upon selection of the nav mode only the frequency is displayed (in cyan large fonts) and a message appears
for the RMP (NAV pushbutton switch). Since then, the pilot may select VOR, in scratchpad RWY/ILS MISMATCH. In field 4L, the pilot may select the
ILS or ADF. If selection of any RMP is active, neither the pilot nor the FMGCs LOC course. This will be used for LOC capture and ILS guidance in ap-
can tune the radio frequencies on both sides. For display, the selected VOR − proach. This LOC course may only be entered through the MCDU on the
ADF are shown on the navigation display with a character R near the ident or RADIO NAV page. It is cleared if the pilot changes the selected ILS.
frequency to indicate that the navaid selection mode is RMP. ADF tuning
On the MCDU, the RMP select navaids are displayed on the RADIO NAV page With the same mechanization as for VOR, the pilot may select an ADF by
or PROG page in green small fonts. ident or frequency in line 5L, 5R. Since the second ADF is an aircraft option
(program pin on FMGC), the second ADF is available only when this option
Manual selection through the MCDU is valid. When an ADF is selected, the ADF BFO prompt appears in line 6.
Selection through the MCDU is possible through two pages : RADIO NAV page Selection of the Beat Frequency Oscillator operation by pressing the LS key
VOR tuning displays the prompt ADF BFO and activates the BFO function for the cur-
On RADIO NAV page, the pilot may select for display a VOR by identor fre- rent ADF frequency selection. The BFO operation is deactivated by clearing
quency in line 1L, 1R. He may also optionally enter a course in line 2L, 2R. the associated field. The display reverts to ADF BFO. It is also deactivated
Upon modification of the selected VOR, the course is automatically cleared. by entering a new ADF frequency or ident.
Manually selected navaids are displayed in cyan large fonts on the MCDU Automatic selection
and on the navigation display there is a character M near the navaid ident or
Automatic selection is performed in the FMGC software. From a display point
frequency.
of view, autotuned VOR, ILS or ADF are displayed on RADIO NAV page or
− Selection mechanization PROG page in cyan small fonts. On navigation display, there is no indicator M
If ident entry is made, the nav data base is searched and if there is a or R near the VOR or ADF for display showing that the navaid is autotuned.
match, the FMGC outputs the frequency. If not, NEW NAVAID page is

23−13
1 ) If selected Station is valid, the Station Identifier is displayd instead

of the frequency.
2 ) Tuning Mode: R Tuned via the RMP
M Tuned via the MCDU
Nothing when auto tuned by the FMGC
Figure 29 MCDU and RMP NAV Tuning

23

The BITE facilitates maintenance on in−service aircraft. The BITE detects and
determines a failure related to the RMP. The BITE of the RMP is connected to CFDS Messages
the Centralized Fault Display Interface Unit (CFDIU). The BITE : Faults detected by the system and transfered to the CFDIU causes the follo-
transmits permanently RMP status and an identification message to the wing messages displayed on MCDU screen:
CFDIU. RMP X NO DATA FROM RMP Y
memorizes the failures occured during the last 63 flight legs. There is no communication between RMP X and RMP Y.
monitors data input from the various peripherals (VHF, HF and CFDIU). RMP X NO DATA FROM FMGEC 1 (2)
transmits to the CFDIU the result of the tests performed and self−tests. There is no communication between RMP X and FMGEC 1 (2).
can communicate with the CFDIU by the menus. NO DATA FROM CFDIU
General Operation No conection to the CFDS
The BITE may operate in two modes :
the normal mode
the menu mode.
Normal Mode
During the normal mode the BITE monitors cyclically the momentaneous sta-
tus of the RMP. It transmits these information signals to the CFDIU during the
flight concerned. In case of fault detection the BITE stores the information sig-
nals in the fault memories.
Menu Mode
The menu mode can only be activated on the ground. This mode enables com-
munication between the CFDIU and the RMP BITE by means of the MCDU
(Multipurpose Control Display Unit). The RMP menu mode is composed of :
LAST LEG REPORT

LRU IDENTIFICATION
TROUBLE SHOOTING DATA
TEST.
Note: Only RMP 1 (or RMP 3, if RMP 1 is switched off) is connected to the
CFDIU. The other RMPs are tested via RMP 1 (or RMP 3)!

23
NAV
FMGC 1 RECEIVERS
SYS 1
CFDS
RMP 1 VHF 1/3
(HF 1)
TRANSCEIVER
RMP 3
CFDS monitored
VHF 2
(HF 2)
RMP 2 TRANSCEIVER
NAV
RECEIVERS
FMGC 2 SYS 2
Figure 30 RMP CFDS monitored LRUs

23


23
Figure 31 RMP MCDU BITE Menu

23
LOCATION

23
Figure 32 RMP Location

23
23−12 VHF SYSTEM

VHF SYSTEM PRESENTATION
General
The VHF is used for short range voice communications.
The VHF system allows short distance voice communications between different
aircrafts (in flight or on ground) or between the aircraft and a ground station.
The VHF system operates within the frequency range defined by ARINC 716
(i.e. 118 to 136.975 MHz with 25 KHz or 8.33 KHZ spacing between channels
depending on the VHF system modification status).
Principle
Let’s see the main components of the VHF system.
For voice communications, the crew use acoustic equipment.
2 side−stick radio selectors.
2 loudspeakers.
3 oxygen−masks.
Facilities for boomsets, headsets and hand−microphones.
The Audio Management Unit (AMU) acts as an interface between the crew
and the VHF system.
The Audio Control Panels (ACPs) allow selection of the VHF1,2 or 3 transcei-
ver in transmission or reception mode and for the control of the received audio
signal.
The Radio Management Panels (RMPs) serve to select the VHF frequencies.
The VHF transceiver, tuned on the frequency selected by one of the 3 Radio
Management Panels (RMPs), transforms the audio signals into VHF signals (in
transmission mode) or VHF signals audio signals (in reception mode).
Note : The VHF3 system is used to transmit data link messages (ACARS or
ATSU) , but can be used for radio voice communications.

23
Figure 33 VHF Schematic

23
POWER SUPPLY
VHF1 System
The VHF1 system is supplied with 28VDC :
from the 28VDC ESS BUS 4PP (sub−busbar 401PP) through circuit breaker
2RC1 located on the overhead panel 49VU, in the cockpit.
The VHF1 system is supplied by the emergency system.
VHF2 System
from the 28VDC BUS 2 2PP (sub−busbar 204PP) through circuit breaker
2RC2 located on the rear panel 121VU, in the cockpit.
VHF3 System
from the 28VDC BUS1 1PP (sub−busbar 101PP) through circuit breaker
2RC3 located on the rear panel 121VU, in the cockpit.

23
Figure 34 VHF Power Supply Schematic

VHF SYSTEM
23−12
DESCRIPTION
Transmit Function
The audio signals from the microphones are transmitted to the VHF transceiver
through the AMU. The VHF transceiver tuned on the frequency selected on
one RMP, transforms the audio signals into VHF modulated signals. The VHF
signals are fed to the antenna by a coaxial cable. They are then transmitted to
the various stations.
A connection between the VHF transceiver and the SDAC enables to record
the use of the VHF system in transmit mode. The connection is obtained
through the PTT switch.
Receive Function
The antenna picks up the VHF radio−communication signals from the stations.
These signals are transmitted to the transceiver by a coaxial cable. The trans-
ceiver, tuned on the frequency selected on one RMP demodulates the VHF
received signals into audio signals.
The AF signals are transmitted via the AMU, to the audio equipment or SEL-
CAL system.
Tuning
The transceiver has two serial inputs: a port A serial input and a port B serial
input. It can therefore be controlled through either input depending on the sta-
tus of a discrete (port select) delivered by the frequency control system. The
data corresponding to the frequency selected on the RMP is sent to the trans-
ceiver through an ARINC 429 bus. This serial word contains the label, the
source / destination identifier, the frequency data, the status and the parity bit.
The ACARS MU applies a command signal to the VHF3 to take into account its
frequency inputs through the port select discrete.

when this discrete is a ground signal, the VHF3 takes into account input A
and operates on the frequency transmitted by the ACARS MU.
when this discrete is a open circuitl, the VHF3 takes into account input B
and operates on the frequency transmitted by the RMPs.
Signals
The LGCIU indicates the aircraft status (flight or ground) for flight leg switching.

VHF SYSTEM
23−12
B
B
A
Port Control
Figure 35 VHF Detailed Schematic

23

The BITE facilitates maintenance on in−service aircraft. The BITE detects and ECAM Message
determines a failure related to the VHF system. The BITE of the VHF trans- A connection between the VHF tranceiver and the SDAC enables to record the
ceiver is connected to the Centralized Fault Display Interface Unit (CFDIU). use of the VHF System in transmit mode (PTT). If the system is in transmit
The BITE : mode longer than 60s the following message appears on the ECAM:
transmits permanently VHF system status and an identification message to COM : VHF−X CONT EMITTING
the CFDIU.
memorizes the failures occured during the last 63 flight legs. CFDS Messages
monitors data input from the various peripherals (RMP and CFDIU). Faults detected by the system and transfered to the CFDIU causes the follo-
wing messages displayed on MCDU screen:
transmits to the CFDIU the result of the tests performed and self−tests.
VHF−X TRANSCEIVER
can communicate with the CFDIU by the menus.
A transceiver fault has been detected
General Operation VHF−X: NO DATA FROM CONTROL SOURCE
The BITE may operate in two modes : No data from RMPs
the normal mode VHF−X: NO DATA FROM CFDIU
the menu mode. No conection to the CFDS
Normal Mode CHECK VHF−X ANTENNA CIRCUIT
During the normal mode the BITE monitors cyclically the momentaneous sta- A antenna fault or a antenna coaxial cable fault has been detected.
tus of the VHF system. It transmits these information signals to the CFDIU
during the flight concerned. In case of fault detection the BITE stores the in-
formation signals in the fault memories.
Menu Mode
The menu mode can only be activated on the ground. This mode enables
communication between the CFDIU and the VHF transceiver BITE. This is by
means of the MCDU (Multipurpose Control Display Unit) of the maintenance
system. The VHF transceiver menu mode is composed of :

LAST LEG REPORT
LRU IDENTIFICATION
TEST.

23
RMPs
AMU VHF
TRANSCEIVERS
SDAC
CFDS CFDS monitored
Figure 36 VHF CFDS monitored LRUs

23


23
Figure 37 VHF MCDU BITE Menu

VHF SYSTEM
23−12
FRONTPANEL TEST
After installation, correct operation of the VHF transceiver can be checked by
using the following controls located on the transceiver face :
SQL/LAMP TEST pushbutton switch
When pressing the SQL/LAMP TEST pushbutton switch :
− the squelch is disabled and allows background noise to be heard
− the green LRU PASS and red CONTROL INPUT FAIL annunciator lights
come on (lamp test).
TEST pushbutton and CONTROL INPUT FAIL and LRU PASS annunciator
lights
When pressing the TEST pushbutton switch :
− the green LRU PASS indicator light comes on for 1s approximately to
indicate correct operation
− the red CONTROL INPUT FAIL warning light is off
The red warning light comes on to indicate control data failure (control
unit or bus line).
− the stationary wave ratio appears in the front display.
RFL/OFF/FWD selector switch
When placing the RFL/OFF/FWD selector switch in FWD and RFL posi-
tions, the forward and reflected powers appear respectively in the front dis-
play.

VHF SYSTEM
23−12
Figure 38 VHF Front Panel Test

23
LOCATION

23
Figure 39 VHF Location 80 VU

23


23
Figure 40 VHF Location Cockpit

23
23-11 HF-SYSTEM
GENERAL
The high frequency (HF) system serves for all long−distance voice commu- interruption of the signal after 15 s approximately.
nications between different aircraft (in flight or on the ground), or between the triggering of the signal at each attempt to transmit.
aircraft and one or several ground stations. The HF system operates within the
frequency range defined by ARINC 719, (i.e. 2.8 to 23.999 MHz, with 1 KHz Operation
spacing between channels). The aircraft is provided with a single HF system. The HF transceiver complies with the standards defined in ARINC 719. The
The HF system is composed of : transmission and reception of coded messages between the various control
one transceiver units (CFDIU, RMP) comply with ARINC 429.
one antenna coupler The RMP controls the various operations which are transmitted to the trans-
ceiver by a numeric message in compliance with ARINC 429. This message
one shunt−type antenna
can be received by the port A or the port B of the transceiver. The RMP per-
The HF system is associated with : forms the selection by a discrete. A microprocessor performs the decoding of
the Radio Management Panels (RMP) which are centralized systems enab- the frequency and mode (AM or USB). The microprocessor checks the mes-
ling the frequency display of the HF system and the mode switching sage from the RMP and controls the system operation. In case of failure it con-
the Audio Management Unit (AMU) for connection to the audio integrating trols the illumination of the lights located on the face and/or acts on the trans-
and SELCAL systems mitter.
the Centralized Fault Display Interface Unit (CFDIU) (by the MCDU) which
is a centralized maintenance system
the Landing Gear Control Interface Unit (LGCIU) which indicates the aircraft
status (flight or ground)
the System Data Acquisition Concentrator (SDAC) which collects transmis-
sion information from the HF system (COM: HF1 EMITTING if PTT longer
than 60s)
The HF1 system is supplied with three−phase 115VAC through 5A circuit
breaker (1RE1) in cockpit panel 121VU, from sub−busbar 101XP. The HF1
transceiver (3RE1) provides the HF1 antenna coupler (4RE1) with 28VDC and
monophase 115VAC.
Indication of Transmission Out of Frequency Range
The HF system is designed to operate within the frequency range from 2.8 to
23.999 MHz.
However, an operational facility enables frequency display in the 2 to 29.999
MHz range on the RMP. If the out−of−range values of the HF transceiver are
displayed on the RMP, the operating anomaly is indicated as follows :
at first activation of the PTT switch : a 1000 Hz audio signal is triggered.

23
Figure 41 HF System Schematic

23
HF- ANTENNA COUPLER

General Tune A sequence
The antenna coupler enables matching of the aircraft HF shunt−type antenna The purpose of tune A is to adjust the antenna circuits so that HFsignal cur-
with the output circuit (50 ohms) of the HF transceiver. The coupler is a pres- rent and voltage are in phase. To this end after detection a discriminator
surized sealed box. delivers an errorsignal proportional to the phase difference during 50 ms.
The polarity of this signal determines the elements required to achieve tun-
The face features :
ing.
a connector J1 for connection with the transmitter
Tune B sequence
a coaxial connector J2 to connect the coaxial cable from the transmitter The purpose of tune B is to match the antenna load with the transmitter out-
a connector J3 for test equipment connection put circuits. To this end, a load discriminator compares the HF current and
a pressurizing valve voltage. This comparison gives an error voltage proportional to the differ-
ence between the HF circuit impedance and an impedance of 50 ohms.
a fault warning light
Tune C sequence
a handle
The purpose of the tune C is to complete previous adjustments and obtain a
an identification plate VSWR (voltage standing−wave ratio) lower than 1.3. When a VSWR lower
than 1.3 is obtained, the sequence counter controls start of the next se-
Operation
quence, i.e. operational position.
The coupler is tuned in six sequences : start, reception/standby, tune A, tune
B, tune C and operational position. Operational position
In this sequence, the tuning control line is disconnected from ground. The
A sequence counter controls the six sequences.The counter starts the next antenna coupler can operate. If a new frequency is selected, the antenna
sequence only when all the conditions related to the previous one are met. If a coupler goes back to the start sequence and the tuning cycle starts again.
failure is detected during the tuning phase, tuning is stopped. The tuning phase
is initiated at HF system energization or when a new frequency is selected. The Fault Indication
tune control line is then grounded. Servomotors controlled by servo−amplifiers Fault information of the coupler can be transmitted by discretes to the HF
place the tuning elements in start position. transceiver. In this case, the HF transceiver will take these items of information
Start sequence into account and will transmit them to the CFDIU.
In this sequence, the capacitors and inductors are positioned so that they
present minimum impedance to signals. When all these conditions are met,
a pulse is applied to the sequence counter. The system is forced to the re-
ception/standby phase.
Reception/standby sequence
In this position, the coupler is in reception condition and ready for a tuning
cycle. PTT control grounding causes interlocking of couplers (case of dual
system). A pulse is applied to the sequence counter and the system is
forced to the next tuning sequence : tune A.

23
CONNECTION
TO TRANSCEIVER
Figure 42 HF- System Antenna Coupler

23
ECAM Message
FAULT ISOLATION AND BITE A connection between the HF tranceiver and the SDAC enables to record the
The BITE facilitates maintenance on in−service aircraft. The BITE detects and use of the HF System in transmit mode (PTT). If the system is in transmit
determines a failure related to the HF system. The BITE of the HF transceiver mode longer than 60s the following message appears on the ECAM:
is connected to the Centralized Fault Display Interface Unit (CFDIU). COM : HF−1 EMITTING
The BITE :
transmits permanently HF system status and an identification message to CFDS Messages
the CFDIU. Faults detected by the system and transfered to the CFDIU causes the follo-
memorizes the failures occured during the last 63 flight legs. wing messages displayed on MCDU screen:
monitors data input from the various peripherals (RMP and CFDIU). HF−X TRANSCEIVER
can communicate with the CFDIU by the menus. A transceiver fault has been detected
HF−X: NO DATA FROM CONTROL SOURCE
General Operation No data from RMPs
The BITE may operate in two modes : HF−X: NO DATA FROM CFDIU
the normal mode No conection to the CFDS
the menu mode. HF−X ANTENNA CIRCUIT
Normal Mode A antenna fault, a antenna coaxial cable fault or a coupler fault has been
During the normal mode the BITE monitors cyclically the momentaneous status detected.
of the HF system. It transmits these information signals to the CFDIU during
the flight concerned. In case of fault detection the BITE stores the information
signals in the fault memories.
Menu Mode
The menu mode can only be activated on the ground. This mode enables com-
munication between the CFDIU and the HF transceiver BITE. This is by means
of the MCDU (Multipurpose Control Display Unit) of the maintenance system.
The HF transceiver menu mode is composed of :
LAST LEG REPORT

LRU IDENTIFICATION
CURRENT STATUS.

23
CFDS monitored
Figure 43 HF System CFDS monitored LRUs

23
Figure 44 HF- System BITE Menu Sheet 1

23
Figure 45 HF- System BITE Menu Sheet 2

23
Figure 46 HF System BITE Menu Sheet 3

23


23
Test
HF-TRANSCEIVERFRONTPANEL TEST Correct operation of the transceiver can be checked by means of the various
On transceiver face are located: lights on its face.
two jacks (PHONE and MIC) LRU FAIL red light (LED)
a SQL/LAMP TEST pushbutton switch LRU FAIL red light comes on in the event of a transceiver warning such as :
three red warning lights : − output power drop (detected only if PTT is active)
− LRU FAIL − microprocessor or synthesizer failure
− KEY INTERLOCK − power failure
− CONTROL INPUT FAIL KEY INTERLOCK red light (LED)
a transportation handle KEY INTERLOCK red light comes on when a failure is detected in antenna
an identification plate circuit (if PTT is active), such as :
− coupler failure
− excessive tuning time
− excessive antenna reactance
CONTROL INPUT FAIL red light (LED)
CONTROL INPUT FAIL red light comes on when there are serial message
faults such as :
− abscence of label
− insufficient refresh rate
− message not valid.
SQL/LAMP TEST pushbutton switch
When pressing the SQL/LAMP TEST pushbutton switch, all the lights come
on, the squelch is disabled and causes background noise to be heard in the
headset.

23
Figure 47 HF- System Transceiver & Fault Annunciator

23
LOCATION

23
Figure 48 HF- System Location

23


23
Figure 49 HF- System Antenna & Coupler Location

23
23−24 ACARS
ACARS PRESENTATION
Purpose Components
The ACARS Data Link System is an air/ground communication network that The ACARS Management Unit is connected to various computers :
enables aircraft to function as a mobile terminal associated with modern airline Flight Management function of the Flight Management Guidance Comput-
command, control and management systems. ers.
The ACARS is used to transmit or receive automatically or manually generated Central Fault Display and Interface Unit (CFDIU).
reports or messages to or from a ground station.
Data Management Unit (DMU).
The ACARS is dedicated to Maintenance, Operation and Commercial pur-
Flight Warning Computers (FWCs) and the System Data Acquisition Con-
poses.
centrator (SDAC1)
The choice of ACARS applications and the definition of the operational pro-
Air Data and Inertial Reference Unit (ADIRU3).
grams are under Airline responsibility because of high customization of the sys-
tem. Fuel Quantity Indication System (FQIS).
The ACARS is a Buyer Furnished Equipment (BFE). Various units are used to control the ACARS MU :
2 Multipurpose Control Display Units (MCDUs).
Principle
1 Printer and 3 Radio Management Panels (RMPs), located in the cockpit.
The ACARS can manage both transmission or reception of data.
The Unit receives various discrete informations for several functions.
Ground−to−air (uplink UL) and air−to−ground (downlink DL) digital messages
are transmitted or received via the VHF3 transceiver.
VHF3 is mainly dedicated to the ACARS Data Link System, but can be used as
a backup for voice communications.
The transmitted information is relayed via the ground stations to a central com-
puter where data is converted into airline messages. SITA
A ground network (SITA for EUROPE, ASIA, AFRICA and SOUTH AMERICA, 136.850
ARINC for the USA and CANADA and AVICOM for JAPAN), transmits the data
from the ground receiver to the airline main base.
SITA network is exclusively dedicated to the airline community, transmitting

technical, commercial, flight operation and safety information.
Any of the ACARS functions can be modified by the airline, through the
ACARS MU programming. The unit needs a Operating Software and a Cus-
tomer Database. Both are loadable via a portable Dataloader direct on the
frontface of the MU.
Figure 50 ACARS World MAP

23
MCDU RMP 1 /2 /3 VHF # 3
VOICE FREQUENCY B
Control
DATA FREQUENCY A
Control
Control
ACARS MU
103 XP
115V AC
BUS 1
PRINTER
PORTABLE ADAPTER CABLE

DATA LOADER
FMGC 1/2
A/C TYPE PIN PROGRAMS

VARIOUS
DISCRETES
AIDS DMU
SDAC 1
CFDIU
ADIRS # 3
ACARS MU FWC 1/2
FQIS
Figure 51 ACARS Schematic

23
DESCRIPTION
ACARS MU CFDIU
The ACARS Management Unit (MU) manages all tasks related to the ACARS. The ACARS MU receives data from the CFDIU. The CFDIU transmits automat-
It controls both emission and reception of data through the VHF3 transceiver. ically or manually the following messages to the ACARS MU :
The ACARS MU transmits data to the various aircraft systems through its two post flight report on ground or current flight report in flight,
general output buses. It receives data from the avionics systems through their real time failure and real time warning in flight,
general input buses. BITE data messages and class 3 report on ground.
The ACARS MU is supplied with 115 VAC. The ACARS MU transmits its own maintenance information to the CFDIU (not
MCDU active).
The ACARS MU is interfaced with the Multipurpose control and Display Units The ACARS MU is provided from the CFDIU with the following :
(MCDUs). The dialog between one MCDU and the ACARS MU is initiated aircraft identification (tail number),
when ACARS is selected on the MCDU menu.
flight number and flight phase,
The MCDU enables the following functions :
identification of departure and destination airports,
display of data generated by the MU,
date and time,
display of data transmitted by the ground or by peripheral computers,
installed optional systems.
selection of the various ACARS MU functions,
PRINTER
test and entry of data by the crew.
The ACARS MU is connected to the multi−purpose cockpit printer. The ACARS
MCDU 1 and 2 are connected to the ACARS MU. Only one can communicate MU can buffer data printing, when the printer is buzy with another system.
with the system at a time.
ADIRU 3
FMGC
The ADIRU 3 sends LAT/LONG information form frequency tuning and
The FMGCs send a pre−flight and a post−flight report via ACARS MU by groundspeed information.
manual action through the MCDUs. It also sends report on ground request via
ACARS MU. The FMGCs also automatically send the in−flight report to the FQIS
ACARS MU after take off. The airline can initialize and update the flight plan in The Fuel Quantity Indication System sends FOB, preselected Fuel e.g. in-
the FMGCs through ACARS. formation
Note: The ACARS − FMC Interface is not full active in the moment.
AIDS DMU
The ACARS MU transmits data to and receives data from the Aircaft Integrated
Data System (AIDS). Each report generated by the AIDS can be programmed
individually for transmission to the ACARS MU either automatically or manually.

23
FWC/SDAC
The ACARS MU receives parameters sent by the System Data Acquisition
Concentrator (SDAC) 1 and the Flight Warning Computers (FWCs) 1 and 2.
The parameters sent by SDAC 1 and FWCs allow the ACARS MU to establish
the EVENT TIME OOOI (pax door closed, gear compressed...).
The ACARS MU sends a status parameter to the FWCs. FWC 1 and FWC 2
display on the Engine Warning Display (EWD), one of four ACARS configura-
tions provided by the ACARS MU. The four possible configurations are:
ACARS MSG : an ACARS message has been received by the aircraft,
ACARS STBY : loss of communication between aircraft and ground,
VHF3 VOICE : VHF3 operates in VOICE mode,
ACARS CALL : a message requesting a voice conversation has been re-
ceived from the ground.
A amber COM− ACARS FAULT message appers, when the FWCs do not re-
ceive normal information from the ACARS MU.

AIRCRAFT COMM. ADDRESSING AND
REPORTING SYSTEM 23−34

SDAC1
ADIRS#3
FQIS
Figure 52 ACARS Detailed Schematic

23
ACARS ACTIVATION
VHF3 FREQUENCY SELECTION RMP
VHF3 can be tuned either via the ACARS MU automatically or manually using Each RMP receives the PORT SELECT discrete. When this discrete is
the MCDUs, or via the Radio Management Panels (RMPs) depending on the grounded, each RMP displays the same kind of information in VHF3 mode :
PORT SELECT discrete status. − ACARS in the ACTIVE window,
The PORT SELECT discrete status is manually controlled by the selection − a frequency in the stand−by window.
made on the RMPs, or automatically by the ACARS MU. When the PORT SE-
LECT DISCRETE is grounded, the ACARS MU tunes the VHF3 through its Note : VOICE DATA SELECT can be grounded or open.
input A. When this discrete is in open circuit, each RMP displays the same kind of in-
When the PORT SELECT DISCRETE is in open circuit, the RMPs tune the formation in VHF3 mode :
VHF3 through its input B. − the same frequency in the ACTIVE display,
The frequency controlled from the MCDUs is used to force the MU to work − ACARS in the stand−by display.
with another frequency. In normal case, the frequency is tuned automaticly Note : VOICE DATA SELECT is in open circuit.
from the MU by using present position information from the ADIRUs. In case of The PORT SELECT discrete can be changed automatically or manually by the
missing this information or other failure a manuell selection of the 5 ACARS ACARS MU or manually by one RMP.
frequencies is possible via the MCDU.
Each time the TRANSFER KEY in one RMP is selected, the REMOTE VOICE/
VHF3 AUDIO SELECTION DATA SELECT discrete status will change momentarily forcing the ACARS MU
VHF3 will handle audio information from ACARS MU or from the Audio Man- to change the PORT SELECT and VOICE SELECT discrete status.
agement Unit (AMU) depending on the VOICE DATA SELECT discrete status. As a consequence, VHF3 changes from VOICE to DATA or DATA to VOICE
When the VOICE DATA SELECT discrete is grounded, VHF3 handles audio mode and RMPs will switch the display between ACTIVE and STAND−BY win-
information from the ACARS MU. When the VOICE DATA SELECT discrete is dows.
in open circuit, VHF3 handles audio information from the AMU. Note: If the ACARS is active on VHF 3 and the MU fails, the active window dis-
These selections can be defined by means of a pin program . plays dashes. When a transfer is made, ACARS is displayed in the standby
window.

23
Deactivation of ACARS on RMP Activation of ACARS on RMP
temporarily displayed
if continuously
−−> ACARS Fault
Figure 53 ACARS Activation on RMP

23
DATA LOADING
General
For correct operation the ACARS MU needs the correct:
Operating Software (SW P/N)
Customer Database (DB P/N)
Aircraft registration (A/C REG)
The aircraft registration is received from the CFDIU in case of a ”Cold Start”.
A Cold Start is activated in case of:
MU removal.
reset via MCDU (see maintenance pages).
new software load.
activation of test switch on the MU frontface.
During a COLD Start the ACARS MU is completly new initialized (with A/C reg-
istration initialisation) and a self test is activated.
Software Loading
The software have do be loaded via a portable Dataloader direct on the front-
face of the MU (not via the installed Airborne Data Loader).
After operating software or database loading the correct SW P/N or DB P/N
have to be checked on the MCDU (see maintenance pages − part numbers).

23
TEST
PORTABLE
ADAPTER CABLE (for ACARS loading only)
DATA LOADER
ACARS MU
Figure 54 ACARS Data Loading

23
Label 270 Chart
MESSAGES
ECAM Messages (Memo)
The Label 270 messages are shown on the upper ECAM display (E/W).
Message Text ECAM Trigger Condition Reset Condition

ACARS CALL An ACARS CALL uplink has been received Activate the ACARS MCDU Operation and select
(Voice request from ground) ” ACARS REC MSG ” Pg.
ACARS MSG An ACARS UPLINK has benn received Activate the ACARS MCDU Operation and select
(e.g. Telex, ATIS, Loadsheet, Weather Data) ” ACARS REC MSG ” Pg.
VHF3 VOICE VHF 3 set in VOICE mode Use TFR switch on RMP to select ACARS mode
ACARS STBY ACARS link not possible. Out of ground station range Check VHF 3, Frequency, Service Provider avalibility
Indications in the cockpit
Situation Indication on MCDU Indication on ECAM Indication on RMP

No link to ground station NO COMM, MSG NOT GEN ACARS STBY ACARS in the ”ACTIVE” WINDOW
ACARS not controling VHF 3 VOICE MODE, MSG NOT GEN VHF3 VOICE ACARS in the ”STANDBY” WINDOW
ACARS MU fault ACARS not visable on MENU page COM − ACARS FAULT −−−−− in the ”ACTIVE” WINDOW

23
MCDU Messages
The MCDU Scratch Pad (SP) shows messages in the following priority: The ACARS ERROR / ADVISORY messages (priority 2) are shown, when the
1. user entries ACARS system is selected on the MCDU. Most of them can be cleared by
pressing the CLR-key on the MCDU ( see chart).
2. ERROR / ADVISORY messages
ACARS Error / Advisory Messages Chart
Message Text Trigger Condition Reset Condition

NO COMM, LSK that initiates a downlink is pressed while MU is in a 5 seconds or ” CLR ” key pressed or data entry
MSG NOT GEN ( white ) NO COMM condition.
VOICE MODE, LSK that initiates a downlink is pressed while MU is in 5 seconds or ” CLR ” key pressed or data entry
MSG NOT GEN ( white ) VOICE Mode.
PRINTER FAIL ( white ) LSK that initiates a print is pressed, and the printer cannot 5 seconds or ” CLR ” key pressed or data entry
accept a message.
INVALID ENTRY ( white ) Invalid data entry CLR key pressed or valid data entry
NO A / C REG, MU has not received the A / C Registration Number from the A / C Registration Number from CFDIU ( Cold Start )
MU IN STBY ( amber ) CFDIU.
BUFFER FULL, LSK that initiates a downlink is pressed, and the downlink 5 seconds or ” CLR ” key pressed or data entry
MSG NOT GEN ( white ) buffer is full.
AUTO / MAN Manually selected VHF data frequency differs from fre- Select correct frequency or ” CLR ” key or data entry
FREQ MISMATCH ( white ) quency indicated by automatic frequency select logic.
NO LAT / LON, MU is not receiving latitude and longitude data from aircraft VHF data frequency manually selected or aircraft starts
USE MAN FREQ ( amber ) broadcast data or ” CLR ” key pressed or data entry
BAD H / W PART NUM ( amber ) Hardware part number is invalid (invalid format) Hardware part number
AIRCRAFT TYPE Aircraft type pins are not set for A320/321 aircraft Reconfigure pins and
MISMATCH ( amber ) reset MU
ACRFT REGNUM Aircraft registration number initially received from broadcast Install MU on proper aircraft or modify database
DBASE FAIL ( amber ) does not match database

23
REPORTS / REQUESTS
Typ Name Dir Function Trigger Back- Up
1.Movement Out : DL of flight number, out time (off blocks) and depature airport Automatic Movement
Reports(OOOI) DL Message
RET IN : DL of flight number, return in time and station Automatic
OFF : DL of flight number, off time ( takeoff time ), destination and ETA Automatic
ON : DL of flight number, on time ( touch down time ), destination, destination runway Automatic
IN : DL of flight number, touch down time, in time ( on block time ) and destination Automatic
2.Progress Report DL DL of estimated time of arrival, destination and runway Automatic Voice
3a.Voice Cont. Req. DL Voice contact requests to various addresses Manual Voice
O
P 3b.ACARS CALL UL Call request from ground Manual Voice
E DL Free text ( telex ) to various addresses Manual Voice
3c.Free Text
R UL Free text ( telex ) to pilots from ground Manual Voice
A 3d.Initial Req. DL Crew ready for ACARS messages ( e.g. release for WX, ATIS, PDC, Loadsheet uplink ) Manual Voice
T DL Request for forecast and actual weather Manual Voice
I 3e.Airport Weather
UL UL of forecast and actual weather after req. Voice
O DL Request for ATIS Manual Voice
N 3f.ATIS
UL UL of ATIS after req. Voice
DL Request of Pre Departure Clearance Manual Voice
3g.PDC
UL UL of Pre departure Clearance after req. Voice
3h.Loadsheet UL Ul of loadsheet after req. Manual Ramp
4.Refueling Report DL DL of supplied fuel, remaining fuel and APU fuel Automatic Fuel Message
DL Request for A/C crew rotation Manual Voice

5.A/C Crew Rotation
UL Info about arrival position and next leg for PIC and A/C Auto or req Voice
S DL Request for PIL Manual Voice
6.Pax Info List
E UL UL of PIL Auto or req Manual Ramp

23
R DL Request for connecting gates Manual Voice

7.Connecting Gates
V UL Departure infos for connecting flights ( Gate and time within the next 30 minutes ) Auto or req Voice
8.ACMS/AIDS DL Engine condition monitoring reports Automatic Print out

23


MANUAL
action required
Profile Independent DL Reports: Profile Independent UL Reports:
Conn Gate Reqest Telex Report

A/C Crew Rotation Request ACARS CALL
Telex Report
Voice Request
ATIS Request
Weather Request
PDC Request
OUT OFF ON IN
Trigger Time
AUTOMATIC First A/C movement
OUT : and all doors closed now
Profile Independent DL Reports:
OFF : Ldg gear decrompressed now
ETA Change Report
Destination Airport Change Report
Destination Runway Change Report ON : Ldg gear compressed now
Frequency Change Report
IN Last time park
: Min one door open brake set
Figure 55 ACARS Flight Profile
ACARS TEST VIA CENTRAL MAINT. SYSTEM (CFDS)

ACARS test via MCDU
Pushing the MENU key on the MCDU shows the MCDU menu page. Access to
ACARS test page on the MCDU is as follows:
Push the line selct keys beneth this MCDU−funktions:
CFDS −> SYSTEM REPORT TEST −> COM −> ACARS.
The ACARS Test Page offers Fault Report and Test Functions.
FAULT MESSAGE TROUBLE SHOOTING FAULT ATA INT./ DESCRIPTION/FAILURE

MESSAGE CLASS EXT. CONDITIONS FAULT MESSAGE TROUBLE SHOOTING FAULT ATA INT./ DESCRIPTION/FAILURE
MESSAGE CLASS EXT. CONDITIONS

23
SYSTEM REPORT/TEST 2/2 SYSTEM REPORT/TEST 1/2

COM COM
1L <ACARS MU 1R 1L <AMU 1R
CIDS 2>
2L 2R 2L <RMP 1 HF 1> 2R
3L 3R 3L <RMP 2 HF 2> 3R
4L 4R 4L <RMP 3 VHF 1> 4R
5L 5R 5L <CIDS 1 VHF 2> 5R
6L <RETURN 6R 6L <RETURN VHF 3> 6R
ACARS
LAST LEG CLASS 3
1L <REPORT FAULTS> 1R
PREVIOUS LEGS
2L 2R
<REPORT TEST>
3L <LRU IDENT 3R
TROUBLE SHOOTING DATA
4L 4R
<DATA
GROUND
5L 5R
REPORT>
6L <RETURN 6R
ACARS ACARS
1L 1R 1L ATA CLASS 1R
2L 2R 2L 231313 3 2R
FQIC (3QT) / ACARS MU (1RB)
TEST IN PROGRESS
3L 3R 3L 3R
4L 4R 4L 235534 3 4R
SDAC1 (1WV1) / ACARS MU (1RB)
5L 5R 5L 5R
6L PRINT* 6R 6L <RETURN PRINT* 6R

SEND :−> SEND :−>
Figure 56 ACARS TEST VIA CMS

23
OPERATION MENU DESCRIPTION −ACARS Reports

Data entry for DL reports. The data will be send automaticlly.
Initial Menu Pages
When the ACARS MU is given control of an MCDU the MU displays the −Telex
ACARS MENU page. The ACARS MENU page is the root page through which Send a TELEX to a predefined or self entered (Free Telex) address. Enter text
all other ACARS pages may be accessed. and press send pushbutton.
Each page of the ACARS Main Menu can display different data bases. These −Voice Contact
pages are created upon energization of aircraft electrical network and are rec-
Send a voice contact request to a predefined address
reated when the flight phase changes from preflight to inflight, from inflight to
postflight, and from postflight to preflight. When the flight phase changes or the −Received Messages
aircraft electrical network is energized, then the MU updates the text and func-
Shows all messages received by the ACARS MU
tions displayed on the ACARS Main Menu.
−MISC (Miscellaneous Menu)
−ACARS Requests
Entry to various function of the ACARS System (e.g. Maintenance)
DL of a request. As long as no data UL is received the request is displayed
without carret.

23
ACARS INFLT MENU 2/2−>

CREW ROT
1L <REQUEST 1R
ACARS INFLT MENU 1/2−>
CONN GATE ATIS
2L <REQUEST 1L 2R
REQUEST> 1R
PIL WEATHER
3L <REQUEST 2L 3R 2R
REQUEST>
4L 3L 4R 3R
VOICE
5L <TELEX 4L CONTACT> 5R 4R
RECEIVED VOICE
6L <MISC 5L MESSAGES>
<TELEX 6R
CONTACT> 5R
RECEIVED
6L <MISC MESSAGES> 6R
Ground to Air ON to IN Status Air to Ground
ACARS PREFLT MENU 2/2−> ACARS POSTFLT MENU 2/2−>

PIL ATIS
1L 1R CREW ROT
<REQUEST 1L <REQUEST 1R
ACARS PREFLT MENU 1/2−> ACARS POSTFLT MENU 1/2−>
2L INITIAL 2R ATIS CONN GATE ATIS
1L 1R 2L <REQUEST1L 2R 1R
<REQUEST REQUEST> REQUEST>

3L FPL DATA WEATHER
3R WEATHER
3L 3R
2L REQUEST> 2R 2L 2R
<REPORT REQUEST>
4L REFUELING 4R
3L 3R 4L 3L 4R 3R
<REPORT VOICE VOICE
5L <TELEX LOAD DATA
CONTACT> 5R
4L 4R 5L <TELEX 4L CONTACT> 5R
4R
<REPORTRECEIVED
RECEIVED
6L <MISC MESSAGES> 6R VOICE 6L <MISC MESSAGES> 6R VOICE
5L <TELEX CONTACT> 5R 5L <TELEX CONTACT> 5R
RECEIVED RECEIVED
6L <MISC MESSAGES> 6R 6L <MISC MESSAGES> 6R
Figure 57 ACARS Menus

default values of dashes, and switches to the ACARS Telex Address Select
ACARS Telex Address Screen screen.
The ACARS TELEX ADDRESS is selected by pressing LSK 5L from the
ACARS main menu. The hardcoded data entry screen creates a multi−page ACARS REFUELING REPORT Page
screen that provides address selection. The telex downlinks can contain either The ACARS REFUELING REPORT page is accessed by pushing the line key
a 4 or 7 character ground address. adjacent to the REFUELING REPORT indication on the ACARS MENU page.
Line select keys 1 through 5 left and right are used to select the character ad- It is used to enter data for the calculation of fuel data for billing purposes only
dress to be used with the telex downlink. The action of pressing a line select and displaying the results.
key on the ACARS Telex Address screen causes the MU to select an address QTY BEFORE: The MU will display the remaining fuel quantity, in metric tons,
and generate the ACARS Telex screen, 4 character address. Line select key adjacent to line key 1R. The crew can enter a remaining fuel quantity value.
6R is used to select the ACARS Telex screen, 7 character address (SITA Ad- Note: This value is erased when a MU Reset is performed.
dress).
Line select key 1L on the ACARS Telex screen is used to manually enter an
address. The validation criteria is exactly 4 alpha characters for the 4 charac-
ter address and 7 alphanumeric characters for the 7 character address. The
crew can reset an address to its default value by performing the following ac-
tions:
Press the ”CLR” key so that string ”CLR” appears in the scratchpad.
Press the LSK adjacent to the address to be reset to the default value.
The entry of free text is performed on the ACARS telex screen. Four lines of
text, of 24 characters each, may be entered on the first page and four more
lines of TEXT may be entered on the second page. Text may be entered two
ways. One way is to key the data into scratch pad then press a line select key
in order to transfer the data into that line. If the data contains less than 24 char-
acters, then the remainder of the line is filled with spaces. The other method is
to key in the data without stopping. When the scratch pad is full, the data is
automatically transferred, when the 25th character is entered, to the uppermost
free data line. Character 25 is then displayed in column 1 of the scratch pad.
When the data is automatically entered into line 4 of the first page, the MU will
switch to the second page. The user may switch between the two methods at
any time, except for the last line, which requires using line select key 5L or 5R
to enter the data. If the upper−most free line of text is on page 1 and page 2 is
displayed on the MCDU, and the 25th character is keyed into the scratchpad,
then the data is automatically entered into the upper−most free line, the MU
switches to page 1 of the ACARS Telex screen and character 25 is displayed in
column 1 of the scratchpad.
When the telex message is ready to be transmitted then press line select key
1R, ”SEND*”, on either page of the ACARS Telex screen. The MU creates a
downlink containing the entered data, reinitializes the text parameters to their

ACARS REFUELING REPORT

SUPPLY VOL TYP/QTY BEFORE ACARS PREFLT MENU 1/2−>
1L 1R INITIAL ATIS
( ) −−−− / 6.1 1L 1R
UNITS SUPPLIED <REQUEST REQUEST>
2L 2R FPL DATA WEATHER
LT −−−−.− 2L REQUEST> 2R
DENSITY FOB <REPORT
3L 3R REFUELING
0.889 6.1 3L 3R
SUPPLIER FUEL DIFF <REPORT
4L ( ) −−−−.−
4R
4L
LOAD DATA
4R
FUEL TYP <REPORT
5L JETA1 5R VOICE
5L <TELEX 5R
RETURN TO CONTACT>
6L <ACARS MENU PRINT* 6R RECEIVED
6L <MISC 6R
MESSAGES>
ACARS TELEX 1/2−>

TROUBLE SHOOTING
1L
EDDF SEND* 1R
2L ( ) 2R
3L ( ) 3R
( ) ACARS TELEX ADDRESS

4L 4R
OPS STATION
( ) 1L <CONTROL 1R
5L 5R DEST>
CREW STATION
RETURN TO 2L 2R
6L
<ACARS MENU PRINT*
6R <SCHEDULE ORIGIN>
TROUBLE MAINT
3L 3R
<SHOOTING DEST>
MAINT
4L <STATION 4R
ORIGIN>
ACARS TELEX 1/2−> 5L <DISPATCH 5R
STATION
1L SEND* 1R 6L RETURN TO 6R
<ACARS MENU SITA ADDR>
2L ( ) 2R
3L ( ) 3R
4L ( ) 4R
5L ( ) 5R
6L RETURN TO 6R
<ACARS MENU PRINT*
Figure 58 ACARS Telex and Refuling Pages

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

ACARS PREFLT MENU 1/2−>

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

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

1L 1R 1L TROUBLE SHOOTING 1R
HALLO ANDY DEIN TELEX KAM AN EDDF
MFG KUBENS FRA MS
2L 2R 2L 2R
ON VHF
3L 3R 3L ( . ) 3R
ON HF
4L 4R 4L ( . ) 4R
5L 5R 5L 5R
6L RETURN TO 6R RETURN TO
<ACARS MENU PRINT* 6L 6R
<ACARS MENU SEND*
Figure 59 ACARS Voice Contact and REC MSG Pages

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

Slide status is displayed in a data field. When the slide is armed, then ARMED
is displayed, and when the slide is not armed, then UNARMD is displayed.
Parking brake status is displayed in a data field. When the parking brake is set,
then the SET indication is displayed, and when the parking brake is released,
then the REL indication is displayed.
Aircraft movement status is displayed in a data field. When the aircraft move-
ment is detected, then the MOVE indication is displayed, and when no aircraft
movement is detected, then the STABLE indication is displayed.

DATA ACARS MISC

1L <FREQUENCY 1R
VHF
2L STATISTICS> 2R
OOOI SATELLITE
3L <STATUS STATISTICS> 3R
4L 4R
PARAMETER
5L DISPLAY> 5R
RETURN TO
6L <ACARS MENU MAINT> 6R
ACARS OOOI STATUS 1/3 ACARS OOOI STATUS 2/3 ACARS OOOI STATUS 3/3
FMC FLIGHT NO UTC DEPT/DEST DOOR INPUTS
1L DLH437 KDFW/EDDF 1R 1L DOORS OPEN 120254 1R 1L AFT AV DR 1R
OPEN 162745
RETURN IN DATE SLIDES UNARMED 120138 FWD AV DR OPEN 131132
2L −−−−Z 10 OCT 95 2R 2L PARK BRAKE REL 120200 2R 2L L FWD PSG 2R
OPEN 133753
OUT OFF A/C MOVE −−−−−−− 171407 L AFT PSG OPEN 055246
3L 0159Z 0215Z 3R 3L 120633 3R 3L R FWD PSG OPEN 131132 3R
FLIGHT PH 1
IN <− ON R AFT PSG OPEN 133916
4L 1202Z 4R 4L STRUT 180123 4R 4L CLOSED 4R
1156Z FWD CARGO 194601
BLOCK ENG PWR 173403 AFT CARGO OPEN 162745
FLIGHT
5L 1003 5R 5L OOOI ST IN 120119 5R 5L OPEN 131132 5R
0941 BULK CARGO

RETURN TO RETURN TO RETURN TO
6L <ACARS MENU PRINT* 6R 6L <ACARS MENU PRINT*
6R 6L <ACARS MENU PRINT* 6R
Figure 60 ACARS OOOI Pages

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

DATA ACARS MISC

1L <FREQUENCY 1R
VHF
2L STATISTICS> 2R
OOOI SATELLITE
4L 4R
PARAMETER
5L DISPLAY> 5R
RETURN TO
ACARS PARAMETER DISPLAY ACARS SAT STATISICS ACARS VHF STATISTICS

1L PARAMETER NO. 1R
OUT OFF ON IN OUT OFF ON IN
1L 1R 1L 1R
RX 0 0 0 0 RX 0 27 0 2
2L 2R 2L TX 0 0 0 0 2R 2L TX 3 52 4 3 2R
PARM DATA = −− NAKS RX 0 NAKS TX 0 NAKS RX 2 NAKS TX 8
3L 3R 3L DUP TX 0 INC RX 0 3R 3L DUP TX 1 INC RX 3 3R
4L 4R 4L NUMBER OF RETRIES 4R 4L NUMBER OF RETRIES 4R

0 1 2 0 1 2
5L
0 0 0 5R 34 1 0
5L 5R 5L 5R
6L <ACARS MENU PRINT* 6R 6L 6R 6L 6R
<ACARS MENU PRINT* <ACARS MENU PRINT*
Figure 61 ACARS Statistics and Parameter Pages

23
ACARS Frequenz
The ACARS DATA FREQ page is accessed by pushing the line key 1L of the
ACARS MISC page.
This page presents a menu of the regions of the world that can be selected by
the crew. Each region is associated with a VHF data frequency. The associated
data frequency is displayed on the second line of this page.
The first character indicates the following modes:
A for Automatic Frequency Management mode
M for Manual mode (frequency selected by the Pilot)
R for Remote mode (frequency selected by the Airport)
S for Automatic search mode (scanning)
D for Automatic search mode for data.
The left arrow or right arrow will point to the current service provider region de-
termined by the aircraft position data. Action on line key 6L will return the user
to the ACARS Main Menu.
Automatic frequency management mode
When line key 6R is pushed, the MU sets the automatic frequency manage-
ment mode and blanks the star adjacent to line key 6R. The data frequency
displayed on the second line of this page will reflect the frequency determined
by the MU automatic frequency management mode.
Manual mode
The manual frequency management mode is entered by selecting a line key
with a frequency defined. The star adjacent to the name of the frequency in use
is blanked in order to indicate the last selection mode. While in Manual mode, if
the selected frequency is different from the frequency determined by the air-
craft position data, the MU will display the AUTO/MAN FREQ MISMATCH in-
dication in the MCDU scratchpad. The arrow arrow will be displayed next to the
line key selected by the automatic frequency management. While in manual
mode, the arrow will not be displayed if the MU is not receiving aircraft position.

23
ACARS PREFLT MENU 1/2−>

INITIAL ATIS
1L 1R
<REQUEST REQUEST>
FPL DATA WEATHER
2L REQUEST> 2R
<REPORT
3L REFUELING 3R
<REPORT
LOAD DATA
4L 4R
<REPORT
VOICE
DATA ACARS MISC 5L <TELEX CONTACT> 5R
1L <FREQUENCY 1R RECEIVED
6L <MISC 6R
VHF
MESSAGES>
2L STATISTICS> 2R
OOOI SATELLITE
4L 4R
PARAMETER
5L DISPLAY> 5R
RETURN TO
ACARS DATA FREQ

M131.725
1L 1R
EUR/OTHERS <−
2L *ASIA/AUS N−AMERICA* 2R
3L *JAPAN 3R
4L 4R
5L 5R
RETURN TO
6L <ACARS MENU AUTOMATIC* 6R
Figure 62 ACARS Data Frequency Page

23
ACARS MAINTENANCE
The ACARS MAINTENANCE page is accessed by pushing the line key 6R of
the ACARS MISC page. The user can get access to other maintenance pages
through the following MCDU line keys:
1L: PART NUMBER prompt on ACARS PART NUMBER page
2L: STATUS prompt on ACARS STATUS page
3L: TEST prompt on ACARS TEST page
4L: COMM prompt on ACARS COMM Status page
6R: hidden prompt on ACARS DEBUG page
Actuation of line key 6L (RETURN TO ACARS MENU prompt) will return the
user to the ACARS MENU page.
PART NUMBERS
The ACARS PART NUMBER page can be accessed via the ACARS MAINTE-
NANCE page.The ACARS PART NUMBER page displays the following data:
MU P/N: ACARS MU hardware part number
MU S/N: MU serial number
CORE SW P/N REV: Core software part number
APP SW P/N REV: Application software part number
DB P/N: Data base part number.
Actuation of line key 6R (PRINT prompt) will attempt to print the ACARS PART
NUMBER page on the cockpit printer. Actuation of line key 6L (RETURN TO
MAINT MENU prompt) will return the user to the ACARS MAINTENANCE
page.

23
DATA ACARS MISC

1L <FREQUENCY 1R
VHF
2L STATISTICS> 2R
OOOI SATELLITE
4L 4R
PARAMETER
5L DISPLAY> 5R
RETURN TO
ACARS MAINTENANCE
1L <PART NUMBERS 1R
2L <STATUS 2R
3L <TEST 3R
4L <COMM 4R
5L 5R
RETURN TO
6L <ACARS MENU 6R
ACARS PART NUMBERS

MU HW P/N MU S/N
1L 965−0728−003 0384 1R
CORE SW P/N
2L 998−1383−501.A 2R
APP SW P/N REV
3L 998−1686−501 3R
DB P/N
4L 998−1647−503 4R
DISKETTE P/N REV
5L 963−0005−002.A 5R
RETURN TO
6L 6R
<ACARS MENU PRINT*
Figure 63 ACARS Partnumber Page

23
ACARS TEST MCDU Test
The ACARS TEST menu is selected via the ACARS MAINTENANCE menu. The MCDU test function causes the MU to display the ACARS MCDU SCRN
The first page of the ACARS TEST menu enables the user to exercise basic TEST page. From this page, the user may select LSK 6L (RETURN TO TEST
features of the ACARS system. The second page of the ACARS TEST menu MENU prompt) to return to the ACARS TEST menu, or select LSK 6R (PRINT
enables the user to perform a loop back test on LRUs. Test functions are acti- prompt) to print the page.
vated by pushing the MCDU keys.
Satellite Link Test
Actuation of LSK 6L (RETURN TO MAINT MENU prompt) returns the user to
the ACARS MAINTENANCE menu. The SAT LINK test function is disabled because the SDU is not installed, so the
MU displays the NO SDU indication and the asterisk is blanked.
Note: The LRU names displayed on the second page are dependent upon
which LRUs are installed. SDU Test
VHF Link Test The SDU test function is disabled because the SDU is not installed, so the MU
displays the NO SDU indication and the asterisk is blanked.
The LINK TEST function attempts to downlink a message to the ground net-
work. Success of the test is determined by whether or not the downlink is ac- RAM Test
knowledged by the service provider.
The RAM test performs a simple write/read test over portions of RAM. All data
The data field displayed alongside the LSK indicates the status/results of the stored in RAM is saved. If no errors are detected, then the status field displays
test, initially displaying the INITIATE indication. When the function is first se- the PASS indication for 5 seconds. If errors are detected, then the status field
lected, the status changes to TEST to indicate that the test is active. The aster- displays the FAIL indication for 5 seconds. While the test is performed, the sta-
isk (*) alongside the LSK also changes to a blank. Attempts to initiate the test tus field displays the TEST indication.
while the asterisk is missing are ignored.
If the downlink is acknowledged by the ground station, the status will change to
PASS and the asterisk is shown again. If not, the status changes to FAIL and
the asterisk is shown again. Five seconds after completing the test, the status
changes to INITIATE.
Printer Test
The PRINTER TEST function allows to print all characters on the cockpit
printer.
The data field displayed alongside the LSK indicates the status/results of the
test, initially displaying INITIATE indication. When the function is first selected,
the status changes to TEST to indicate that the test is active. The asterisk (*)
alongside the LSK also changes to a blank. Attempts to initiate the test while
the asterisk is missing are ignored.
If the message containing the test pattern is determined to be undeliverable,
the status changes to FAIL and the asterisk is shown again. If the data transfer
is successful, the status changes to PASS and the asterisk. Five seconds after
completing the test, the status changes to INITIATE.

23
LRU X Test
The LRU X TEST function, on page 2/2 of the ACARS TEST page, performs a
simple loop back analysis to evaluate the status of the displayed LRU.
The data field alongside the prompt LSK displays initially the INITIATE indica-
tion. Actuation of the function changes the field to TEST, and the asterisk
alongside the LSK changes to a blank. Attempts to initiate the test while a file
transfer is in progress results in displaying the BUSY indication while a file
transfer is in progress, then a return to INITIATE. If the TEST is correct, then
ACARS TEST 1/2
the MU changes the status field to PASS and displays the prompt asterisk. Any VHF LINK SAT LINK
other results causes the MU to display the FAIL indication. Five seconds after 1L NO SDU 1R
*INITIATE
completing the test, the status changes to INITIATE. PRINTER SDU
2L 2R
If a LRU specified for file transfer is not installed, then the MU: *INITIATE NO SDU
3L 3R
− blanks the star (”*”) MCDU TEST*
− displays NO LRU instead of INITIATE 4L 4R
<COMM AUDIT
− ignore actions on keys. RAM TEST
If the LRU is not testable, then the MU: 5L INITIATE* 5R
− blanks the star (”*”) RETURN TO

6L <MAINT MENU 6R
− displays the NO TEST instead of the INITIATE indication.
− ignore actions on keys.
If the LRU activity logic indicates that the displayed LRU is inactive, then the
MU: ACARS TEST 2/2
− blanks the star (”*”) 1L
FMC
1R
− displays the INACTIVE indication instead of the INITIATE indication. NO TEST
ACMS CFDIU
− ignore actions on keys. 2L
NO TEST NO TEST 2R
When the LRU activity logic indicates that the displayed LRU is active, then the CABIN 1 CABIN 2
3L NO LRU 3R
MU displays: NO LRU
− the star (”*”) 4L 4R
− the INITIATE indication.
5L 5R
RETURN TO
6L <MAINT MENU 6R
Figure 64 ACARS Test Pages

ACARS STATUS Page

The ACARS STATUS menu is accessed via the ACARS MAINTENANCE
menu. Actuation of line key 6L (RETURN TO MAINT MENU prompt) will return
the user to the ACARS MAINTENANCE MENU page.
ACARS ERROR LOG Page

The ACARS ERROR LOG page is accessed via the ACARS STATUS menu.
The ACARS ERROR LOG page allows access to submenus which provide de-
tailed information about faults detected by the MU.
ACARS CLASS 1 AND 2 FAULTS Page
Actuation of line key 1L (CLASS 1 AND 2 FAULTS prompt) will display the
CLASS 1 AND 2 FAULTS page, on the MCDU. Access to this page will be
prevented if no faults exist for that category.
ACARS CLASS 3 FAULTS Page
Actuation of line key 2L (CLASS 3 FAULTS prompt) will display the CLASS
3 FAULTS page on the MCDU. Access to this page will be prevented if no
faults exist for that category.
ACARS GROUND FAULTS Page
Actuation of line key 3L (GROUND FAULTS prompt) will display the
GROUND FAULTS page on the MCDU. Access to this page will be pre-
vented if no faults exist for that category.
The data fields adjacent to each prompt indicate the number of fault entries
residing in memory for that category.
Actuation of line key 6R (PRINT prompt) will attempt to print the ACARS ER-
ROR LOG screen on the cockpit printer. Actuation of line key 6L (RETURN TO
STATUS MENU prompt) will return the user to the ACARS STATUS menu.
Anomalies given by the CLASS 1 and 2 FAULTS menu and those given by the
CLASS 3 FAULTS menu are detected and recorded by the software while the
aircraft is in flight. Anomalies given by the GROUND FAULTS menu are de-
tected and recorded by the software while the aircraft is on the ground.
The operation of all FAULTS Menus is the same. The most recent error is dis-
played as the first page. Actuation of the next page function key and down−ar-
row function key will allow the user to advance to less recent entry pages.

ACARS MAINTENANCE
1L <PART NUMBERS 1R
2L <STATUS 2R
3L <TEST 3R
4L <COMM 4R
5L 5R
RETURN TO
6L <ACARS MENU 6R
ACARS STATUS
1L <ERROR LOG 1R
2L <RCV 429 DATA 2R
3L <TX 429 DATA 3R
4L <LRU 4R
5L <DISCRETES 5R
RETURN TO
6L <ACARS MENU 6R
ACARS ERROR LOG ACARS ERROR LOG ACARS ERROR LOG 1/2
CLASS 1 AND 2 CLASS 1 AND 2 FAULTS CLASS 3 FAULTS
1L 1 1R 1L 1R 1L 1R
<FAULTS A/ REG=. D−AIRA A/ REG=. D−AIRA
CLASS 3 LEG DATE UTC ATA CLS LEG DATE UTC ATA CLS
2L 2 2R 2L 2R 2L 2R
<FAULTS 011 JUL08 0515 232434 1 002 JUL13 0713 232434 3
GROUND FQIC (3QT) /ACARS MU (1RB)
3L 0 3R 3L ACARS MU (1RB) 3R 3L 3R
<FAULTS
ACARS SW LOGIC FQIC BUS
4L 4R 4L 4R 4L 4R
ADDR COUNT ADDR COUNT
451C : 00FA 1 1
5L 5R 5L 5R 5L 58D7 : 0C8D* 5R
6L <MAINT MENU PRINT* 6R 6L <ERROR MENU PRINT* 6R 6L PRINT* 6R
Figure 65 ACARS Error Log Pages

RCV 429 DATAS ACARS TX 429 DATA
The ACARS RCV 429 DATA page is accessed via the ACARS STATUS menu. The ACARS TX 429 DATA page is accessed via the ACARS STATUS menu.
This page allows the user to inspect specific broadcast values received from The purpose of the transmit 429 data page is to display the status of the 429
other LRUs.The following information is displayed: words broadcast by the MU. The bits of labels 030, 172, 270 and 377 are dis-
A/C REG. number, UTC, DATE. played on this page.
Data displayed is actual broadcast value. For example, if UTC data is LSK 2L is used to select the 429 word to be displayed. The initial value is label
”124500”, then that will be displayed until a different value is received. 172. Every time that LSK 2L is pushed, the label changes to the next value in
the sequence (030, 172, 270, 377). When label 377 is displayed and LSK 2L is
Actuation of LSK 6L (RETURN TO STATUS MENU prompt) returns the user to
pushed, then label 030 is displayed. Bits 32 to 9 inclusive of the selected label
ACARS STATUS menu. Actuation of LSK 6R (PRINT prompt) attempts to print
are displayed on line 9, adjacent to LSK 4L and 4R.
the ACARS RCV 429 DATA page on the cockpit printer.
ACARS SEL 429 RCV PAGE
Actuation of LSK 5R (SELECT prompt) causes the MU to display the ACARS
SEL 429 RCV page. The purpose of this page is to allow the user to view the
last value received for a 429 broadcast word specified by either the core or the
application. LSK 1L is used to select the LRU. LRUs that are installed, from
which 429 Broadcast data is processed, are selectable. Each time LSK 1L is
pushed, the MU selects the next LRU on the list. The LRUs are listed in order
of the input channel they utilize.
FMGC
CMC
FWC L1−1
FWC L2−1
SDAC L1−1
SDAC L2−1
SDAC L1−2
DSAC L2−2
ACMS
LSK 2L is used to enter the 429 label. Any value within the 1−377 octal range
may be entered. If less than 3 characters are entered, then the entered data is
right−justified and zero−filled.
LSK 3L is used to select the value for SDI. Every time that LSK 3L is pushed,
the next value from the list is selected. The order of values in list is:
XX (don’t care), 00, 01,10,11.

ACARS STATUS
1L <ERROR LOG 1R
2L <RCV 429 DATA 2R
3L <TX 429 DATA 3R
4L <LRU 4R
5L <DISCRETES 5R
RETURN TO
6L <ACARS MENU 6R
ACARS RCV 429 DATA

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

LRU
1L 1R 1L 1R
FMGEC LABEL
2L
LABEL 2R 2L *172 2R
3L SDI 3R 3L BIT 3R
XX
333222222222211111111111 333222222222211111111111
4L 4R 4L 4R
210987654321098765432109 210987654321098765432109
5L −−−−−−−−−−−−−−−−−−−−−−−− 5R 5L 011000000000000000100011 5R
RETURN TO RETURN TO
6L 6R 6L PRINT* 6R
<RCV 429 PRINT* <STATUS MENU
Figure 66 ACARS RCV/TX 429 Data Pages

ACARS LRU STATUS ACARS DESCRETES
The ACARS LRU STATUS page is accessed via the ACARS status page. The The ACARS DISCRETES pages are accessed via the ACARS STATUS page.
ACARS LRU status page displays the state of the activity logic for each LRU. The status of the ACARS discrete inputs and outputs are displayed and up-
The name of each LRU is displayed in columns 1−10 and its status in columns dated at 1 second intervals.
12−24. The ACTIVE indication is displayed for each active LRU and the INAC- The character ”1” represents an open circuit and the character ”0” represents
TIVE indication is displayed for each inactive LRU. ground on the MCDU page generated by the MU.
If an LRU is not installed, according to either the aircraft configuration broad-
cast words, the Application, database, or the default LRU configuration specifi-
cation, then the corresponding field shows the NOT INSTALLED indication. If
an LRU is installed but no 429 broadcast words are processed, the NO 429
DATA indication is displayed. If an LRU name is not supplied, then neither the
name or status will be displayed.
Actuation of LSK 6R (PRINT prompt) attempts to print the ACARS LRU STA-
TUS page on the cockpit printer. Actuation of LSK 6L (RETURN TO STATUS
MENU prompt) returns the user to the ACARS STATUS menu.

ACARS STATUS
1L <ERROR LOG COM> 1R
2L <RCV 429 DATA 2R
3L <TX 429 DATA 3R
4L <LRU 4R
5L <DISCRETES 5R
RETURN TO
6L <ACARS MENU 6R
ACARS LRU STATUS 1/3 ACARS DISCRETE 1/5

1L FMGC 1 ACTIVE 1R 1L 1R
AIRCRAFT TYPE TP14A 0
PRINTER ACTIVE TP14B 1
2L DMU ACTIVE 2R 2L TP14C 1 2R
SPARE NOT INSTALLED TP14D 0
3L FMGC 2 ACTIVE 3R 3L 1L 3R 1R
MU FAULT ANNUN NP09J 1
MCDU 1 ACTIVE MU ACTIVE / STDBY TP02J 0
4L FWC 1 ACTIVE 4R 4L 2L
ADL SELECT TP06E 1 4R 2R
SDAC 1 ACTIVE
CAPTAIN /1L1ST OFFR TP03J 1 1R
5L 5R 5L 3L 5R 3R
RETURN TO RETURN 2L
TO 2R
6L 6R 4L PRINT* 4R
<STATUS MENU PRINT* 6L <STATUS MENU
1L
6R
1R
3L 3R
5L 5R
2LTO
RETURN 2R
4L ACARS DISCRETE
PRINT* 4R3/3
6L <STATUS MENU
1L 6R 1R
ACARS LRU STATUS 2/3 ACARS LRU STATUS 3/3 3L
716 PUSH TO TALK
3R
5L TP14K
5R 1
1L NOT INSTALLED 1R 1L 1R 2L 2R
SPARE FQIS ACTIVE 4LRETURN TO VHF DATA KEY LINE TP05N 1 4R
MCDU 2 ACTIVE SPARE NOT INSTALLED 6L <STATUS MENU PRINT* TP05J6R
RM VOX / DATA SEL 1
CABIN 1 NOT INSTALLED NO 429 DATA 3L RM VOX / DATA STAT TP05K 0 5R 3R
2L 2R 2L ADL 2R 5L
CFDIU ACTIVE ADIRS ACTIVE VOX / DATA MODE AN TP07F 0
3L SDU 1 NOT INSTALLED 3R 3L 3R RETURN
4L TO/ DATA MODE MN
VOX TP07E 0 6R 4R
MCDU 3 NOT INSTALLED 6L <STATUS MENU
MU INHIBIT PRINT*
TP06D 1
4L
CABIN 1 NOT INSTALLED 4R
5L MU SDI BIT 9 TP14E 0 5R
SPARE NOT INSTALLED 4L 4R
RETURN TO TP14F 1
6L PRINT* 6R
5L 5R 5L 5R <STATUS MENU
RETURN TO RETURN TO
6L <STATUS MENU PRINT* 6R 6L <STATUS MENU PRINT* 6R
Figure 67 ACARS LRU AND Descretes Status Pages

ACARS COMM ACARS COM AUDIT
The ACARS COMM STATUS page is selected by pushing LSK 4L on the The VHF and satellite communication AUDIT function is controlled via the
ACARS MAINTENANCE menu. ACARS COMM AUDIT page. This page is accessed via the ACARS TEST 1/2
Data field 2L contains COMM when the VHF communications link is available page.
and NOCOMM when the link is not available. Data field 3L contains DATA LSK 1L (VHF AUDIT prompt) toggles VHF audit on and off.
when the VHF link is in data mode and VOICE when the VHF link is in voice LSK 2L (UPLINKS prompt) enables/disables printing of uplinks addressed to
mode. this aircraft.
Data field VHF unsent downlinks displays the number of unsent downlinks in LSK 3L (DOWNLINKS prompt) enables/disables printing of downlinks from this
the VHF queue. aircraft.
LSK 4L (UPLINK TRAFFIC prompt) enables/disables printing of uplinks to
Data field 2R contains COMM when the SAT communications link is available
other aircraft.
and NOCOMM when the link is not available. Data field SAT unsent downlinks
LSK 5L (DOWNLINK TRAFFIC prompt) enables/disables printing of downlinks
displays the number of unsent messages in the SAT queue.
from other aircraft.
Data field ROUTER unsent downlinks displays the number of unsent mes- LSK 1R (SAT AUDIT prompt) toggles satellite channel audit on and off.
sages in the router queue. LSK 2R (LABEL FILTER prompt) enables/disables filtering of uplinks and
downlinks.
LSK 3R (LABEL prompt) enters label to be used for label filter.
Access to each audit function can be separately disabled by the application.

ACARS MAINTENANCE ACARS TEST 1/2

VHF LINK SAT LINK
1L <PART NUMBERS 1R 1L INACTIVE 1R
*INITIATE
PRINTER SDU
2L <STATUS 2R 2L 2R
*INITIATE INACTIVE
<TEST 3L 3R
3L 3R MCDU TEST*
4L <COMM 4R 4L <COM AUDIT 4R
RAM TEST
5L 5R 5L INITIATE* 5R
RETURN TO RETURN TO
6L <ACARS MENU 6R 6L <MAINT MENU 6R
ACARS COMM STATUS ACARS COMM AUDIT

VHF AUDIT SAT AUDIT
1L 1R 1L 1R
VHF (OP) (OP) SAT OFF OFF
2L COMM NO COMM 2R 2L 2R
DATA UPLINKS FILTER LABEL

3L 3R 3L 3R
OFF OFF
UNSENT DOWNLINKS DOWNLINKS LABEL

4L 4R 4L 4R
VHF ROUTER SDU OFF
000 000 000 5L 5R
5L 5R
RETURN TO RETURN TO
6L PRINT* 6R 6L <TEST MENU PRINT* 6R
<MAINT MENU
Figure 68 ACARS COM Status Page

23
ACARS MU RESET
To reset the ACARS MU, do the following:
ACARS REFUELING REPORT Page
Type ’SAM’ into the scratchpad and press LSK 6R
The ACARS REFUELING REPORT page is accessed by pushing the line key
The ACARS DEBUG 1/2 page is activated adjacent to the REFUELING REPORT indication on the ACARS MENU page.
Goto page 2/2 (press next page) It is used to enter data for the calculation of fuel data for billing purposes only
The ACARS DEBUG 2/2 page is activated and displaying the results.
Type ’RESET MU’ into the scratchpad and press LSK 6R QTY BEFORE: The MU will display the remaining fuel quantity, in metric tons,
The ACARS MU will perform a reset. adjacent to line key 1R. The crew can enter a remaining fuel quantity value.
Attention: During reset the QTY BEFORE value on the ACARS REFUELING Note: This value is erased when a MU Reset is performed.
REPORT page is cleared. Type in old value after MU RESET.

23
ACARS MAINTENANCE ACARS PREFLT MENU 1/2−>

INITIAL ATIS
1L <PART NUMBERS 1R 1L
<REQUEST REQUEST> 1R
FPL DATA WEATHER

2L <STATUS 2R 2L
<REPORT REQUEST> 2R
REFUELING
3L <TEST 3R 3L
<REPORT 3R
LOAD DATA
4L <COMM 4R 4L
<REPORT 4R
VOICE
5L 5R 5L <TELEX 5R
CONTACT>
RETURN TO RECEIVED
6L <ACARS MENU 6R 6L <MISC MESSAGES> 6R
SAM
ACARS DEBUG 1/2

1L <VHF FMC> 1R
TYPE ’SAM’ INTO
THE SCRATCHPAD SPARE2>
2L <MEMORY DUMP 2R
AND PRESS LSK 6R
3L <PRINTER ACMS> 3R
4L <MCDU SPARE5> 4R
<SDU ACARS REFUELING REPORT

5L CABIN1> 5R
SUPPLY VOL TYP/QTY BEFORE
RETURN TO 1L 1R
( ) −−−− / 6.1
6L <ACARS MENU CABIN2> 6R
SUPPLIED
2L
UNITS 2R
LT −−−−.−
DENSITY FOB
3L 3R
0.889 6.1
SUPPLIER FUEL DIFF
ACARS DEBUG 2/2 4L ( ) 4R
−−−−.−
1L 1R FUEL TYP
<SAT 5L 5R
JETA1
2L <BIT 2R RETURN TO
6L
<ACARS MENU PRINT* 6R
3L <VERSION 3R
4L 4R
5L 5R
RETURN TO MU RESET
6L <ACARS MENU 6R
TYPE ’RESET MU’ INTO THE
SCRATCHPAD AND PRESS RESET MU
LSK 6R
Figure 69 ACARS RESET Function

FRONT PANEL TEST

After installation, correct operation of the ACARS MU can be checked by using TEST pushbutton
the following controls located on the MU frontface: When pressing the test pushbutton switch:
PASS / FAULT indicator lights − a ACARS MU ”Cold Start” is initiated.
In normal operation, the lights indicate the actual status of the ACARS MU. − the LRU PASS and FAULT lights come on for 3s approximatly to indicate
In test mode, after a 3s indicator light test, the lights indicate the test result. correct operation.
7 segment LED − The red FAULT light goes off to indicate, that no fault is present.
If a test is activated and a failure is detected , the 7 segment LED shows a If the red FAULT light remains on and the green light goes off, the sys-
fault code (see chart). tem is faulty and shows a fault code on the LED.
Display Description − the decimal point of the BCD display blinks to indicate correct operation
9.
8.
7.
6.
5.
4.
3.
2.
1. Internal Hard /
0. Software Fail
9
8
7
6
5
4
3 A / C Registration missed
2 A / C Type Mismatch
1 Bad H / W Part Number

0 Power Down
Display:
3 After ”Cold Start” the MU did not receive the A/C registration.
2 The A/C type defined in software is different to the pin programm informa-
tion
1 the MU partnumber format is incorrect.

TEST
ACARS MANAGEMENT UNIT
Figure 70 ACARS MU Front Panel Test

23
LOCATION

23
MU ACARS
Figure 71 ACARS Location 80 VU

23
A
UPPER ECAM DU
C
MCDU
B
D
RMP1 ( 2/3 )
PRINTER
Figure 72 ACARS Location Cockpit

23


23
23−73 CIDS
CIDS PRESENTATION the boarding music pre−recorded announcements (PRAM)
For higher flexibility in changing cabin layouts , the Cabin Intercommunication There is a large number of cabin loudspeakers, lighting units, passenger lighted
Data System (CIDS) is designed to accommodate these demands without the signs, and passenger call buttons including lamps. They are connected to a
smaller number (26 or 32) of locally installed driver units, called Decoder En-
need for complex and costly hardware changes. Most cabin systems are inter-
coder Units (DEU). These DEUs connect to one of two data bus lines, installed
faced with one of two microprocessor controlled data busses. Digitized audio
along each aircraft side. A second bus system with different DEUs interfaces
control and command signals are transmitted along the bus from a central
control unit called the ’Director’. CIDS reduces these requirements: crew related systems and components. The director units, also connected to
the busses, control the individually addressed DEUs. All other attendant control
additional cable bundles, equipment, cockpit equipment and avionics compartment equipment are inter-
Terminal blocks, faced directly to the director. The director converts the different types of input
function and relay boxes, and output signals into low level digital data. The program controls this digital
connectors. data. The majority of system reconfiguration work needed for installation of op-
tions, or CIDS upgrades is reduced to software changes. A removable
These are normally associated with the installation of optional systems and memory cassette, the Onboard Replaceable Module (OBRM), plugged into the
cabin re−arrangements. When you have to change the cabin layout, only the front face of the director, contains the software. On major CIDS software
controlling software is modified. The existing PAX equipment such as loud- changes the OBRM is normally replaced with a new preprogrammed unit. A
speakers and lighting units remain as before. This software is centrally stored second plug−in memory cassette (the CAM) fits into the programming and test
in the Cabin Assignment Module (CAM) and you can modify it aboard the air- panel This is installed at the forward attendant station. The CAM defines many
craft or in the workshop. The CAM data also determines whether certain op- of the system properties and all cabin layout information. Also whether chimes
tions are available. For example you can change the appropriate data in the should accompany PA announcements and whether each loudspeaker is for
CAM to accompany all Passenger Address (PA) announcements with chimes. attendant or passenger announcements.
The basic CIDS provides these system functions:
BITEs allow the CIDS to detect faults both in connected systems, and within
the passenger address, the CIDS unit themselves.
the passenger call, Optional systems such as passenger entertainment video, advanced passen-
the passenger lighted signs, ger services, extended emergency lighting system testing, etc. are also provi-
the general cabin illumination control, sioned for in the basic installation.
the cabin and flight crew interphone, Controls for the cabin systems are centrally provided, for example on the for-
the lavatory smoke warning, ward attendant panel. The CIDS has sufficient flexibility to accomodate extra
sets of controls at other locations.
the escape slide bottle pressure monitoring,
Attendant handsets allow communication over the interphone system and are
the door bottle pressure monitoring, used for PA announcements. An integrated keypad is used to establish differ-
the service interphone (partially integrated into the CIDS), ent types of calls and announcements. An associated Attendant Indication
the extended emergency lighting test, Panel (AIP) provides attendants with PA/Interphone dialling and calling in-
the work light test, formation. It is used for displaying certain system warnings. The activation of
colored fields on the Area Call Panels (ACP) give long range visual indications
the passenger reading lights (control and test), of the CIDS for the attendants.
the temperature indication of cabin compartment zones.

23
POWER SUPPLY POWER SUPPLY

FWD ATTND
PANEL
D D
I I
R R
E O E O
C B C B
T R T R
O M O M
R R
2 PROGRAMMING 1
AND TEST PRAM
PANEL
CAM
TOP LINE
MIDDLE LINE
DEUs DEUs
A B
Passenger related items: Cabin attendant related items:

− Call − Handset
− Loudspeaker − Attendant Indication Panel
− Cabin lighted signs − Area Call Panel , Add. Attendant Panel
− Cabin lights − Slide/Door pressure monitoring
− Emergency Power Supply Unit , Drain Mast Heating
Figure 73 CIDS Schematic
23
CIDS Components Not all inputs and outputs are used on each DEU, however, it depends on the
The CIDS is made up of a number of principle components which connect to cabin layout. The DEUs type B connect to the directors via a middle−line
two identical control units. The ’active’ director 101RH and the ’hot−standby’ twisted pair data bus. One twisted pair cable on each aircraft side or the cabin
director 102RH. The principle components are the Onboard Replaceable Mod- centerline connects to all DEUs type B on that side. A resistor or a bus ter-
ules (OBRM) 101RH1 (102RH1). mination unit (BTU) terminates each middle−line data bus cable for cable im-
pedance matching. Each DEU type B is identical. Coding switches in each
CIDS Directors DEU mount are used to define a different address for each DEU B location.
For redundancy, two identical directors are provided. The director 102RH is
Forward Attendent Panel (FAP)
normally in hot−standby. It must receive the same inputs and respond to them
in the same way as the active director 101RH. The only exception is that its The forward attendant panel 120RH transmits to the director via a serial link
outputs are normally disabled. Each director contains an OBRM module .The which connects to both directors in parallel. For transmission of data to the for-
director connects only indirectly to the large amount of cabin equipment, via ward attendant panel, however, two separate ARINC links are provided, one
Decoder Encoder Units (DEU). ARINC links and discrete lines connect the di- from each director. Separate discrete lines from the panel connect to the power
rector to individual controls, cockpit equipment and other systems. supply units of the reading lights, the attendant work lights and lavatory lights.
DEU Type A Programming and Test Panel (PTP)

DEUs type A 200RH are installed along each side of the passenger cabin. To The programming and test panel 110RH transmits to the director via a serial
each DEU type A 3 PSUs and PIUs may be connected. The DEUs type A con- link which connects to both directors in parallel. For transmission of data to the
nect to the directors via a top−line twisted pair data bus. For redundancy pur- panel, however, two separate ARINC links are provided, one from each direc-
poses, the physical form of this top−line bus are two twisted pairs along each tor. The Cabin Assignment Module (CAM) 115RH plugs directly into the front
side of the cabin. They connect alternate DEUs. This means that a break in face of the panel. Interaction between director and CAM is via the program-
one top−line twisted pair would disable only every other DEU type A along one ming and test panel ARINC links.
side of the cabin. A resistor terminates each top−line data bus cable for cable
Prerecorded Announcment and Boarding Music (PRAM)
impedance matching. Each DEU type A is identical, which allows the inter-
change of any DEUs type A. The DEU mount include coding switches. This The function of the Prerecorded Announcement and Boarding Music (PRAM)
gives each DEU location a different address. Reproducer is to play prerecorded messages. It also plays boarding music pro-
grams on a cassette tape to the passengers through the aircraft passenger ad-
DEU Type B dress system. The PRAM is controlled by the audio module, which is a part of
DEUs type B 300RH are installed in their DEU−mounts on both cabin sides the Fwd Attnd panel . It is installed in the cabin at the forward attendant station.
(A320) or on both sides of the cabin centerline (A321). They are located near The PRAM is controlled through the Cabin Intercommunication Data System
to the exit doors. The DEUs type B connect to attendant and safety equipment. (CIDS) director to receive and transmit control data.
DEUs type B connect with discrete lines to this equipment:
the area call panels,
the attendants handsets,
the slide and door pressure sensors,
the emergency power supply units,
The aft attendant panel receives and transmits serial data, also it is connected
to the DEU type B with discrete lines. A serial link transmits data to each AIP
too. Discrete connections provide AIP power and reception of AIP BITE status.

23
CIDS DIRECTOR 2 DEU A DEU A DEU A DEU A DEU A DEU A

PASSENGER LIGHTED SIGNS
CIDS DIRECTOR 1 CALL
LOUDSPEAKERS
OBRM CABIN LIGHTS
CONTROLS DEU A DEU A DEU A DEU A DEU A DEU A

AND
INTERFACES
SERVICE INTPH JACKS MOUNT MOUNT DEU B SLIDES ATTND IND DEU B
PRESS SENSOR PANEL
COCKPIT HANDSET
AREA LH and RH
HANDSET
CALL MID EPSU
PTP AREA
PANELS
CALL
CAM PANELS MID EPSU SLIDE/DOOR PRESSURE
MID EPSU SENSOR LH AND RH
HANDSET
FWD EPSU
MID EPSU
ATTND. IND
FAP DRAIN MAST PANEL
SLIDE/DOOR
AFT
PRESS SENSOR AREA
SLIDE/DOOR LH AND RH DRAIN MAST ATTND
PRESS SENSOR CALL PANELS
LH AND RH HANDSET PANELS
PRAM AFT EPSU AREA

HANDSET ATTND. IND CALL
PANEL HANDSET
ATTND. IND PANELS
ADD. ATTND. MIDDLE LINE
PANEL ATTND. IND
PANEL
PANEL
A321 only DEU B DEU B MOUNT DEU B
Figure 74 CIDS Detailed Schematic

CABIN INTERCOMM. DATA SYSTEM
23−73
DESCRIPTION AND INTERFACES

SDCU With cockpit door open, the forward attendant station loudspeaker volume will
The Smoke Detector Control Unit (SDCU) provides the directors with the lava- decrease by 10 dB (PA from cockpit).
tory smoke detection signal to activate the audio and visual warnings in the
CABIN PRESSURE SWITCHES
cockpit and in the passenger cabin.
In case of cabin depressuration signals are sent to the CIDS directors to con-
ECAM trol the following items:
The two Flight Warning Computers (FWCs) and the two System Data Acquisi- Cabin lights (full bright).
tion Concentrators (SDACs) are the main computers of the ECAM. Exit lights (via EMLS).
In case of CIDS malfunctions or CIDS related systems malfunction, a message NO SMOKING and FASTEN SEAT BELT signs.
is sent to the ECAM.
NOTE: the RETURN TO SEAT signs are not affected.
NOTE: the buzzer sound for the Crew Call System is generated by the FWCs.
The cabin door position and slide armed information given by the SDACs is SERVICE INTERPHONE
sent to the directors to control the seat row lighting and FAP indications (A321). The service interphone connects the handsets to the eight service interphone
plugs.
SFCCs
The eight service interphone plugs are located around the aircraft for mainte-
The Slat Flap Control Computers (SFCCs) provide signals to the directors to
nance purposes.
control the FASTEN SEAT BELT and NO SMOKING signs in automatic mode.
COCKPIT CALL PANEL
LGCIU
The cockpit call panel provides call facilities between flight crew and attendant
The Landing Gear Control Interface Units (LGCIUS) are also used by the direc-
stations, and enables emergency calls to all attendant stations.
tors to control the NO SMOKING and FASTEN SEAT BELT signs in automatic
mode. ANN. LIGHT CONTROL BOX
A signal from the LGCIUs switches on the Service Interphone System ten se- The control box is used to test and dim the CIDS related illuminated pushbut-
conds after landing. tons.
Passenger Address HANDSET CFDIU
The cockpit handset is directly connected to the directors. The CFDIU is used as an interface between the CIDS and the MCDUs, for
NOTE: cockpit mounted handset has priority over all attendant passenger ad- testing and trouble shooting.
dress announcements and over the Passenger Entertainment System music. NOTE: selecting CIDS on the MCDU main menu permits access to the same
menu, as on the PTP.
AMU
The Audio Management Unit (AMU) is used to establish and reset cockpit inter- NO SMOKING / FASTEN SEAT BELTS SWITCHES
phone operation. The NO SMOKING and FASTEN SEAT BELTS switches are directly con-
nected to the diretcors for manual and automatic control of the signs.
ENGINE OIL PRESSURE SWITCH / COCKPIT DOOR SWITCH
When the engines are running and the cockpit door is open, the forward left
entry light goes automatically to 10% lighting intensity.

23−73
SDCU ECAM
POWER SUPPLY
FWC 1 SDAC 1 SFCC 1
FWC 2 SDAC 2 SFCC 2
CDIS DIRECTOR 2
FWD ATTND
PANEL
**** * TO
*** * TOP
** * * ** LINE PA AMU
** BUSES LGCIU 1 HANDSET
** * * *
**** LGCIU 2
CIDS
DIRECTOR 1
TO
MIDDLE
LINE
* * BUSES
* *
* * ENGINE OIL/ COCKPIT SERVICE COCKPIT
PROGRAMMING CABIN PRESS DOOR INTER− CALL
AND TEST SWITCHES SWITCH PHONE PANEL
PANEL
* CAM *
ANN. LIGHT NS/FSB

CONTROL CFDIU SWITCHES
BOX
EMLS PRAM
Figure 75 CIDS Interfaces

23
TYPE A DECODER ENCODER UNIT At least 95% of possible DEU failures are automaticly detected.
General Fail Safe Operation
The Decoder−Encoder Unit (DEUs) are located in the left−hand and right−hand In the event of a data bus failure the DEU maintains the current status of the
sides of the cabin ceiling. Each type A DEU connects to a CIDS top line data discrete cabin systems output for a certain time.
bus. Each data bus takes the form of a shielded twisted pair cable. After this delay the outputs are switched to a pre−defined fail safe state, that
Functions means the four fluorescent strip lights come on with full brightness and all other
items go off.
Each type A DEU interfaces:
All audio inputs/outputs are immediatley switched off.
up to three Passenger Service Units (PSUs)
two loudspeakers Emergency Functions
four flourescent strip lights which a part of the cabin light system. All DEUs operate in emergency mode when the DC service bus is no longer
powered. The DEUs are then supplied from DC essential bus.
Top Line Data Bus The type A DEU passenger address circuits and the type B DEU interphone
Two top line data buses on each side of the passenger cabin connect the type circuits remain operational.
A DEUs to the director
6 (8) of them are connected to the top line number 1 and 7(8) to the top line
number 2. A resistor is located on the last DEU A mount of each line for imped-
ance matching.
A broken top line can effect no more than half ot the DEUs installed on one
cabin side
Coding Switches
A coding switch in each DEU mount gives each DEU a unique address. This
methode enables removal, interchange and replacment of DEUs without having
to consider their adress.
Note: In the event of mount change it is necessary to select the same code as
used before.
CIDS Power Up
When the CIDS is powered−up or reset, the director follows a power up rou-
tine. This includes the initialization and testing of each DEU and connected
equipment.
The test results are transmitted to the director which compares them with its
programmed data to decide on their status.

23
POWER SUPPLY POWER SUPPLY

CABIN LIGHT CABIN LIGHT
PSU PSU PSU
FSB FSB FSB
NS NS NS
POWER SUPPLY J3
CABIN LIGHT J2 J2 POWER SUPPLY
DEU A CABIN LIGHT
DEU A J1
MOUNT
DEU A DEU A
MOUNT MOUNT CODING
SWITCHES
FROM DEU MOUNT

DIRECTOR
TOP LINE 1
FROM
DIRECTOR
TOP LINE 2
28V
SERVICE
28V DC
ESSENTIAL
Figure 76 DEU−A Schematic
23
TYPE B DECODER ENCODER UNIT

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

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

23
SLIDES/DOORS PRESSURE PA/INTERPHONE

HANDSET
AREA CALL PANEL
EMERGENCY POWER
SUPPLY UNIT
ATTND INDICATING
ADD/AFT ATTND PANEL PANEL
J2 J3
J3
J3
DEU B
DRAIN MAST HEATING
MONITORING J1
BTU(A321) CODING
SWITCHES
DEU MOUNT
MIDDLE LINE
FROM DIRECTOR
GND
28V DC SERVICE
28V DC ESSENTIAL
Figure 77 DEU−B Schematic
23
DECODER ENCODER UNIT MOUNT

The mount for type A and type B DEUs are similar. But due to indexing pins it
is not possible to install a type A DEU on a type B DEU mount.
The mounts for the type A DEUs have the indexing pins on the outer and those
for the type B DEUs on the inner side.
On each DEU mount there is an Adress Coding Switch. In case of a mount
change the old code must be selected.
Note: A table giving the adress code is placed close to the mount.

23
ADRESS CODING SWITCHES
INDEXING PINS
DEU A DEU B CONNECTOR J1

Figure 78 DEU Mount

23
PROGRAMMING AND TEST PANEL

General The CAM contains the cabin layouts 1, 2, 3 and M. In the basic configuration,
The Programming and Test Panel (PTP) is located at the FWD Attendant sta- only layout 1 is programmed to the airline request. Only layout M can be modi-
tion behind a hinged access door. fied via the PTP.
For correct Cabin Intercommunication Data System (CIDS) operation, the
Cabin Assignment Module (CAM) must be plugged in.
Functions
The functions of the Programming and Test Panel are as follow :
To monitor the failure status of the CIDS and certain connected systems.
To activate CIDS component tests and readout of the results.
To examine in detail the fault data held in the director BITE memory.
To program the CIDS properties and cabin layout information into the CIDS
directors, which are copied from the CAM.
To onboard reprogram:
− CAM data,
− activation of the provisioned CIDS extra functions,
− change cabin layout,
− implement cabin zoning.
Description
The PTP has an alphanumeric display with four rows of twenty characters.
The display is used to present messages, test results and selection menus.
There are keys at each end of the display rows. They are labelled on the dis-
play with ”< “ or ” >“ characters.
There is no power supply switch. The Programming and Test Panel is auto-
matically supplied if the DC service bus is supplied. The DISPL ON pushbutton

is used to switch on the display.
The display is automatically switched off if the panel is not used for 10 minutes.
A keypad is provided for entry of numerical data.
The Programming and Test Panel contains two pushbuttons and two annuncia-
tor lights for testing the emergency light system.
The CAM defines all of the modifiable system properties and layout information
for the CIDS. It contains four cabin layouts.

23
SYSTEM STATUS
<SLIDES PRESS LOW
CIDS OK
<RET CONT>
DSPL
ON
1 2 3
4 5 6
BAT
TEST
BAT
OK
7 8 9
EMER
LIGHT
SYS SYS 0 .
OK CLR
CAM−MODULE
Figure 79 Programming and Test Panel

23
Cabin Ready pushbutton (A319/321)
FORWARD ATTENDANT PANEL Cabin Ready is a pushbutton with a integral light which is used to activate
the CABIN READY indication on the ECAM when the button is switches to
General on.
The Forward Attendant Panel (FAP) is in modular form with a master circuit
Lavatory Smoke light
board and sub−panels which connected to the master board.
The LAV SMOKE light is used to warn of lavatory smoke. A command from
The master board contains all parts which are common to all configurations of
the Smoke Detection Control Unit (SDCU) can only reset the indication
the Forward Attendant Panel. This includes the power supply, ARINC 429
when the smoke has gone.
transmitter and ARINC 429 receiver.
Reset pushbutton
Light Panel When the RESET pushbutton is depressed in case of lavatory smoke warn-
The cabin light panel comprises control pushbuttons for the different cabin ing, it resets only aural and visual indications in the passenger compart-
lighting systems. ment, without affecting the LAV SMOKE indication at the FAP.
There are controls for the entrance areas and the different cabin sections. Panel Light Test pushbutton
In addition, power switches provide the power for the lavatory lights, attendant The PNL LIGHT TEST pushbutton is used to switch on all the Forward At-
work lights and the passenger reading lights. tendant Panel lights (Bulb check).
All pushbuttons, except for MAIN ON and MAIN OFF, have integral lights for CIDS Caution illuminated pushbutton
visual confirmation of the pushbutton activation. The CIDS CAUT light is activated, when a CIDS Class1 or Class 1CAB fail-
ure occurs (see Chapter Fault Isolation and Bite).
Audio Panel
The CIDS CAUT light is resetable in flight but comes on again on ground
The audio panel allows centralized control over passenger entertainment,
when the landing gear is down and locked. The light cannot be reset on the
boarding music and prerecorded announcements.
ground.
Water and Miscellaneous Panel When a CIDS CAUT occurs, the respective failure message is displayed on
The Water and Miscellaneous Panel is installed at the bottom of the Forward the Programming and Test Panel.
Attendant Panel
AFT /ADD ATTENDANT PANEL
Note: For the water and waste panel description refer to the related system.
Emergency Light pushbutton General
EMER LIGHT is a red guarded pushbutton with a integral light which is used The AFT ATTND panel is installed in the aft entrance area of the aircraft. The
to switch the emergency lighting on and off. ADD ATTND (A321) panel is installed in the middle cabin area of the aircraft.
Slides Armed light (A319/321)
Functions
The SLIDES ARMED light is used to indicate the slide status. If all slide are
armed the light is on. If not all slides are armed, the light is flashing and if all The cabin light panel comprises control pushbuttons for the different cabin
slides are disarmed, the light is off. This signal is received from the SDAC. lighting systems.
Doors Closed light (A319/321) There are controls for the different entrance area and cabin section.
The DOORS CLOSED light is used to indicate, that all cabindoors are All pushbuttons, except for MAIN ON and MAIN OFF, have integral lights for
closed. This signal is received from the SDAC. visual confirmation of the pushbutton activation.
The RESET pushbutton resets the lavatory smoke warnings (same than FAP).

23
A321 only
A319 and 321 only
Light Panel
FWD AFT
FWD AFT
Add. Attendant
Audio Panel FWD AFT
Panel
FWD AFT
Aft. Attendant
Water and Panel
Miscellaneous
SLIDES DOORS CABIN
Panel
ARMED CLOSED READY
Figure 80 FWD and AFT and ADD ATTND Panel

23
ATTENDANT HANDSET
General For Cabin interphone, press the INTPH key and the key related to the station (
Each attendant station is equipped with a handset for public announcement, (FWD, MID, EXIT, AFT) on the handset. A attendant call procedure with aural
interphone dailing and communication. The handset rests in a cradle. and visual indication in the cabin is initiated. The telephone conversation is ac-
complished as soon as the called handset is hooked off.
Function For Service Interphone, press the INTPH key on the handset twice. If the air-
The handset and cradle provide the following functions: craft is on ground or the SERV INT OVRD pushbutton is on, telephone con-
the hook off sensing versation is accomplished with headset plugged in at any Service Interphone
Jack.
the Push to Talk (PTT) switching
the PA announcement
the single−key (A320) or double key (A321) call−activation via integral key-
pad and telephone conversation.
To reset any dailing procedure, press the RESET key.
A320:
For PA announcement, press the PA ALL key on the handset. To make a an-
nouncement use the PTT switch.
For Captain call, press the key CPT on the handset. A captain call procedure
with aural and visual indication in the cockpit is initiated. The telephone con-
versation is accomplished as soon as the called handset is hooked off.
For Cabin interphone, press the key related to the station (1 L/R,3L,3R) on the
handset. A attendant call procedure with aural and visual indication in the cabin
is initiated. The telephone conversation is accomplished as soon as the called
handset is hooked off.
For Service Interphone, press the SERV INT key on the handset. If the aircraft
is on ground or the SERV INT OVRD pushbutton is on, telephone conversation
is accomplished with headset plugged in at any Service Interphone Jack.
A319/321:
For PA announcement, press the PA and the ALL key on the handset. To make
a announcement use the PTT switch.
Pressing the PTT button without key selection activates the ”DIRECT PA”
mode of operation with PA announcement in the whole cabin.
For Captain call, press the key (CPT, EMER CALL) on the handset. A captain
call procedure with aural and visual indication in the cockpit is initiated. The
telephone conversation is accomplished as soon as the called handset is
hooked off.

23
PA
ALL
A−319 (without MID and EXIT)

Figure 81 Attendant Handset

23
ATTENDANT INDICATION PANEL

One Attendant Indication Panel is fitted on each of the Attendant Stations. Indication on all AIPs
Each one comprises an alphanumeric display with 2 lines of 16 characters. It When a Emergency Call is initiated from the cockpit, the EMERGENCY CALL
displays communication information on the upper line and cabin system in- indication is shown on all AIPs.,
formation in the lower line.
A319/321:
It is provide with a pink and a green indicator light used as attention getters.
When a All Call is initiated from the cockpit, the CAPTAIN CALL indication is
Interphone Display shown on all AIPs.,
Example: FWD attendant calls AFT left Attendant
Step 1:
When the Forward Attendant handset is unhooked, a symbol appears and a
dial tone is heard.
Step 2:
3 L (or AFT ATTN) the designation of the desired station is selected on the
handset. A confirmation message appears on the AIP.
Step 2a:
The designation of the calling station is displayed on the called AIP and a
green indicator light comes on steady.
Step 3:
When the AFT left hand handset is unhooked, the symbol disappears from
the Forward AIP.
Step 3a:
On the AFT left AIP, the CALL indication disappears and the green indicator
light goes off.
Step 4:
The AFT left attendant interphone is engaged. A busy tone is heard.
To disconnect a handset from the interphone system, put the handle into the
cradle or press the RESET pushbutton on the handset.

23
Indication on FWD ATTND AIP Indication on AFT L ATTND AIP
STEP 1 #
# 3L CAL L 1 L
STEP 2 STEP 2a
3L 1L
STEP 3 STEP 3a
STEP 4 BUS Y 3 L A319/321 : 1 = FWD ATTN 2 = MID ATTN

3 = EXIT ATTN 4 = AFT ATTN
Information displayed on all AIPs
EMERGE NCY CAL L CA PTA I N CAL L
Figure 82 Attendant Indication Panel

23
Passenger Address Display Cabin System Displays
Step 1: System information is displayed on all AIPs.
When the AFT left attendant handset is unhooked, a symbol appears and a There are indications of:
dial tone is heard. Smoke detection in lavatory
Step 2:
When the PA ALL pushbutton is pressed on the handsets keyboard, a con-
firmation message appears on the AIP.
Step 2a:
PA ALL IN USE appears on all other AIPs.
Step 3:
If the PA CALL call is impossible due to the priority of a call already in prog-
ress the word BUSY appears on AIP.
Priority List:
3. from the cockpit
4. any attendant station
5. the prerecorded announcement system
6. the entertainment PA sources (Boarding music).

23
Indication on AFT L AIP Indication on all other AIPs
STEP 1 #
STEP 2 # PA AL L STEP 2a PA ALL IN USE
STEP 3 BUSY
PA ALL IN USE
Cabin System Information displayed on all AIPs
SMOKE L AVATORY A
Figure 83 Attendant Indication Panel

23
AREA CALL PANEL

General Attendant Call
The Area Call Panels are installed in the left and right center ceiling, at each The green field comes on at the ACP when a Attendant call is initiated from a
end of the cabin and in the middle cabin area. attendant handset.
Each panel consists of individually controlled lighted fields. The fields are used Attendant calls are accompained by one low chime on the attendant loud-
in steady or flashing mode. speakers.
Crew Call
Any normal call from the cockpit to a attendant station is accompained by a
pink steady field on the ACP.
Whenever the EMERGENCY call is initiated either from the cockpit or the
cabin, the pink field on the ACP flashes.
The normal call is accompanied by one high/low chime and a EMERGENCY
call by 3 high/low chimes on the attendant loudspeakers.
Passenger Call
A call from a passenger to the cabin attendant results in lighting the steady
blue field on the ACP of that side of the forward, middle or aft section from
where the call was initiated.
Passenger calls are accompained by one high chime on the attendant loud-
speakers.
Note: Simultaneously, on the PSU, the corresponding call pushbutton comes
on and the seat row numbering sign comes on steady if all the passenger
doors are closed or flashing with at least one passenger door open.
Lavatory Call
A call from the lavatory results in lighting the amber field on the ACP allocated
to the lavatory from where the call was initiated.
A lavatory call is accompained by one high chime on the attendant loudspeak-

ers.
Note: Simultaneously, the lavatory call pushbutton comes on.
Lavatory Smoke
The amber field of the corresponding ACP will flash whenever smoke is de-
tected in a lavatory.
A smoke warning in lavatories is accompained by three low chimes on the at-
tendant loudspeakers.

23
Amber
Green
Pink
Blue
Figure 84 Area Call Panel

23
POWER SUPPLY A320:

The CIDS is continuously energized (on ground and in flight) when the essen- If the active director 101RH becomes faulty, control of the top−line cut−off
tial busbar 401PP and service busbar 601PP are energized. In normal CIDS relay 106RH transfers to the standby director 102RH. The power transfer relay
operation, the essential busbar 401PP supplies: 105RH connects essential power to the standby director 102RH, which then
the active director. takes over control of the CIDS.
all the circuitry in DEUs type A 200RH which is necessary for PA operation, When the A/C loses main power (the service bus and the essential bus), and
all the circuitry in DEUs type B 300RH which is necessary for PA and inter- the emergency exit lights switch is set to ARM or ON, all CIDS units , which are
phone operation. supplied by essential bus, are switched automatically to the hot battery bus.
The service busbar 601PP supplies: A319/321:
the hot−standby director 102RH, If the active director 101RH becomes faulty, the standby director 102RH takes
over control of the top−line cut−off relay106RH via a parallel connection to the
the remaining (nonessential) circuitry of the DEUs, relay.
− the aft and add attendant panel 126RH and 128RH (via DEUs type B), When the A/C loses main power (the service bus and the essential bus), the
− the area call panels 340RH (via DEUs type B), complete CIDS system is powerloss.
− the attendant indication panels 320RH (via DEUs type B).
the programming and test panel 110RH,
the forward attendant panel 120RH,
When essential bus power is unavailable, circuitry in the directors and DEUs
switches the respective essential circuits to the service bus. This ensures full
CIDS capabilities except for emergency mode operation.
When electrical power from the service bus is unavailable, this equipment is
inoperative:
the standby director 102RH (A320 only as long as DIR1 is operative),
the nonessential DEU circuits,
the programming and test panel 110RH,
the forward attendant panel 120RH,
The aft and add attendant panel 126RH and 128RH, the attendant indication
panels 320RH and area call panels 340RH are also inoperative, because DEUs
type B supply these panels (with service bus power).
An emergency situation causes a different system to remove electrical power
from the service bus to reduce power consumption. The CIDS director further
reduces power consumption. It goes into emergency mode operation. It also
disconnects the DEU A essential power as long as no PA announcements are
made. PA announcements are possible when the top line cut−off relay 106RH
is deenergized.

Lufthansa Technical Training A320
23
log 1 = PWR
Figure 85 CIDS Power Supply Schematic A320

23

Lufthansa Technical Training A319/321
23
log 1 = PWR

Lufthansa Technical Training A319/321
23
401 PP
401 PP

23


23−73
PASSENGER ADDRESS SYSTEM

General the hand microphone is pressed to key the PA system with the respective au-
The CIDS director accepts audio signals from the various PA sources in the dio. When the boomset or oxygen mask is used, pushing the rectangular PA
aircraft. It assigns priorities to each source. It transmits the signal in digital form button and the combined PA volume control/PA sidetone switch, switches the
via the four top line data busses to the DEUs type A. These send it to the cabin sidetone audio to the boomset or headset earpieces. The knob adjusts the si-
loudspeakers for broadcasting. detone volume. You can monitor the PA sidetone at any time when you only
select the volume/sidetone switch. When the PA selector switch is activated,
You can perform PA announcements from different sound sources. The director
PA ALL IN USE is displayed at all attendant indication panels. PA announce-
can route the broadcasts to any combination of six audio channels. A separate
ments from the selected cockpit audio equipment are broadcast over all PA
amplifier in each DEU type A drives each cabin loudspeaker. It is programmed
loudspeakers. They immediately override PA audio from any other source.
on CIDS initialization for gain and assignment to one of the six audio channels.
Three channels are reserved for PAX announcements. This lets you assign PA Announcements from Attendant Handset
each cabin loudspeaker to one of up to three zones. A PA chime capability is
An attendant handset is mounted at each attendant station. An AIP is installed
also given. The PA system remains available during aircraft emergency condi-
near to each handset for display of PA−in use information. When the handset is
tions. It is powered down as long as no PA announcements are in progress.
lifted, a dial tone (440 Hz) is heard. The top line of the AIP displays a number
Volume Control symbol. When you press the ’PA ALL’ key (A320) or PA and ALL (A319/321), a
confirmation message is displayed on the AIP. If the PA call is impossible due
When an engine is running, the PA volume is increased automatically by +6
to the priority of a call already in progress, then the word BUSY appears on the
dB. The PA volume is also increased by +4 dB in the event of cabin depressu-
AIP display. To press the keypad RESET key always clears any handset opera-
rization. A separate audio amplifier in the CIDS DEUs type A drives each loud-
tion and lets you make a new key selection.
speaker independently.
The CAM also contains a priority list which is divided into priority levels. It starts
PA Announcements from Cockpit Handset with:
The handset is mounted at the cockpit center pedestal and contains an integral the cockpit as the highest priority,
PTT switch. Press the PTT switch to key the PA system. It overrides lower the attendant stations,
priority PA sources, and broadcasts the speech over all PA loudspeakers. Side-
the prerecorded announcement system,
tone is heard over the handset earpiece. A PA ALL IN USE indication at all at-
tendant indication panels in the cabin accompany announcements which use the entertainment PA sources
the handset. Once a PA ALL call is established, the bottom line of all AIPs displays the re-
spective PA IN USE message. To press the PTT switch keys the PA system.
PA Announcements from other Cockpit Audio Equipment Sidetone audio is fed to the handset earpiece. When the PA announcement is
Any of these cockpit audio equipment may be selected to make a PA an- over, put the handset into the cradle or press the RESET button to disconnect
nouncement: the handset from the PA system.
the boomset microphone A319/321:
the hand microphone (with internal PTT switch), Pressing the PTT button on handset witout any selection activates the ”Direct
the oxygen mask integral microphone. PA” mode or operation. PA announcments are possible now via all cabin loud-
speakers
To select the PA system, the rectangular PA button must be pressed and held.
It connects the microphone audio to the PA system. The integral PTT switch in

23−73
OXY BOOMSET OR
MASK HEADSET /
HANDMIKE
AMU
DEU
A
TOP LINES
AUDIO DIRECTOR
CONTROL 1/2 MIDDLE LINES
PANEL
FWD ATTND
PTT PANEL
. .. . .. .. .. DEU
COCKPIT HANDSET . . .
.. ..
.
.
B
.. ..
A319/320 CALLS EMER .. . . .
. .. . .
CALLS
A321 EMER C HIGH
FWD MID EXIT HL .. ..
CALL
I O HIGH/ .. ..
MG LOW PROGRAMMING PTT ATTENDANT
ON INDICATION
ALL AFT EI AND TEST
MECH
C LOW PANEL PANEL
CAM
A320 A319/321
PA CAPT PA INTPH
ALL
ENG. OIL PRESS. SW.
1 2
CABIN PRESS. KEYBOARD 1L/R SVCE ALL
INTPH FWD MID
3 4
ANN.LIGHT TEST/DIM BOX 3L 3R RESET
EXIT AFT
CAPT RESET
PRAM CFDIU
Figure 89 PA System Schematic

23−73
CABIN INTERPHONE
Description Operation from Cockpit
The CIDS director accepts audio signals from the various interphone sources Each application of the cabin and flight crew interphone system starts with a
in the aircraft and assigns priorities to each source. The director performs tele- dial procedure. In the cockpit, special keys (Call buttons) are available for dial-
phone exchange switching and call functions from cockpit call switch settings ling the desired interphone function. The interphone equipment (for example
or the attendant handset keypad entries. All this is done with reference to the cockpit boomset) must be connected to the interphone system. The interphone
parameters defined in the CAM. Chimes are transmitted via the top line data function at the audio selector panel must be selected. Indicator lights give
bus and the PA loudspeakers. In the cockpit, integral lamps in the call visual feedback, which are also activated when an attendant station calls the
switches annunciate interphone calls. In the cabin, the ACPs and AIPs are cockpit. A call indicator is activated at the audio selector panel when an atten-
used for annunciation. dant calls the cockpit. This indicator is integrated into the transmit button on the
audio selector panel. It must be switched if communication is to be established
Cabin Interphone after a call has arrived (or has been activated) from the cockpit. A reset key is
The cabin interphone system offers different communication modes. Each installed at the audio selector panel. When this key is pressed, an activated call
mode can lead to different call activations which are assigned in the CAM. function from the cockpit is reset or an arriving call from the cabin is cancelled.
All communication modes are handled with respect to the predefined priorities A normal call from the cockpit activates a steady pink light on the associated
listed below: ACP, a high/low chime on all cabin speakers and a CAPTAIN CALL indication
Emergency Call. on the associated AIP.
Call from cockpit including: − an all call from cockpit,− a normal call from A emergency call from the cockpit activates a flashing pink light on all ACPs,
cockpit. 3 high/low chime on all cabin speakers and a EMERGENCY CALL indication
on all AIPs.
call from cabin station.
A319/321 only:
Additionally, all interphone sources have interrelated priorities, as assigned in
the CAM. There are eight priorities which can be individually assigned to the A all call from the cockpit activates a steady pink light on all ACPs, a high/low
different interphone sources. If more than one interphone source requests the chime on all cabin speakers and a CAPTAIN CALL indication on all AIPs.
same communication mode, the source with the higher priority will have prece-
Operation from Attendant Station
dence. If they have the same priority, the interphone source which was dialed
first will be given preference. If an interphone source requests a station which To push one key (1L/R, 3L, 3R) of the keyboard on A320 or the INTPH and one
is engaged in another communication link: key (FWD,MID,EXIT,AFT) on A319/321, which is integrated into the handset,
initiates a call function in the aircraft. If an attendant station is called, visual in-
a busy indication at the AIP appears,

dication is given. A transmitted chime via the cabin loudspeakers assigned to
a busy tone via the sidetone output will be transmitted, if this interphone the attendants station and/or attendants area performs audible call signals. All
source has equal priority to, or lower priority than the existing link. If this attendant stations in the cabin are equipped with a reset key to reset the inter-
interphone source has a higher priority, then following action will be phone function, and permits a new dial procedure.
executed.
A normal call from the cabin activates a steady green light on the associated
The existing communication link will be interrupted and the new link will be es- ACP, a high/low chime on the associated attendant speakers and a ”calling sta-
tablished. The audible and visual calls will be activated as assigned for this tion” indication on the associated AIP.
communication mode. An ”OVER” indication will be displayed at the AIP of the
station.

23−73
OXY BOOMSET OR
MASK HEADSET /
HANDMIKE
AMU DEU
A
AUDIO TOP LINES
CONTROL DIRECTOR MIDDLE LINES
ATT PANEL 1/2
CAB
DEU
AREA CALL B
PANEL
A319/320 CALLS EMER
CALLS
A321 EMER PROGRAMMING
FWD MID EXIT AND TEST ATTENDANT
CALL C L HIGH PANEL INDICATION
HO
CAM PANEL
ON I G HIGH/
MECH ALL AFT M I LOW A320 A319/321
EC
PA CAPT PA INTPH
LOW ALL
KEYBOARD SVCE 1 2
1L/R ALL
INTPH FWD MID
3 4
3L 3R RESET
EXIT AFT
FWC
CAPT RESET
COCKPIT AVIONICS BAY CABIN
Figure 90 Cabin Interphone Schematic

23
SERVICE INTERPHONE
Service Interphone
The service interphone system provides the telephone communication on the
ground between the flight crew and the ground service personnel. Eight service
interphone jacks are installed at different locations on the aircraft. The service
personnel use those to talk to each other, the cockpit and the attendant sta-
tions through handsets.
The service interphone system is made up of the components listed below.
eight interphone jacks,
a service interphone OVRD switch, with an integral indicator light.
The audio lines from the interphone jacks are routed to the amplifiers in both
Cabin Intercommunication Data System (CIDS) directors. The system control
and functional status indication is prepared through discrete lines.
The amplifier of the service interphone system is part of the CIDS director and
is therefore energized when the Cabin Intercommunication Data System
(CIDS) is switched ON. The service interphone system is switched on automa-
tically when the landing gear squat switches are compressed for at least 10 s.
The interphone OVRD switch switches the system on manually and the integral
light of the service interphone system OVRD is then illuminated.
Operation from the Cockpit

The acoustic equipment in the cockpit transmits the audio signals. The audio
signals are fed to the interphone amplifier in the CIDS director through the Au-
dio Management Unit (AMU). The audio signals are transmitted to the atten-
dant stations through the amplifier of the service interphone system. Alterna-
tively the audio signals are transmitted to the service interphone jacks through
the audio lines.
Operation from the Cabin Attendant Stations

This is done when you push the service interphone key (A320) or the inter-
phone key twice (A319/321) on the attendant handset. Communication is done
through the mid buslines to the director and the audio lines to the service inter-
phone jacks and the audio lines from the director through the AMU to the cock-
pit acoustical equipment. The ”service system in use” sign comes into view on
the Attendant Indication Panel (AIP) 320RH at each attendant station. The AIP
indicates as soon as the service interphone system is active and at least one
boomset is connected to the service interphone jack.

23
A320 PA CPT
A319/321
PA INTPH
ALL
2x
OXY BOOMSET OR SERV 1 2
MASK 1L/R ALL
HEADSET / INT FWD MID
HANDMIKE 3 4
3L 3R RESET
EXIT AFT
AMU KEYBOARD
CAPT RESET
DEU
B
AUDIO CONTROL PANEL DIRECTOR ATTENDANT
1/2 MIDDLE LINES INDICATION
INT CAB
PANEL
GROUND
SERVICE
JACK (8)
OVERHEAD PANEL
SVCE INT
OVRD
LGCIU
ON
Figure 91 Service Interphone Schematic

23−73
PASSENGER LIGHTED SIGNS

Description Operation of FASTEN SEAT BELT/RETURN TO SEAT Signs
The state of input signals to the director control these signs: The FSB and RTS lighted signs in the cabin and lavatories respectively are all
the NO SMOKING and FASTEN SEAT BELT lighted signs in the cabin, switched on under any of these conditions:
the RETURN TO SEAT signs in the lavatories, Cockpit FASTEN SEAT BELT switch in overhead panel is switched on.
the EXIT signs. The FSB signs are also activated in the event of excessive aircraft decom-
pression, when the FSB switch is in AUTO or OFF position.
Manual commands are received from the cockpit NS and FSB switches. These
are grounded inputs NO SMOKING COMMAND or NO SMOKING AUTO, and When the FSB switch is in the AUTO position
grounded input FASTEN SEAT BELT COMMAND respectively. − causes the signs to be operated when the landing gear is down and
The director interprets open circuited NS inputs and open circuited FSB input locked.
as NS OFF and FSB OFF commands respectively. Director software uses data − causes the signs to be operated when the slats > 21
or Flaps > 19
.
from the CAM to activate signs which opened on: The PAX lighted signs are deactivated in the event of an aircraft emergency.
the cockpit commands,
the discrete inputs LANDING GEAR DOWN LOCKED,
an EXCESSIVE ALTITUDE,
the FSB AUTO input,
the inputs SLATS and FLAPS.
The director also provides FSB AUTO input for the optional FSB AUTO cockpit
commands.
The interface to the EXIT signs is via a connection from the director to the
emergency lighting system. DEUs type A drive and interface all other signs.
The director addresses each sign independently. Switching on of any signs is
signalled to the SDAC via the respective director output NO SMOKING or FA-
STEN SEAT BELT. Switching on of any NS sign is also signalled to the EMLS.
Operation of NO SMOKING/EXIT Signs

All NS and EXIT signs are switched on under any of these conditions:
Cockpit NO SMOKING switch in overhead panel is switched to ON.
Excessive aircraft decompression, irrespective of the NS switch position.
Landing gear down and locked when the cockpit NS switch is in the AUTO
position.

23−73
SEAT BELTS NO SMOKING

ON ON PSU LIGHTED SIGNS NS/FSB
A
U
T
O LAVATORY CABIN LOUDSPEAKERS
OFF
LIGHTED
OFF
SIGNS RTS
DEU
A
TOP LINES
DIRECTOR
1/2 MIDDLE LINES
LGCIU
EPSU TEST DEU

SFCC FWD ATTND B
PANEL
ATTENDANT
INDICATION
CABIN PANEL
PRESSURE C HIGH
SWITCH H
I
M L HIGH/ EXIT ON EPSUs
E O
LOW
G
ECAM SDAC
I
C LOW PROGRAMING EXIT
AND TEST EXIT
PANEL SIGNS
CFDIU CAM EXIT
COCKPIT AVIONICS BAY CABIN
Figure 92 PAX lighted Signs Schematic

23−73
PASSENGER / LAVATORY CALLS CALL INDICATION IN THE CABIN

Description
The equipment interface to the directors via DEUs type A as follows: SPKR SPKR ACP ACP
one PAX call pushbutton and the seat row numbering light at each passen- CALL TONE ATTND PAX INDIV AIP ZONE LIGHT
ger seat row, ALL
one PAX call pushbutton with an integral lamp in each lavatory. PAX 1x Resp. Blue
Each DEU type A can interface up to three PAX call pushbuttons and lights. Call High X Pax −− Z steady
row L/H
Each pushbutton and light is separately addressable. The CAM data assigns
Light R/H
each pushbutton and light to a LH or RH cabin zone. First activation of a PAX
or lavatory pushbutton activates a chime. Visual indications come on. A se- PAX 1X LAV Amber
cond activation of a PAX or lavatory pushbutton reset the visual indications. Call High X X Call Pink Z steady
LAV Light L/H
Amber R/H
Call to Attendants from PAX Seat steady
When a passenger seat PAX call pushbutton is pressed: CAPT 1X Pink
the associated call light seat row number with a L/H or R/H reference comes − High/ X X Pink Z steady
on or flashes (aircraft on ground and at least one passenger door open) ATTND Low
a high 1 chime is broadcast over loudspeakers, CAPT 1X Pink
the steady illumination of a blue light in the respective ACP (FWD or AFT, − High/ X X Pink A steady
ALL Low
and RH or LH).
the seat row number with a LH/RH reference is shown on the AIPs. The CAPT− 3X Pink
AIPs are related to the PAX call zones. EMER High/ X X Pink A flashing
CALL Low
Call to Attendants from LAV ATTND 1X Green
When a lavatory seat PAX call pushbutton is pressed: − High/ X Green Z steady
the call light initgrated in the pushbutton comes on. ATTND Low
a high 1 chime is broadcast over loudspeakers, LAV 3X LAV Amber

the steady illumination of a amber light in the respective ACP (FWD or AFT, Smoke High X X Call A flashing
Light L/H
and RH or LH).
Amber R/H
the pink light on the related AIP comes on. flashing
the number and the location of the related lavatory is shown on the AIP.
FSB 1X FSB
The BITE status in the DEUs type A signals defective PAX call lamps to the NS Low X X NS −− −−
director. Faults may be examined via the PTP. Signs

23−73
SEAT ROW NUMBERING LIGHT NON SMOKER SIGN (A319/321)

PASSENGER SERVICE UNIT CABIN LOUDSPEAKERS
14
A B C
X LAVATORY LIGHTED
CALL PUSHBUTTON
14
TOP LINES DEU A
DIRECTOR MIDDLE LINES
1/2 LAVATORY
SDAC CALL LIGHT
FWD ATTND
PANEL
DEU B
CL HIGH
HO
AIP
I G HIGH/LOW
MI
LOW
EC
PROGRAMMING
AND TEST
PANEL
AREA CALL
CAM PANEL
Figure 93 PAX and LAV Call Schematic

23
PROGRAMMING AND TEST

System Testing and Programming
When the CIDS is energized, the directors perform a comprehensive hardware
and software self−test. The CIDS top and middle line data busses, the PTP
with the CAM, the FAP and the DEUs with the connected loads are tested.
Programming and Test Modes

The first appearing menu is the main menu. It shows the three main modes of
the PTP:
the SYSTEM STATUS mode,
the SYSTEM TEST mode,
the PROGRAMMING mode.
Access Regulation
The SYSTEM STATUS, the SYSTEM TEST and the ZONING (part of the
PROGRAMMING mode) can be entered without access code. For the CABIN
PROGRAMMING mode you have to enter a 3 digit access code. It prevents
the CABIN PROGRAMMING (part of the PROGRAMMING mode) against un-
authorized access.
Access Code Entering

Three digits are necessary for the access to the CABIN PROGRAMMING
mode. There appears a * symbol on the display after input of each digit. The
complete access code will be accepted by selecting the displayed ENTER
function via the labelled key. Entering an incorrect access code initiates the
PTP display message:
”USER AUTHORIZATION FAILURE”.
A new entry can be started after activation of the displayed RET function.
The aircraft is delivered with access code 333.

23
CIDS
<SYSTEM STATUS
<SYSTEM TEST
<PROGRAMMING
DSPL
ON 1 2 3
4 5 6
TEST BAT
BAT
OK
7 8 9
EMER
LIGHT
SYS 0 .
SYS CLR
OK
Figure 94 PTP Menu

23
SYSTEM STATUS
General Detailed Messages
The SYSTEM STATUS mode monitors the current status of the CIDS. This Messages in case of <LAV SMOKE SYS FAIL:
includes the directors, the DEUs, the data buses, the CAM, the FWD ATTND SMOKE DET FAIL
PANEL, the PTP and the interfaces to other systems. For detailed failure de-
LAV A (example, the respective lavatory is shown)
scription the mode MAINTENANCE, which is part of the SYSTEM STATUS
mode, can be selected. For support of the maintenance/cabin crew, the status NO DATA AVAILABLE
of the following systems is also monitored: Messages in case of <SLIDES PRESS LOW
Lavatory Smoke Detection SLIDES PRESS LOW
Slides Bottle Pressure EMER L (example, the location of the respective slide is shown)
Doors Bottle Pressure Messages in case of <DOORS PRESS LOW:
Drainmasts DOOR PRESS LOW
After selection of this mode, in case of no failure, the following messages are FWD L (example, the location of the respective door is shown)
displayed on the PTP: Messages in case of <DRAINMASTS FAIL:
CIDS OK DRAINMAST FAIL
LAV SMOKE SYS OK Heater/Unit
SLIDES PRESS OK FWD
DOORS PRESS OK AFT
DRAINMASTS OK
A failure in one of these systems causes an annunciation. The SYSTEM STA-
TUS mode is displayed automatically on the PTP, except when the PTP is in
the MAINTENACE, the SYSTEM TEST or the PROGRAMMING mode. In
case of failure the respective following messages are:
<CIDS FAIL or <CIDS DEGRADATION
The criteria for the respective indications are listed in Maintenance Manual.
For detailed failure description the mode MAINTENANCE can be entered
directly by pushing the MAINTENANCE related membrane switch.

<LAV SMOKE SYS FAIL
<SLIDES PRESS LOW
<DOORS PRESS LOW
<DRAINMASTS FAIL
For detailed information about the failure, push the related membrane switch.

23
1 2
CIDS SYSTEM STATUS MAINTENANCE
1 <SYSTEM STATUS <SLIDES PRESS LOW <LAST LEG REPORT
<SYSTEM TEST CIDS OK <PREV LEGS REPORT
<PROGRAMMING <RET CONT> <RET CONT>
SLIDES PRESS LOW LAV SMOKE SYS OK <LRU IDENTIFICATION

FWD L DOOR PRESS OK <FAULT DATA
DRAINMASTS OK <CLASS 3 FAULTS

<RET <RET CONT> <RET CONT>
SLIDES STATUS < SLIDES − STS − DOORS> <GROUND SCAN

FWD L=DISARM R=ARM
MID L=DISARM R=DISARM 2 <MAINTENANCE

<RET <RET
A319/321 only
Figure 95 PTP System Status

23
MAINTENANCE
General LRU IDENTIFICATION
A MAINTENANCE mode for detailed CIDS failure description is part of the Messages for LRU Identifications:
SYSTEM STATUS mode. Failures are written into the directors BITE ground/
flight memory and can be read via this mode and via the CFDS in the cockpit. DIRECTOR 1
The last occured failure is the first for reading. For failures of continuously DIRECTOR 2
monitored systems the BITE ground memory will be updated when the failure CAM
has been cancelled. No entries into the BITE memory are made in case of Note: M−COUNT = modification count of layout M
emergency conditions (normal power is not available or the CIDS is working
PROG AND TEST PNL
with the mandatory layout). No subsequent related failures will be entered into
the memory after the original failure has been entered:
Examples:
FAULT DATA
If one DEU−A fails, no further entries into memory are made fo the This FAULT DATA mode includes the flight leg, the date, the time (UTC), the
associated components. number of occurences (max 4 counts, for intermittent failures) and coded
trouble shooting data for internal director and DEU failures. Present failures on
If one DEU−B fails, no further entries into memory are made for the ground are marked with GND, failures of the last leg with LEG −00, and fail-
associated slides bottle pressure, but the system status on the PTP dis- ures of the previous legs with −01, −02 and up.
plays SLIDES PRESS LOW.
MAINTENANCE via CFDS and PTP CLASS 3 FAULTS

The maintenance mode via the CFDS−MCDU is available with the SYSTEM Some CLASS 3 FAULTS are only detected and written into the BITE memory
REPORT/TEST mode. All failures, which are written in the CIDS director BITE at director power on or after a manual test activation via PTP. On ground, after
ground/flight memory can be read via this mode. The maintenance via CFDS− cancelling a class 3 fault, it disappears from the memory after the next director
MCDU follows the same procedure as the maintenance via the PTP. A test pro- power on or after a new test activation. Some CLASS 3 FAULTS are detected
cedure is selectable via the MCDU. A CIDS director 2 test is also available, and written into the BITE memory due to continuous monitoring. Such a class 3
the Emergency Light Battery/System tests are not available. faul disappears from the memory after the failure itself has disappeared.
LAST LEG REPORT GRND SCAN

In flight, this report is called CURRENT LEG REPORT. It is the only displayed The GND SCAN indicates all class 1 + 2 failures which are present on the
ground. For the continuously monitored systems, the ground memory is up-
and accessable item within the MAINTENANCE mode in flight. The LAST/
CURRENT LEG REPORT contains class 2 + 1 failures of the last/current flight dated when the failure is cancelled, for other systems, the ground memory is
leg. The report includes the date, the time and the ATA chapter for each failure. updated after a director power on or after a test activation via PTP.
There are no entries for flight legs without failures but the flight leg counts are
incremented.
PREV LEGS REPORT

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

23
MAINTENANCE
1 <LAST LEG REPORT
2 <PREV LEGS REPORT
<RET CONT>
1 2
<LRU IDENTIFICATION LAST LEG REP APR12 PREV LEG −30 MAR13
<FAULT DATA DEU−A 200RH15 DIRECTOR 2
<CLASS 3 FAULTS UTC 0700 ATA23−73−46 UTC 0712 ATA23−73−34
<RET CONT> <RET CONT> <RET CONT>
<GROUND SCAN LAST LEG REP APR12 PREV LEG −38 MAR05
CAM FWD ATTND PNL
UTC 0700 ATA23−73−46 UTC 0540 ATA23−73−12
<RET <RET <RET
Figure 96 PTP Maintenance Menu

23
MAINTENANCE LRU IDENTIFICATION
<LAST LEG REPORT DIRECTOR
<PREV LEGS REPORT 1: Z010H0002110
<RET CONT> <RET CONT>
3 <LRU IDENTIFICATION LRU IDENTIFICATION
<FAULT DATA DIRECTOR
<CLASS 3 FAULTS 2: Z010H0002110
<RET CONT> <RET CONT>
<GROUND SCAN LRU IDENTIFICATION LRU IDENTIFICATION

CAM M−COUNT=005 PROG AND TEST PNL
Z050H00000343 Z020H0000110
<RET <RET CONT> <RET

23
MAINTENANCE
<LAST LEG REPORT
<PREV LEGS REPORT
<RET CONT>
4 5
<LRU IDENTIFICATION FAULT DATA FE27 CLASS 3 FAULTS
4 <FAULT DATA LEG UTC N CODE ATA 23−73−20
5 <CLASS 3 FAULTS −03 1340 4 240A07 SIGN LAMP 02L, 05R
<RET CONT> <RET <RET
6 <GROUND SCAN GRN SCAN

NO FAILURE
<RET <RET

23
SYSTEM TEST MODE

General Initiation of System Tests
The general SYSTEM TEST mode is one of the main modes. It initiates the If you push the device related membrane switch, the test of this device is acti-
test except: vated. The flashing message −WAIT FOR RESPONSE appears on the display.
when the aircraft is in flight, When the test is finished, the ATA chapter and the message TEST OK comes
on. An old failure message in the director’s BITE ground memory is cancelled.
normal power is not available (PTP not powered),
In case of a failure, the respective result is written into the directors BITE
the mandatory layout is in use.
memory and the failure message appears on the PTP display.
These devices can be tested:
The TEST mode is not available in flight.
Director 1 (the currently active director is marked, example DIR1 (ACT), the
passive one can only be tested via the MCDU).
Director 2 (see Director 1)
CIDS BUS
DEUs, Type A
DEUs, Type B
Programming and Test Panel (membrane switches are not checked)
CAM
FWD ATTND Panel (the pushbutton and membrane switches are not
checked)
AFT ATTND Panel (membrane switches are not checked)
ATTND Indication Panels
Loudspeakers (only operational test)
Sign Lamps
PAX Call Lamps
Area Call Panels (only operational test)
Reading/Work Lights
Emergency Lighting Battery

Drainmasts
Additionally, there is a RESET function. It initiates a general CIDS power on
reset including the power on test of the complete system. If failures still exist,
these can be read from the automatically displayed SYSTEM STATUS/MAIN-
TENANCE mode on the PTP. The complete power on test is only performed if
one or more cabin doors are open (same as for CIDS power on).

23
CIDS SYSTEM TEST <ADD ATTND PNLS

<SYSTEM STATUS <DIR 1 (ACT) RESET> <ATTND IND PNLS
1 <SYSTEM TEST <LOUDSPEAKERS
<PROGRAMMING <RET CONT> <RET CONT>
DIRECTOR 1 <CIDS BUS <SIGN LAMPS

ATA 23−73−34 <DEU−A <PAX CALL LAMPS
TEST OK <DEU−B <AREA CALL PNLS
<RET <RET CONT> <RET CONT>
<PROG AND TEST PNL <READING/WORK LIGHTS

<CAM <EMER LIGHT BATTERY
<FWD ATTND PNL <DRAINMASTS
<RET CONT> <RET
Figure 99 PTP Test Menu

23
PROGRAMMING MODE
General
The programming mode is one of the main modes. It is divided into:
the zoning (needs no access code),
the cabin programming (needs a 3 digit access code, A/C delivered with
access code 333).
ZONING
Cabin Zones
For CABIN ZONES programming, enter the seatrow number of the end of the
zone. The adjacent zone adapts automatically.
NS Zones
NS ZONES starts is accordance with the programmed CABIN ZONES. Each
cabin zone starts with a NS zone. For programming, enter the seatrow number
at the end of the NS zone. Entering a 0 (zero) deletes the NS zone in the re-
lated cabin zone. If the layout of the CABIN ZONES is changed, the NS zones
layout follows automatically. The number of seatrows of each NS zone re-
mains constant, except the cabin zone is smaller than the NS zone. If the
cabin zone is extended again, the previous NS zone length is realized.
The class divider separates the cabin zones. The CLASS DIVIDER program-
ming is only used for BITE related current sensing reasons:
installing a passive divider (without sign lamps) instead of an active divider
(with sign lamps) or the reverse.
removing an active divider (the layout of the cabin zones are not changed).
Note:
On A321 the Cabin lighting is independent from the Cabin programming. The
FWD zone controls the area between door 1 and door 2, the AFT zone the
area between door 2 and door 4.
On A321 the Call assigment (PAX call) is independent from the Cabin program-
ming.

23
1 2
CIDS CABIN ZONES NS END FWD 07 >
<SYSTEM STATUS END FWD 09 > NS END MID 12 >
<SYSTEM TEST END MID 16 > NS END AFT 21 >
<PROGRAMMING <RET <RET
insert 06
:A321 only
PROGRAMMING CABIN ZONES
<ZONING END FWD 09 > push
<CABIN PROGRAMMING END MID 16 >
<RET <RET 06
ZONING CLASS DIVIDER

1 <CABIN ZONES DIV> 3 PARAMETER SAVED −PUSH FOR CHANGE
2 <NS ZONES MODIFICATION 019 FWD ACTIVE >

<RET <RET <RET
Figure 100 PTP Zoning Programming

23
CABIN PROGRAMMING
CAM Layout Selection
The Cabin Programming is access code protected. After entering the 3 digit
access code and selecting the CAM LAYOUT selection mode, the respective
menu comes on. The programmed layouts are marked with a < or > sign. The
number of active layout is flashing. A new layout is selected by pushing the
related membrane switch. After selection, a new layout is marked and down
loaded into the director. The system is updated automatically and CIDS works
with this layout until a new is selected and loaded.

23
CIDS ENTER ACCESS CODE

<SYSTEM STATUS
<SYSTEM TEST

<PROGRAMMING <RET ENTER>
insert 333
PROGRAMMING <CAM LAYOUT SELECT

<ZONING
1 <CABIN PROGRAMMING
<RET <RET
CAM LAYOUT SELECTION CAM LAYOUT SELECTION

<1 LAYOUT 2 LAYOUT 1 LOADED
3 LAYOUT M>
<RET <RET
Figure 101 PTP Layout Selection

23
CIDS Power−Up Test
FAULT ISOLATION AND BITE Time that the computer must be de−energized:
Failure Detection and Transmission A/C on ground with engines stopped and 1 or more cabin doors open :
10 sec
There are 3 types of test available in the CIDS for failure detection:
Progress of Power−Up Test:
the power on test (activated after every power connection to the CIDS),
Duration: approx. 120 sec
the continuous test (automatic periodical system test)
Cockpit repercussions directly linked to power−up test accomplishment (some
the manually activated test (via PTP, CFDS ...) other repercussions may occur depending on the A/C config. but these can be
The status is transmitted to the CFDS (via ARINC 429) and ECAM (via discret ignored):
outputs to the SDAC). The failure indication is possible on: ECAM MAINTENANCE STATUS:
the FAP (CIDS caution light), − CIDS 1 on, after approx. 30 sec off
the PTP, − CIDS 2 on, after approx. 80 sec off
the CFDS/MCDU display, Audio Control Panel:
the ECAM displays. − ATT light flashes
In flight, it is possible to reset the illuminated caution light on the FAP. After NOTE : Depending on the customized cabin config and the position of the
landing, if the failure still exists, the light comes on again and the SYSTEM
NS/FSB switch the following repercussions can be observed in the cabin:
STATUS mode is displayed.
cabin lights are off for approx. 1 sec
The failures are divided into 4 failure classes, 1, 1CAB (cabin), 2 and 3. The
relation of failure classes and the transmission to the indicators are shown on call/ seatrow numbering lights and signs flash
the Failure Transmission list. two chimes are heard after approx. 120 sec after power−up test initialisation
Results of Power−Up Test:
Test pass : − none
NOTE : : On the PTP the CIDS OK message comes on.
Test failed :
if CIDS 1 or CIDS 2 failed
− ECAM MAINTENANCE STATUS : CIDS 1 or CIDS 2 comes on
if CIDS 1 and CIDS 2 failed

− MASTER CAUTION light comes on
− ECAM WARNING : COM CIDS 1 + 2 FAULT comes on
− ECAM INOP SYS : CIDS comes on

23
Figure 102 CIDS Failure Classes

23
CIDS WARNINGS ON ECAM AND FAP

General CIDS Caution light on FAP
All BITE results are stored in the director BITE dedicated memory with failure Some CIDS caution or failure signals (Class1, 1CAB, Class 2) activate also the
indication shown on the CIDS caution light, the ECAM Engine/Warning Display, CIDS CAUT light on the FAP.
the Status Page on the ECAM System display, the MCDU and the PTP. Note: The CIDS CAUT light is resetable in flight, but comes on again on the
A failure in the initialization progress in director 1 causes : ground (landing gear down and locked). The light cannot be reset on ground.
Display of the STS reminder on the Engine/Warning Display. When a CIDS CAUTION occurs, the respective failure message is displayed
on the PTP.
Display of the CIDS 1 message on the STATUS page (on request).
The CIDS CAUT light comes on if:
Note: The STATUS page does not appear automaticlly after warning.
both directors fail,
Class 1 Fail ECAM Warning more than 50% of all DEU A fail,
If a class 1 fail occurs, the single chime sounds, the ECAM MASTER CAUT 20% of adjacent DEU A zonewise fail
and the CIDS CAUT light comes on.
50% of all NS−FSB signs fail and PA fail,
The failure messege (CIDS 1+2 FAULT) is shown on the ECAM Engine/Warn-
all DEU B with connected handset fail.
ing Display, and on request on the STATUS page.
no data from SDCU channel 1+2,
The CIDS caution on ECAM occurs if:
the lavatory smoke detector fails,
both director fail,
the heater of drain mast fails,
more than 50% of all DEU A fail
the control unit of the drain mast fails,
more than 20% of adjacent DEU A zonewise fail,
the slide/door pressure is low,
all DEU B with connected handset fail.
DEU−A or DEU−B fails,
Class 2 Fail ECAM Warning CIDS TOP or MID BUS fails,
When a CIDS caution occurs on the ECAM, the detailed failure message is FAP or PTP fails or no data,
memorized in the PTP and available on request (on ground only).
CAM fails.
The caution messages on the ECAM are the STS reminder on the Engine/
Warning page, and the maintenance message (Class 2) on the STATUS page
which is displayed on request.
The DIRECTOR continues to signal CIDS caution to the SDAC until the fault is
corrected.
The CIDS caution on ECAM occurs if:
one director fail,
no crosslink from other director

23
CIDS Class1 Warnings CIDS Class2 Warnings
MASTER
FLIGHT PHASE 5 6 7 WARN
INHIBITION
1 2 3 4 8 9 10 STATUS
MASTER
CAUT
COM CIDS 1+2 FAULT
single chime MAINTENANCE

CIDS 1
STATUS
INOP SYSTEM
CIDS
CIDS Class1 CAB Warnings
FWD ATTND PANEL FWD ATTND PANEL

LIGHT SMOKE CIDS LIGHT SMOKE CIDS

RESET PNL PNL
EMER EMER RESET
LAV LIGHT CAUT LAV LIGHT CAUT
TEST TEST
Figure 103 CIDS ECAM and FAP Warnings

23


23
Figure 104 CIDS Failure List

23

23

23

23

23

23

23
Figure 111 CIDS MCDU BITE Menu

23
Figure 112 CIDS MCDU BITE Menu

23
Figure 113 CIDS MCDU BITE Test Menu

23
Figure 114 CIDS MCDU BITE Test Menu

23
LOCATION
Figure 115 CIDS Location Cockpit

23
Figure 116 CIDS Locations DEUs and Directors

23
Figure 117 CIDS Location DEUs A321

23
Figure 118 CIDS Location DEUs A319

23
Figure 119 CIDS Location Cabin

23
Figure 120 CIDS Location Cabin

23
When the START NEXT pushbutton switch is pushed and the READY light
23−32 PRAM is on, the message shown on the MEMO 1 display moves up to the ’ON AN-
NOUNCE’ display. The MEMO 2 display message then moves up to the
PRAM PRESENTATION MEMO 1 display. The message shown on the MEMO 3 display moves up to
the MEMO 2 display.
The function of the Prerecorded Announcement and Boarding Music (PRAM)
Reproducer 10RX is to play prerecorded messages. It also plays boarding mu- START ALL
sic programs on a cassette tape to the passengers through the aircraft passen- All messages keyed on MEMO 1, MEMO 2 and MEMO 3 will be announced
ger address system. The PRAM is controlled by the audio module, which is a continuously until the last announcement has finished (number 0). In this
part of the Fwd Attnd panel 120RH. It is installed in the cabin at the forward continuous mode, it can add another message for announcement after the
attendant station. The PRAM is controlled through the Cabin Intercommunica- messages that you have keyed−in.
tion Data System (CIDS) director to receive and transmit control data. STOP
When the STOP pushbutton switch is pushed, the message announcement
SYSTEM OPERATION AND CONTROL stops immediately.
The Prerecorded Announcement and Boarding Music (PRAM) system is con-
trolled during normal operation from the audio module in the Fwd Attnd panel Emergency Announcement Test
120RH. The system initialization is made automatically when the reproducer To test the emergency announcement, bring the cursor to MEMO 1 and press
receives 115 V AC. During the initialization the LED display on the audio mod- ”701 ENTER 701” (E−P is displayed in the ON ANNOUNCE display).
ule is not shown. The least significant digit LED of the announcer display will
show ’0’ when the initialization is complete. The operation procedures to pro- Boarding Music Control Keys
gram and release the announcements are as follows: ON/OFF
When the ON/OFF pushbutton switch is pushed, the light in the pushbutton
Announcement Control Keys switch comes ON. The channel 1 is automatically displayed on the BGM
ENTER channel display. When the ON/OFF pushbutton is pushed again, the light
When the ENTER pushbutton is pushed, the cursor moves into the next goes OFF.
MEMO position (MEMO 1, if no cursor is present). SEL
The required message is keyed−in on the keyboard and appears on the When the SEL pushbutton switch is pushed, the system selects one of the
MEMO 1 display. When the ENTER pushbutton is pushed, the keyed−in available channels. These are displayed in a numerical ascending code
data is accepted (cursor moves to the next MEMO position). (four channels in the mono mode, two in the stereo mode).
The READY light comes on when the PRAM has found the corresponding Note: LH uses two mono music programs (special mode of operation).
announcement. Channel 1+2 is boarding music one and channel 3+4 is boarding music
The required messages for the MEMO 2 and MEMO 3 displays are two.
keyed−in the same as for the MEMO 1 display. VOLUME
CLEAR The LEDs on the volume display show the volume level (2 dB steps).
When the cursor has moved into the related position (MEMO 1, MEMO 2 or (−)
MEMO 3) and the CLEAR pushbutton switch is pushed, the display clears. When the (−) pushbutton switch is pushed the volume level decreases.
START NEXT (+)
When the (+) pushbutton switch is pushed the volume level increases.

23
Figure 121 PRAM Control Panel

23
PRAM DESCRIPTION (SPECIAL OPERATION) FRONTPANEL CONTROL (SPECIAL OPERATION)

The Prerecorded Announcement and Boarding Music (PRAM) Reproducer is The PRAM can be controlled and tested from the frontpanel.
installed in the aft avionics compartment in a 4 MCU (ARINC 600) box. It has a Music Channel Selector
total of four cassette decks, but only the tape in announcement tape deck A
no effect.
position is used (the other tape decks are disabled) . This cassette is used for
the prerecorded announcement reproduction and for the boarding music repro- TEST Selector
duction. Up to 32 prerecorded announcements are stored on the first two For normal use of the PRAM, the switch must by in the NORMAL position.
tracks on that tape and two boarding music channels are available on the other all other positions are for testing the announcement tape and SSSV emer-
two tracks. The PRAM has the capability to produce an emergency announce- gency announcements.
ment in the event of a rapid cabin decompression and up to four other stored In the DECK A1 and A2 position it is possible to check the announcement
announcements. The emergency announcement and the four other once are audio of track 1+2 from tape A via the monitor output connector.
stored in a Solid State Stored Voice (SSSV). A ground signal from a rapid de-
In the DECK A3 and A4 position it is possible to check the boarding music
compression triggers the emergency announcement. The other announce-
audio of track 3+4 from tape A via the monitor output connector.
ments can be triggered by separate discret−inputs. All functions are remotely
controlled from the audio module in the Fwd Attnd panel (120RH) (except the In the DECOMP position its possible to check the emergency announce-
output level of normal and emergency announcements). They are adjustable at ments stored as Solid State Stored Voice (SSSV) in a memory, when a de-
the front of the reproducer. compression occurs.
The announcement part of the PRAM uses track 1+2 of tape A with up to 16 In the SSSV 1(2,3,4) position its possible to check the four different an-
announcements on each track. Messages are searched and located by detect- nouncements stored as Solid State Stored Voice (SSSV) in a memory (if
ing and counting the inter−message blank portion (8sec.) The current tape available).
position is memorized, a subsequent message search on the same track is The TAPE INITIAL position has no effect on Special Mode of Operation (a
possible. If track change is necessary, a completely tape rewind is made. Mes- initialization routine is not necessary).
sages can only be searched and played one after the other (no continuous
play)
The boarding music part of the PRAM uses track 3+4 of tape A. Each track is a
complete program and will be repeatedly played (rewinding tape after end of
tape).
The audio module in the Fwd Attnd panel 120RH controls the prerecorded an-
nouncements and the Boarding Music (BGM). The reproducer and Fwd Attnd
panel have two ARINC 429 data bus lines (transmit and receive bus) controlled
through the CIDS.

23
Music Channel Selector

Test Selector
FAP
Audio panel
Annoncement TAPE B Position

(spare tape on LH)
DEU−A
Annoncement TAPE A Position
Music Tape A + B
(not LH)
Director 1 DEU−B
Audio
PRAM
Cabin Decomp.
Figure 122 PRAM Schematic and Frontpanel

23
FRONTPANEL CONTROL (NORMAL OPERATION)

PRAM DESCRIPTION (NORMAL OPERATION)
The PRAM can be controlled and tested from the frontpanel.
The Prerecorded Announcement and Boarding Music (PRAM) Reproducer is
installed in the aft avionics compartment in a 4 MCU (ARINC 600) box. It has a Music Channel Selector
total of four cassette decks. Two are for the prerecorded announcement repro- In the REMOTE Position, the PRAM is remote controlled from the audio
duction and the other two are for the boarding music reproduction. Up to 256 part of the FAP.
prerecorded announcements are stored on two tapes in the prerecorded an- In the 1 (2,3,4) position, only the music track 1 (2,3,4) is played continu-
nouncement reproducer (each minimum 30 s). The PRAM has the capability to ously.
produce an emergency announcement in the event of a rapid cabin decom- In the AUTO position, the different music tracks are played one after the
pression and up to four other stored announcements. The emergency another automatically and continuously.
nouncement and the four other once are stored in a Solid State Stored Voice
TEST Selector
(SSSV). A ground signal from a rapid decompression triggers the emergency
announcement. The other announcements can be triggered by separate dis- For normal use of the PRAM, the switch must by in the NORMAL position.
crete−inputs. All functions are remotely controlled from the audio module in the all other positions are for testing the different announcement tapes and
Fwd Attnd panel (120RH) (except the output level of normal and emergency SSSV emergency announcements.
announcements). They are adjustable at the front of the reproducer. In the DECK A1 (2,3,4) or DECK B1 (2,3,4) position it is possible to check
The announcement part of the PRAM uses two identical tape decks with up to the announcement audio of each track from tape A or B via the monitor out-
256 announcements on each tape. The two cassette tapes are used alter- put connector.
nately. When one is playing a message, the other is in search mode for the In the DECOMP position its possible to check the emergency announce-
next message to be announced ( if necessary) to give continuous play. ments stored as Solid State Stored Voice (SSSV) in a memory, when a de-
The boarding music part of the PRAM uses two identical tape decks with four compression occurs.
channels. Two cassette tapes are used alternately. When one is playing the In the SSSV 1(2,3,4) position its possible to check the four different an-
other rewinds to give continuous play. nouncements stored as Solid State Stored Voice (SSSV) in a memory (if
The audio module in the Fwd Attnd panel 120RH controls the prerecorded an- available).
nouncements and the Boarding Music (BGM). The reproducer and Fwd Attnd In the TAPE INITIAL position, a special mode is activated to read initializa-
panel have two ARINC 429 data bus lines (transmit and receive bus) controlled tion data from the announcement tapes A and B in order to store this data in
through the CIDS. memory.
NOTE: The TAPE INITIAL position must be used when the PRAM access
door was open (for check or tape change) in order to initialize the PRAM
tapes for at least 6 seconds.

23
Figure 123 PRAM System Schematic

23
LOCATION
Figure 124 PRAM Location 80 VU

23
Figure 125 PRAM Location Cabin

23
23−71 COCKPIT VOICE RECORDER

CVR PRESENTATION
The cockpit voice recorder (CVR) is designed to record crew conversations and CVR Erase Circuit
communications on a magnetic tape, in flight and on ground, when at least one The Recorder ERASE pushbutton must be pressed in for a minimum of two
engine is running or up to five minutes after the second engine is shut down seconds to prevent inadvertent erasure.
irrespective of which engine is shut down first. The system can also operate in
The erause head erases the previously recorded information on all 4 channels
manual mode on the ground. The recorder is a four−track system and all tracks
simultaneously, before a new recording is made.
are recorded simultaneously. The recording tape is of the magnetic loop type
which allows 30 minutes of recording time. When the tape is fully recorded, the The ERASE pushbutton enables complete erausre of the tape by activation of
system progressively erases recordings made in the previous 30 minutes and a magnetic field.
simultaneously records new information ; thus only information recorded in the ERASE is only posible when aircraft is on ground (R and L main gear shock
last 30 minutes of operation is retained. The recorded information can be inten- absorber compressed) and parking prake applied.
tionally erased when the aircraft is on the ground with the parking brake control Note: if the engines are shut down, the CVR must first be energized.
handle pulled up, locked and electrically powered. Bulk erasure is also possible
during manual operation of the system. Recording of conversations and com- CVR Test Circuit
munications must comply with standards specified by the FAA. The CVR TEST is initiated by pressing the CVR TEST pushbutton on the
RCDR panel.
ACTIVATION AND CONTROL
A 600 Hz test tone is applied sequentially during 0.8s to each of the four tracks.
Power Supply This signal should then be heared through the loudspeakers (provide the air-
craft is on ground, R and L main gear shock absorber compressed and parking
The CVR is automatically supplied with 115VAC when the aircraft is in one of
prake applied) and through the headset conected to the maintenance panel 50
the configurations given below :
VU in the cockpit.
in flight with engines running or stopped.
Note: prior to this test, the CVR must be energized.
on the ground with at least one engine running
on the ground during the first five minutes following energization of the air
craft electrical network.
on the ground up to five minutes after second engine shutdown.

Manual selection of power supply to the CVR allows the functions given below
with the aircraft on the ground and both engines shutdown :
To test the CVR for correct operation.
To erase tape information if required.
To record the beginning of the check list before the first engine starts run-
ning.
For manual selection of power supply to the CVR press the GND CTL pushbut-
ton on the control panel.

23
POWER
SUPPLY
INTERLOCK
Figure 126 CVR Schematic

COCKPIT VOICE RECORDER
23−71
DESCRIPTION
The cockpit voice recorder (CVR) is designed to record crew conversations and
communications on a magnetic tape, in flight and on ground, when at least one
engine is running or up to five minutes after the second engine is shut down
irrespective of which engine is shut down first. The system can also operate in
manual mode on the ground. The recorder is a four−track system and all tracks
are recorded simultaneously. The recording tape is of the magnetic loop type
which allows 30 minutes of recording time. When the tape is fully recorded, the
system progressively erases recordings made in the previous 30 minutes and
simultaneously records new information ; thus only information recorded in the
last 30 minutes of operation is retained. The recorded information can be inten-
tionally erased when the aircraft is on the ground with the parking brake control
handle pulled up, locked and electrically powered. Bulk erasure is also possible
during manual operation of the system. Recording of conversations and com-
munications must comply with standards specified by the FAA.

23−71
Figure 127 CVR Detailed Schematic

23−71
POWER SUPPLY INTERLOCK

Aircraft in flight Manual power supply
The LGCIU1 5GA1 provides a ground signal to the relay 6RK. The relay 6RK is Manual selection of power supply to the CVR allows the functions given below
supplied directly with 28VDC from the bus bar 801PP via the circuit breaker with the aircraft on the ground and both engines shutdown :
4RK. The CVR is supplied with 115VAC via the normally−open contacts of the To test the CVR for correct operation.
relay 6RK from the bus bar 801XP through the circuit breaker 2RK.
To record the beginning of the check list before the first engine starts run-
The normally−closed contacts of the relay 8RK provide a parallel path with the ning.
normally−open contacts of the relay 6RK for the supply of 115VAC to the CVR.
To erase tape information if required.
Aircraft on ground With both engines shutdown, a ground signal is sent to the relay 12TU. Press-
With one or both engines running, no ground signal is fed to the relay 10RK. ing the RCDR/GND CTL pushbutton switch 11TU supplies the 28VDC to the
Since the relay 10RK controls the energized or de−energized state of relay relay 12TU via the normally−open contacts of the pushbutton switch 11TU and
8RK, the relay 8RK remains de−energized. the normally−closed contacts of the relay 13 TU.
The 115VAC is connected from the bus bar 801XP via the circuit breaker The relay 12TU is energized. A ground signal is sent to the blue ON legend
2RK through the normally−closed contacts of the relay 8RK to the CVR. which comes on.
During the first five minutes of energization of the aircraft electrical network, A ground signal is also sent to the relay 6RK which energizes and supplies the
with both engines shutdown, a ground signal is fed to the time−delay relay CVR with 115VAC power.
10RK. When the RCDR/GND CTL pushbutton switch is released, the 28VDC is ap-
The relay 10RK is supplied with 28VDC from the bus bar 801PP via the cir- plied via relay 12TU and pushbutton switch 11TU to the relay 13TU which is
cuit breaker 4RK. When energized this relay starts its timing function. Dur- energized.
ing this timing function, the relay 8RK remains de−energized and the CVR is If one engine is started, the ground signal to relay 12TU is removed and the
supplied with 115VAC. After 5 minutes, a ground signal is sent via the nor- relay 12TU is de−energized.
mally−open contacts of the time−delay relay 10RK to energize the relay Thus the blue ON legend goes off and the relay 6RK is de−energized.
8RK which cuts off the supply of 115VAC to the CVR.
Up to five minutes after second engine shutdown, a ground signal is sent to
the time−delay relay 10RK.
The relay 10RK is supplied with 28VDC from the busbar 801PP via the cir-
cuit breaker 4RK. When energized, this relay starts its timing function.
During this timing function, the relay 8RK remains de−energized and the
CVR is supplied with 115VAC.
After 5 minutes, a ground signal is sent via the relay 10RK to energize the
relay 8RK which cuts off the supply of 115VAC to the CVR.
NOTE : In the cases described in Para. 2 (b) and (c) above, the relay 6RK is
de−energized (A/C on the ground) and the recording function stops.

23−71
Figure 128 CVR Power Supply Schematic

23−71
23−71 COCKPIT VOICE RECORDER (SSCVR)

CVR (SSCVR) Presentation RCDR/CVR TEST pushbutton switch 5RK which provides recorder test. It is
The Solid State Cockpit Voice Recorder (SSCVR) is designed to record crew located on the overhead panel and has to be pushed for a duration of longer
conversations and communications into a Flash Crash Survivable Store Unit than five seconds.
(FCSSU) in flight and on ground, when at least one engine is running or up to
Power supply
five minutes after the last engine is shut down irrespective of which engine is
shut down first. The system can also operate in manual mode on the ground. Power supply converts either 115VAC 400Hz or 28VDC aircraft power into se-
The recorder is a four−track system and all tracks are recorded simultaneously. condary power for two PWAs and the FCSSU.
The SSCVR provides storage for 30 (120 on new version) minutes of consecu- The mixer is fed from the Audio Management Unit 1RN via input transformers.
tive recording for each of the four audio input channels and storage for 120 mi- The input transformers provide impedance matching and isolation for balanced
nutes of consecutive recording for each of the two internal audio streams. or unbalanced grounded or ungrounded signals.
When the FCSSU is fully recorded, the system progressively erases recordings The output of the mixer is coupled to the output of the CPU. The mixed audio
made in the previous 30 (120) minutes and simultaneously records new infor- data are stored into the FCSSU memory. Recording of data in the solid state
mation; thus only information recorded in the last 30 (120) minutes of operation flash memory array is partitioned so that the narrow band voice channels are
is retained. The recorded information can be intentionally erased when the air- stored in physically separate devices from the wide band area channel.
craft is on the ground with the parking brake on, locked and electrically powe-
Monitor circuit
red. Bulk erasure is also possible during manual operation of the system.
The Audio Monitor has an interface and control function which controls all sta-
Components: tes and modes of the system which perform the record, erase and test func-
Remote CVR microphone 16RK for monitoring direct conversations be- tions. The Audio Monitor provides all functional interfaces between the Aircraft
tween crew members and aural warnings in the cockpit. Interface PWA and Main Processor PWA.
Amplifier18RK which amplifies the microphone signal.
Solid State Cockpit Voice Recorder 1RK which records:
(a) Communications received and transmitted by radio.
(b) Intercom conversations between crew members.
(c) Announcements transmitted over the passenger address system.
(d) Direct conversations between crew members in the cockpit and all aural
warnings.
Circuit breaker 2RK supplying the CVR with 115VAC power via the contacts
of the relays 6RK and 8RK.
RCDR/CVR ERASE pushbutton switch 3RK which provides complete era-
sure of the recorder data from the FCSSU.
The complete erase timing assembly is activated when the CVR ERASE push-
button switch 3RK on the overhead panel is pushed for a minimum of 2 se-
conds, the SSCVR initiates a bulk erase function. The erase function is com-
pleted within five seconds of activation.

23−71
Figure 129 SSCVR

23
LOCATION
Figure 130 CVR Location Stabilizer Comp.

23
Amplifier
Figure 131 CVR Location Cockpit

23
−The ELT Control Panel, located on the Overhead Panel, contains a two posi-
ATA 25 EQUIPMENT/FURNISHING tion guarded, toggle ON/AUTO switch and a TEST/RESET pushbutton.
25−65 EMERGENCY LOCATER TRANS- OPERATION

With the switch in the AUTO position, the ELT can be automatically activated
MITTER (ELT) by the G−Switch.
Placing the switch in the ON position activates the ELT, which will begin trans-
GENERAL mitting distress signals after a self−test of approximately 150 seconds duration.
Pushing the TEST/RESET pushbutton stops the ELT transmission and/or initi-
The Automatic Fixed three−frequency Emergency Locator Transmitter (ELT) is
ates a self−test of the ELT, Programming Unit, and verifies proper programming
installed in the upper aft section of the fuselage. It is designed to transmit a
information transfer. The ELT then returns to the AUTO mode.
digital distress signal to satellites that are part of the COSPAS/SARSAT sys-
A successful self−test is indicated by appearance of the ELT ON LED within
tem. These satellites relay the received signal directly to reception stations on
15 seconds, remaining uninterrupted for approximately 10 seconds.
the ground. This signal is transmitted on 406 MHz and is used to locate and
identify the ELT. The ELT also transmits a 121.5 MHz and 243 MHz homing WARNING:
signal for close−in aircraft location determination.
EXCEPT IN THE FIRST 5 MINUTES OF THE HOUR, NEVER PLACE THE
The ELT can be manually activated from the Control Panel on the Pilots Over-
ELT SWITCH IN THE ON POSITION!! RESCUE ACTIONS WILL BE UN-
head Panel or automatically activated by means of an internal acceleration
DERTAKEN!!
sensor (G−switch).
ANYHOW, IF YOU DID SO, CALL IMMEDIATELY THE NEXT RESCUE CEN-
The ELT can be reset after automatic or manual activation by the ELT control
TER FOR CANCELLATION OF THE ALARM!
panel switch. ELT activation is indicated by an ON LED at the control panel.
The system components are:
one ELT (with Mount/Programming Unit) Installation of the ELT
one external antenna When the programming unit is connected to the ELT, data is automatically
transferred to the ELT to code it with the aircraft information.
one controlpanel
Upon completion, verification is made of the validity of parameters transferred
COMPONENTS to the ELT.
In case of a failure, the red TX indicator on the programming unit will flash for
−The Mount/Programming Module stores the airplanes tailsign and country− 10 seconds.
code (for Germany it is 218). The Mount/Programming Module is programmed If verification is successful, the red TX indicator will illuminate continuously for
by the manufacturer or by Lufthansa WF2. 10 seconds.

The Mount/Programming Module automatically downloads the 406 MHz pro-
gramming information to the ELT when the ELT is installed.
−The ELT is mounted on the mount/programming module, which is located in
the aft cabin ceiling, left of centerline. The ELT receives datas from the mount/
programming module and stores it in its own memory.
−The ELT Antenna, an external blade type, three−frequency antenna, is
mounted on the upper aft section of the fuselage.

23
Figure 132 ELT Schematic

23
LOCATION
AUTO/OFF/ON Switch
Transmit Light
Figure 133 Emergency Locator Transmitter (ELT)

23
Location on A321
ETL Antenna
ELT Control Panel (Flight Compartment)

Figure 134 ELT Components
A320 23 B2 E
TABLE OF CONTENTS
ATA 23 COMMUNICATIONS . . . . . . . . . . . . . . . . . . 1 FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
FRONTPANEL TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
23−51 AUDIO MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
AUDIO INTEGRATING SYSTEM PRESENTATION . . . . . . . . . . . . . . . 2 23-11 HF-SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
AUDIO CONTROL PANEL PRESENTATION . . . . . . . . . . . . . . . . . . . . . 4 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
AUDIO SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 HF- ANTENNA COUPLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 HF-TRANSCEIVER FRONTPANEL TEST . . . . . . . . . . . . . . . . . . . . . . . 84
EMERGENCY FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
TRANSMIT CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 23−24 ACARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
MUTING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ACARS PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
FLIGHT INTERPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
VOR / ILS / DME SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 ACARS ACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
VOICE ON/OFF FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 DATA LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 REPORTS / REQUESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 ACARS TEST VIA CENTRAL MAINT. SYSTEM (CFDS) . . . . . . . . . . . 106
23−42 GROUND CREW AND COCKPIT CALL SYSTEM . . . . . . . 30 OPERATION MENU DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
CALL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 ACARS MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ACARS MU RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 FRONT PANEL TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
23−13 RADIO MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . 36 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
RMP SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 23−73 CIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 CIDS PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
RMP DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 DESCRIPTION AND INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
RMP COMMUNICATION TUNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 TYPE A DECODER ENCODER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
RMP NAV BACK UP TUNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 TYPE B DECODER ENCODER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
RADIO NAV TUNING FROM RMP AND MCDU . . . . . . . . . . . . . . . . . . 50 DECODER ENCODER UNIT MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 PROGRAMMING AND TEST PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 FORWARD ATTENDANT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
23−12 VHF SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 AFT /ADD ATTENDANT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
VHF SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 ATTENDANT HANDSET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 ATTENDANT INDICATION PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 AREA CALL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
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A320 23 B2 E
TABLE OF CONTENTS
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 ATA 25 EQUIPMENT/FURNISHING . . . . . . . . . . . . 234
PASSENGER ADDRESS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
CABIN INTERPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
SERVICE INTERPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 25−65 EMERGENCY LOCATER TRANSMITTER (ELT) . . . . . . . . 234
PASSENGER LIGHTED SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 GENERAL 234
PASSENGER / LAVATORY CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
CALL INDICATION IN THE CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
PROGRAMMING AND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
SYSTEM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
SYSTEM TEST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
PROGRAMMING MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
ZONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
CABIN PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
CIDS WARNINGS ON ECAM AND FAP . . . . . . . . . . . . . . . . . . . . . . . . . 196
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
23−32 PRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
PRAM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
SYSTEM OPERATION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 216
PRAM DESCRIPTION (SPECIAL OPERATION) . . . . . . . . . . . . . . . . . . 218
FRONTPANEL CONTROL (SPECIAL OPERATION) . . . . . . . . . . . . . . 218
PRAM DESCRIPTION (NORMAL OPERATION) . . . . . . . . . . . . . . . . . . 220
FRONTPANEL CONTROL (NORMAL OPERATION) . . . . . . . . . . . . . . 220
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
23−71 COCKPIT VOICE RECORDER . . . . . . . . . . . . . . . . . . . . . . . . 224
CVR PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
ACTIVATION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
POWER SUPPLY INTERLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
23−71 COCKPIT VOICE RECORDER (SSCVR) . . . . . . . . . . . . . . . . . . . . 230
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
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A320 23 B2 E
TABLE OF FIGURES
Figure 1 AMU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 VHF CFDS monitored LRUs . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 2 AMU Audio Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 VHF MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 3 AMU Audio Switching Schematic . . . . . . . . . . . . . . . . . . . . 7 Figure 38 VHF Front Panel Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 4 AMU Power Supply Schematic . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 VHF Location 80 VU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 5 AMU Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 VHF Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 6 AMU Emergency Switching Schematic . . . . . . . . . . . . . . . 13 Figure 41 HF System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 7 AMU Power Supply MIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 HF- System Antenna Coupler . . . . . . . . . . . . . . . . . . . . . . 77
Figure 8 AMU Muting Circuit Schematic . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 HF System CFDS monitored LRUs . . . . . . . . . . . . . . . . . 79
Figure 9 AMU Flight Interphone Schematic . . . . . . . . . . . . . . . . . . . 19 Figure 44 HF- System BITE Menu Sheet 1 . . . . . . . . . . . . . . . . . . . 80
Figure 10 AMU DME Switching and Voice ON/OFF Function . . . . 21 Figure 45 HF- System BITE Menu Sheet 2 . . . . . . . . . . . . . . . . . . . 81
Figure 11 ACP Call Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 HF System BITE Menu Sheet 3 . . . . . . . . . . . . . . . . . . . . 82
Figure 12 AMU CFDS monitored LRUs . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 HF- System Transceiver & Fault Annunciator . . . . . . . . 85
Figure 13 AMU MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 HF- System Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 14 AMS Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Figure 49 HF- System Antenna & Coupler Location . . . . . . . . . . . . 89
Figure 15 AMS Location Cockpit and 80 VU . . . . . . . . . . . . . . . . . . 29 Figure 50 ACARS World MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Figure 16 Call System Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 51 ACARS Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 17 Call System Detailed Schematic . . . . . . . . . . . . . . . . . . . 33 Figure 52 ACARS Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 18 Call System Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Figure 53 ACARS Activation on RMP . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 19 Call System Location Cockpit . . . . . . . . . . . . . . . . . . . . . . 35 Figure 54 ACARS Data Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 20 RMP Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 55 ACARS Flight Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 21 RMP Power Supply Schematic . . . . . . . . . . . . . . . . . . . . . 39 Figure 56 ACARS TEST VIA CMS . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 22 RMP Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 57 ACARS Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 23 RMP COM Tuning Architecture . . . . . . . . . . . . . . . . . . . . 42 Figure 58 ACARS Telex and Refuling Pages . . . . . . . . . . . . . . . . . . 111
Figure 24 RMP COM Tuning Architecture . . . . . . . . . . . . . . . . . . . . 43 Figure 59 ACARS Voice Contact and REC MSG Pages . . . . . . . . 113
Figure 25 RMP NAV Tuning Architecture . . . . . . . . . . . . . . . . . . . . . 44 Figure 60 ACARS OOOI Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 26 RMP NAV Tuning Architecture . . . . . . . . . . . . . . . . . . . . . 45 Figure 61 ACARS Statistics and Parameter Pages . . . . . . . . . . . . 117
Figure 27 RMP COM Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 62 ACARS Data Frequency Page . . . . . . . . . . . . . . . . . . . . . 119
Figure 28 RMP NAV Back up Tuning . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 63 ACARS Partnumber Page . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 29 MCDU and RMP NAV Tuning . . . . . . . . . . . . . . . . . . . . . . 51 Figure 64 ACARS Test Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 30 RMP CFDS monitored LRUs . . . . . . . . . . . . . . . . . . . . . . 53 Figure 65 ACARS Error Log Pages . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 31 RMP MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 66 ACARS RCV/TX 429 Data Pages . . . . . . . . . . . . . . . . . . 127
Figure 32 RMP Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 67 ACARS LRU AND Descretes Status Pages . . . . . . . . . . 129
Figure 33 VHF Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 68 ACARS COM Status Page . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 34 VHF Power Supply Schematic . . . . . . . . . . . . . . . . . . . . . 61 Figure 69 ACARS RESET Function . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 35 VHF Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 70 ACARS MU Front Panel Test . . . . . . . . . . . . . . . . . . . . . . 135
FRA US/T-5 Pommeränicke JUN 2005 Page iii

A320 23 B2 E
TABLE OF FIGURES
Figure 71 ACARS Location 80 VU . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 Figure 106 CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Figure 72 ACARS Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . 138 Figure 107 CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Figure 73 CIDS Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 Figure 108 CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Figure 74 CIDS Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 109 CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Figure 75 CIDS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 110 CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 76 DEU−A Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 111 CIDS MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . 206
Figure 77 DEU−B Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 112 CIDS MCDU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . 207
Figure 78 DEU Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 113 CIDS MCDU BITE Test Menu . . . . . . . . . . . . . . . . . . . . . 208
Figure 79 Programming and Test Panel . . . . . . . . . . . . . . . . . . . . . . 153 Figure 114 CIDS MCDU BITE Test Menu . . . . . . . . . . . . . . . . . . . . . 209
Figure 80 FWD and AFT and ADD ATTND Panel . . . . . . . . . . . . . . 155 Figure 115 CIDS Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Figure 81 Attendant Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 116 CIDS Locations DEUs and Directors . . . . . . . . . . . . . . . 211
Figure 82 Attendant Indication Panel . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 117 CIDS Location DEUs A321 . . . . . . . . . . . . . . . . . . . . . . . 212
Figure 83 Attendant Indication Panel . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 118 CIDS Location DEUs A319 . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 84 Area Call Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 119 CIDS Location Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Figure 85 CIDS Power Supply Schematic A320 . . . . . . . . . . . . . . . 165 Figure 120 CIDS Location Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 86 CIDS Power Supply Schematic A320 . . . . . . . . . . . . . . . 166 Figure 121 PRAM Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 87 CIDS Power Supply Schematic A321 . . . . . . . . . . . . . . . 167 Figure 122 PRAM Schematic and Frontpanel . . . . . . . . . . . . . . . . . 219
Figure 88 CIDS Power Supply Schematic A321 . . . . . . . . . . . . . . . 168 Figure 123 PRAM System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 221
Figure 89 PA System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 124 PRAM Location 80 VU . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Figure 90 Cabin Interphone Schematic . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 125 PRAM Location Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 91 Service Interphone Schematic . . . . . . . . . . . . . . . . . . . . . 175 Figure 126 CVR Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 92 PAX lighted Signs Schematic . . . . . . . . . . . . . . . . . . . . . . 177 Figure 127 CVR Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 93 PAX and LAV Call Schematic . . . . . . . . . . . . . . . . . . . . . . 179 Figure 128 CVR Power Supply Schematic . . . . . . . . . . . . . . . . . . . . 229
Figure 94 PTP Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 129 SSCVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 95 PTP System Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Figure 130 CVR Location Stabilizer Comp. . . . . . . . . . . . . . . . . . . . 232
Figure 96 PTP Maintenance Menu . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 131 CVR Location Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 97 PTP Maintenance Menu . . . . . . . . . . . . . . . . . . . . . . . . . . 186 Figure 132 ELT Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Figure 98 PTP Maintenance Menu . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 133 Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . 236
Figure 99 PTP Test Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 134 ELT Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 100 PTP Zoning Programming . . . . . . . . . . . . . . . . . . . . . . . . 191
Figure 101 PTP Layout Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Figure 102 CIDS Failure Classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
Figure 103 CIDS ECAM and FAP Warnings . . . . . . . . . . . . . . . . . . 197
Figure 104 CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
Figure 105 CIDS Failure List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
FRA US/T-5 Pommeränicke JUN 2005 Page iv

AIRBUS A 320/321 ATA 23 Communication

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AIRBUS A 320/321 ATA 23 Communication

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AIRBUS

Tel: +49 (0)40 5070 2520

23−51 AUDIO MANAGEMENT

FRA US/T-5 KrU AUG 2004 Page: 2

Figure 1 AMU Schematic

AUDIO CONTROL PANEL PRESENTATION

FRA US/T-5 KrU AUG 2004 Page: 4

Figure 2 AMU Audio Control Panel

Note: If the switch is in the CAPT 3 or F/O 3 position, the message

FRA US/T-5 KrU AUG 2004 Page: 6

SDAC (AUDIO XFRD on ECAM)

3rd OCCUPANT ACP

Figure 3 AMU Audio Switching Schematic

FRA US/T-5 KrU AUG 2004 Page: 8

Figure 4 AMU Power Supply Schematic

FRA US/T-5 KrU AUG 2004 Page: 10

Figure 5 AMU Detailed Schematic

FRA US/T-5 KrU AUG 2004 Page: 12

Figure 6 AMU Emergency Switching Schematic

FRA US/T-5 KrU AUG 2004 Page: 14

K1 = Handmike PTT and NOT(INT)

Figure 7 AMU Power Supply MIC

FRA US/T-5 KrU AUG 2004 Page: 16

Figure 8 AMU Muting Circuit Schematic

FRA US/T-5 KrU AUG 2004 Page: 18

Figure 9 AMU Flight Interphone Schematic

VOR / ILS / DME SWITCHING

The 1000 Hz signal is generated by their synthetizer (the aeronautical stan-

FRA US/T-5 KrU AUG 2004 Page: 20

Figure 10 AMU DME Switching and Voice ON/OFF Function

FRA US/T KrU AUG 2004 Page: 22

Figure 11 ACP Call Indications

FAULT ISOLATION AND BITE

is sent to CFDIU cyclically. The SELCAL part of the AMU is faulty.

FRA US/T-5 KrU AUG 2004 Page: 24

Figure 12 AMU CFDS monitored LRUs

THIS PAGE INTENTIONALLY LEFT BLANK

FRA US/T-5 KrU AUG 2004 Page: 26

Figure 13 AMU MCDU BITE Menu

Figure 14 AMS Location Cockpit

Figure 15 AMS Location Cockpit and 80 VU

23−42 GROUND CREW AND COCKPIT CALL SYSTEM

Ground mechanic to cockpit call

Cockpit to ground mechanic call

FRA US/T-5 KrU AUG 2004 Page: 30

CALLS EMER CALLS EMER

CALL CALL CALL CALL CALL MECH ATT

VHF1 VHF2 VHF3 HF1 HF2 INT CAB

HORN NOT IN USE AVAIL COCKPIT ADIRU & APU FIRE

LIGHT COCKPIT RESET

Figure 16 Call System Panels

FRA US/T KrU AUG 2004 Page: 32

GROUND MECHANIC TO CREW MEMBER CALL ELT OPERATION

CREW MEMBER TO GROUND MECHANIC CALL

Figure 17 Call System Detailed Schematic

Figure 18 Call System Location

Figure 19 Call System Location Cockpit

23−13 RADIO MANAGEMENT SYSTEM

2 COMMUNICATION KEYS 8 NAVIGATION KEYS

FRA US/T-5 KrU AUG 2004 Page: 36

Figure 20 RMP Schematic

FRA US/T-5 KrU AUG 2004 Page: 38