HF system - Description and Operation

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1. General

The High Frequency (HF) system is used for all long-distance voice and data communications between:

- Different aircraft (in flight or on the ground)

- The aircraft and one or several ground stations.

The HF system operates within the frequency range defined by ARINC 719 (i.e. 2.8 to 23.999 MHz, with 1 KHz spacing between channels).

The aircraft is provided with a double HF system (HF1 and HF2).

2. Component Location  (Ref. Fig. 001, 002)

3. System Description (Ref. Fig. 003)

The HF system has:

- Two HF transceivers

- Two HF couplers

- An HF antenna.

The two transceivers send and receive HF signals to/from the same HF antenna through their related coupler.

Each HF system has an interface with the following systems and components:

- Radio Management Panels (RMP)

- Audio Management Unit (AMU)

- Centralized Fault Display Interface Unit (CFDIU)

- Landing Gear Control Interface Unit (LGCIU)

- System Data Acquisition Concentrator (SDAC)

- Air Data/Inertial Reference Units (ADIRU)

- Air Traffic Service Unit (ATSU)

- Ground HF DATA LINK (GND HF DATA LINK)

- International Civil Aircraft Organization (ICAO) address

- Multipurpose Disk Drive Unit (MDDU) or Portable Data Loader (PDL)

A. Interface with the RMPs

The RMPs are centralized systems used for selection of the frequency/channel and display of the HF system. They are also used to switch between the voice/data modes (Ref. 23-13).

B. Interface with the AMU

The AMU is used for the connection to the audio integrating and SELective

CALLing (SELCAL) systems by means of the Audio Control Panels (ACP) (Ref. R 23-51).

C. Interface with the CFDIU

The CFDIU is the centralized maintenance system (Ref. 31-32).

D. Interface with the LGCIU

In case of CFDIU failure, the LGCIU gives the aircraft status (in flight or on the ground) to the HF BITE (Ref. 32-31). When the LGCIU informs the HFDR of the ground aircraft status, the HF data link emission is inhibited.

E. Interface with the SDACs

The SDACs receive the transmission information from the HF system through the KEY EVENT output of the HF transceiver and record the transmit mode.

When the SDACs detect that the HF system has been transmitting (Push-To-Talk (PTT) switch on) for last more 1 minute, the HF-X EMITTING indication is displayed on the ECAM display (EWD) (Ref. ATA 31-54).

F. Interface with the ADIRU

The ADIRU which provides the HFDR with the following information:

- time

- latitude

- longitude.

G. Interface with the ATSU

The ATSU which is in charge of routing data towards the HF system for Data communications.

H. Interface with the GND HF DATA Link

- The GND HF DATA LINK pushbutton switch which is used to override the data transmission inhibition of the HF1 transceiver on the ground.

J. Interface with the ICAO address

The ICAO address which is used to uniquely identify the aircraft by the ground station during data link message exchanges.

K. Interface with the MDDU or PDL

The MDDU or PDL is used to load the HFDR software.

4. Power Supply (Ref. Fig. 004)

The HF1 system is supplied with three-phase 115VAC:

- From the 115VAC ESS BUS/SHEDDABLE (sub-busbar 801XP)

- Through circuit breaker 1RE1 located on the overhead panel 49VU.

The HF2 system is supplied with three-phase 115VAC:

- From the 115VAC BUS 2 (sub-busbar 202XP)

- Through circuit breaker 1RE2 located on the overhead panel 121VU.

The HF1 transceiver (3RE1) supplies to the HF1 antenna coupler (4RE1) with R 28VDC and monophase 115VAC.

The HF2 transceiver (3RE2) supplies to the HF2 antenna coupler (4RE2) with R 28VDC and monophase 115VAC.

5. Interface

A. Digital Outputs

The HF transceivers transmit labels 354, 356 and 357 to the CFDIU through a type-1 ARINC 429 bus. This connection is capable of two-way communication with the CFDIU (Ref. 31-32).

The equipement code of the HF transceiver is 019. An ARINC 429 High-Speed (HS) output bus between the HF1 transceiver (HFDR1) and the ATSU is used to transmit user data and control data.

Only the HF1 transceiver transmits the label 270.

Another output bus between the HF1 transceiver (HFDR1) and the MDDU is used to load data.

The table below contains the characteristics of all these parameters:

6. Component Description  

A. HF Transceiver

(1) Description

The HF transceiver conforms to ARINC 600 specifications. The case size is 6cu.m.

(a) HF transceiver face (Ref. Fig. 005)

The transceiver features:

- Two jacks (PHONE and MIC)

- A TEST pushbutton switch

- A red/grenn warning light: LRU STATUS

- Two red warning lights : KEY INTERLOCK, CONTROL FAIL

- A transportation handle

- An identification plate.

(b) HF transceiver back

The back comprises three connectors to enable connection with:

- the automatic test circuits (Top Plug (TP))

- the antenna circuit and peripheral circuits (Middle Plug (MP))

- the power supply circuits (Bottom Plug (BP)).

(2) Characteristics

The HF transceiver complies with the standards defined in ARINC 719.

The transmission and reception of coded messages between the various control units (CFDIU, RMP) comply with ARINC 429.

B. HF Antenna Coupler

(1) Description

The antenna coupler enables matching of the aircraft HF shunt-type antenna with the output circuit (50 ohms) of the HF transceiver.

The coupler is a pressurized sealed box.

(a) The face features:

(Ref. Fig. 006)

- a connector J1 for connection with the transmitter

- a coaxial connector J2 to connect the coaxial cable from the transmitter

- a pressurizing valve

- a handle

- an identification plate.

(b) The back carries:

- a connector providing connection between the coupler and the antenna.

(2) Operation

(3) Fault indications

Fault information of the coupler can be transmitted by discretes to the HF transceiver.

In this case, the HF transceiver will take these items of information into account and will transmit them to the CFDIU.

7. Operation  

A. Receive Function

The HF audio integrating signals transmitted by the stations are picked-up by the antenna and transmitted to the antenna coupler. The coupler adapts the impedance between the antenna and the HF transceiver.

The signal from the HF coupler is transmitted to the HF transceiver by a coaxial cable.

In voice mode, the HF transceiver, tuned to the selected frequency by one RMP, demodulates HF signals into AF signals.

The AF signals are transmitted via the AMU, to the audio equipment or SELCAL system.

In data mode, the HF1 transceiver, tuned to the auto-selected frequency,

demodulates the HF1 received signals into digital information, which is transmitted to the ATSU (through ARINC 429 HS bus).

B. Transmit Function

Before transmissions, the HF transceiver has to be tuned to the new frequency selected by one RMP. This tuning consists in activating the PTT switch, a 1000 Hz signal is heard during several seconds. The new antenna coupler is now able to reduce the tuning duration thanks to a learning mode  which memorizes several last tuned frequencies.

In voice mode, the AF signals from the microphones are transmitted to the HF transceiver through the AMU.

The HF transceiver tuned to the frequency selected by one RMP, transforms the AF signals into HF modulated signals. The HF signals are fed to the antenna by the coaxial cable and antenna coupler. They are then transmitted to the various stations.

A connection between the HF transceiver and the SDAC enables to record the use of the HF system in transmit mode. The connection is obtained through the KEY EVENT output information of the HF transceiver.

In data mode, the digital information is transmitted from the ATSU to the HF1 transceiver (tuned to the frequency auto-selected and transmitted to the transceiver through ARINC 429 HS bus) which modulates it.

The HF signals are fed to the antenna by a coaxial cable. They are then transmitted to the various stations.

C. HF Data Link ground network

One service provider (ARINC) proposes the HFDL ground network with a worldwide coverage including polar areas. Its ground stations cover a radius if approximately 3,000 miles and may cover more than one service region. The continuous communications are offered thanks to overlapping coverage with a total of about 13 ground stations fielded worldwide and with several frequencies for each of them.

8. Test  

A. CFDS Interface (Ref. Fig. 007)

(1) System description - Architecture

The BITE facilitates maintenance on in-service aircraft.

The BITE detects and determines a failure related to the HF system.

The BITE of the HF transceiver is connected to the CFDIU (Ref. ATA 31-32).

The units tested are the transceiver and the coupler.

The BITE:

- transmits permanently HF system status and its identification message to the CFDIU.

- memorizes the failures occurred during the last 63 flight segments,

- monitors data input from the various peripherals (RMP, CFDIU and ATSU),

- transmits to the CFDIU the result of the tests performed and self-tests,

- can communicate with the CFDIU by the menus.

The BITE may operate in two modes:

- the normal mode,

- the interactive mode.

(a) Normal mode

In normal mode the BITE monitors cyclically the status of the HF system. It transmits its information to the CFDIU during the flight concerned.

In case of fault detection, the BITE stores the information in the fault memories.

These items of information are transmitted to the CFDIU every 250 ms maximum by an ARINC 429 message with label 356.

(b) Interactive mode

The interactive mode can only be activated on the ground.

This mode enables communication between the CFDIU and the HF transceiver BITE.

This is by means of the MCDU.

The HF transceiver interactive mode is composed of:

- LAST LEG REPORT

- PREVIOUS LEGS REPORT

- LRU IDENTIFICATION

- TEST

- CLASS 3 FAULTS

- GROUND REPORT

- TROUBLE SHOOTING DATA

- GROUND SCANNING

B. Interactive menu description

(Ref. Fig. 008, 009, 010, 011, 012, 013, 014, 015, 016, 017)

To utilize the BITE system it is necessary to get through one of the three MCDUs (2CA1, 2CA2 and 2CA3 (if installed)) (Ref. ATA 31-32).

The MCDUs are installed in the cockpit, on the center pedestal. All the information displayed on the MCDUs during the BITE TEST configuration can be printed by the printer (Ref. ATA 31-35).

To utilize the BITE system, it is necessary to get through one of the two MDCUs (Multipurpose Control Display Unit) (3CA1 and 3CA2) (Ref.ATA 31-32).

The MCDUs are installed in the cockpit, on the center pedestal.

Для примера распечатаны карты проверок с оригинала !

См. содержание.

23-12. VHF SYSTEM - DESCRIPTION AND OPERATION

1. General  

The Very High-Frequency (VHF) system is used for all short-range voice

communications between:

- different aircraft in flight

- aircraft (in flight or on the ground) and ground stations.

The VHF system operates within the frequency range defined by ARINC 716

(i.e. 118 to 136.975 MHz with 25 KHz spacing between channels).

The VHF system operates within the frequency range defined by ARINC 716

(i.e. 118 to 136.975 MHz with 8.33 KHz spacing between channels).

The aircraft is equipped with three identical VHF systems which are fully  independent: VHF1, VHF2 and VHF3.

 The VHF3 system is also used to transmit data link messages (ATSU).

 The VHF system has data link functions which are defined by ARINC 750-3:

 - Mode A

 - Mode 2.

 A. Mode A:

 Many aircraft using data link communication have a VHF Data Link (VDL)  mode A function. This function allows a 2400 bit/s rate throughput  through an Amplitude-Minimum Shift Keying (AM-MSK) modulation.

 Once the dialogue between the VHF Data Radio (VDR) transceiver and the  ATSU is established (exchange protocol Williamsburg V1 initialized), the  two systems can exchange data in mode A.

 B. Mode 2:

 The VDL mode 2 function is used to reduce the channel saturation. With  this function, the rate throughput is increased ten times through a  D8-PSK modulation (31.5 kbit/s).

 NOTE : The VDL mode 2 data link function includes these two ACARS subnetworks: AOA and ATN. The AOA subnetwork is used now and the  Air Traffic Network (ATN) subtnetwork will be used in the future.

 Once the dialogue between the VDR transceiver and the ATSU is established

 (exchange protocol Williamsburg V3 initialized), the two systems can  exchange data in mode 2.

2. Component Location (Ref. Fig. 001, 002)

3. System Description  

(Ref. Fig. 003)

 Each VHF system is composed of:

 - A transceiver

 - A antenna.

 Each VHF system has an interface with the following systems and components:

 - Radio Management Panels (RMP)

 - Audio Management Unit (AMU)

 - Centralized Fault Display Interface Unit (CFDIU)

 - Landing Gear Control and Interface Unit (LGCIU)

 - System Data Acquisition Concentrators (SDAC)

 - Air Traffic Service Unit (ATSU).

 A. Interface with the RMPs

 The RMPs are centralized systems used for the selection of the  frequency/channel and the display of the VHF system. They are also used  to switch between the voice/data modes (Ref. 23-13).

 B. Interface with the AMU

 The AMU is used for the connection to the audio integrating and SELective

 CALling (SELCAL) systems by means of the audio Control Panels (ACP) (Ref.  23-51).

 C. Interface with the CFDIU

 The CFDIU is a centralized maintenance system (Ref. 31-32). Through its  interface with the CFDIU, the VHF3 transceiver sends fault reports to the  ground.

 D. Interface with the LGCIU

 In case of CFDIU failure, the LGCIU gives the aircraft status (in flight  or on the ground) to the VHF BITE (Ref. 32-31).

 E. Interface with the SDACs

 The SDACs receive the transmission information from the VHF system  through the KEY EVENT output of the VHF transceiver and record the  transmit mode.

 When the SDACs detect that the VHF system has been transmitting  (Push-To-Talk (PTT) switch on) for thirty seconds, a «bip-bip» aural  warning starts and sounds every second for five seconds. After these  thirty-five seconds, the transmission is automatically cut off.

 Twenty-five seconds later, if the PTT switch is still on, the VHF-X  EMITTING message is displayed on the ECAM Display Units (DU).

 To start a new transmission, the PTT switch must be released, then pushed  again.

Data communications are stopped when the RMP or the MCDU switches from

 data mode to voice mode.

 (Ref. Fig. 004)

 F. Interface with the ATSU

 The ATSU sends data to the VHF system for data communications. In voice

 mode and when VHF3 is selected by the MCDU, the ATSU provides the VHF3

 system with voice frequencies for aircraft-to-airline communications

 (valid only if the ATSU is available).

4. Power Supply (Ref. Fig. 005)

A. 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.

In case of emergency the VHF1 system operates through the DC emergency

generation.

B. VHF2 System

The VHF2 system is supplied with 28VDC:

- From the 28VDC BUS 2 2PP (sub-busbar 204PP)

- Through circuit breaker 2RC2 located on the rear panel 121VU, in the cockpit.

C. VHF3 System

The VHF3 system is supplied with 28VDC:

- From the 28VDC BUS1 1PP (sub-busbar 101PP)

- Through circuit breaker 2RC3 located on the rear panel 121VU in the cockpit.

5. Interface

 A. Output Interface

 (1) Digital Outputs

 The connections with the CFDIU is a type-1 system. This type of  system has an ARINC 429 input from the CFDIU and an ARINC 429 output.

 This system is thus capable of two-way communication with the CFDIU  (Ref.31-32).

 The radio-communication equipment receives the frequency data through  words from the RMPs. These words have a structure and a refresh rate  defined in ARINC 429 characteristics specification.

On the output bus, each VHF transceiver transmits the labels 354,  356, 377, and only VHF3 transceiver (if installed) transmits labels  270 and 172.

 This table contains all the output parameters in the digital form.  They are sorted as per the numerical order of their output label.

The equipment code of the VHF tranceiver is 016.

 An ARINC 429 HS bus between VHF3 (VDR3) (if installed) and ATSU is  used to transmit users data and control data.

 (2) Output Discretes

 These Output discretes are the same for each VHF circuit.

(3) Output Analog Signals

 These Output Analog Signals are the same for each VHF circuit.

Component Description  

A. VHF Transceiver

(1) Description

The VHF transceiver conforms to ARINC 600 specifications. The case size is 3MCU.

(a) VHF transceiver R (Ref. Fig. 006)

1 VHF transceiver face  

The face features (Ref. Fig. 006):

- Two jacks (PHONE and MIC)

- A TEST pushbutton switch

- A red/green warning light: LRU STATUS

- A red indicator light: CONTROL FAIL

- A red warning light: ANTENNA FAIL

- A handle

- An identification plate.

 2 VHF transceiver back

 The back comprises three connectors to enable connection with:

 - The automatic test circuits (Top Plug TP)

 - The peripheral systems (Middle Plug MP)

 - The antenna and the power supply circuits (Bottom Plug BP).

(2) Characteristics

The VHF transceiver complies with the standards defined in ARINC 716.

The transmission and reception of coded messages between the various control units (CFDIU, RMP) comply with ARINC 429.

The transceiver operates within the frequency range between 118.000 and 136.975 MHz with 8,33 KHz spacing between channels (it has a possibility of 2278 channels).

(3) Operation

 (a) General operation

 The VHF transceiver ensures its primary functions through :

 - the receiver

 - the transmitter

 - the synthesizer

 - the FM Immunity filter is a high-pass with a stop band  attenuation at 108 MHz greater than 10 dB. This filter prevents  interference from high-power FM broadcast stations.

 The antenna switch and final filter assembly :

 - route the input signal from the antenna to the receiver in the  receive mode

 - connect the transmitter RF output to the antenna in the  transmit mode.

 (b) Selftest

 The purpose of this test is to test the front panel LEDs and to  test the functioning of the radio. The color of the LEDs in the  fourth phase indicate the result of the selftest. The duration of  the LED illumination is for reference only.

B. VHF Antenna

(1) Description (Ref. Fig. 007)

The VHF antenna is a white blade antenna. It weighs 1.2 kg.

This antenna is composed of:

- An aluminum base plate

- A laminated radome

- A duralinox leading edge

- A C-type coaxial connector surrounded by a seal.

The antenna is connected to the transceiver by means of a coaxial cable. It is screwed on to the fuselage. The attachment screws ensure the electrical bonding.

(2) Operation

The VHF antenna, the height of which corresponds to a quarter of the wavelength, provides a quasi-omnidirectional radiation.

This antenna allows the transmission and reception of VHF signals over the 116 to 156 MHz frequency range. Its impedance is 50 ohms and its standing-wave ratio is lower than 2 over the 118 to 137 MHz VHF frequency range.

7. Operation  

 A. 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.

 In voice mode, the transceiver, tuned on the frequency selected on one  RMP (Ref. 23-13) demodulates the VHF received signals into Audio  Frequency (AF) signals.

 The AF signals are transmitted to the audio equipment or SELCAL system  through the AMU.

 In data mode, the transceiver tuned on the frequency selected on one MCDU  and transmitted to the transceiver through an ARINC 429 HS bus,  demodulates the VHF3 received signals into digital information. This  information is transmitted to the ATSU through an ARINC 429 HS bus.

 B. Transmit Function

 In voice mode, the AF signals from the microphones are transmitted to the  VHF transceiver through the AMU.

 The VHF transceiver tuned on the frequency selected on one RMP, modulates  the AF signals into VHF signals. These VHF signals are sent to the  antenna by a coaxial cable. They are then transmitted to the various  stations.

 The VHF system sends the transmission information to the SDACs through  the KEY EVENT output of the VHF transceiver and the SDACs record the  transmit mode.

 In data mode, the digital information is transmitted from the ATSU to the  VHF3 (tuned on the frequency selected on one MCDU and transmitted to the  transceiver through an ARINC 429 HS bus) which modulates it.

 The VHF signals are sent to the antenna by a coaxial cable. They are then  transmitted to the various stations.

 C. VHF voice/data mode selection

 The system has direct control over the VHF3 switching between voice and  data modes.

 A voice/data switching can be requested by:

 - Any RMP

 - The Multipurpose Control and Display Unit (MCDU) through the Air

 Traffic and Information Management System (ATIMS) (Ref. 46-21). D. VDL ground network

 The VDL mode A and mode 2 functions provide a short-range Air/Ground VHF

 digitalcommunication link (operated mainly by ARINC or SITA and by other  secondary ground service providers) for the transmission of digital data.

 The VDL mode 2 function is available on aircraft in parallel with VDL  mode A function. Switching between the two modes (mode A, mode 2) is  automatic without any action from the navigation crew (depending on the  capacity of the selected provider and the ATSU configuration).

 NOTE : Both functions (mode A, mode 2) cannot be used simultaneously.  

8. Test   (Ref. Fig. 008)

A. Built-in-Test Equipment (BITE)

The BITE facilitates maintenance on in-service aircraft.

The BITE detects and determines a failure related to the VHF system.

The BITE of the VHF transceiver is connected to the Centralized Fault Display Interface Unit (CFDIU). Refer to ATA 31-32.

The BITE:

- Transmits permanently the VHF system status and an identification message to the CFDIU

- Memorizes the failures occured during the last 63 flight legs - Monitors data input from the various peripherals (RMP, CFDIU and ATSU)

- Transmits to the CFDIU the result of the tests performed and the result of the self-tests

- Can communicate with the CFDIU through menus.

B. General Operation

The BITE has two operation modes:

- The normal mode

- The menu mode.

(1) Normal mode

In normal mode, the BITE monitors cyclically the momentaneous status of the VHF system. It transmits these information signals to the CFDIU during the flight.

In case of fault detection, the BITE stores the information signals in the fault memories.

These information signals are transmitted to the CFDIU every 250 ms (max) through an ARINC 429 message with label 356.

(2) Menu mode

The menu mode can only be activated on the ground.

This mode enables communication between the CFDIU and the VHF transceiver BITE, through the MCDU (maintenance menu).

In menu mode, the VHF menu gives access to these pages:

- LAST LEG REPORT

- PREVIOUS LEGS REPORT

- LRU IDENTIFICATION

- GND SCANNING

- TROUBLE SHOOT DATA

- CLASS 3 FAULTS

- TEST

- GROUND REPORT

C. Functional Description

(1) LAST LEG REPORT

(Ref. Fig. 009)

This report contains the Class 1 and 2 internal and external faults recorded during the last flight.

(2) PREVIOUS LEGS REPORT (Ref. Fig. 010)

The messages shown on this report are identical to those given in the paragraph above but they are related to the faults that occurred during the last 63 flights.

(3) LRU IDENTIFICATION  (Ref. Fig. 011)

This report displays the Part Number (P/N) and the Serial Number (S/N).

(4) GROUND SCANNING (Ref. Fig. 012)

This function is used to monitor and detect anomalies on the ground.

(5) TROUBLE SHOOTING DATA  (Ref. Fig. 013)

This function is used to analyze the snapshot of the recorded fault to detect any software bug. Two types of data are displayed on the MCDU:

- Correlation parameters, which are the date and the UTC.

- Snapshot data.

(6) CLASS 3 FAULTS  (Ref. Fig. 014)

This report contains the Class 3 internal and external faults recorded during the last flight.

7) TEST (Ref. Fig. 015)

A VHF built-in functional test can be initiated by pushing, on the MCDU, the line key adjacent to the TEST indication on the VHF maintenance sub-menu. The test sequence is shown on the figure.

(8) GROUND REPORT (Ref. Fig. 016)

This function is used to display Class 1, 2 or 3 internal faults when  they are detected on the ground. These faults differ from these R faults displayed in the LAST LEG REPORT and CLASS 3 FAULTS. The figure shows examples of internal faults recorded on the ground by the VHF system.

The BITE system is used through one of the two MCDUs 3CA1 and 3CA2

(Ref. ATA 22-82-00).

Далее можно включить карты-задания по проверке, монтажу-демонтажу!!!!!!

Прямо из АММ.

23-13. RADIO MANAGEMENT - DESCRIPTION AND OPERATION  

1. General  

The radio management panels (RMP) centralize radio communication (VHF, HF)

frequency control.

They can also serve as backups of the flight management and guidance computers (FMGC) for radio navigation frequencies control (VOR/DME, LS, ADF(if installed)).

The aircraft is equipped with three RMPs which are identical and interchangeable.

2. Component Location (Ref. Fig. 001)

3. System Description (Ref. Fig. 002, 003)

The radio management system is connected to:

- The VHF and HF radio-communication equipment (Ref. 23-12 and 23-11)

- The VOR, DME, ADF (if installed) and ILS radio-navigation equipment (Ref. 34-55, 34-51, 34-53 and 34-36)

- The Flight Management and Guidance Computers (FMGC) (Ref. 22-83)

- The Centralized Fault-Display Interface-Unit (CFDIU) (Ref. 31-32)

- The Landing Gear Control and Interface Unit (LGCIU) (Ref. 32-31).

4. Electrical Power Supply(Ref. Fig. 004)

The RMP1 is supplied with 28VDC from the 28VDC ESS bus 4PP (sub-busbar 401PP) through 3A circuit breaker 2RG1 on the overhead panel 49VU (in the cockpit).

The RMP1 is supplied by the emergency system.

The RMP2 is supplied with 28VDC from the 28VDC bus 2PP (sub-busbar 204PP)

through 3A circuit breaker 2RG2 on the rear circuit breaker panel 121VU (in the cockpit).

The RMP3 is supplied with 28VDC from the 28VDC bus 1PP (sub-busbar 103PP)

through 3A circuit breaker 2RG3 on the rear circuit breaker panel 121VU (in the cockpit).

5. Component Description  

A. COM/NAV Radio Management Panel (RMP)

(1) Description

The radio management panel (RMP) is a rectangular case.

(a) Front face (Ref. Fig. 005)

Front face:

- Two display windows. These windows have liquid crystal displays (LCD) with a high contrast:

. ACTIVE frequency display for frequencies output by the RMP.

. STBY/CRS (standby/course) display for preset frequencies (and courses for the VOR and the ILS).

- A pushbutton switch which permits the transfer of frequencies from one display to the other.

- Five pushbutton switches with selection feedback for the selection of the VHF and HF systems.

- A SEL indicator light (white LED) to indicate the interactions between the different RMPs.

- A dual «turbo tuning» selector knob for the selection of frequency and course proportionally to its rotation speed.  

- Two pushbutton switches with selection feedback for the selection of specific modes :

.AM pushbutton switch for the HF system

.BFO pushbutton switch for the ADF system (this pushbutton switchis not used on the RMP2) (if installed)

- A pushbutton switch with NAV selection feedback. A Plexiglas guard protects this pushbutton switch. This pushbutton switch lets the selection of the radio-navigation back up mode.

- Four ushbutton switches with selection feedback for the selection of the radio navigation systems (VOR, LS, ADF (if installed) and a provision)

The pushbutton switch corresponding to the ADF2 system is not used on the RMP2.

- A latching ON/OFF switch to set the RMP to ON and to OFF.

(b) Back

The back is equipped with a round 55-pin connector.

(2) Characteristics (Ref. Fig. 006)

(a) Frequency ranges

- VHF: 118 to 136.975 MHz

Channel width: 8,33 KHz or 25 KHz according to the pin prog

The KHz figure is not given with 25 KHz spacing.

- HF: narrow band 2.8 to 23.999 MHz or wide band 2 to 29.999 MHz, according to the pin prog.

Channel width: 1 KHz or 100Hz according to the pin prog.

NOTE : For narrow band, the frequencies between 2 and 2.799 are selectable for operating facilities but the HF transceiver could not be tuned on these frequencies.

- ADF: 190 to 1750.5 KHz Channel width: 0.5 KHz

- VOR : 108 to 117.95 MHz Channel width : 50 KHz

Between 108 and 112 MHz, the VOR frequencies are the ones in which the figure corresponding to the tenths of MHz is even (e.f. 108.00, 108.05, 108.20... 111.85).

All the frequencies from 112 MHz included, which end in 50 KHz are VOR frequencies.

Only the frequencies assigned to the VOR system can be displayed when VOR is selected.

Course : 0 to 359⁰.

- ILS : 108 to 111.95 MHz Channel width : 50 KHz.

The ILS frequencies are the one in which the figure corresponding to the tenths of MHz is odd (e.f. 108.10, 108.15, 108.30... 111.95).

Only the frequencies assigned to the ILS can be displayed when ILS is selected.

Course : 0 to 359⁰.

(b) Electrical power supply

Power: 27.5VDC

Placard: 5VAC

Selection feedback: 5VAC

(c) Data transmission and reception

The RMP transmits and receives data in compliance with low speed ARINC 429 standards (between 12.5 and 14 kbits/s).

The radio-communication and the radio-navigation equipment receives the frequency and course data through words having a structure and a refresh rate defined in the ARINC characteristics related to these systems.

(d) Light and display test

This test is initiated when you set the three-position INT LT/ANN LT switch on the overhead panel 25VU in the cockpit to TEST (Ref. 33-10).

During the test:

- The displays show 8s on the RMP.

- All the selection feed back lights come on.

During the test, the RMP does not take into account selection made on its front face. It transmits the data corresponding to its configuration at the test initiation.

(e) Micro power interruption and power supply cut-off Any micro power interruption less than 200 ms has no influence on the RMP. In the event of power supply cut-off, the RMP memorizes the context. Consequently, the last configuration selected can be

restored when the power supply becomes available again.

(3) Operation

(a) Normal mode

1 Frequency selection (Ref. Fig. 007)

The RMPs control the frequencies of the HF and VHF transceivers

 - Selection of the transceiver is accompanied by a selection feedback and the frequencies which have been previously selected and preset appear in the ACTIVE and STBY/CRS display windows respectively.

- Only the preset frequency can be modified by means of the dual selector knob.

- When the preset frequency corresponds to the desired value, you press the transfer pushbutton to render it active. The displayed values are then changed over and the RMP modifies its output data accordingly.

2 SEL indicator light

It is possible to control the operating frequency of any transceiver through one RMP. Nevertheless each RMP is more particularly allocated to one or several systems:

If 3 RMPs are installed:

- The RMP1 is associated with the VHF1 transceiver

- The RMP2 is associated with the VHF2 transceiver

- The RMP3 is associated with the VHF3(*), HF1(*) and HF2(*) transceivers.

(* = if installed)

Each time the system operates in a different configuration (cross selection), the SEL indicator lights on the two RMPs concerned come on (e.g. when the VHF2 transceiver is selected on the RMP1, the SEL indicator lights on the RMP1 and the RMP2 come on).

In certain configurations, the SEL indicator lights on the three RMPs are on (e.g. selection of the VHF2 transceiver on the RMP1 and selection of the VHF1 transceiver on the RMP3).

3 AM mode selection  

The AM pushbutton switch with selection feedback enables the selection of the AM mode (amplitude modulation) for the HF transceivers.

This pushbutton is inoperative unless an HF transceiver has been previously selected on the same RMP.

The selection is memorized when another system is selected.

The other RMPs take into account this selection through their dialogue buses.

If AM mode is not selected , the default mode is USB.

4 ON/OFF latching switch _

The power supply of each RMP can be switched off by means of the ON/OFF latching switch (OFF position). When the RMP1 or the RMP2 is off, it becomes transparent for the RMP3. The de-activated RMP then directly connects (by means of internal relays) the RMP3 communication buses to the VHF and HF transceivers.

(b) Radio-Navigation Back-Up Mode

1 Radio-navigation back-up mode selection (Ref. Fig. 008)

It is possible to select this mode when you press the NAV pushbutton switch (protected by a grid-type guard to avoid unwanted selections).

The selection is accompanied by a selection feedback. This selection has no effect on the display (the same radio communication transceiver remains selected) but the values on the RMP radio-navigation output bus are modified. These values are no longer the values delivered by the FMGC but those memorized by the RMP (i.e. values previously selected in radio-navigation back-up mode).

It is not possible to select radio-navigation equipment unless the radio-navigation back-up mode has been previously selected.

The selection of this mode is possible only on the RMP1 and the RMP2.

2 Frequency and course selection for radio navigation equipment  

The selection of a radio navigation system is accompanied by a selection feedback.

The frequency previously selected in radio-navigation back-up mode for this system is displayed.

For the ADF, there is only a selection of frequency. This selection is the same as for the VHF and HF transceivers (if installed) (Ref. para. 5. (3) (a) 1_ Frequency selection).

If ADF 1 is not installed, a hard pin-prog on the RMP will inform this one about «NO ADF» configuration.

This programming must be done on all RMPs. Then the ADF keys shall not be usable on the RMP 1.

In addition a label 040 will be generated by the RMP to inform accordingly the CFDIU and other peripherals.

For the VOR and the ILS, there is a selection of frequency and course as described in figure (Ref. Fig. 008)

There is no selection for the DME : the DME receives the VOR and ILS frequencies from the RMP with the corresponding label.

The DME then operates with the DME frequencies associated with the VOR and ILS

frequencies

3 BFO mode selection  

A BFO pushbutton switch with selection feedback enables the selection of the BFO mode (Beat Frequency Oscillator) for the ADF system. This pushbutton switch is inoperative unless the ADF has been previously selected.

This selection is memorized when another system is selected.

4 Frequency selection for radio communication transceivers

In radio-navigation back-up mode, the radio-communication systems can be selected as in normal mode.

Transition from a radio-navigation system to a radio-communication system does not require de-activation of the back-up mode.

When a radio navigation system is selected, the SEL indicator light continues to indicate the configurations described in paragraph 5. (3) (a) 2  SEL indicator light.

6. Operation  

The RMPs have two modes of operation:

- The normal mode

- The radio-navigation back-up mode.

A. Normal Mode (Ref. Fig. 009)

In normal mode, the RMPs control the frequencies of the VHF and HF transceivers.

The operating frequencies of all the transceivers can be displayed and modified on one RMP.

The RMPs exchange the various frequencies selected for the transceivers through dialogue buses.

Any new selection made on one RMP is taken into account by the others two.

Each RMP has two output buses connected to the radio communication equipment:

- The RMP1(2) COM BUS 1 delivers the VHF1, VHF3 (if fitted) and HF1 (if fitted) frequencies.

- The RMP2(1) COM BUS 2 delivers the VHF2 and HF2 (if fitted) frequencies.

Each transceiver receives the appropriate output bus from the RMP1 and RMP2.

The transceiver only takes into account one of the two signals (depending on the status of a discrete received from the RMP1 or 2).

In addition, the RMP1 or the RMP2 (set to OFF) can be made transparent for the RMP3 (its output buses are linked to the RMP1 and RMP2 only).

In the event of failures of one or two RMPs, the reconfigurations are possible to control the radio communication equipment. (Ref. Fig. 010)

B. Radio-Navigation Back-Up Mode

This mode is selected in the event of failure of both FMGCs, on the RMP1 and the RMP2 only.

In addition to normal mode functions it also enables the frequency control of the radio navigation equipment :

- On Captain side (VOR1, DME1, ILS1, ADF1(*)) for the RMP1

- On First Officer side (VOR2, DME2, ILS2, ADF2(*)) for the RMP2.  

(*) if installed (Ref. Fig. 011)

The RMP1 and the RMP2 transmit on a dedicated output bus the frequencies to the radio navigation equipment. In addition, the RMP1 (RMP2) receives the FMGC1 (FMGC2) management bus.

In normal mode, these input and output are directly interconnected by means of internal relays. The RMP is thus transparent to the onside FMGC.

In radio-navigation back-up mode, the output bus transmits frequencies generated by the RMP.

Each radio-navigation system receives the output bus from the onside RMP and the management bus from the offside FMGC. Only one input is taken into account according to the status of a discrete received from the RMP.

This enables reconfigurations in case of failure of one or two FMGCs. (Ref. Fig. 012)

The RMP1 and the RMP2 exchange, through the dialogue buses, the frequency and the course for the ILS: the selected values are identical for the ILS1 and the ILS2 at selection of the back-up mode on the RMP1 and the RMP2.

The ILS course and frequency are the only radio-navigation data exchanged through the dialogue buses.

7. Interface

A. Connection with the Centralized Fault Display System (CFDS)

The RMP1 is linked to the CFDS by means of two buses:

- The RMP1 receives a bus from the CFDIU which transmits general parameters (UTC, date, flight phase etc.) and interrogations (selection of the menu mode, etc.).

- The RMP1 then transmits these data to the RMP2 and the RMP3 through its output dialogue bus.

- The RMP1 output bus sent to the VHF1 (and VHF3 and HF1 if installed) is also connected to the CFDIU.

In addition to VHF1 (and VHF3 and HF1 if installed) frequencies, the RMP1 transmits system maintenance data through this bus.

When the CFDIU interrogates the RMP2 or the RMP3, the interrogated RMP transmits the data (menu pages, data pages, etc.) to the RMP1 through its dialogue output bus.

The RMP1 then transmits these data to the CFDIU.

Each RMP receives a discrete giving the landing gear configuration.

The RMP1 receives this discrete from the LGCIU1 (Landing Gear Control and

Interface Unit) and the RMP2 and 3 from the LGCIU2.

Each RMP uses this discrete for confirmation of the flight phase information coming from the CFDIU.

B. Output Interface

(1) Digital Outputs

The radio-communication and radio-navigation equipment receives the frequency and course data through words. These words have a structure and a refresh rate defined in ARINC 429 Characteristics.

On the COM bus 1, each RMP transmits the labels 030, 037, 040, 047, 356, 377.

On the COM bus 2, each RMP transmits the labels 030, 037, 040, 047, 377.

On the NAV bus, each RMP transmits the labels 034, 035, 024, 100, 033, 017, 105, 032 and 377.

The table below contains the characteristics of all these parameters:

 (2) Output Discretes

 8. Test  

A. Built-In Test Equipment (BITE)

The BITE facilitates maintenance on in-service aircraft. It detects and identifies a failure related to the RMP.

The BITE of the RMP is connected to the Centralized Fault Display Interface Unit (CFDIU) (Ref. 31-32).

The BITE:

- Transmits permanently RMP status and its identification message to the CFDIU.

- Memorizes the failures which occurred during the last 63 flight segments.

- Monitors data inputs from the various peripherals (VHF, HF and CFDIU).

- Transmits to the CFDIU the result of the tests performed and self-tests.

- Can communicate with the CFDIU through the menus. B. General Operation

The BITE can operate in two modes:

- The normal mode

- The menu mode.

(1) Normal mode

In normal mode the BITE monitors cyclically the momentaneous status of the RMP. It transmits these information signals to the CFDIU during the concerned flight.

In case of fault detection, the BITE stores the information signals in the fault memories.

These information signals are transmitted to the CFDIU every 100 ms by an ARINC 429 message with label 356, and label 377 with equipment id:36.

(2) Menu mode

The menu mode can only be activated on the ground.

This mode enables communication between the CFDIU and the RMP BITE by means of the Multipurpose Control and Display Unit (MCDU).

The RMP menu mode is composed of:

- LAST LEG REPORT

- PREVIOUS LEGS REPORT

- LRU IDENTIFICATION

- GROUND SCANNING

- TROUBLE SHOOT DATA

- CLASS 3 FAULT

- GROUND REPORT

- TEST.

C. Functional Description (Ref. Fig. 013, 014, 015, 016, 017, 018, 019, 020)

To gain access to the BITE, it is necessary to use one MCDU (Ref. 31-32).

The MCDUs 3CA1 and 3CA2 are installed in the cockpit, on the center pedestal.

PASSENGER ADDRESS AND ENTERTAINMENT - DESCRIPTION AND OPERATION  

1. General  

The function of the Passenger Address and Entertainment Systems is to give announcements and entertainment programs to the passengers.

The Passenger Address System (23-31-00) is fully integrated into the Cabin

Intercommunication Data System (CIDS) (Ref. 23-73-00).

The Passenger Entertainment System options are as follows:

- the Prerecorded Announcement and Music System Rx (23-32-00),

- the Passenger Entertainment System Music MK (23-33-00),

- the Pax-Facilities Air to Ground Telephone RD (23-35-00),

- the Passenger Entertainment System Video MH (23-36-00),

- the Pax-facilities AM/FM Radio System MH (23-37-00),

- the Passenger Service System MN (23-38-00).

23-32. ANNOUNCEMENT - MUSIC TAPE REPRODUCER SYSTEM - DESCRIPTION AND OPERATION   

1. General  

The function of the Prerecorded Announcement and Boarding Music (PRAM) is to

play prerecorded announcement and music programs. The announcement and music

programs are transmitted to the passengers, through the passenger address system, which is a part of the Cabin Intercommunication Data System (CIDS).

The PRAM is controlled from the Flight Attendant Panel (FAP) 120RH. The FAP

120RH is installed in the cabin, at the forward attendant station. The PRAM is connected with ARINC 429 data buses to the CIDS director, to transmit and receive control data.

2. Component Location (Ref. Fig. 001, 002)

3. System Description  (Ref. Fig. 003)

A. General

The Integrated Pram-Flash Card is installed in the FAP 120RH. The pre-recorded announcements and the boarding-music are stored in the Integrated Pram-Flash Card. All the functions are remotely controlled from the FAP 120RH. When the announcement system operates, a PRE ANNOUNCEMENT message is shown on the ON ANNOUNCE field at the FAP-AUDIO page. The Integrated PRAM transmits manually selected announcements and an automatic emergency announcement if a rapid cabin decompression occurs.

4. Power Supply  

The Integrated Pram-Flash Card is supplied with 28VDC from:

- the busbar 401PP through the circuit breaker 171RH installed on panel 49VU

- the busbar 601PP through the circuit breaker 170RH installed on panel 120VU.

5. Interface  

The prerecorded announcement and boarding music system has interfaces with

these systems:

- the Cabin Intercommunication Data-System (CIDS) 23-73-00

- the Oxygen Control and Indication 35-23-00

- the Passenger Entertainment-System Music (PESC Music) 23-33-00.

6. Component Description  

A. PRAM

(1) The announcement and the boarding music are stored on a Compact Flash

Card (192MB) which allows a storage capacity of 800 min. messages only or 400 min. music only. The Compact Flash Card has three files.

They are necessary to describe the structure for the announcement, the boarding music and the auto-announcement.

Up to approx. 256 announcements of 30 sec and 5.5 hours music or 40 announcements of 60 sec. and 6.3 hours music. You can change the announcement and boarding music, when you install the Compact Flash Card with new software. You do this behind the access door at the front of the FAP. The download of the new software starts

automatically when the FAP is energized.

(2) The PRAM has the function to give an emergency announcement automatically in the event of rapid cabin decompression. A ground signal from a rapid cabin decompression-sensor starts the emergency announcement.

B. AUDIO Page (Ref. Fig. 004)

The AUDIO Page is a part of the Flight Attendant Panel.

(1) To operate the Integrated PRAM through the AUDIO Page, you must push the AUDIO pushbutton. After set this function, three different pages can come into view:

(a) WAIT UNTIL INITIALIZATION HAS BEEN COMPLETED:

- PRAM is in initialization routine wait max. 5 min.

(b) NO PRE-RECORDED AUDIO AVAILIABLE CHECK PRAM:

- operation not possible (e.g. PRAM is not supplied with power, data bus interrupted).

(2) Announcement Selection box

The announcement selection box contains all the existing announcements readable from the Integrated Pram-Flash Card.

The announcement selection box contains 7 buttons:

(a) PREVIOUS PAGE:

- on the announcement selection box field, you scroll up one Page, which shows the visible entries.

(b) NEXT PAGE:

- on the announcement selection box field, you scroll down one Page, which shows the visible entries.

(c) INCREASE ENTRY: .

- on the announcement selection box field, you scroll up only one entry.

(d) OPEN/CLOSE:

- the marked folder opens or closes.

(e) SELECT MEMO:

- selected announcement/folder is marked in a contrast color.

A selected announcement is shown in the Memo-box. The content of a selected folder is shown in the Memo-box (only announcement->no folder).

(f) DIRECT PLAY:

- the announcement plays directly after of the selection.

(3) Memo-box

The Memo-box contains all announcements, which are selected from the announcement-selection box.

The Memo-box contains 7 buttons

(a) INCREASE ENTRY:

- on the Memo-box field you scroll up only one entry.

(b) DECREASE ENTRY:

- on the Memo-box field you scroll down only one entry.

(c) CLEAR ALL:

- you delete all entries in the Memo-box.

(d) STOP:

- the current announcement stops.

(e) START NEXT:

- the selected entry in the Memo-box plays

(f) START ALL:

- all entries listed in the Memo-box play one after each other.

The order is from the top to the bottom of the Memo-box. (g) ON ANNOUNCE field:

- an ON ANNOUNCE field on the FAP Audio-Page shows the current announcement. Only one title for each announcement is shown in the ON ANNOUNCE field. A discrete announcement is displayed by a special text (e.g. AUTO).

(4) Boarding Music Control Facilities at the FAP (Ref. Fig. 002)

The boarding music control equipment is as follows:

- a boarding music (BGM) aircraft symbol on the left side of the FAP AUDIO page, with the BGM channel and -volume

- a row of ten bar graphs, to indicate the set VOLUME level

- an ON/OFF pushbutton switch with an integral light

- an up and down membrane-pushbutton, to set the music channel

- an up pushbutton, to increase the volume level

- a down pushbutton, to decrease the volume level.

C. Attendant Indication Panels (AIP)

(1) The PRAM control equipment is as follows:

- there is a PRE ANNOUNCEMENT message, at all attendant indication panels, when the announcement system operates.

7. System Operation  

A. System Start

When the circuit breaker for the FAP is closed, the Integrated PRAM system is energized.

You must push the AUDIO pusbutton, to activate the operator menu on the LCD-display.

In the initialization time these indications are possible:

(1) If the Integrated PRAM is in the normal initialization routine the display shows:

- «WAIT UNTIL INITIALIZATION HAS BEEN COMPLETED»

(2) If communication to PRAM is not possible or initialization time is exceeded, the display shows:

- NO PRE-RECORDED AUDIO AVAILABLE - CHECK PRAM

(3) If the initialization is completed, the display shows the AUDIO menu. B.

Announcement Operation

(1) Choose an announcement in the Announcement-Selection Box on the right

side through the up and down buttons. The chosen announcement is highlighted by color change.

When you push the Select Entry button, the announcement is shown in the Memo-box. Choose an announcement in the Memo-Box on the right side through the up and down button. The active memo is highlighted by color change.

When you push the Play Next button, the chosen announcement title moves into the ON ANNOUNCE display. The announcement is heard from all the cabin and lavatory loudspeakers.

(2) These indications are possible when input is entered:

(a) The display shows the message «ERROR»:

- when the announcement number is out of range.

(b) The display shows the message «FOUND»:

- when the selected announcement is found.

(c) The display shows the message «MISSING»:

- when the selected announcement cannot be found.

(3) CLEAR Pushbutton

(a) If the CLEAR All pushbutton is pushed, all inputs in the Memo-box are cleared.

C. Announcement Operation by Softkeys

(1) Play Next pushbutton

When this pushbutton is pushed, only the highlighted message on the Memo-box is played and the announcement number moves to the ON ANNOUNCE field.

(2) Play All pushbutton

When this pushbutton is pushed, all announcements in the Memo-box are played and the announcement number moves to the ON ANNOUNCE field.

(3) STOP pushbutton

When this pushbutton is pushed, the current announcement stops. D. Announcement Operation by Keylines

The CIDS director and the cabin pressure switch 19WR can start some automatic announcements in the PRAM with keyline signals.

These signals are possible:

(1) NO SMOKING/FASTEN SEAT BELT (started from the CIDS director).

The display shows the message AUTO of the ON ANNOUNCE field. At the end of the announcement the PRAM returns to the function which was started before and clears the ON ANNOUNCE field.

(2) Emergency Announcement (started from the cabin pressure switch). The

emergency announcement starts directly. The display shows the message «AUTO» of the ON ANNOUNCE field, and clears the ON ANNOUNCE field. At the end of the announcement all memorys are cleared and the PRAM stops.

E. Boarding Music Operation

(1) ON/OFF Pushbutton

When the ON/OFF pushbutton switch is pushed, the integral light in the pushbutton comes on. The channel 1 is displayed on the BGM channel display. When the pushbutton is pushed again, the integral light, the display and the system goes off.

(2) up and down CHAN pushbutton

When the up and down CHAN pushbutton is pushed, the system moves to the next available channel and at the A/C-Symbol on the BMG 1 display shows the new channel number.

(3) up and down VOL Pushbutton

When the up or down VOL pushbutton is pushed, the volume level increases/decreases. The volume level is displayed in 2 dB steps at the A/C-Symbol on the VOL-display with ten bar graphs.

 (4) Attenuation/Indication

List

F. Announcement Indication on AIPs

There are no control keys fitted on the AIPs. The system gives a PRE ANNOUNCEMENT message to all attendant indication panels when the announcement

system operates.

23-42. COCKPIT TO GROUND CREW CALL SYSTEM - DESCRIPTION AND OPERATION

1. General

The ground crew call system enables crew member-to-ground mechanic or ground

mechanic-to-crew member calls.

It has also an aural warning function when the aircraft is powered by batteries for the systems given below :

- APU fire

- ADIRS powered by batteries

- Equipment ventilation faulty.

2. Component Location (Ref. Fig. 001)

3. System Description  

The ground crew call system consists of :

- a CALLS/MECH pushbutton switch 1WC located on the overhead panel 21VU in

the cockpit. It is associated with the RESET pushbutton switch 12WC located on the panel 108VU of the ground power receptacle.

- a mechanic call horn 15WC located in the nose gear well. The horn sounds to warn the mechanic of a call.

- a COCKPIT CALL indicator light 14WC located on the panel 108VU. This indicator light comes on to warn the mechanic of a call.

- a COCKPIT CALL pushbutton switch 10WC located on the panel 108VU. This

pushbutton switch enables the ground mechanic to call the crew members via the circuit WW for the audio function and circuit RN for the visual indication.

4. Power Supply  

The ground crew call system is supplied with 28VDC power from the 28VDC HOT

BUS 702PP. The system is protected by the circuit breaker 2WC located on the

panel 121VU.

5. Operation (Ref. Fig. 002)

The system operates on the ground only, with the left and right main landing gear shock absorbers compressed. However, in flight or A/C on jacks , if the LGCIU is not energized, the ground crew call is activated following pilot’s action.

A. Ground Mechanic-to-Crew Member Call

When pressing the COCKPIT CALL pushbutton switch 10WC, a ground signal is

applied to the FWCs (31-52) triggering the buzzer circuit which feeds the aural warning signal to the loud speakers. This ground signal is applied to the circuit RN for the illumination of the MECH legend on the ACPs.

B. Crew Member-to-Ground Mechanic Call

During all the time the pilot presses the CALLS/MECH pushbutton switch 1WC located on the overhead panel, the mechanic call horn sounds. The blue COCKPIT CALL indicator light comes on.

When the pilot releases the CALLS/MECH pushbutton switch, the mechanic call horn stops but the indicator light remains on. This indicator light goes off when the mecanic presses the RESET pushbutton switch 12WC located on the panel 108VU.

In addition, warnings are generated for the following systems :

- 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.

23-44. CABIN AND SERVICE INTERPHONE - DESCRIPTION AND OPERATION  

1. General  

The service interphone system provides the telephone communication on the ground between the flight crew, the cabin crew and the ground service personnel.

Eight service interphone jacks are installed at different locations on the aircraft. The service personnel use them to speak to each other, the cockpit and the attendant stations through handsets.

2. Component Location (Ref. Fig. 001)

3. Description (Ref. Fig. 002)

The service interphone system has:

- Eight maintenance interphone jacks

- Five isolation units

- A service-interphone OVERRIDE pushbutton-switch, with an integral indicator light.

The audio lines from the maintenance interphone jacks are routed to the amplifiers in both Cabin Intercommunication Data System (CIDS) directors.

The system gets signals for the operation and the control light from:

- The Landing Gear Control and Interface Units (LGCIUs) 5GA1 and 5GA2

- The SVCE INT OVRD pushbutton switch 15RJ

- The annunciator-light test and interface board 1LP

- The CIDS directors 101RH and 102RH.

If there is a short-circuit condition in a maintenance-interphone

jack-socket, the isolation unit will keep the effects of the failure on the

service interphone system to a minimum.

4. Operation/Control and Indication (Ref. Fig. 002)

The service interphone system operates automatically when the aircraft is on the ground (nose landing gear compressed) with/without the external power is available. In this case both LGCIUs give ground signals to the CIDS directors.

When on the MCDU the nose landing gear is in flight simulation or the landing gear is not compressed (flight condition) both LGCIUs give no ground signals to the CIDS directors. The service interphone system operates, when you push the SVCE INT OVRD pushbutton switch 15RJ to the ON position. The integral indicator light in the SVCE INT OVRD pushbutton switch 15RJ comes on.

The system is off when:

- On the MCDU the nose landing gear is in flight simulation or the landing gear is not compressed, and the SVCE INT OVRD pushbutton switch 15RJ is off.

A. Operation from the Cockpit

The acoustic equipment in the cockpit sends the audio signals to the Audio Management Unit (AMU). The AMU sends the audio signals through the audio lines to the CIDS directors.

The active CIDS director sends the audio signals to:

- The attendant stations through the mid bus lines

- The maintenance interphone jacks through the audio lines.

B. Operation from the Cabin Attendant Stations

The operation starts when you push the service interphone key on the attendant handset.

The cabin attendant stations send the audio signals through the mid bus lines to the CIDS directors.

The active CIDS director sends the audio signals to:

- The cockpit acoustic equipment through the audio lines and the AMU

- The maintenance interphone jacks through the audio lines. C. Operation from a Service Interphone Jack with a connected Boomset

The boomset sends the audio signals through the audio lines to the CIDS directors.

The active CIDS director sends the audio signals to:

- The cockpit acoustic equipment through the audio lines and the AMU

- The attendant stations through the mid bus lines

- The maintenance interphone jacks through the audio lines.

23-51. AUDIO MANAGEMENT (INTEGRATING/ FLIGHT INTERPHONE/SELCAL/CALL)  

DESCRIPTION AND OPERATION  

1. General  

A. The audio management system provides the means for using:

(1) All the radio communication and radio navigation facilities installed on the aircraft:

- In transmission mode: it collects the microphone inputs of the various crew stations and directs them to the communication systems.

- In reception mode : it collects the audio outputs of the communication systems and the navigation receivers and directs them to the various crew stations.

(2) The flight interphone system:

- Telephone links between the various crew stations in the cockpit.

- Telephone links between the cockpit and the ground crew from the external power receptacle.

(3) The SELCAL (Selective Calling) system:

- Visual and aural indication of calls from ground stations equipped with a coding device used by the aircraft installation.

(4) Certain calls:

- Visual and aural indication of the ground crew and the Cabin Attendants calls.

2. System Description (Ref. Fig. 001)

The system comprises:

- 1 AMU

- 2 hand microphone receptacles (CAPT and F/O)

- 2 loud speaker potentiometers with incorporated switches

- 2 radio PTT switches

- 1 jack for the ground crew

- 1 AUDIO SWITCHING selector switch

- 1 SELCAL code panel.

- 3 ACPs

- 1 headset jack (Fourth Occupant)

- 3 oxygen mask stowage boxes

- 3 jack panels

NOTE : In addition, the system uses :  

- 2 loud speakers which are part of the central warning system

(Flight Warning Computer, ATA 31-53-00, Circuit WW)

- 3 oxygen mask microphones which are part of the oxygen system (OXYGEN-ATA

35-00-00, Circuit HM)

- 2 relay boxes which are part of the DMC system (Display Management

Computer-ATA 31-63-00, Circuit WT)

- FLIGHT/GROUND information from the LGCIU (Landing Gear Control and

Interface Unit - ATA 32-31-00, Circuit GA).

3. Component Location (Ref. Fig. 002, 003, 004, 005, 006)

A. Audio Management System

(1) The Audio Management Unit (AMU) 1RN is located in the avionics compartment in the aft electronics rack 80VU on shelf 81VU.

(2) The three Audio Control Panels (ACP) are identified and located as follows:

- 2RN1 - center pedestal 11VU, Captain side,

- 2RN2 - center pedestal 11VU, First Officer side,

- 2RN3 - overhead panel 20VU.

(3) These receptacles and jacks panels are identified and located as follows:

- 17RN1 (boomset receptacle) and 18RN1 (headset jack) on overhead panel 61VU, Captain side,

- 17RN2 (boomset receptacle) and 18RN2 (headset jack) on overhead panel 60VU, First Officer side,

- 17RN3 (boomset receptacle), 18RN3 (headset jack) and 19RN3 (hand mic receptacle) on panel 62VU on the right rear wall in the cockpit.

(4) The supplementary headset jack 18RN5 is located on the left rear console, panel 15VU.

These receptacles and jack panels are identified and located as follows:

(5) The two hand mic receptacles are identified and located as follows:

- 19RN1 on left console, panel 17VU, Captain side,

- 19RN2 on right console, panel 16VU, First Officer side.

(6) The two loud speaker potentiometers with incorporated switches are identified and located as follows:

- 15RN1 on instrument panel, Captain side, panel 301VU,

- 15RN2 on instrument panel, First Officer side, panel 500VU.

(7) The two radio PTT switches are identified and located as follows:

- 11RN on side stick hand-grip, Captain side, 191VU

- 12RN on side stick hand-grip, First Officer side, 180VU.

(8) The three oxygen-mask stowage-boxes are identified and located as follows:

- 10RN1 on left side console 101VU, Captain side,

- 10RN2 on right side console 700VU, First Officer side,

- 10RN3 on right side console 700VU beside the First Officer oxygen mask.

(9) The flight interphone jack for the ground crew 14RN is located on the external power panel 108VU.

(10) The AUDIO SWITCHING selector switch 16RN is located on the overhead panel 48VU.

(11) The SELCAL code panel 3RN is located in the avionics compartment, above the aft electronics rack 80VU.

4. Power Supply (Ref. Fig. 007)

The system components are supplied with 28VDC from busbar 1PP and essential

busbar 4PP via 2 sub-busbars 101PP and 401PP respectively.

A. Busbar 101PP

- Supply of the 3rd Occupant ACP 2RN3 via 3A circuit breaker 6RN.

- Supply of the Avionics Compartment ACP 2RN4 and its associated electronic circuit (if installed) via 3A circuit breaker 7RN.

- Supply of the 4th Occupant ACP 2RN5 and its associated electronic circuit (if installed) via 3A circuit breaker 20RN.

- Circuit breaker 8RN is unused.

B. Busbar 401PP

- Supply of the Captain ACP 2RN1, of the audio board A (capt + bay) and of the SELCAL board via 3A circuit breaker 4RN.

- Supply of the first Officer ACP 2RN2, of the audio boardB (F/O - 3⁰ occpnt) and of the BITE board via 3A circuit breaker 5RN.

- Circuit breaker 9RN is unused.

Circuit breakers 4RN, 5RN and 9RN are located on the overhead panel 49VU.

Circuit breakers 6RN and 8RN are located on the rear wall, on panel 121VU.

5. Component Description  

A. Audio Control Panel

(1) Function

The ACP supplies the means:

- To use the various radio communication and radio navigation facilities installed on the aircraft for transmission and reception of the audio signals.

- To display the various calls (SELCAL, ground crew call and calls from the Cabin Attendants).

The ACP serves only for control and indication.

 (2) Mechanical description (Ref. Fig. 008)

The front face comprises:

- 7 rectangular electronic pushbutton switches for selection of the transmission channels. They also display the SELCAL, ground crew and Cabin Attendant calls,

- 1 rectangular electronic pushbutton switch separated from the other 7 pushbutton switches. This pushbutton switch selects the transmission channel for passenger address (PA) announcements

- 15 round pushbutton switches with associated potentiometers for selection and adjustment of the audio level on the reception channels

- 1 INT/RAD selector switch which selects the radio and flight interphone functions. It is a three-position switch : stable in INT and middle position, unstable in RAD position.

- 1 rectangular VOICE pushbutton switch which connects a filter into the audio circuits of the VOR and ADF navigation systems.

- 1 RESET rectangular electronic pushbutton switch which is used to cancel the lighted calls.

The ACP is connected to the AMU and to the various aircraft circuits by means of a round 19-pin connector.

(3) Functional description (Ref. Fig. 009)

(a) Transmission channel selection (Ref. Fig. 009)

To connect the microphones and the PTT command to the selected transmitter, push one of the 8 rectangular transmission pushbutton switches (VHF1- VHF2- VHF3- HF1- HF2- INT- CAB- PA).

The three green bars on the transmission pushbutton switch, which indicate that selection has been accepted, come on. An electronic device inhibits simultaneous selection of several transmitters and therefore several transmission pushbutton

switches cannot be selected at the same time.

When a new transmission function is selected, the green bars of the selected pushbutton switch come on and the function is selected. At the same time, the previously selected pushbutton switch is disabled and its green bars go off.

If you push a pushbutton switch which is already selected, the function is disabled.

The green bars which indicate transmission go off and no transmission function is selected on the ACP.  

The rectangular PA pushbutton switch is unstable, i.e. it must be held pressed during the complete transmission time. This avoids unwanted transmission on the PA circuit. This unstable operation can be inhibited by the AMU pin-program (Ref. Para. Operation - Pin Program).

(b) Selection of reception (Ref. Fig. 009)

The round reception pushbutton switches serve to select and adjust the audio levels.

They are of the push-push type: when you push a pushbutton switch (initial position), it moves in then fully out to a level above that of the unselected pushbutton switches. A white skirt on the reception pushbutton switch appears and the selected receiver is

connected.

Rotate this pushbutton switch to adjust the reception level.

You can select several reception pushbutton switches simultaneously.

When you push the reception pushbutton switch again, it engages in its initial position: the receiver is disconnected.

(c) Call indication (Ref. Fig. 009) (C, D and E)

During a ground crew or Cabin Attendant or SELCAL call, a legend flashes amber under the green bars of the transmission pushbutton switch concerned.

This occurs whether the transmission pushbutton switch is selected or not:

- CALL: VHF1-VHF2-VHF3-HF1-HF2 pushbutton switches (SELCAL call)

- MECH : INT pushbutton switch (ground crew call)

- ATT : CAB pushbutton switch (Cabin Attendant call)

To switch off the amber legends, push the RESET pushbutton switch.

NOTE : The MECH and ATT legends which flash amber go off automatically. This occurs after 60 seconds of operation if the call is not cancelled by the RESET pushbutton switch (This automatic function can be inhibited by the AMU pin-program (Ref. para. Operation - Pin Program).

(d) VOICE selection (Ref. Fig. 009) (F)

When you push the VOICE pushbutton switch, the ON legend comes on green. This indicates that a filter has been connected into the audio circuits of the ADF and the VOR navigation systems.

When you push this pushbutton switch again, the green ON legend goes off: the filter is no longer in service.

(e) INT/RAD switch

This switch is used for the transmission function when the boomset or the oxygen mask is in service: it acts as the PTT switch for this equipment which unlike the hand microphone is not equipped with this type of control.

1 Middle position

The radio transceiver receives no switchover information. It remains in reception function.

2 RAD position

The radio transceiver receives (via the AMU) a switchover information.

It switches from reception to transmission function.

3 INT position

This position enables direct use of the flight interphone. There are two utilization procedures for the flight interphone.

- Normal mode. The user pushes the INT transmission pushbutton switch and uses it like an ordinary radio channel (he places and holds the INT/RAD switch in RAD position).

- Direct mode. If user has selected a radio channel (VHF1, VHF2 etc.), he can, if he so wishes, use the flight interphone.

To do this he does not have to release the transmission pushbutton switch. He shall simply place the INT/RAD switch in INT position.

NOTE : When this switch is set to RAD, it performs the same function as the radio switches located on the side-stick hand-grips. If conflicting orders are given by the side-stick switch (RAD position), and the corresponding ACP switch (INT position), the radio

function takes priority over the interphone function.

(f) Lighting

The ACP comprises 2 lighting circuits:

- The selection accepted (green) and the call (amber) indications can be adjusted by the DIM/BRIGHT circuit (6 V/4.5 VDC) (Ref. ATA 33-14-00-LP).

- The integral lighting is adjusted by the pedestal integral lighting potentiometer (5 V-0 VAC) (Ref. ATA 33-13-00-LF).

The reception selection pushbutton switches are side-lit by the integral lighting lamps. They are therefore also controlled by the pedestal integral lighting potentiometer.

(4) Operation

(a) General (Ref. Fig. 010)

The ACP is essentially a telecontrol panel.

The internal electronic circuit is structured around a microprocessor. It constantly scans the status of the face controls and transforms them into logic data. It generates serial

words from this logic data. These words telecontrol the associated audio card in the AMU after transmission of messages on an ARINC 429 bus line.

An ARINC 429 reception bus line enables the ACP to process the information from the AMU. These information are relevant to the different parameters to be displayed : detected calls, selected transmission channels, selection of the voice filter on. These

parameters will be displayed once they have been taken into account by the AMU and acknowledged in return. The system is therefore looped.

(b) Operation

The data is managed and processed by a microcomputer.

There are five separate functions:

- Reception volume control.

- Reception selection.

- Processing of the discrete commands:

* Selection of transmission channel

* VOICE filter on/off command

* RAD/INT command

- Parameter display management

- ARINC 429 interfaces

1 Reception volume control _

This is achieved by the potent iometers accessible on the front face. The position of each potentiometer is defined by an analog voltage on the slider. The potentiometers are supplied with a reference voltage.

An analog-digital converter makes the 8-bit words correspond to the slider voltages.

The slider voltages are read consecutively. Thus, the digital codes which correspond to the angular positions of the potentiometers are obtained.

2 Reception selection _

The potentiometer must be pushes to select a channel. The information is transmitted in the form of a word. This information is taken into account consecutively when the

reception volume controls are scanned.

3 Processing of discrete commands.

The selection information of the RAD/INT command is constantly available on the switch. It can, therefore, be directly used by the microcomputer.

The transmission selection information (fugitive contacts) is memorized and is therefore available for use by the microcomputer.

The same applies to the VOICE filter control.

4 Parameter display management.

The AMU return information is processed in order to make sure that the transmission is correct. After this check, the display can be performed :

- The green bars associated with the selected transmission channel comes on

- The light associated with the VOICE filter comes on

- The CALL legends go off

A word transmitted by the relevant AMU causes the call lights to come on.

5 ARINC 429 interfaces.

The messages are transmitted in conformity with the ARINC 429 standard and at a low frequency (12 kHz).

6 Information exchange protocole between the ACP and the AMU .

The ACP transmits 2 types of words :

1st type of word designated word «0» or «status request word»

2nd type of word designated «volume control word».The AMU transmits a single type of word designated «status Word»

- Word «0»

- Status word

The AMU transmits a single type of word designated : status word.

Its structure is as follows :

-

Protocol for data exchange between the ACP and the AMU (Ref. Fig. 011)

After transmission of a word, and in accordance with its label, the ACP receives the status word or collects data. The status word is delivered by the AMU. The collected data is the data present on the ACP face.

After reception of a word, and in accordance with its label, the AMU transmits the status word or uses the data transmitted by the ACP. - Determination of the transmitted word

The system transmits a word every 10 ms on the ARINC line.

The following considerations give the type of word transmitted (VHF1, HF2, status request word, etc):

In the basic transmission function a word is sent every 10 ms in the following order:

Word 00: Status request word

Word 01: VHF1 volume control word

Word 02: VHF2 volume control word

Word 03: VHF3 volume control word

Word 04: HF1 volume control word

Word 05: HF2 volume control word

Word 06: INT volume control word

Word 07: CAB volume control word

Word 08: PA volume control word

Word 09: VOR1 volume control word

Word 10: VOR2 volume control word

Word 11: MKR volume control word

Word 12: ILS volume control word

Word 13: spare volume control word

Word 14: ADF1 volume control word

Word 15: ADF2 volume control word

This cyclic transmission continues provided that no volume control modification or any other data modification appears.

As soon as a modification is detected at any data level, the system emits the concerned word every 10 ms until this data is fixed (end of modifications). However, a complete basic cycle is emitted after 160 ms to up-date, if applicable, other data. Moreover, the status request word will be emitted systematically every 160 ms irrespective of the data

modifications in progress - AMU data reception

During reception, the system reads the word delivered by the associated AMU on the ARINC reception line. This word arrives every 160 ms and gives the SELCAL call status, transmission channel return and pin-programming status.

A set of checks is made each time a word is received:

Counting of the number of received words:

Check of the label

Check of the SDI, Sign Status, Matrix

Recalculation of the parity and verification.

- Displays

The system updates the parameter displays every 10 ms. The VOICE status is directly displayed. The status of the transmissions is displayed only after acknowledgement by the AMU.

- Internal test

This test checks the check-sum of the ROM.

The RAM is checked at each energization.

During operation, the microprocessor must cyclically check its peripherals.

B. SELCAL Code Panel

(1) Purpose

The SELCAL code panel is used to program the SELCAL code assigned to the aircraft.

(2) Description (Ref. Fig. 012)

This panel is a rectangular box in compliance with ARINC 714.

The front face features:

- 4 knurled knobs for selection of a code made up of 4 letters from amongst the following:

A - B - C - D - E - F - G - H - J - K - L - M- N - P - Q - R - S.

- A plexiglass cover over the knurled knobs which protects the displayed code. The operator can read the code through the cover.

The rear face is equipped with a round connector for connection to the aircraft electrical network.

(3) Operation (Ref. Fig. 013, 014)

In accordance with the BCD code, each of the knurled knobs opens the various circuits or connects the various circuits to the ground. This selects the different frequency filters assigned to the considered codes.

- The Operating Diagram shows the control logic.

- When this circuit is connected to the ground or supplied with a voltage of +3.5 V a logic 0 is obtained. This corresponds to circuit operation.

- When the circuit is open or has a resistance greater than 50000 ohms a logic 1 is obtained. This corresponds to non operation of the circuit.

- The letter-frequency assignment table gives the letter-frequency assignments.

Letter Frequency Assignment Table

The SELCAL code panel does not require an electrical power supply.

C. Audio Management Unit

(1) Purpose

The Audio Management Unit (AMU) ensures the interface between the user (jack panel and ACP) and the various radio communication and radio navigation systems. The AMU ensures the following functions:

- Transmission

- Reception

- SELCAL and display of ground crew and Cabin Attendant calls

- Flight interphone

- Emergency function for the Captain and First Officer stations

It also serves to record communications and is equipped with a TEST circuit (BITE). This TEST circuit enables the AMU to be connected to the CFDIU.

(2) Mechanical description (Ref. Fig. 015)

The AMU is in the form of a 4MCU size box in compliance with ARINC 600 Specifications.

6. Operation (Ref. Fig. 016)

The basic AMU comprises 4 channels: CAPT, F/O, 3rd OCCPNT and avionics bay

station (requires activation of a dedicated pin-programming).

It can receive one additional channel for a 4th cockpit occupant.

A. Transmission Function

(1) General

The transmission function:

- Sets into service and supplies the various microphones used (boomset, hand microphone, oxygen mask microphone)

- Selects the transmitter selected by the operator by means of the ACP

- Ensures the emergency function (for transmission section)

There is an independent transmission channel for each user of the audio integrating system.

(2) Transmission with various microphones (Ref. Fig. 017)

For transmission, each crew member can use either a hand microphone, a boomset or an oxygen mask. The analog signals of these three microphones are adapted and filtered on the adaptation board of the AMU, which also receives the hand microphone PTT and oxygen mask control discretes.

The microphone selection is done by a dedicated circuit according to the following logic:

NOTE : Input 6 microphone is valid when PTT6 is activated. Ground Mech microphone is valid when air/ground discrete is set to GND.

The selected microphone signal is then sent to an output transformer.

At the transformer output, this signal is switched to the transmitter selected by the operator on the ACP, in accordance with information received from the DSP.

This discrete information is consolidated with both hardware and software processings, to avoid permanent transmission.

(3) Transmission on passenger address channel

Transmissions can be made on the passenger address channels in 2 ways:

(a) In normal configuration, use the handset installed aft of the center pedestal to make the PA announcements. This handset is part of the Cabin Intercommunication Data System (Ref. ATA 23-73-00, Circuit RH).

(b) In RADIO configuration, use the rectangular PA pushbutton switch located on each ACP to make the passenger address announcements.

This pushbutton switch is unstable, i.e. hold it pushed to make the announcements: this avoids unwanted transmissions. The electronic processing of this channel is identical to that of the other transmission channels.

The operation of this pushbutton switch can be made identical to that of the other transmission channels (stable operation) : to achieve this, modify the AMU pin-program (Ref. Para. Operation - Pin Program).

(4) Muting circuit

(a) Purpose (Ref. Fig. 018)

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.

(b) Operation (Ref. Fig. 019)

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.

B. Reception Function

(1) General

The reception circuit selects and adjusts the volume on the reception channels. The operator selects and adjusts these channels on the ACP.

Each user of the audio integrating system has a separate associated reception-channel.

It ensures the various supplementary functions of the circuit:

- VOR/DME/LS switching

- VOICE/ON function

(2) Reception function (Ref. Fig. 020)

The audio signals from the various communication and navigation units are first connected to analog/digital converters, and then to the DSP located on the audio boards.

Dedicated inputs exist on the DSP for filtered signal (ADF and VOR).

The DSP is also connected to a control module which provides information computed from the ACP (potentiometers position, Voice filter selection) and from the FCU (DME coupling to VOR or LS). After digital processing inside the DSP, the resultant signal is converted into analog and sent to the output transformer.

NOTE : A minimum VHF and HF reception level is ensured when the  potentiometers on the ACP are set to minimum. The minimum reception level is deleted when the potentiometers are set to OFF.

Minimum reception level is -32 dB with reference to maximum level.

(3) DME/VOR/LS switching

(a) Function

In normal configuration, the DME reception is coupled with the VOR reception.

However, in certain landing system approach conditions, the DME used must be aurally identified. The DME reception must therefore be coupled with the MMR reception.

(b) Operation

The LS pushbutton switch is used for switching control (Ref. ATA 31 - DMC circuit (WT)).

Action on this command sends a ground to the AMU which couples the DME receptions to the MMR receptions.

(4) VOICE/ON function

(a) Function

The VOR, ADF navigation ground stations transmit a morse code which is used to identify them. However, certain stations, in addition to their code, transmit recorded voice information. This information informs the crew of subjects such as: latest weather

information, state or special information concerning terrains etc. (e.g.: ATIS station).

In order not to hinder the reception of this information, the VOICE/IDENT function greatly reduces the morse code reception. It is attenuated until it becomes practically inaudible while this information is being transmitted.

(b) Operation

The transmission modulation frequency for ground station codes is 1020 Hz.

However, certain onboard equipment (COLLINS ADF) 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 synthesizer (the aeronautical standards

specify that the ADF ground stations must be modulated at a frequency of 1020 Hz plus or minus 50 Hz).

Furthermore, the DME reception is coupled to the VOR reception (in normal operation). Thus the DME marker identification-code is transmitted with a frequency modulation of 1350 Hz. The filtering circuit of the navigation channels therefore comprises an

attenuation filter for the reception bands of the ADF and VOR systems.

This digital filter attenuates the 1000 and 1020 Hz frequencies by more than 32 dB.

Action on the VOICE pushbutton switch located on each ACP has the following effects:

- Released position, VOICE/ON off

The filters are not used, the operator simultaneously receives the marker identification and the voice transmission.

- Pressed in position, VOICE/ON on

The DSP directly processes the filtered signals. The 1000 - 1020 Hz frequencies are greatly attenuated, the DME identified is cut off (1350 Hz). Only the voice transmissions are audible.

NOTE : The audio outputs of the communication channel and the MMR, MKR navigation do not transit via digital filters.

C. Emergency Function (Ref. Fig. 021)

(1) Purpose

The emergency function is used in case of loss of communications on the Captain or the First Officer channels. This function switches the Captain or First Officer communications to the 3rd Occupant station. In this case, the Captain (or the First Officer) uses the ACP located on the overhead panel to make his microphone or audio selections.

The AUDIO SWITCHING selector-switch 16RN located on the overhead panel is used to switch to emergency configuration.

This switchover is indicated on the upper ECAM display unit (REF ATA 31-54-SDAC).

(2) Pilot emergency function

In case of a failure on the Audio Board A, the pilots microphones and audio signals are switched through relays in parallel to the 3^rd occupant’s microphone inputs and audio outputs.

The PTT commands from the pilots microphones are active. The pilot’s ACP is no longer active.

(3) Copilot In case of a failure on the Audio Board B, the copilot’s microphones and audio signals are switched through relays to the Avionics Bay microphone inputs and audio outputs, which are no longer active.

The PTT commands from the copilot’s microphones are active. The copilot’s ACP is no longer active.

In addition, the 3rd occupant’s micro and audio signals are switched in parallel to the Avionics Bay micro and audio signals, and the 3^rd ACP ARINC bus is switched to the AVIONICS bAY acp arinc input/output.

The Avionics Bay ACP ARINC line is cut.

D. FAA/CAA Recording Function (Ref. Fig. 022)

(1) Reason

The Aeronautics Authorities for Federal Navigation request that the communications made onboard the aircraft are recorded on the CVR system (Cockpit Voice Recorder - REF ATA 23-71-RK). To meet this requirement, the CVR is equipped with 4 recording

tracks:

- 3 tracks for recording the Captain, First Officer, 3rd Occupant communications

- The 4th track is assigned to an area microphone installed in the cockpit. This microphone picks up the various noises made in the cockpit.

The Captain, First Officer and 3rd Occupant communications are recorded in accordance with the requirements laid down by the FAA (Federal Aviation Authority) and the CAA (Civil Aviation Authorities).

(2) FAA recording

All the communications heard by the Captain (or the First Officer or the 3rd Occupant) are recorded. This enables, at the same time, to record all the communications sent out by these crew members. This is achieved by means of the side-tone controls on the various equipment. The A/C is basically designed in accordance with this specification.

(3) CAA recording

The principle of CAA recording requires (in addition to the FAA recording principle) that the noises picked up by the boomset microphones be recorded even when these microphones are not active i.e. when the push-to-talk switches on the side-sticks or on the ACPs are not activated. This in order to reinforce the sounds picked-up by the area microphone. This configuration is named «hot-mike».

A shunt is installed on the pin-programming terminal of the AMU to activate the CAA recording (Ref. Para. Operation - Pin Program).

(4) DFDR/CVR Synchronization

The two recorders (CVR and DFDR) are synchronized:

- The DFDR receives the GMT signal from the FDIU,

- Also, the CVR receives the GMT signal from the FDIU. This signal is sent to the CVR via the AMU where it is mixed with the 3rd occupant audio signals.

E. Flight Interphone Function (Ref. Fig. 023)

(1) 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.

(2) Operation

The flight interphone comprises the following functions:

- microphone inputs

- amplification and summation

- audio output.

(a) Microphone inputs

There are two types of microphone inputs:

- normal inputs: inputs from the CAPT, F/O, 3rd OCCPNT , Avionics Bay (and optionally 5th OCCPNT)

- protected inputs: they comprise the mechanic input and the Reserve input (input 6).

(b) Protected inputs

The mechanic input is disconnected from the interphone amplifier when the flight/ground information from the LGCIU is present (flight configuration).

The input 6 is disconnected from the interphone amplifier when the PTT input 6 is not activated.

(c) Architecture

The adaptation board perfoms the summing of all the modulation signals. As a security precaution, there are two independent summation circuits.

The output of the first summation circuit is transmitted to the «master» audio board (board A).

The output of the second summation circuit is transmitted to the «slave» audio board (board B).

NOTE : The ouputs of the first summation circuit is also transmitted to the MECH and Audio 6 outputs.

F. SELCAL Function - Mechanic Call - Cabin Attendant Call

(1) Purpose

The SELCAL-CALL system of the audio management system gives :

- A visual and aural indication of the calls from the ground stations equipped with a coding device which can be used by the aircraft installation (SELCAL system - Selective Calling). The calls are sent on the radio frequencies which link the aircraft to the ground. The communication channels used are : VHF1 - VH2 and VHF3, HF1, HF2 if installed.

- A visual indication of the calls from the ground crew or from the Cabin Attendants.

NOTE : The ground crew call system is described in chapter 23-42-00:

«Cockpit-to-ground crew call system» (circuit WC).

The Cabin Attendant call system is part of chapter 23-73-00:

«Cabin Intercommunication Data System» (circuit RH).

(2) SELCAL

(a) Ground system (Ref. Fig. 024)

The ground system transmits, via VHF or HF transmitters, a selective call code. This code comprises 2 consecutive pulses each containing a mixture of the 2 frequencies. According to the ARINC 714 specification, this enables the calls to be differentiated.

The call comprises a single-code transmission without repeat.

(b) Aircraft system (Ref. Fig. 025)

The aircraft receivers detect and capture the call signals transmitted by the ground stations (VHF or HF). Once detected, the signals are sent to the AMU SELCAL board.

This SELCAL card is equipped with 5 inputs. These inputs correspond to the various communication facilities on the aircraft (VHF1 - VHF2 - VHF3 - HF1 - HF2 in accordance with aircraft definition).

The SELCAL function continuously monitors the digital data of the five radio communication channels. It analyzes the received signals to check if they comprise the frequencies relevant to aircraft code. The operator programs this code on the SELCAL code panel. If the frequencies and aircraft code correspond, the warning system transmits an aural signal. The CALL legend on each ACP associated to the system which received the call (VHF1 - VHF2 - VHF3 - HF1 - HF2) comes on.

Push the RESET pushbutton switch located on each ACP to reset the aural and lighted call.

(c) Associated peripheral assemblies

The SELCAL system is associated with:

- The radio communication systems VHF1 - VHF2 - VHF3 - HF1 - HF2

(in accordance with aircraft definition).

- The Flight Warning Computer (FWC) system.

(d) Operation of the system

1 Operation

The SELCAL signal issued by the various communication assemblies is applied, depending on its source, to one of the 5 input channels (VHF1, VHF2, VHF3, HF1, HF2).

The calculating unit:

- Recognizes if the code of the signals received corresponds to the code given by the SELCAL code  panel

- Interprets and manages the various information received from the input circuits: ground crew call, Cabin Attendant call.

- Generates the various messages transmitted to the output circuits.

The calculating unit checks the concordance between the code selected on the SELCAL code panel and the received code. It then generates a digital message. This message is sent to the audio boards which transmit the information to the various

ACPs via their connecting bus in order to switch on the associated lights.

Likewise, data is sent to the FWC system. This enables audio indication of the call.

When an operator pushes the RESET pushbutton switch on one of the ACPs, data is sent to the associated audio card. This data is transmitted via the input stages to the calculating unit. This calculating unit re-initializes the system.

2 Ground crew and Cabin Attendant call system (Ref. Fig. 025)

- Operation of ground crew call

This circuit displays the call from the ground crew in the cockpit.

NOTE : Chapter ATA 23-42 (Cockpit-to-Ground Crew Call System - Circuit WC) gives the operation of the ground crew call circuit.

- Operation

When pushbutton switch 10WC (located on external power panel 108VU) is pushed, it sends ground information to the calculating unit via the input stages.

The information is processed then a message is sent via the output stages to the various audio cards and then to the ACPs.

This causes the MECH legend to flash (coupled with INT transmission pushbutton switch) for 60 seconds.

After 60 seconds, or when the RESET pushbutton switch is pressed, like the SELCAL system, the circuit is re-initialized.

- Operation of Cabin Attendant Call

This circuit displays calls made from the cabin by the Cabin Attendants in the cockpit.

NOTE : Chapter ATA 23-73 (Cabin Intercommunication Data System - Circuit RH) gives the operation of the call circuit.

- Operation When a call is made from the Cabin Attendant station, the CIDS generates ground information. This information is sent to the calculating unit via the input stages.

The information is processed then sent via the output stages to the various audio cards and then to the ACPs. On the ACPs, this causes ATT legend to flash (coupled with CAB pushbutton switch) for 60 seconds.

After 60 seconds or when the RESET pushbutton switch is pushed, like the SELCAL system, the calculating unit re-initializes the circuit.

It also sends information to the CIDS for re-initialization via the output stages.

NOTE : It is possible to inhibit the automatic function which causes the MECH and ATT flashing call legends to stop.

(Ref. Para. Operation - Pin Program)

G. Pin-Program

(Ref. Fig. 026)

In a simple way, the pin-program adapts the AMU to suit the various configurations of the audio system.

The pin-programm:

- Inhibits the function selection annunciators located on the face of the ACP which correspond to the uninstalled optional equipment (VHF3, HF1, HF2)

- Sends, after processing in the AMU, installation information relevant to the previous equipment and information relevant to the optional navigation equipment (ADF2 - MLS). It sends this information to the CFDIU via an output bus.

- Inhibits the automatic reset function after the Cabin Attendant and ground crew calls have operated for 60 seconds.

- Enables change from FAA certification to CAA certification.

- Enables the PA transmission pushbutton switch located on each ACP to be given stable operation (i.e. same as the other transmission pushbutton switches).

Operation

It is possible to modify the programming of these functions by installing specific shunts. This generates a message which (after it has been processed) is sent to the various ACPs, to the CFDIU or to the management microprocessor.

H. Additional cockpit occupant function (optional)

On AMU 4031SB, all the audio circuits and interfaces for the optional 5^th Occupant (located in cockpit) are implemented on the BITE board :

- power supply interface

- microphone supply interface

- selection and input of audio signals from the 5th Occupant microphones

- digital to analog conversion of reception signals

- amplification and impedance matching of audio output interface

- radio PTT selection interface

- discrete interface

- ARINC 429 interface with the 5th Occupant ACP

NOTE : For the other crew members, these circuits and interfaces are located on the audio boards and adaptation board.

7. BITE Test

A. Purpose

The Audio Management Unit (AMU) is equipped with a Type 1 BITE circuit.

B. BITE Description

(Ref. Fig. 027)

The two AUDIO boards, the SELCAL board, the BITE board and the ACPs are

the elements monitored by the AMU BITE.

C. Function

The main purpose of the AUDIO system BITE is to supply maintenance assistance. The integrated maintenance function has two levels :

- a real time maintenance, which is active during the operation of the unit

- a ground maintenance, which brings into operation tests that cannot be performed during the flight.

The BITE board manages the dialogue with the CFDIU. It dates and stores in an EPROM memory all the faults detected in the system during the previous 63 flight legs.

The BITE board transmits to the CFDIU the data and information that follow :

- functional status of the system (AMU and ACPs)

- results of the Built-in tests and of the CFDIU-requested tests

- unit ATA identifier code - part number and serial number of the unit

- part number of the ACPs

- pin programming, which is a constant data stored in the EPROM memory.

D. Operation

(1) Normal mode

The normal mode of operation consists in monitoring cyclically the status of the AMU cards and the status of the associated ACP, transmitting data to the CFDIU and, if any failure is detected, storing it in the fault memory.

(2) Menu mode

The menu mode of operation is only activated on the ground and it consists in a dialogue between the AMU and the operator through one of the three MCDUs. Flight/ground data is given by the CFDIU and when there is no data from a ground circuit (flight/ground discrete), it is given by the LGCIU.

For the Audio Integrating System (AIS), the menu mode consists of the following:

(Ref. Fig. 028)

- a LAST LEG REPORT (Ref. Fig. 029)

- a PREVIOUS LEGS REPORT (Ref. Fig. 030)

- a LRU IDENTIFICATION (Ref. Fig. 031)

- a TROUBLE SHOOTING DATA (Ref. Fig. 032)

- a GROUND REPORT (Ref. Fig. 033)

- a TEST (Ref. Fig. 034)

(3) Other functions

The AMU BITE circuit ensures two additional functions

- It transmits the status of the pin-program

- It transmits an identification message.

(a) Transmission of PIN-PROGRAM*

- The BITE circuit generates a message giving the installation status of certain equipment (VHF3 - HF1 - HF2 - ADF2 - MLS). It is sent to the CFDIU.

- The CFDIU system requires this information in order to transmit this information to the relevant circuits such as the RMPs (Radio Management Panels) and the SDAC (System Data Acquisition Concentrator).

- This information is transmitted in 32-bit word form in compliance with ARINC 429 with label 350.

Word structure is as follows:

- Bit at logic 0: the equipment is not installed

- Bit at logic 1: the equipment is installed

(b) Transmission of identification message

Every component connected to the maintenance centralized system transmits an identification message to facilitate and shorten the test procedures.

The identification code assigned to the AMU is 6A.

This information is transmitted in 32-bit word form in compliance with ARINC 429 with label 377.

Word structure is as follows:

E. Power-up Tests Initialization and Cockpit Repercussions

(1) Conditions of power-up tests initialization

- How long the computer must be de-energized: 1 s.

- A/C configuration:

. Whatever the A/C configuration on ground

(2) Progress of power-up tests

- Duration: 1 s.

- Cockpit repercussions directly linked to power-up test accomplishment (some other repercussions may occur depending on the A/C configuration but these can be disregarded):

- None

(3) Results of power-up tests (cockpit repercussions, if any, in case of tests pass/tests failed).

- Tests pass:

. None

- Tests failed:

. None

23-60. STATIC DISCHARGING - DESCRIPTION AND OPERATION

1. General

During flight, the aircraft becomes charged with static electricity. If the discharge of the static electricity is not controlled, it causes interference in the communications and navigation systems.

To decrease the effect of this interference, static dischargers are installed.

2. Component Location (Ref. Fig. 001)

3. System Description

Each static discharger assembly has a retainer and a static discharger. The retainer is attached to the structure by rivets. The static discharger is attached to its retainer by one screw, to make it easy to replace.

Static discharger assemblies are installed at the tips of:

- the wing-tip fence

- the horizontal stabilizer

- the vertical stabilizer

- the elevators

- the rudder

and on the trailing edges of:

- the wing fixed structure

- the ailerons

- the elevators

- the rudder

- the flap-track movable-fairings

- the engine-pylon rear-fairings.

ON A/C ALL

 Post SB 23-1299 For A/C ALL

 Each static discharger assembly has a retainer and a static discharger. The  retainer is attached to the structure by rivets. The static discharger is  attached to its retainer by one screw, to make it easy to replace.

 Static discharger assemblies are installed at the tips of:

 - the wing-tip fence

 - the horizontal stabilizer

 - the vertical stabilizer

 - the elevators

 - the rudder

 and on the trailing edges of:

 - the wing fixed structure

 - the ailerons

 - the elevators

 - the rudder

 - the flap-track movable-fairings

ON A/C ALL

Two types of retainer are installed:

- a flat retainer at the trailing edges

- an angular retainer at the tips.

Two types of static discharger are installed:

- one with a straight mounting, installed at the trailing edges

- one with a 30-degree angle mounting, installed at the tips.

The two types are not interchangeable.

4. Power Supply

Not Applicable.

5. Interface

Not Applicable.

6. Operation/Control and Indicating

The static dischargers:

- decrease the voltage level necessary to start corona discharge

- make regions of very low radio-frequency field-strength and thus cause the discharge to occur in these regions

- discharge the static electricity charge. The effect is to decrease the interference in the communications and navigation systems.

1. General

The full description and operation of the static dischargers is given in

(Ref. 23-60-00).

23-71. COCKPIT VOICE RECORDER - DESCRIPTION AND OPERATION

1. General

The Solid State Cockpit Voice Recorder (SSCVR) is designed to record crew

conversations and communications into Crash Survivable Memory Unit (CSMU) in

flight and on ground, when at least one engine is running or up to five minutes after the last engine is shut down irrespective of which engine is shut down first. The system can also operate in manual mode on the ground.

The recorder is a four-track system and all tracks are recorded simultaneously.

The SSCVR provides storage for 2 hours of consecutive recording for each of the four audio input channels.

When the CSMU is fully recorded, the system progressively erases recordings made in the previous 2 hours and simultaneously records new information;

thus only information recorded in the last 2 hours of operation is retained.

The recorded information can be intentionally erased when the aircraft is on the ground with the parking brake on, locked and electrically powered. Bulk erasure is also possible during manual operation of the system.

Recording of conversations and communications must comply with standards specified by the CAA (Ref. ATA 23-51, Audio Management, para. CAA Recording

Function).

2. Component Location (Ref. Fig. 001)

3. System Description (Ref. Fig. 002)

A. The cockpit voice recorder system consists of:

(1) Remote CVR microphone 16RK for monitoring direct conversations between crew members and aural warnings in the cockpit.

(2) Amplifier 18RK which amplifies the microphone signal.

(3) 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.

(4) Circuit breaker 2RK supplying the CVR with 115VAC power via the contacts of the relays 6RK and 8RK.

(5) RCDR/CVR ERASE pushbutton switch 3RK which provides complete erasure of the recorder data from the memory block unit.

(6) RCDR/CVR TEST pushbutton switch 5RK which provides recorder test.

(7) Two relays 6RK and 8RK which automatically energize and de-energize the CVR under specific conditions.

(8) Time-delay relay 10RK enabling the CVR to operate for 5 minutes after last engine shut-down, or up to 5 minutes after initially energizing the aircraft electrical network when the recorder is automatically switched on.

(9) Relay 14RK controlling intentional erasure of the recorder data from memory block unit and the test signal when the aircraft is on the ground with parking brake applied.

(10) Relays 12TU and 13TU and RCDR/GND CTL pushbutton switch 11TU providing manual control of the CVR when the aircraft is on the ground. On this pushbutton switch, the blue ON legend comes on to indicate that the recorder is operating.

(11) Relay 20RK controlling the test signal and ensuring transmission of the TCAS signal (TCAS see 3443).

(12) CVR/HEAD SET jack 22RK connected in parallel with the socket on the

CVR to facilitate maintenance operations (Ref. para. Component

Description - Cockpit Voice Recorder).

4. Power Supply (Ref. Fig. 003)

A. Automatic Power Supply

The SSCVR is automatically supplied with 115VAC when the aircraft is in one of the configurations given below:

- In flight with engines running or stopped

- On the ground with at least one engine running

- On the ground during the first five minutes following energization of the aircraft electrical network

- On the ground up to five minutes after second engine shutdown.

(1) Aircraft in flight

The LGCIU1 5GA1 provides a ground signal to the relay 6RK. The relay 6RK is supplied directly with 28VDC from the bus bar 801PP via the circuit breaker 4RK. The SSCVR is supplied with 115VAC via the normally-open contacts of the relay 6RK from the bus bar 801XP through the circuit breaker 2RK.

The normally-closed contacts of the relay 8RK provide a parallel path with the normally-open contacts of the relay 6RK for the supply of 115VAC to the SSCVR.

(2) Aircraft on ground

(a) With one or both engines running, no ground signal is fed to the relay 10RK. Since the relay 10RK controls the energized or de-energized state of relay 8RK, the relay 8RK remains de-energized.

The 115VAC is connected from the bus bar 801XP via the circuit breaker 2RK through the normally-closed contacts of the relay 8RK to the SSCVR.

(b) During the first five minutes of energization of the aircraft electrical network, with both engines shut down, a ground signal is fed to the time-delay relay 10RK.

The relay 10RK is supplied with 28VDC from the bus bar 801PP via the circuit breaker 4RK. When energized this relay starts its timing function. During this timing function, the relay 8RK remains de-energized and the SSCVR is supplied with 115VAC.

After 5 minutes, a ground signal is sent via the normally-open contacts of the time-delay relay 10RK to energize the relay 8RK which cuts off the supply of 115VAC to the SCVR.

(c) Up to five minutes after second engine shutdown, a ground signal is sent to the time-delay relay 10RK.

The relay 10RK is supplied with 28VDC from the busbar 801PP via the circuit breaker 4RK. When energized, this relay starts its timing function.

During this timing function, the relay 8RK remains de-energized and the SSCVR 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.

B. Manual Power Supply

Manual selection of power supply to the SSCVR allows the functions given

below with the aircraft on the ground and both engines shut down:

- To test the SSCVR for correct operation

- To record the beginning of the check list before the first engine starts running

- To erase CSMU information if required.

With both engines shut down, a ground signal is sent to the relay 12TU.

Pushing the RCDR/GND CTL pushbutton switch 11TU supplies the 28VDC to the

relay 12TU via the normally-open contacts of the pushbutton switch 11TU and the normally-closed contacts of the relay 13 TU.

The relay 12TU is energized. A ground signal is sent to the blue ON legend which comes on.

A ground signal is also sent to the relay 6RK which energizes and supplies the SSCVR with 115VAC power.

When the RCDR/GND CTL pushbutton switch is released, the 28VDC is applied

via relay 12TU and pushbutton switch 11TU to the relay 13TU which is energized.

If one engine is started, the ground signal to relay 12TU is removed and the relay 12TU is de-energized.

Thus the blue ON legend goes off and the relay 6RK is de-energized.

5. Interface

Ref. Para. System Description

6. Component Location

A. SSCVR Microphone Amplifier 18RK

The SSCVR Microphone amplifier is attached behind the overhead panel.

Two electrical connectors are provided at the back for connection with the CVR and the remote microphone.

Inside is the microphone pre-amplifier which is supplied with 18VDC from the Cockpit Voice Recorder.

B. SSCVR Microphone 16RK

The remote microphone is installed at the bottom of the overhead panel.

It is a condenser type microphone.

C. Solid State Cockpit Voice Recorder (CVR) 1RK (Ref. Fig. 004)

The SSCVR is located in the aft section of the aircraft.

It is attached to a shockmount by means of two locking tabs.

(1) On the face :

(Ref. Fig. 005)

(a) An Underwater Locator Beacon (ULB) is mounted on a bracket attached to the recorder. The ULB is a battery-operated device which radiates a pulsed acoustic signal into the surrounding water upon activation of its water-sensitive switch. It consists

of a self-contained battery, an electronic module and a transducer. The battery is shock-mounted and separated from the electronic module by a bulkhead built into the case ; it is accessible by removal of the end cover which is sealed with an O-ring. Located on the opposite end of the ULB is a teflon-insulated water-sensitive switch.

(b) An Automatic Test Equipment connector provides an interface for a portable device.

(2) Inside the recorder:

The SSCVR consists of three Shop Replaceable Units (SRUs) not including the basic system chassis: an interface and Control board, a crash survivable memory unit, and a power supply.

The interface and control board is a single circuit card which controls all states and modes of the system performing the record, erase, and test functions of the system. The interface and control board provides all functional interfaces to external systems. The crash survivable memory unit is a solid state, non-volatile, mass storage device enclosed in a protective case. The crash survivable memory unit provides storage for all input data. The power supply

converts either 115VAC 400Hz or +28VDC aircraft power to the

secondary power for the SRUs and provides power on reset, power failure monitoring, and significant power interrupt capability.

7. Operation

A. Recording (Ref. Fig. 006)

B. Recording Channels

The recording system consists of four recording channels which simultaneously record audio as follows:

Channels 1, 2 and 3 allow the recording of signals from the Captain, First Officer and 3rd Occupant via the Audio Management Unit 1RN.

Channel 4 allows the recording of the ambient noises picked up by the area microphone and fed via a pre-amplifier to the input transformer for channel 4.

Each channel feeds data to separate solid state memory.

These audio signals are applied through the rear connector. Then they are digitally converted, compressed and stored in memory.

These four signals are recorded at high audio quality with a 30 min. duration. Three of these audio signals (CH 1 to 3) are combined to provide a fifth audio signal to be recorded at standard audio quality.

The Area microphone signal (CH 4) is also recorded at standard audio quality. These two standard quality audio signals have a 120 min. duration.

All six digital-encoded signals are applied to the CSMU for storage in the solid state memory.

The main function of the SSCVR is to record audio digital communications data and Timing data into the CSMU.

NOTE : The SSCVR is synchronized with the 2nd aircraft recorder (SSFDR) by means of an audio signal corresponding to the GMT sent by the FDIU to the audio system and received by the SSCVR on the third occupant channel.

(1) Monitoring

Simultaneous monitoring of all 4 channels is possible by connecting a headset to the headset jack on the face of the CVR 1RK or to the CVR/HEAD SET jack on the maintenance panel 50VU. The jacks are fed directly from the output of the AF amplifier. The monitor head is a single full-width head and therefore only simultaneous monitoring of all 4 channels is possible. Its output is connected to the input of the AF amplifier.

(a) Relay 6RK

In FLIGHT configuration, a ground signal energizes the relay 6RK which supplies the CVR with 115VAC power through its normally-open contacts.

In GROUND configuration, the relay 6RK is normally de-energized.

However it can be energized through the relays 12TU, 13TU and the RCDR/GND CTL pushbutton switch 11TU for test facility and manual operation.

(b) Relay 8RK

It is normally de-energized when at least one engine is running.

Energizing of this relay is controlled by the time-delay relay 10RK.

(c) Relay 10RK

It is a time-delay relay which energizes after 5 minutes continuous application of a ground signal. Since the function of this relay is to control the relay 8RK, the power supply to the CVR will remain ON for 5 minutes after the second engine is shut down.

(d) Relay 14RK

This relay is energized when the parking brake is applied. Its normally-open contacts are used to control the erasure of the recorder data from the FCSSU and the transition of the test signal towards the loud speakers.

(e) Relays 12TU and 13TU, and RCDR/GND CTL pushbutton switch 11TU

They control the manual function of the CVR.

The system can only be operated manually when the aircraft is on the ground and both engines are shut down.

When the RCDR/GND CTL pushbutton switch 11TU is pushed, the ON legend comes on blue indicating that the CVR is operating.

This manual selection is automatically de-activated when one engine is started, and the CVR continues to operate in the automatic mode. It is also de-activated when the power supply is cut off and when the RCDR/GND CTL pushbutton switch is pushed again.

In all cases the ON legend goes off.

NOTE : There is no indication of CVR function when operating in the automatic mode. (f) Relay 20RK

This relay is energized as long as the RCDR/CVR TEST pushbutton switch is pushed. Its contacts are used to control the transition of the test signal towards the loud peakers. When this relay is de-energized, it ensures transmission of the TCAS signal (Ref.

34-43, TCAS) to the loud speakers.

C. Erasure

(1) Manual erasure To manually erase the data recorded in the memory unit:

- The parrking brake and the landing gear relays must be closed, and

- The ERASE pushbutton switch on the CVR control unit must be pushed

for a minimun of 2 seconds and released.

When the pushbutton switch is pushed, a discrete input is used to activate the push-to-erase function.

When the pushbutton switch is released, the ERASE cycle starts.

When push-to-erase function is activated, it disables the download function (i.e. previously recorded data cannot be download from the CSMU).

A 400 Hz audio signal is sent through the control unit to indicate a successful erase. is sent through the audio monitor to indicate a successful erasure.

NOTE : The SSCVR is energized for 5 minutes after the last engine is shut down.

Erasure is possible only if the SSCVR is supplied with power

(Ref.para.4).

The erase signal generated by the bulk erase timing assembly, is applied to the Bulk Erase through:

- The normally-open contacts of R and L gear shock absorber relay 12GB

- The normally-open contacts of relay 14RK, which is energized

when the parking brake is ON

- The normally-open contacts of the ERASE pushbutton switch.

The Bulk Erase function generates a digital signal for the CPU which erases the CSMU information.

NOTE : The timing circuit in the SSCVR activates the Bulk Erase function for 5 seconds (minimum). This ensures that the complete CSMU information is erased.

(2) Automatic erasure

The erase function erases the previously recorded information simultaneously on all 4 channels before a new recording is made.

8. Test

The Push-To-Test function is activated using a discrete input of the SSCVR (activated using the RCDR/CVR TEST pushbutton switch 5RK located on the overhead panel). The discrete must be activated for approximately two seconds to activate this funtion. Once activated, a tone is provided through the audio monitor output to the VR/HEADSET jack 22RK (on the maintenance panel 50VU).

This tone indicates only that the test is in progress.

When you speak into one of the hand microphones and you can hear your voice

in the headset connected to jack 22 RK, this indicates that the SSCVR is

operational.

23-72. ANTI HIJACK CAMERA MONITORING - DESCRIPTION AND OPERATION

1. General

The Cockpit Door Surveillance System (CDSS) uses cameras in the cockpit entrance, and left and right door 1 areas. They let the flight crew monitor the door 1 area and identify persons who request access to the cockpit.

2. Component Location (Ref. Fig. 001)

3. System Description (Ref. Fig. 002)

A. The Cockpit Door Surveillance System has the following components:

- 3 Cameras

- 1 LCD (with a system controller)

- 1 CKPT DOOR VIDEO switch

- 1 VIDEO pushbutton

- CDSS IN-USE indication light.

(1) Cameras

Three cameras are installed in the ceiling panels in the cockpit entrance and the door 1 area.

- Camera 1 is installed above the cockpit door. It gives pictures of the area directly in front of the cockpit door.

- Camera 2 is installed in the ceiling of the right door 1 area. It gives pictures of the area directly below camera 2 in the right door 1 area

- Camera 3 is installed in the ceiling of the left door 1 area. It gives pictures of the area directly below camera 3 in the left door 1 area.

(2) LCD (10RA)

The LCD is installed on the aft wall of the cockpit. It lets the flight crew see the picture from the cameras.

The pictures from camera 1 are shown as a full screen on the LCD and the pictures from camera 2 and 3 are shown as a split screen. The pictures from camera 2 are shown left of the LCD screen and the pictures from camera 3 are shown on right. If the LCD is programmed for the not-installed fourth camera a third screen is shown, which is black.

If the system is programmed for the automatic sleep mode, the LCD automatically shows a blank screen if there is no signal from the VIDEO push button (16RA) or the ENTRY REQUEST KEYPAD (Ref. 52-51-00) for one minute.

If the system is programmed for the pilot-activated-sleep-mode, when the pilot pushes and holds the VIDEO push button (16RA) for two seconds the LCD screen goes blank.

If the system gets no signal from the VIDEO push button (16RA) or the ENTRY REQUEST KEYPAD (Ref. 52-51-00) for 5 minutes the LCD automatically goes into the standby/power save mode.

If entry is requested with the keypad (screen is in the standby mode), the screen automatically comes on and shows the picture from camera 1. If entry is requested again before 30 seconds after the last-entry-request the signals are inhibited. This is to let the pilot use the VIDEO pushbutton to select and see the pictures from camera 1 or cameras 2 and 3.

If the VIDEO pushbutton is pushed during the first two minutes of the standby/power save mode, the last shown pictures come on.

If the VIDEO pushbutton is pushed after the first two minutes of the standby/power save mode, the picture for camera 1 comes on.

(3) CKPT DOOR VIDEO Switch (17RA)

The CKPT DOOR VIDEO switch is installed on the overhead panel 27VU.

It sets the CDSS on or off. The switch has an OFF legend which is on when the system is off and off when the system is on.

(4) VIDEO Pushbutton (16RA)

The VIDEO pushbuton is installed on the pedestal, on panel 119VU. It lets the flight crew select between the pictures from camera 1 and from cameras 2 and 3 and from the «not-installed» fourth camera (black screen). If the system is programmed for

pilot-activated-sleep-mode, it lets the flight crew set the LCD screen into sleep mode (blank screen).

(5) CDSS IN-USE Indication Light

The indication light is installed above the FAP on the left of the door 1 area. It comes on when a camera from the CDSS is selected.

4. Power Supply

The CDSS is supplied with 28VDC from the normal busbar 101PP. The related circuit breaker 15RA (3amp) is installed on the circuit breaker panel 122VU in the cockpit.

5. Interface

The CDSS has interfaces with this system:

- Entry Request Control Unit (52-51-00)

6. Component Description

A. Cameras

Camera 1 has a 105 degree lens and cameras 2 and 3 can have a 70, 90 or 120 degree lenses (as required).

B. LCD

On the front of the LCD there is one green and one white LED, and two rotary knobs.

The two rotary knobs are used to manually set/adjust the screen brightness and contrast.

The green LED shows the status of the LCD:

- Green LED is on, shows that the system is on

- Green LED is off, shows that the system is off

- Green LED is flashing, shows that a failure has occured in the system.

The white LED is a light sensor which automatically controls the brightness of the pictures on the LCD screen.

7. Operation/Control and Indicating

Push the CKPT DOOR VIDEO switch (17RA) on the overhead panel 27VU to start

the CDSS. The images from camera 1 show on the LCD screen (full screen) and

the CDSS «in-use» indication light comes on.

On the pedestal-panel 119VU, push the VIDEO pushbutton (16RA) to change the

image on the LCD from camera 1 to cameras 2 and 3 (split screen). If the VIDEO pushbutton is pushed again the screen changes from cameras 2 and 3 to the not-installed fourth camera (black screen). When the system is in the power-down-mode or the CDSS is switched off the CDSS «IN-USE» indication light is off.

23-73. CABIN INTERCOMMUNICATION DATA SYSTEM (CIDS) - DESCRIPTION AND OPERATION

1. General

The Cabin Intercommunication Data System (CIDS) is a microprocessor-based system. It operates, controls and monitors the main cabin systems and can do different system and unit tests. The connected systems are:

- Air conditioning,

- Communications,

- Fire protection,

- Escape facilities,

- Ice protection,

- Lights,

- Water/Waste.

If the cabin layout is changed, it is not necessary to make a complex and time-onsuming hardware change of CIDS components. Only the software database has to be changed to adapt e.g. the new cabin zoning.

2. Component Location (Ref. Fig. 001, 002, 003, 004, 005, 006, 007, 008, 009, 010, 011)

3. System Description

A. System Philosophy

To make it easy to change the cabin layout, the CIDS hardware has spare inputs, outputs and circuits. These allow the connection of new and additional equipment without a hardware change of CIDS components.

Furthermore the software of the CIDS defines all operations. If any equipment is changed, only the CIDS software database must be modified.

To change the configuration refere to options, cabin reconfiguration or CIDS expansion it is only necessary to do a software database change.

This decreases the time that the aircraft is out-of-service.

CIDS is also designed to sense faults in CIDS components and in the connected equipment by itself. Thus scheduled maintenance is unnecessary.

The system philosophy is based on:

- A microprocessor-controlled data bus system,

- The connection of cabin systems via data bus cables,

- Four data bus lines (two top lines for PAX related systems and the cabin illumination and two middle lines for crew related systems),

- Two functional units for the data bus control, the CIDS directors 1 and 2,

- One director in active mode and the second one in hot-standby,

- Immediate switchover to the second director if a failure of the first one occurs,

- A Flight Attendant Panel (FAP) to program, to control and to indicate the status of the CIDS and related cabin systems and to emulate CFDS reports,

- Provisions for additional Flight Attendant Panels (FAP),

- Addressable Decoder/Encoder Units type A (DEU type A) for the interface between top line data buses and cabin related systems,

 - Passenger Interface and Supply Adapters (PISA) for the interface between Decoder/Encoder Units type A (DEU type A) and some cabin related systems/units,

- Stand-Alone Passenger Interface and Supply Adapters (StA PISA) for the interface between Decoder/Encoder Units type A (DEU type A) and equipment/ indications installed near the forward and aft cabin attendant stations (Ref. 33-27-00),

- Addressable Decoder/Encoder Units type B (DEU type B) for the interface between middle line data buses and crew related systems,

- Configuration of cabin zones and other system properties in address tables which are stored in a software database, the Cabin Assignment Module (CAM),

- Easy exchange of the CAM which is plugged into the FAP,

- One On-Board Replaceable Module (OBRM) which is plugged into the FAP and where the whole system software is stored,

- A Vacuum System Control Function (VSCF) to control and indicate the status of the vacuum toilet system,

- Built-in Test Equipment (BITE) to make scheduled maintenance unnecessary,

- One Prerecorded Announcement and Boarding Music (PRAM) audio database plugged into the FAP. This memory card contains Boarding Music audio and PRAM announcement audio files,

- A Smoke Detection Function (SDF) to give a warning of smoke in the lavatories and in the cargo compartment.

B. System Architecture

The CIDS consists of these components:

- Director,

- Decoder/Encoder Unit (DEU) type A,

- Decoder/Encoder Unit (DEU) type B,

- Passenger Interface and Supply Adapter (PISA),

- Stand-Alone Passenger Interface and Supply Adapter (StA PISA) (Ref. 33-27-00),

- Flight Attendant Panel (FAP),

- Cabin Assignment Module (CAM),

- On-Board Replaceable Module (OBRM),

- Integrated Prerecorded Announcement & Boarding Music (PRAM),

- Additional Attendant Panel (AAP),

- Attendant Indication Panel (AIP),

- Area Call Panel (ACP),

- Handsets,

- Loudspeaker,

- Passenger call/reset pushbutton,

- Passenger call light,

- NS, FSB and RTS signs. All components of the CIDS are connected to two identical directors. The connections are realized by data bus interfaces, audio interfaces and

discrete interfaces.

Furthermore, CIDS has interfaces to other systems. The interfaces to these systems are realized as described above. The systems are connected to the CIDS components.

(1) CIDS directors

(Ref. Fig. 012, 013, 014)

The two directors are the central control components of the CIDS. One director is in active mode, the other one is in hot standby mode.

(a) The CIDS directors have a data bus interface to the:

- DEU type A,

- DEU type B,

- Flight Attendant Panel (FAP),

- System Data Acquisition Concentrator 1+2 (SDAC),

- Flight Warning Computer 1+2 (FWC),

- Centralized Fault Display System (CFDS),

- Air Conditioning System Controller (ACSC).

- In-Flight Entertainment System (IFE),

- Prerecorded Announcement & Boarding Music (PRAM).

(b) The CIDS directors have a discrete interface to the:

- Slat Flap Control Computer 1+2 (SFCC),

- Landing Gear Control and Interface Unit 1+2 (LGCIU),

- Cabin Pressure Controller 1+2 (CPC),

- Cabin pressure relay,

- Indicator Light Control Box (ILCB),

- Call panel,

- Service interphone override switch,

- Exit signs relay,

- Cockpit door switch,

- System Data Acquisition Concentrator 1+2 (SDAC),

- Flight Warning Computer 1+2 (FWC),

- Top lines cut off relay,

- Engine Interface Unit (EIU),

- Motor start relay vacuum generator,

- In-Flight Entertainment System (IFE),

- EVAC panel,

- EVAC horn,

- NS/FSB panel.

(c) The CIDS directors have audio and discrete interfaces to the:

- Audio Management Unit (AMU),

- Cockpit handset,

- Service interphone boomsets.

- Prerecorded Announcement & Boarding Music (PRAM),

- In-Flight Entertainment System (IFE).

(2) Decoder/Encoder Unit (DEU) type A (Ref. Fig. 015, 016)

Each DEU type A is controlled by the active director. The DEUs type A are connected to one of the two data bus top lines via connection boxes. One top line is installed along each A/C side.

Every DEU type A on one A/C side is connected to the same top line.

Every connection box includes coding switches which give each DEU type A its own address. The last connection box, connected to a top line, includes also a termination resistor for impedance matching and is therefore called a termination box.

(a) The DEU type A has direct interfaces to the:

- Director,

- Passenger Interface and Supply Adapters (PISA),

- Stand-Alone Passenger Interface and Supply Adapters (StA PISA) (Ref. 33-27-00),

- Ballast units,

- Loudspeakers,

- NS, FSB and RTS signs.

(b) The DEU type A has interfaces via PISA or StA PISA to the:

- Loudspeakers,

- Reading lights,

- Attendant work lights,

- Seatrow identifiers,

- Passenger call/reset pushbuttons,

- Passenger call lights,

- NS, FSB and RTS signs.

(3) Decoder/Encoder Unit (DEU) type B (Ref. Fig. 017, 018)

Each DEU type B is controlled by the active director. The DEUs type B are connected to one of the two data bus middle lines through connection boxes. The middle lines are installed along each A/C side.

The middle line at one A/C side (left and right) connects every DEU type B on the same side of the A/C.

Every connection box includes coding switches which give each DEU type B its own address. The last connection box connected to a middle line includes also a termination resistor for impedance matching and is therefore called termination box.

(a) The DEU type B has data bus interfaces to the:

- Director,

- Additional Attendant Panel (AAP),

- Attendant Indication Panel (AIP),

- Emergency Power Supply Unit (EPSU),

- Lavatory smoke detector.

(b) The DEU type B has discrete interfaces to the:

- Area Call Panel (ACP),

- Slide pressure sensor,

- Drain Mast Control Unit (DMCU),

- Waste service panel,

- Vacuum generator,

- Fan phase off relay,

- Water service panel,

- Vacuum power control relay,

- Liquid Level Transmitter (LLT),

- Liquid Level Sensor (LLS),

- Flush Control Unit (FCU).

(c) The DEU type B has audio and discrete interfaces to the:

- Handsets.

(4) Flight Attendant Panel (FAP) (Ref. Fig. 019)

The FAP is used to control different cabin systems and the CIDS, to indicate the status of different systems and for on-board changes of the CAM data (e.g. cabin layout and no smoking zones). It can also be used for emulation of CFDS reports when the aircraft is in the ground status.

(a) The FAP has data bus interfaces to the:

- Director 1,

- Director 2,

(b) The FAP has discrete interfaces to the:

- Director 1,

- Director 2,

- Emergency lighting system.

- In-Flight Entertainment System (IFE).

(c) Integrated memory cards

In the front face of the FAP three memory cards are integrated.

These cards are the:

1 On-Board Replaceable Module (OBRM)

The OBRM is a removable memory card which contains the system software. Major changes of the CIDS software are done by a replacement of the OBRM.

2 Cabin Assignment Module (CAM)

The CAM is the second plug-in memory card which defines many of the system properties and all cabin layout and zoning information (e.g. if chimes accompany a PA announcement and if a loudspeaker is for an attendant or for a PAX announcement).

Minor CAM data are changed by on-board programming, major CAM data are changed by replacement of the CAM with a reprogrammed CAM.

3 Integrated Prerecorded Announcement & Boarding Music (PRAM)

The third removable memory card is the integrated PRAM which stores prerecorded announcement and boarding music audio data.

(5) Build-In Test Equipment (BITE)

The CIDS is designed to continuously monitor its own performance and that of the connected equipment.

The CIDS Directors (DIRs), Decoder/Encoder Units (DEUs), Passenger Interface and Supply Adapters (PISAs), Flight Attendant Panel (FAP), Additional Attendant Panels (AAPs) and Attendant Indication Panels (AIPs) contain comprehensive BITE circuitry. This allows the CIDS to detect faults in the connected systems and in the CIDS units.

The DIRs store the detected faults and send them to the Warning and Maintenance System (WMS) and/or FAP. In the event of a major fault, related information is additionally sent to the

- ECAM Status Page or

- ECAM Warning Page.

(6) Interfaces

The CIDS components are connected to each other and to the other systems by these types of interfaces:

(a) Discretes

The discrete interface is an unidirectional interface which transmits a 28VDC or ground signal.

(b) Audio

The audio interface is an unidirectional interface. It transmits signals between 50Hz - 11kHz if connected to a DEU type A and 200Hz - 5.5kHz if connected to a DEU type B.

(c) Data bus

The data bus interface is an unidirectional or bidirectional interface:

1 Unidirectional interfaces

CIDS uses three different unidirectional interfaces for data-transmission:

a ARINC 429

This data bus transmits 32-bit data words. The bus operates as a lowspeed (12KB/sec) or highspeed interface (100KB/sec).

b RS 232

This data bus transmits 8-bit data words with 9600B/sec.

c CAN

This data bus operates as a highspeed interface with a speed of 83.33KB/sec. It has a CAN bus terminator installed.

2 Bidirectional interfaces

CIDS uses the CIDS buses (Top Line and Middle Line) and the Ethernet for bidirectional transmissions.

a Top Line and Middle Line

These buses transmit data between director and all Decoder/Encoder Units (DEUs). The busses transmit 14 bit data words with 4MB/sec.

b Ethernet

This bus transmits data words with 10MB/sec.

C. System Functions

The CIDS provides these system functions:

(1) Passenger Address System (PA)

The passenger address system does the distribution of announcements from the cockpit and each attendant station through all assigned PAX loudspeakers.

(2) Cabin and Flight Crew Interphone System

The cabin interphone system permits the telephone communication between all attendant stations and between the attendant stations and the cockpit.

(3) Service Interphone System

The service interphone system permits the telephone communication between groundcrew, cockpit crew and cabin crew when the A/C is on the ground.

(4) Prerecorded Announcement and Boarding Music (PRAM) System

The CIDS transmits the prerecorded announcements and the boarding music to all passenger related loudspeaker.

(5) Passenger Lighted Signs

The system for the passenger lighted signs controls the No Smoking (NS), Fasten Seat Belt (FSB), Return To Seat (RTS) and EXIT signs.

(6) Passenger Call

The passenger call system controls the illumination of the passenger call light and the activation of the call chime.

(7) Cabin Illumination

The cabin illumination system controls the illumination in the different cabin areas independently.

(8) Reading Lights

The reading light system controls the passenger reading lights and attendant work lights in the cabin.

(9) Passenger Service System (PSS)

The PSS is used for remote controlled operation of the passenger reading lights and the passenger call activation/deactivation.

(10) Lavatory Smoke Detection

The smoke detection system controls the visual and acoustic indications in the cabin, if smoke is sensed by the Lavatory Smoke Detectors.

(11) Cargo Smoke Detection

As part of the CIDS Smoke Detection Function (CIDS-SDF), the cargo smoke detectors sense smoke in the cargo compartment.

(12) Cargo Fire Extinguisher Monitoring

As part of the CIDS Smoke Detection Function (CIDS-SDF), the Cargo Fire Extinguisher Monitoring function controls and monitors these fire-extinguisher parts:

- Bottle-reservoir pressure,

- Squip condition.

(13) Air Conditioning

The CIDS can select different temperatures for all defined zones. It is possible to do a fine adjustment of the preselected temperature for different cabin zones at the FAP. The temperatures which are in the different cabin zones are shown on the FAP.

(14) Emergency Evacuation Signalling (EVAC)

The EVAC system controls the evacuation signalling in all cabin areas and the cockpit. It can be operated from the cockpit, FAP or AAP during an emergency.

(15) Potable Water Indication

The potable water indication system shows the quantity of water, which is in the tank, on the FAP.

(16) Waste Indication

The waste indication system shows the quantity of waste water, which is in the tank, on the FAP. Also, unserviceable lavatories that do not operate are shown on the FAP and related messages come on.

(17) Vacuum System Control Function (VSCF)

The VSCF controls and monitors the Vacuum Toilet System. The system identifies each toilet assembly and starts the necessary actions of the related system components.

(18) Doors and Escape Slides Pressure Monitoring

The doors and escape slide control system monitors the bottle-pressure reservoir of the escape slides at the passenger doors and the emergency exits. It also monitors the status of the doors (open/closed) and escape slides (armed/disarmed). The status shows on the FAP.

(19) Emergency Power Supply Unit (EPSU)

The CIDS director initiates the BITE test of the EPSU, if a related command is given by the Centralized Fault Display System (CFDS). The director also transmits the results to the CFDS.

(20) Drain Mast Control Unit (DMCU)

The CIDS directors monitor a test of the DMCU, if a related command is given by the CFDS. A detected fault causes a related message and the caution light on the FAP to come on. Also, the results are transmitted to the CFDS. (21) CFDS Emulation on FAP

This function provides the possibility to emulate reports from the Centralized Fault Display System (CFDS) on the FAP, like it is possible on the Multi Purpose Control Display Unit (MCDU) in the cockpit.

4. Power Supply

The service bus and the essential bus supply electrical power to the CIDS (inclusive the SDF board of the CIDS director).

Depending on the available bus the CIDS operates in the:

- Normal mode or

- Emergency mode.

A. Normal Mode (Ref. Fig. 020, 021, 022)

In the normal mode the service bus supplies 28VDC to the CIDS. All functions of the system operate fully.

The BITE test function is only active if the essential busbar is also available.

B. Emergency Mode (Ref. Fig. 020, 021, 022)

In the emergency mode, only the essential bus supplies 28VDC to the CIDS.

(1) The essential bus supplies power to the CIDS, if the service bus is not available.

(2) The system operates with minimum functions. The ACPs and the AIPs do not operate. The remaining functions are:

- Passenger Address,

- Cabin Interphone,

- EVAC,

- Smoke detection.

(3) The DEUs type A, which are connected to the top lines, are only supplied with power when there is an audio signal. If there is no audio signal, the director operates the Top Line cut-off relay to stop the power supply to the DEUs.

C. Power Consumption

The power consumption of the CIDS components and the supplied cabin systems depends on the installed equipment. During normal operation all installed components are supplied with electrical power. If the service bus is not available and the CIDS is in emergency mode, the power consumption is reduced to a minimum. Only the  omponents which are needed for the minimum functions are supplied with electrical power.

D. Power Interruption

If a power interruption is longer than 5 sec., the CIDS software is reset and all components of the system are set to the predefined status.

5. Interface

A. CIDS system interfaces (external)

(1) Director (Ref. Fig. 012, 013, 014)

(a) The director has a data bus interface to the:

- Flight Warning Computer 1+2 (FWC),

- Air Conditioning System Controller (ACSC),

- System Data Acquisition Concentrator 1+2 (SDAC),

- Centralized Fault Display System 1+2 (CFDS),

- In-Flight Entertainment System (IFE),

(b) The director has a discrete interface to the:

- Slat Flap Control Computer 1+2 (SFCC),

- Landing Gear Control and Interface Unit 1+2 (LGCIU),

- Cabin Pressure Controller 1+2 (CPC),

- Cabin pressure relay,

- Indicator Light Control Box (ILCB),

- Service interphone override switch,

- Exit signs relay,

- Cockpit door switch,

- System Data Acquisition Concentrator 1+2 (SDAC),

- Flight Warning Computer 1+2 (FWC),

- Engine Interface Unit (EIU),

- Motor start relay vacuum generator,

(c) The director has audio and discrete interfaces to the:

- Audio Management Unit (AMU).

- Service Interphone Boomsets.

- Prerecorded Announcement & Boarding Music (PRAM),

- In-Flight Entertainment System (IFE).

(2) DEU type A (Ref. Fig. 016)

(a) The DEU type A has direct interfaces to the:

- Ballast units,

- Loudspeakers,

- NS, FSB and RTS signs,

(b) The DEU type A has interfaces via PISA or StA PISA to the:

- Reading lights,

- Seatrow identifier,

- Passenger call lights,

- Loudspeakers,

- NS, FSB and RTS signs,

- Attendant work lights,

(3) DEU type B (Ref. Fig. 018)

(a) The DEU type B has data bus interfaces to the:

- Emergency Power Supply Unit (EPSU),

- Lavatory Smoke Detector,

(b) The DEU type B has discrete interfaces to the:

- Drain Mast Control Unit (DMCU),

- Slide Pressure Sensor,

- Flush Control Unit (FCU),

- Liquid Level Transmitter (LLT),

- Liquid Level Sensor (LLS),

- Water and Waste Service Panel,

- Vacuum Generator,

- Fan Phase Off Relay,

- Vacuum Power Control Relay,

(4) Flight Attendant Panel (FAP) (Ref. Fig. 019)

(a) The FAP has data bus interfaces to the:

- In-Flight Entertainment System (IFE).

(b) The FAP has discrete interfaces to the:

- Emergency Lighting System,

- In-Flight Entertainment System (IFE).

6. Component Description

A. General

The CIDS has these main components:

- Director,

- Decoder/Encoder Unit (DEU) type A,

- Decoder/Encoder Unit (DEU) type B,

- Passenger Interface and Supply Adapter (PISA),

- Stand-Alone Passenger Interface and Supply Adapter (StA PISA),

- Flight Attendant Panel (FAP),

- Cabin Assignment Module (CAM), - On-Board Replaceable Module (OBRM),

- Additional Attendant Panel (AAP),

- Attendant Indication Panel (AIP),

- Area Call Panel (ACP),

- Handset,

- Loudspeaker,

- Passenger call/reset pushbutton,

- Passenger call light,

- NS, FSB and RTS signs.

B. Director

(1) General

For redundancy, the system has two identical directors. One director is in hot-standby mode and has the same inputs and outputs as the active director. Both directors are connected in parallel except for:

- The power supply connection,

- Certain outputs to other equipment and systems.

The CIDS directors are installed in the pressurised area of the electronic compartment.

The CIDS directors give an interface to:

- Components in the cockpit,

- Components in the electronic compartment,

- The Decoder/Encoder Units via the CIDS data busses,

- The Flight Attendant Panel (FAP).

The connections to the equipment and other systems are realized with discrete, audio and data bus interfaces.

(2) Architecture

The director has the following modules and circuits:

- Processing module

- Bus interface circuits

- Digital/analogue (audio) circuits

- Discrete input/output circuits

- Serial input/output (ARINC/Ethernet) circuits

- Mandatory layout memory (non-volatile)

- Cabin assignment data memory (non-volatile) and working memory (volatile)

- Data transfer interface to second director

- Smoke detection function module

- BITE/WATCHDOG circuits

- Power supply circuits

(3) Functions

(a) Processing module

This module has supervisory functions, controls the CIDS data bus interface and all other interfaces. It can download software from the FAP. The directors BITE function is partly incorporated in the module.

(b) Bus interface circuits

The bus interface circuits do the synchronisation of the CIDS data bus, transmit data packets from the director and buffer all incoming data from the DEUs.

(c) Digital/analogue (audio) circuits

These circuits convert incoming audio signals to a digital format and convert these digital signals back to analogue audio signals for output.

(d) Discrete input/output circuits

These circuits convert discrete input levels to digital levels and these digital levels back to discrete output levels.

(e) Serial input/output (ARINC/Ethernet) circuits

Serial interfaces support connection of conventionally connected terminals (e.g. FAP, SDAC, CFDS).

(f) Mandatory layout memory (non-volatile)

This memory stores mandatory cabin layout information. The On-Board Replaceable Module (OBRM), which is located in the FAP, can modify this memory.

(g) Cabin assignment data memory (non-volatile)

This memory stores cabin assignment data and system properties information. This memory is modified through the Cabin Assignment Module (CAM), which is located in the FAP, or through programming on the FAP.

(h) Data transfer interface to second director

This interface provides facilities to transfer data and failure information between the two CIDS directors.

(i) Smoke detection function module

This module processes the control and indication functions of the smoke detectors in the cargo compartment. (j) BITE/WATCHDOG circuits The BITE circuits enable tests of the internal modules and inputs/outputs. The WATCHDOG circuits control the uninterrupted function of the processing module.

(k) Power supply circuits

These circuits provide the necessary electrical power.

C. Decoder/Encoder Unit (DEU) type A

(1) General

The DEU type A provides an interface between the CIDS DATA BUS (top line) and different cabin systems. The information from the bus is transformed by the DEU type A into control signals which are sent to the respective cabin systems. The information from the cabin systems is transformed into data bus information and transmitted to the

director.

The DEUs type A are installed in the cabin.

An interface is provided to this equipment:

- Ballast units,

- PISAs,

- StA PISAs,

- Reading Lights,

- Seatrow identifier,

- Loudspeakers,

- NS, FSB and RTS signs,

(2) Architecture

The DEU type A has the following modules and circuits:

- Bus interface circuits,

- Processing module,

- System interface circuits,

- Power supply circuits.

(3) Functions

(a) Bus interface circuits

The bus interface buffers all incoming data bus information and sends selected data to the processing module. Data packets from the processing module and system interface are transmitted to the data bus.

(b) Processing module

This module decodes the data packets and activates the related outputs of the system interface. Inputs from the system interface are coded into data packets. Control commands and audio signalsfrom the director are decoded and transmitted to the related connected equipment.

The DEU BITE function is incorporated in the processing module.

(c) System interface circuits

The system interface adapts to the physical properties of the connected cabin systems.

(d) Power supply circuits

This unit provides all necessary power to the DEU circuits and to the outputs.

D. Passenger Interface and Supply Adapter (PISA)

(1) General

The PISA is the interface between the DEU type A and components of the Passenger Service Unit (PSU).

The PISAs are installed in each PSU in the pressurised area of the cabin.

The PISA has interfaces to the following equipment:

- Reading-light switches and reading lights,

- Passenger call button and passenger call lights,

- Seatrow identifier,

- Loudspeakers,

- NS, FSB and RTS signs,

(2) Architecture

The PISA has two boards:

- Main board,

- Audio board.

(3) Functions

(a) Main board

The main board can operate independently. It contains the functions for:

- Reading light control,

- Reading light switch monitoring,

- PAX call button monitoring and seat row indication.

The main board also receives the necessary power for both boards and all outputs.

(b) Audio board

The audio board can only operate with the main board. It contains the functions for audio output and control of the NS, FSB and RTS signs.

E. Stand-Alone Passenger Interface and Supply Adapter (StA PISA)

(1) General

The StA PISA is the interface between the DEU type A and the equipment/ indications installed near the forward and aft cabin attendant stations.

The StA PISA has interfaces to:

- Attendant work light switches,

- Attendant work lights,

- NS, FSB and RTS signs.

For further information refer to 33-27-00.

F. Decoder/Encoder Unit (DEU) type B

(1) General

The DEU type B provides an interface between the CIDS DATA BUS (middle line) and certain attendant related systems. The information from the bus is transformed by the DEU type B into control signals which are sent to the respective attendant systems. The information from the attendant systems is transformed into data bus information

and transmitted to the director.

The DEUs type B are installed in the pressurised area of the cabin.

An interface is provided to the following equipment:

- Additional Attendant Panel (AAP),

- Attendant Indication Panel (AIP),

- Area Call Panels (ACP),

- Handsets,

- Slide pressure sensors,

- Emergency Power Supply Unit (EPSU),

- Drain Mast Control Unit (DMCU),

- Smoke sensors,

- Waste and water service panel,

- Fan phase off relay,

- Liquid Level Sensor (LLS),

- Liquid Level Transmitter (LLT),

- Vacuum generator,

- Flush Control Unit (FCU),

- Vacuum power control relay,

(2) Architecture

The DEU type B consists of the following modules and circuits:

- Bus interface circuits,

- Processing module,

- System interface circuits,

- Power supply circuits. (3) Functions

The functions of the different components are the same as described

for the DEU type A.

G. Flight Attendant Panel (FAP)

(1) General

The FAP enables the cabin crew to control certain cabin systems and CIDS, to indicate the status of several cabin systems and to provide cabin programming. It can also be used to emulate CFDS reports when the aircraft is in the ground status.

The FAP is installed in the pressurised area of the cabin.

(2) Architecture

The FAP has the following modules:

- Display unit,

- Sub-panel.

(3) Functions

(a) Display unit

The display unit has these parts:

- Ethernet bus interface

This interface buffers all incoming information and transfers selected data to the processing module. It also receives data from the processing module and transmits this information on the ethernet bus.

- Processing module

This module decodes the incoming data packets and activates the graphic module, which is part of the processing module. It also activates the respective hardkeys of the sub-panel. Inputs from the touch screen or the sub-panel are coded into data packets

and sent to the ethernet bus interface.

In case of emergency mode the processing module switches the FAP to minimum power consumption.

The FAP BITE function is incorporated into the processing module.

- Touch screen panel

This panel indicates all information. It is used to select functions (e.g. cabin illumination) and for the cabin programming.

- System interface

This unit gives an interface to certain connected cabin systems.

- Power supply circuits

These supply all necessary power to the FAP circuits.

(b) Sub panel

The sub-panel contains hardkeys and some interfaces (e.g. USB).

H. On-Board Replaceable Module (OBRM)

This module is the storage device for system software (e.g. director S/W,

FAP S/W). It is installed in the sub-panel of the FAP.

J. Cabin Assignment Module (CAM)

In this module the CIDS configuration data base is stored. It is installed in the sub-panel of the FAP and includes the cabin definition, e.g. for:

- Cabin zoning,

- Seat relation to loudspeakers and passenger lighted signs,

- Chime sequences,

- Audio levels.

K. Integrated Prerecorded Announcement & Boarding Music (PRAM)

This module stores the prerecorded announcement and boarding music audio data. It is installed in the sub-panel of the FAP.

L. Additional Attendant Panel (AAP) (Ref. Fig. 023)

(1) General

The AAP enables the attendants to control certain cabin systems.

(2) Architecture

The AAP has these modules and circuits:

- RS232 data bus receiver and transmitter,

- Processing module,

- Power supply circuits,

- Output circuitry.

(3) Functions

(a) RS232 data bus receiver and transmitter

The RS232 data bus receiver and transmitter receives data from the DEU type B and sends it to the processing module. It also receives data from the processing module and transmits this information to the DEU type B.

(b) Processing module

This module carries out all internal operations of the AAP. It connects the membrane switches and indicators to the RS232 data bus receiver and transmitter. The AAP BITE function is incorporated into the processing module.

(c) Power supply circuits

This unit provides all necessary power to the AAP circuits.

(d) Output circuitry

All outputs of the AAP are short-circuit protected.

M. Attendant Indication Panel (AIP)

(1) General

The AIP provides an attendant far call function. Its display shows dial and call information from the PA/Interphone system and other system-related information (e.g. Lav Smoke Location/PAX Calls).

The AIPs are installed near all attendant stations in the cabin.

(2) Architecture

The AIP has these modules and circuits:

- Display,

- Display controller,

- Display driver,

- Single chip microcomputer,

- RAM and Read Only Memory (ROM),

- Erasable Programmable Read Only Memory (EPROM),

- Line receiver/transmitter,

- Power supply circuits,

- Two indicator lights.

(3) Functions

(a) Display

The display has two rows where all messages are displayed.

(b) Display controller

This unit generates all characters which are shown on the display.

(c) Display driver

This unit drives the display according to the commands received from the line receiver.

(d) Single chip microcomputer

This unit coordinates the operation of the different modules and the operation of the software.

(e) RAM and Read Only Memory (ROM)

This unit contains the AIP software program. (f) Erasable Programmable Read Only Memory (EPROM)

All messages for the display are stored in the EPROM as alphanumeric text data.

(g) Line receiver/transmitter

This unit receives and sends information from and to the DEU type B via a RS-232 data bus.

(h) Power supply circuits

This unit supplies all necessary power to the AIP circuits and to the outputs. The unit switches the AIP into a standby mode with lowest power consumption while indications are displayed.

(i) Two indicator lights

One red and one green indicator light are installed. They are used to show the attendant the importance of the related message over a distance.

N. Area Call Panel (ACP)

(1) General

The ACPs give a long-range visual indication related to system information (e.g. Lav Smoke Location/PAX Calls).

(2) Architecture

The ACP has four separately controlled fields. Each field contains coloured LEDs, they are visible from the front and the rear of the ACP.

(3) Functions

The four fields are separately activated to show the different system information. The LEDs flash or come on steady. They are used as a far-call facility to inform cabin attendants of PAX-call, interphone call, lavatory smoke and EVAC signals.

P. Cabin handsets (Ref. Fig. 024)

(1) General

The attendants use the cabin handsets for the Cabin and Flight Crew Interphone functions and for PA announcements. An integrated keyboard is used to make different types of calls/announcements.

(2) Architecture

The handset has these components:

- Integrated keyboard,

- «Push To Talk» button,

- Microphone,

- Earphone,

- Tone dialling interface circuit,

- Reed contact,

(3) Functions

(a) Integrated keyboard

With the integrated keyboard the related functions are selected and establish a communication link.

(b) «Push To Talk» button

This button activates the microphone in the handset. In special cases this button establishes also a communication link.

(c) Microphone

The microphone changes the voice into the related signals.

(d) Earphone

The earphone changes the related signals into the voice.

(e) Tone dialling interface circuit

The interface decodes the keyboard signals and generates Dual Tone Multiple Frequency (DTMF) coded dial signals. Voice signals are routed through to the outputs of the interface.

(f) Reed contact

When the handset is not in its cradle, the reed contact connects electrical power to the handset.

Q. Cockpit handset (Ref. Fig. 025)

(1) General

The cockpit crew uses the handset for PA announcements and interphone

communication.

(2) Architecture

The handset has these components:

- «Push To Talk» button,

- Microphone,

- Earphone,

- Reed contact,

(3) Functions

The functions of the different components are the same as those of the components of the cabin handsets.

7. Operation/Control and Indicating

A. CIDS energization

The CIDS is energized when the essential busbars or the service busbars are energized and the CIDS-related circuit breakers are closed.

(1) Service busbars

When the service busbars supply 28VDC to the CIDS, the system operates with full capability.

The BITE test function is only active if the essential busbar is also available.

To energize all CIDS components, the 601PP service busbar has to be energized.

For the CIDS-SDF, the 204PP (Ref. 26-16-00) service busbar has to be energized.

(2) Essential busbars

The essential busbars supply power to the CIDS if the service busbars are not available.

When only essential power is available, the system is in emergency mode and operates with the minimum functions. These functions are:

- Passenger Address,

- Cabin Interphone,

- Smoke detection and indication (except cabin indications).

- EVAC,

To supply all CIDS components with essential electrical power the 401PP essential busbar has to be energized.

For the CIDS-SDF, the 801PP (Ref. 26-16-00) busbar has to be energized.

(3) Power Supply

To supply power to the CIDS components these circuit breakers have to be closed:

(a) Director power

- 150RH DIR 1 ESS,

- 157RH DIR 2 ESS,

- 151RH DIR 1 NORM,

- 156RH DIR 2 NORM.

(b) FAP power

- 171RH FAP 1 ESS,

- 170RH FAP 1 NORM.

 (c) DEUs type A power

- 158RH DEU A ESS FWD R,

- 159RH DEU A ESS FWD L,

- 172RH DEU A ESS AFT R,

- 179RH DEU A ESS AFT L,

- 163RH DEU A NORM L FWD,

- 164RH DEU A NORM R FWD,

- 167RH DEU A NORM L AFT,

- 168RH DEU A NORM R AFT.

(d) DEUs type B power

- 153RH DEU B ESS,

- 162RH DEU B NORM.

B. Handling of Flight Attendant Panel (FAP)

(1) General (Ref. Fig. 026)

The FAP is divided into two main areas, the touchscreen and the sub panel.

(a) Touchscreen

The touchscreen has these components:

- a Heading row,

- a Display area,

- System and function keys,

1 Heading row

The heading row shows the title of every selected page.

2 Display area

The display area shows every selected page.

3 System and function keys

The system and function keys are used to select system pages.

(b) Sub panel

The sub-panel is used for major functions operate independently from the FAP touchscreen.

These hardkeys are installed on the sub panel:

- LIGHTS MAIN ON/OFF,

- LAV MAINT,

- SCREEN 30 sec LOCK,

- EVAC CMD,

- EVAC RESET,

- SMOKE RESET.

These switches are installed on the sub panel:

- EMER (light).

These interfaces are installed on the sub panel:

- USB plug,

- Headphone plug.

(2) Operation

(a) Selection of system pages (Ref. Fig. 027)

You can use the the funktion keys to select a system page (e.g. cabin illumination). There are different sets of system and function keys. A set has of a max. of nine keys. You can go to the next or the previous set with the forward or the backward button.

To select a system page push the related key. Then the selected page is shown in the display area.

To select the CABIN STATUS page push the button in the lower right corner of the touchscreen. The CABIN STATUS page gives an overview of these pages:

- AUDIO,

- CABIN LIGHTING,

- DOORS/SLIDES,

- CABIN TEMPERATURE,

- WATER/WASTE,

- SEAT SETTINGS.

On the CABIN STATUS page you can select one of the shown system pages also by pushing on the related A/C symbol.

(b) Automatic activation of system pages

If CIDS receives an important message the related system page shows automatically. The automatically activated pages are shown until the page is closed manually or automatically.

A smoke alert automatically calls up the SMOKE DETECTION page and overrides any other page.

(c) Caution handling (Ref. Fig. 027)

The CAUT button is always shown in the upper left corner of the touchscreen.

If CIDS receives a message which cannot be shown immediately, the CAUT button turns amber and flashes. After displaying the pages related to the messages or after pushing the CAUT button, the CAUT button comes on steady. The CAUT illumination goes off, if CIDS does not receive any further messages. A information text shows in the heading row of the touchscreen as long as the respective page is not shown on the touchscreen.

(d) Status indication (Ref. Fig. 028)

The SYSTEM INFO page on the FAP shows the status of several cabin systems.

1 Operation

After selection of the SYSTEM INFO page, an indicator light next to the respective system button comes up in amber, if there is a fault message on another page. To display the faults of the different systems, push the related button on the SYSTEM INFO page.

2 Indication

The faults of these systems are indicated on the SYSTEM INFO page:

- CIDS INTERNALS

- ICE PROTECTION

(e) Screen off function (Ref. Fig. 027)

The SCREEN OFF button is in the lower left corner of the touchscreen. If you push this button, it switches off the screen.

The screen is also switched off, if no input is made for more than 10 minutes. The screen is switched on again, if you touch the screen or if there is an auto event.

These system pages are protected by a password:

- SOFTWARE LOADING,

- LAYOUT SELECTION,

- CABIN PROGRAMMING,

- LEVEL ADJUSTMENT,

- CIDS MCDU MENU.

C. System Functions

The CIDS provides these system functions:

- Passenger Address,

- Cabin and Flight Crew Interphone,

- Service Interphone,

- Passenger Lighted Signs,

- Passenger Call,

- Cabin Illumination (control),

- Reading Lights (control/test),

- Lavatory Smoke Detection (cabin signalling),

- Vacuum System Control,

- In-Flight Entertainment System (interface),

- Prerecorded Announcement & Boarding Music (control),

- Passenger Service System,

- Air Conditioning (temperature indication and control),

- Emergency Evacuation Signalling (EVAC),

- Potable Water Indication,

- Waste Indication,

- Doors and Escape Slides Bottle Pressure Monitoring,

- Emergency Power Supply Unit (test),

- Drain Mast Control Unit (test/signalling).

(1) Passenger Address system (PA) (Ref. Fig. 029)

(a) General

The passenger address system distributes the PA related announcements from the cockpit, the attendant stations, the PRAM and the In-Flight Entertainment system (IFE) to all assigned passenger loudspeakers.

(b) PA announcement from cockpit

From the cockpit a PA announcement is initiated with the handset or with the equipment connected to the Audio Management Unit (boomset, microphone and oxygen mask). The audio signal is transmitted from the handset directly or from the equipment

connected to the AMU via AMU to the director.

From the director the signals are transmitted to the DEU type A, which sends the signals either directly or via PISA to the loudspeakers.

For a detailed description, how to use the AMU, see Audio Management (Ref. 23-51-00).

The signal is also transmitted from the director to the In-Flight Entertainment system (IFE).

On the Audio Control Panel (ACP) in the cockpit these functions can be selected:

- PA from AMU:

If you push the PA button, it starts a link between the equipment connected to the AMU and all loudspeakers.

(c) PA announcement from attendant handset

During a PA announcement from the attendant handset, the audio signal is transmitted through the DEU type B to the director.

From the director the signal is transmitted on the same way as described for the cockpit equipment.

These functions are available with the handset:

- DIRECT PA:

If you push the PTT button, it starts a link between the handset and all loudspeakers.

- PA ALL:

If you push the PA button, it starts a link between the handset and all loudspeakers in the cabin area.

(d) Functional priorities

The PA functions have different priorities. The PA function with the higher priority overrides the function with lower priority.

The function priority levels are given in this table:

- 1. DIRECT PA and PA from AMU,

- 2. all remaining PA functions,

(e) Source priorities

The PA sources have different priorities. A source with higher PA priority interrupts a PA announcement from a source with lower priority. Only the announcement from the source with the higher priority is heard. Only if an announcement with higher functional

priority is done, from the source with the lower priority, it interrupts the source with higher PA priority.

The sources have the following priorities:

- 1. AMU,

- 2. Cockpit handset,

- 3. Cabin Attendant handsets,

- 4. PRAM,

- 5. EVAC,

- 6. Video,

- 7. Boarding Music.

(f) PA monitoring

If the cockpit handset is removed from the craddle, the PA monitoring function is activated. The PA announcement with the highest priority, which is done by another source, is heard in the handset.

The cockpit crew can monitor the PA announcements through the AMU as long as no other function is selected on the AMU and the PA rotary switch is activated and turned clockwise on the ACP.

(g) Reset of selected PA functions

If the PA function is initiated by the handset functional keys, the function is cancelled after you put the handset back on the cradle or you pushed the reset button on the handset.

If the function is initiated with the PTT button, release of the PTT button cancels the function.

(h) PA indications

Dial and status information related to PA system functions is displayed on the related Attendant Indication Panel (AIP). (i) Gain adjustment If low cabin-pressure occurs or engine operate (high oil-pressure) the volume of a PA announcement is increased. The

volume is also increased if a data bus failure (top line) occurs.

If during a PA the cockpit door is open, the volume of the PA in the cockpit door area decreases. This will prevent acoustic feedback.

(2) Cabin and flight crew interphone system (Ref. Fig. 030)

(a) General

The cabin and flight crew interphone system allows the telephone communication between all attendant stations and the cockpit. One or more links can be started at the same time. In conference mode the communication is possible between more than two interphone stations.

(b) Interphone functions from cockpit

From the cockpit an interphone communication is started with the Cockpit Call Panel or with the equipment connected to the Audio Management Unit (boomset, microphone and oxygen mask). The audio signal is transmitted from the Cockpit Call Panel directly to the director. The audio signal from the equipment connected to the AMU is transmitted through the AMU to the director.

The audio signal is transmitted from the director to the handset of the selected attendant station through the related DEU type B.

For a detailed description of the AMU handling see Audio Management (Ref. 23-51-00).

These functions are available on the call panel by function keys:

- Emergency call:

If you push the EMER button, it starts an interphone connection between the cockpit and all attendant stations in the cabin.

- All attendant call:

If you push the ALL button, it starts an interphone connection between the cockpit and all attendant stations in the cabin.

- Forward attendant call:

If you push the FWD button, it starts an interphone connection between the cockpit and the fwd attendant station in the cabin.

- Aft attendant call:

If you push the AFT button, it starts an interphone connection between the cockpit and the aft attendant station in the cabin.

(c) Interphone functions from cabin

During an interphone connection the audio signals are transmitted from the cabin handset through the DEU type B to the director.

The connection is started by the keypad on the handset.

These functions are available on the cabin handset by function keys:

- Emergency call:

If you push the EMER CALL button, it starts an interphone connection between the calling station and the cockpit.

- Cockpit call:

If you push the CAPT button, it starts an interphone connection between the calling station and the cockpit.

- All attendant call:

If you push the INTPH button followed by the ALL button, this starts an interphone connection between all attendant stations in the cabin.

- Forward attendant call:

If you push the INTPH button followed by the «1/FWD» button, this starts an interphone connection between the calling station and the FWD attendant station in the cabin.

- Aft attendant call:

If you push the INTPH button followed by the «4/AFT» button, this starts an interphone connection between the calling station and the AFT attendant stations in the cabin.

(d) Functional priorities

The functions have different priorities. Every function will override a function with a lower priority:

- 1. EMERGENCY CALL

- 2. CALLS FROM COCKPIT

- 3. ALL ATTENDANT CALL

- 4. NORMAL CALL

(e) Source priorities

The interphone sources have different priorities. A source with higher priority interrupts a link to an interphone station with a lower priority. A source with lower priority that selects a function with higher priority also interrupts an existing link.

The sources have these priorities:

- 1. AMU (cockpit)

- 2. cockpit handset

- 3. attendant handsets

(f) Reset of selected interphone functions

A call started from the Call Panel in the cockpit is cancelled, when all requested handsets reset the function. The function is automatically cancelled, after 2 minutes, when the interphone function was not activated. It is also automatically cancelled

after approx. 5 minutes, when the interphone function was activated but no requested handset has accept the call. An interphone function is reset when you put the handset back on the cradle or after you push the reset button on the handset.

(g) Call chime

When an attendant call comes to the cockpit, the Flight Warning Computer (FWC) generates a buzzer sound (aural annunciation) which comes from the cockpit loudspeakers. The FWC receives the related signal from the active CIDS director.

(h) Indications

For visual call indication a call message shows on the AIP and the related ACP light segment comes on.

In the cockpit the related call indicator on the Cockpit Call Panel and the call indicator at the AMU come on for call annunciation.

(3) Service Interphone System (Ref. Fig. 031)

(a) General

The service interphone system allows the telephone communication between ground crew, cockpit crew and cabin crew. (Ref. 23-44-00)

(b) Activation of the Service Interphone link

The CIDS enables the communication between the service interphone jacks and the communication equipment in the cockpit and in the cabin.

When the landing gear is extended and compressed for more than 10 seconds a link is automatically made from the director to the service interphone jacks.

If the link is not automatically made (e.g. A/C on jacks), you can set the link manually, when you press the service interphone override switch. In case of manual set of the link, the status is indicated by a service interphone indicator light in the cockpit.

(c) Service interphone from interphone jacks

When the link is made, the audio signals are transmitted from the interphone jacks to the director. The director sends the signals to the cockpit handset, to the AMU and through DEU type B to the cabin handsets. The AMU sends the signals to the cockpit boomset.

(d) Service interphone from cockpit equipment

The service interphone function from cockpit boomset is activated at the Audio Control Panel (ACP).

The audio signals are transmitted from the cockpit boomset through AMU to the director. The director sends the signals to the interphone jacks, to the cockpit handset and through DEU type B to the cabin handsets.

For a detailed description of the AMU and ACP handling see Audio Management (Ref. 23-51-00).

(e) Service interphone from handsets

After dialling the related code on the cabin handset, the audio signals are transmitted via DEU type B to the director. The director sends the signals to the service interphone jacks, via AMU to the cockpit boomset and via DEU type B to the cabin handsets.

(f) Reset of service interphone link

The link between ground-crew boomsets and handsets is cancelled when the handset is put back on the cradle.

The link between ground-crew boomsets and director is cancelled when the service interphone system becomes inactive.

(g) Service interphone indications

As long as a ground-crew boomset is connected to the system, you see the message «SERVICE INTPH AVAIL» on all assigned AIPs.

(4) Prerecorded Announcement and Boarding Music (PRAM) System (Ref. Fig. 032)

(a) General

The CIDS transmits the prerecorded announcements and the boarding music to all passenger related loudspeakers. (Ref. 23-32-00)

(b) Selection of prerecorded announcement and boarding music (Ref. Fig. 033)

From the AUDIO page of the FAP the prerecorded announcement function and the boarding music function can be remotely controlled.

(c) Sources and signal transmission

The source for the prerecorded announcements and the boarding music is the PRAM.

The audio signals are transmitted from the sources via the director to the DEU type A. The DEU type A sends the audio signal either directly or via PISA to the loudspeakers.

(d) Gain adjustment

In case of low cabin-pressure or engine on (high oil-pressure) the volume of prerecorded announcement is increased.

(5) In-Flight Entertainment system (IFE) (Ref. Fig. 034)

(a) General

The CIDS director transmits system information and PA related announcements from and to the IFE system. (Ref. 23-33-00), (Ref. 23-36-00).

(b) Signal transmission

The IFE interface receives system information and PA related audio signals from the CIDS director. The IFE additionally sends system information to the director.

CIDS transmits the following system information to the IFE:

- Activation/deactivation of PAX calls,

- Activation/deactivation of NS/PED, FSB and RTS signs,

- Layout data,

- Illumination data,

- Landing gear down and compressed,

- Landing gear down and locked,

- Oil pressure low,

- Cabin pressure low,

- Excessive altitude,

- Slats out,

- Flaps out,

- All doors closed.

CIDS receives the following system information from the IFE system:

- Activation/Deactivation of passenger calls,

- Activation/Deactivation of reading lights,

- Activation/Deactivation of video in use.

The IFE transmits the audio signals to the CIDS director. From the director the signals are transmitted via the DEU type A directly or via PISA to the loudspeakers.

(c) Gain adjustment

In case of low cabin-pressure or engine on (high oil-pressure) the volume of audio programs or video sound is automatically increased.

(6) Passenger Lighted Signs (Ref. Fig. 035)

(a) General

The passenger lighted signs system controls the No Smoking (NS), Fasten Seat Belt (FSB), Return To Seat (RTS) and Exit Signs. The control switches for the signs are located in the cockpit.

(b) Operation of passenger lighted signs

The NS and FSB/RTS signs are operated in the following control modes:

- ON,

- AUTO, (NS signs only)

- OFF.

1 FSB switch in ON position

The FSB control switch on the cockpit overhead panel in the «ON» position sets a director discrete to ground and the director sends a signal to the DEU type A. The DEU switches on all FSB signs and the RTS signs directly or via PISA.

Additionally the FSB sign status is transferred to the PRAM and via the SDAC a FASTEN SEAT BELT message is indicated on the ECAM display.

2 NS switch in «ON» position

The NS control switch on the cockpit overhead panel in the «ON» position sets a director discrete to ground and the director sends a signal to the DEU type A. The DEU switches on all NS signs directly or via PISA.

Additionally the NS sign status is transferred to the PRAM and via the SDAC a NO SMOKING message is indicated on the ECAM display.

The EXIT signs are switched on via the exit sign relay.

3 NS switch in «AUTO» position

The NS control switch on the cockpit overhead panel in the «AUTO» position sets a director discrete to ground to activate the NS and Exit signs in case off:

- Landing gear down and locked (LGCIU).

Additionally the NS sign status is transferred to the PRAM and via the SDAC a NO SMOKING message is indicated on the ECAM display.

4 FSB switch in «OFF» position

If the FSB switch on the cockpit overhead panel is in the «OFF» position, all FSB and RTS signs are switched off.

5 NS switch in «OFF» position

If the NS switch on the cockpit overhead panel is in the «OFF» position, all NS and Exit signs are switched off. Only the NS signs in the no smoking area are constantly switched on.

(c) NON SMOKER A/C

On the FAP on the CABIN PROGRAMMING page you can activate the NON SMOKER A/C function. All NS and attendant NS signs are switched on, regardless of the position of the cockpit switches.

(d) Cabin decompression

In case of cabin decompression all NS and FSB signs are switched on and a signal is sent to the PRAM, regardless of the position of the cockpit switches. The RTS signs are switched off.

(e) Attention chime

Activating the NS or FSB signs causes an attention chime in the respective cabin area.

The same chime is heard on deactivation of the related signs.

(f) Signs dimming

The signs are dimmed with the general illumination.

(7) Passenger Call (Ref. Fig. 036)

(a) General

The passenger call system controls the passenger call activation and the illumination of passenger call lights.

(b) Initialization

A passenger call is started by pushing the passenger call button which is installed at each seatrow and in each lavatory.

(c) Signal transmission

A passenger call initiated from the Passenger Service Unit (PSU) sends a signal from the PISA via DEU type A to the director. The director transmits a signal via the DEU type A to the respective PISA and the related call light comes on. If the call is started from a lavatory, a signal is sent via DEU type A to the director. The director transmits a signal to the DEU type A and the related call light comes on.

(d) Indication

After call activation the director switches on th  respective ACP light segment and a message on the AIP shows the location of the call. The ACPs and AIPs are connected to a DEU type B.

(e) Chime

You hear a call chime from all loudspeakers in the respective cabin area after every call activation.

It is possible to suppress the chime activation if a predefined number of calls is active in one zone.

(f) Call inhibition (Ref. Fig. 037)

After pushing the «CHIME INHIBIT» key on the SEAT SETTINGS page of the FAP the passenger call chime is inhibit. All visual indications remain. This function is only available for calls from the seat rows.

(g) Call reset (Ref. Fig. 037)

Pushing the call button a second time resets the call indications. The respective call light goes off and the AIP indications for this call go off. The assigned ACP goes off, if

no other call assigned to this ACP is active.

Pushing the «CALL RESET» key on the SEAT SETTINGS page of the FAP resets all calls in the assigned zone. The reset command includes the reset of all indications.

(8) Cabin Illumination (Ref. Fig. 038)

(a) General

The cabin illumination system controls the illumination in the different areas.

(Ref. 33-21-00) (Ref. 33-24-00)

(b) General settings

When the CIDS is not active all CIDS controlled lights are on with full brightness. After CIDS activation the lavatory lights are dimmed, all other lights stay on with full brightness.

(c) Operation (Ref. Fig. 039)

On the CABIN LIGHTING page of the FAP it is possible to set the lights to a predefined intensity (BTR, DIM1, DIM2) or turn them off in certain areas.

Via the MAINT button on the FAP the light in the lavatories can be controlled. As long as the MAINT button is not activated, the light in the lavatories is dimmed. The light switches to bright, when the MAINT button is pushed.

Additionally the light control is available on the AAP.

(d) Reset function (Ref. Fig. 041)

It is possible to reset all reading lights from a pushbutton on the FAP. This function is only available with the landing gear down and compressed (LGCIU).

(e) All reading lights on

It is possible to switch on all reading lights via FAP. This function is only available with the landing gear down and compressed (LGCIU).

(10) Passenger Service System (PSS) (Ref. Fig. 042)

(a) General

The PSS is used for remotely controlled operation of the passenger reading lights and the passenger call activation/deactivation. The functions are available via the

Passenger Control Unit (PCU) in the armrest of each passenger seat. (Ref. 23-33-00)

(b) Signal transmission

When a passenger call is activated/deactivated or the reading lights are switched on/off, a signal is sent to the In-Flight Entertainment system (IFE). From the IFE system a signal is transmitted to the director which activates/deactivates the respective lights as described for the passenger call system and the reading lights.

(c) Indications

The indications are the same as described for the passenger call system.

(d) Chimes

The chime activation is the same as described for the passenger call system.

(11) Lavatory smoke detection (Ref. Fig. 043, 044)

(a) General

The lavatory smoke detection function is part of the CIDS Smoke Detection Function (CIDS-SDF). The CIDS does the visual and acoustic indications in the cabin, if a lavatory smoke alert is detected by the CIDS-SDF. (Ref. 26-17-00)

(b) Signal transmission

The lavatory smoke detectors are connected via a CAN bus to a DEU type B and linked via the CIDS middle line bus to the CIDS directors. They communicate internally with the respective CIDS-SDF channels. The director sends a signal to the FAP where

the SMOKE DETECTION page comes up automatically. On the SMOKE DETECTION page the location of the smoke alert is displayed.

(c) Indication

A smoke alert from the lavatory makes the respective ACP light segment come on in the flashing mode. The related message is shown on the assigned AIP. Also, the respective lavatory call-light comes on in the flashing mode.

(d) Chimes

In case of a smoke alert the director transmits a signal to the DEU type A. The DEU type A activates directly or via PISA a chime sequence emitted through the oudspeaker.

(e) Reset

If there is no more smoke detected, the CIDS-SDF resets all visual and acoustic indications automatically.

To reset the visual and acoustic indication in the cabin manually you have to push the SMOKE RESET button either on the SMOKE DETECTION page on the FAP touchscreen, the FAP subpanel or on the AAP. This affects only the cabin indications. The indications on the FAP stay as long as the smoke is detected.

(12) Cargo smoke detection (Ref. Fig. 045)

(a) General

The cargo smoke detection is part of the CIDS Smoke Detection Function (CIDS-SDF). The CIDS-SDF detects smoke alerts in certain cargo compartments. (Ref. 26-16-00)

(b) Signal transmission

The cargo smoke detectors are connected via a CAN bus to the CIDS-SDF channels of both CIDS directors. The CIDS-SDF channel transmits the smoke alert via a discrete signal directly to the cockpit indicator and via an ARINC 429 bus to the FWCs.

(c) Indication

A fault or an off-condition of the detector are indicated on the CFDS.

(13) Cargo fire-extinguisher monitoring

(a) General

The cargo fire-extinguisher monitoring is part of the CIDS Smoke Detection Function (CIDS-SDF). The CIDS-SDF controls and monitors the fire-extinguisher bottle-pressure reservoir and squib condition in certain cargo compartments. (Ref. 26-23-00)

(b) Signal transmission

The fire-extinguisher bottle pressure sensor and the discharge cartridge conditions are transmitted via the Cargo Smoke panel with discrete outputs to CIDS-SDF. The CIDS-SDF has an ARINC 429 bus interface to the FWC and to the CFDS.

(c) Indication

A low pressure of the fire extinguishing bottles and a fault condition of the discharge cartridges (SQUIB) are indicated on the CFDS.

(14) Air Conditioning (Ref. Fig. 046)

(a) General

The CIDS has the capability to do a fine adjustment of the temperature in the separate cabin zones. (Ref. 21-63-00)

(b) Operation (Ref. Fig. 047)

On the CABIN TEMPERATURE page of the FAP the actual temperature in the separate cabin zones is indicated in relation to the seatrows. For a fine adjustment push the button next to the related cabin zone. Then the cockpit selected temperature for this cabin area is indicated in a new window, where the new target temperature can be selected.

(c) Signal transmission

The actual temperature data are transmitted from the Air Conditioning System Controller (ACSC) to the director. The director sends these signals to the FAP where the temperature is indicated. If a new target temperature is selected the signals

are sent from the FAP via the director to the ACSC.

(15) Emergency Evacuation Signalling (EVAC) (Ref. Fig. 048)

(a) General

The Emergency-Evacuation Signalling (EVAC) system controls the evacuation signalling in all cabin areas and the cockpit. It is activated from the cockpit or the Flight Attendant Panel (FAP) during an emergency evacuation.

(b) Cockpit operation

Push the EVAC COMMAND button in the cockpit to activate the EVAC function.

The indicator light of the EVAC COMMAND button in the cockpit flashes.

The indicator light of the EVAC RESET button on the FAP hardkey panel flashes.

The EVAC indicator light of the AAP flashes.

The EVAC signalling tone sounds through the loudspeakers at all attendant stations.

On the AIPs the message EVACUATION ALERT is displayed and the red indicator light flashes.

(c) Cabin operation

1 EVAC switch in the cockpit in CAPT+PURS position

Push the EVAC CMD button on the FAP hardkey panel to activate the EVAC function.

The indicator light of the EVAC CMD button on the FAP hardkey panel comes on.

The indicator light of the EVAC RESET button on the FAP hardkey panel flashes.

The indicator light of the EVAC button on the AAP flashes.

The indicator light of the EVAC CMD button in the cockpit flashes.

You hear the EVAC warning tone through the EVAC horn in the cockpit.

You hear the EVAC warning tone through all attendant station loudspeakers.

On all AIPs the message EVACUATION ALERT comes on and the red indicator light flashes. A discrete output goes to the FWC.

2 EVAC switch in the cockpit in CAPT position

Push the EVAC CMD button on the FAP hardkey panel to activate the EVAC request function.

The indicator light of the EVAC CMD button on the FAP hardkey panel comes on.

The indicator light of the EVAC CMD button in the cockpit flashes.

The EVAC warning tone sounds through the EVAC horn in the cockpit for three seconds. A discrete output goes to the FWC.

(d) Signal transmission

After EVAC activation from the cockpit or FAP a signal goes to the director.

The director transmits signals to the EVAC horn in the cockpit and via DEU type B to the assigned AIPs.

A signal also goes to the DEU type A. The DEU sends a signal directly or via PISA to the attendant stations where the attendants hear an EVAC tone through the loudspeakers.

(e) EVAC reset

1 Reset from cockpit

If the EVAC signalling is activated from the cockpit, the function is reset after pushing the EVAC COMMAND button in the cockpit a second time. If the EVAC signalling is activated from the cabin the function is reset, after pushing the EVAC COMMAND button in the cockpit two times.

2 Reset from cabin

If the EVAC signalling is activated from the cabin, the function is reset after pushing the EVAC CMD button on the related attendant panel a second time. Pushing the  VAC/Reset button on the FAP hardkey panel or AAP of another attendant station causes that all visual and aural indications in the related cabin zone are cancelled. The EVAC/Reset button is illuminated until the initial station cancels the EVAC CMD.

(f) Horn shut off

Pushing the HORN SHUT OFF button in the cockpit cancels the chime in the cockpit.

(16) Potable Water Indication (Ref. Fig. 049)

(a) General

The potable water indication system shows the filling level of the water tank on the FAP.

(b) Operation (Ref. Fig. 050)

The indication is done on the WATER/WASTE page of the FAP. (Ref. 38-13-00)

(c) Signal transmission

The water quantity is transmitted from the Liquid Level Transmitter (LLT) via DEU type B to the director. The director sends the signal to the FAP where the actual quantity is

indicated.

(17) Waste quantity indication (Ref. Fig. 051)

(a) General

The waste quantity indication system shows the filling level of the waste tanks on the FAP. Additionally fault, system and inoperative messages for the vacuum lavatories are indicated on the FAP.

(b) Operation (Ref. Fig. 050)

The operation and indication is performed via the WATER/WASTE page of the FAP.

(Ref. 38-30-00)

(c) Signal transmission

The water quantity is transmitted from the Liquid Level Sensor (LLS) and the Liquid Level Transmitter (LLT) via DEU type B to the director. The director sends the signal to the FAP where the actual quantity is indicated.

If the Liquid Level Sensor (LLS) indicates a failure, the respective signal is sent via DEU type B to the director. The director transmits the signal to the FAP where a related message indicates the faulty lavatory. The WATER/WASTE page comes up

automatically, if a new failure occurs and no other system page is displayed.

(d) Visual and acoustic indication

In case of a rinse valve failure the director sends signals to the DEU type B and to the DEU type A. The DEU type B switches on the respective ACP light segment and the related message is shown on the AIP. The DEU type A activates a chime directly or via PISA in the cabin and the respective lavatory call light comes on.

(18) Vacuum System Control Function (VSCF) (Ref. Fig. 052)

(a) General

The Vacuum System Control Function is an extension of the CIDS operation software. It monitors and controls the Vacuum Toilet System (Ref. 38-31-00).

This includes the following functions:

- Control of toilet assemblies

- Monitoring of waste tank level

- Control of vacuum generator

- Servicing procedure

- Communication with other systems

- BITE-monitoring of vacuum system components

- C/B monitoring

(b) Operation

The VSCF receives signals from several components of the Vacuum Toilet System that report the current status of the Vacuum Toilet System. The VSCF examines these signals and then starts the necessary actions. Detected faults are either sent to the FAP and displayed there or they are sent to the CFDS for display on the MCDU. It depends on the quality of the fault on which system the fault is displayed.

(c) Signal transmission

Most of the signals monitored by the VSCF are transmitted from the related components via DEU type B to the director. When the signals have been processed, the director sends a signal to the FAP, where the related messages are displayed. The director also

sends a signal to the CFDS to show failure messages on the MCDU. Also, the director sends signals to the related components of the Vacuum Toilet System to start the necessary actions.

(d) BITE test initialization

The CFDS transmits respective signals via the director and DEU type B to the components of the Vacuum Toilet System, if a BITE test is initiated via the MCDU. The results of the test are transmitted via DEU type B to the director, which sends the

results to the CFDS. The results are indicated on the MCDU.

(19) Doors and Escape Slides Pressure Monitoring (Ref. Fig. 053)

(a) General (Ref. Fig. 054)

The DOORS/SLIDES page of the FAP shows the status of each door (open/closed) and slide (armed/disarmed) and the status of each door bottle and slide bottle (pressure).

(Ref. 25-62-00) (Ref. 52-71-00).

(b) Signal transmission

The pressure sensors send the signals via the related DEU type B to the director. The status of the slides is transmitted from the System Data Acquisition Concentrator (SDAC) to the director. The director transmits the signals to the FAP where all information is indicated on the DOORS/SLIDES page.

(20) Emergency Power Supply Unit (EPSU) (Ref. Fig. 055)

(a) General

The EPSU supplies electrical power to the emergency lighting system. (Ref. 33-51-00)

(b) BITE test initialisation

The Centralized Fault Display System (CFDS) transmits respective signals via director and DEU type B to the EPSU, if one of the following BITE test is initiated via the MCDU:

- System test,

- Battery capacity test.

The EPSU does the test. When the test is finished, the results are transmitted via DEU type B to the director which sends the results to the CFDS. The test results are indicated on the MCDU.

(21) Drain Mast Control Unit (DMCU) (Ref. Fig. 056)

(a) General

The DMCUs monitor and control the drainmast heaters. There is a separate DMCU for every heater.

(b) Signal transmission

The drainmast system status is transmitted from the DMCU via DEU type B to the director. In case of a failure, the director sends the signal to the FAP and to the CFDS. On the FAP the CIDS Info light comes on to indicate that there is a new failure message. Via the CFDS the failure message shows on the MCDU.

(c) Internal test

Via a test button located at the front of the DMCU an internal drainmast-system test can be started. This test does not have any effect on the monitoring function done by CIDS.

(d) BITE test initialization

The Centralized Fault Display System (CFDS) transmits respective signals via director and DEU type B to the DMCU, if the following BITE test is initiated via the MCDU:

- System test.

The DMCU does the test. When the test is finished the results are transmitted via DEU type B to the director, which sends the results to the CFDS. The results are indicated on the MCDU.

D. Programming

The CIDS can do an on-board programming of cabin zones and change the complete layout information by a CAM layout change or by a CAM replacement. The changed contents of the CAM can be downloaded into the memories of both directors via commands from the FAP. Modifications of the cabin zones of a CAM layout can be done via the FAP.

It is also possible to do an adjustment of the announcement and chime volume via the FAP. Furthermore it is possible to change FAP set-up information.

(1) Programming of cabin zones

(a) General

The CIDS gives the possibility to relocate the cabin zone boundaries and the no smoking zone boundaries. This programming function is possible on ground and in flight.

(b) Operation (Ref. Fig. 057)

To relocate the boundaries of cabin zones or no smoking zones, select the CABIN PROGRAMMING page.

 (b) Signal transmission

The drainmast system status is transmitted from the DMCU via DEU type B to the director. In case of a failure, the director sends the signal to the FAP and to the CFDS. On the FAP the CIDS Info light comes on to indicate that there is a new failure message. Via the CFDS the failure message shows on the MCDU.

(c) Internal test

Via a test button located at the front of the DMCU an internal drainmast-system test can be started. This test does not have any effect on the monitoring function done by CIDS.

(d) BITE test initialization

The Centralized Fault Display System (CFDS) transmits respective signals via director and DEU type B to the DMCU, if the following BITE test is initiated via the MCDU:

- System test.

The DMCU does the test. When the test is finished the results are transmitted via DEU type B to the director, which sends the results to the CFDS. The results are indicated on the MCDU.

D. Programming

The CIDS can do an on-board programming of cabin zones and change the complete layout information by a CAM layout change or by a CAM replacement. The changed contents of the CAM can be downloaded into the memories of both directors via commands from the FAP. Modifications of the cabin zones of a CAM layout can be done via the FAP.

It is also possible to do an adjustment of the announcement and chime volume via the FAP. Furthermore it is possible to change FAP set-up information.

(1) Programming of cabin zones

(a) General

The CIDS gives the possibility to relocate the cabin zone boundaries and the no smoking zone boundaries. This programming function is possible on ground and in flight.

(b) Operation (Ref. Fig. 057)

To relocate the boundaries of cabin zones or no smoking zones, select the CABIN PROGRAMMING page.

1 Relocation of cabin zone boundaries

To relocate the boundary between two cabin zones, push the CABIN ZONES button. The CABIN ZONES programming panel comes on. Push the UP/DOWN buttons to relocate the boundary. Each cabin zone has to contain a minimum of one seat row.

2 Relocation of no smoking zone boundaries

To relocate the boundary of a no smoking zone in a certain cabin zone, push the related SMOKE PROG. button. The NON SMOKER AREAS programming panel comes on. Push the UP/DOWN buttons to relocate the boundary.

3 Activation of non smoker a/c mode

To activate/deactivate this mode push the NON SMOKING A/C ON/OFF button.

4 Save changes

To save the changes push the SAVE button. Without saving the new entries the previous settings stay valid after leaving the CABIN PROGRAMMING page.

(2) CAM layout change

(a) General

The CIDS gives the possibility to select different layouts which are stored in the CAM. The CAM can contain up to three pre-programmed cabin layouts. For additional modifications done in the CABIN PROGRAMMING mode, the CAM can store up to three modified layouts.

(b) Operation (Ref. Fig. 058)

To activate a new layout select the LAYOUT SELECTION page on the FAP. This page is protected by an access code and is only available on ground. It shows on the FAP when the correct access code has been entered and lists all available layouts. The active layout is indicated by a textbox.

To select a new layout push the UP/DOWN buttons on the FAP. The selected layout is highlighted by a coloured bar. The selected layout is activated after pushing the LOAD button.

(3) Volume adjustment

(a) General

The CIDS gives the possibility to change the volume of chimes andannouncements in all defined cabin areas independently.

(b) Operation (Ref. Fig. 059)

To change the settings in one area, select the LEVEL ADJUSTMENT page on the FAP. Push the related ADJUST button on the LEVEL ADJUSTMENT page to open the related VOLUME ADJUSTMENT subpanel.

To select the respective location push the UP/DOWN buttons on the VOLUME ADJUSTMENT subpanel. The selected location is highlighted by a coloured bar.

1 Volume change

The volume of announcements and chimes is increased/decreased by pushing the related PLUS/MINUS button on the subpanel.

2 Default values

Push the DEFAULT button on the subpanel to reset all modifications to the CAM default values.

3 Save changes

To save the changes push the SAVE button. Without saving the new entries, the previous settings stay valid after leaving the page.

(4) Change of FAP Set-Up information

(a) General

The CIDS makes it possible to change the brightness of the screen and to change the volume settings for the FAP related loudspeaker and headphone.

It is also possible to replace the three memory cards (I-PRAM, CAM and OBRM) directly on the FAP, when the system is energized.

(b) Operation (Ref. Fig. 060)

To change the settings, select the FAP SET-UP page on the FAP.

1 Brightness change

To increase/decrease the brightness of the FAP, touch the related PLUS/MINUS button.

2 Headphone volume

To increase/decrease the volume of the headphone connected to the FAP, touch the related PLUS/MINUS button.

3 Acoustic activation

To activate/deactivate the key click which is emitted when you touch a button on the FAP, touch the TOUCHSCREEN CLICK ON/OFF button.

4 Loudspeaker volume for key click

To increase/decrease the volume of the loudspeaker that is integrated in the FAP, touch the related PLUS/MINUS button.

5 Default values

Touch the DEFAULT button to reset the changes to the CAM default values.

6 Save changes

To save the changes touch the SAVE button. If you do not save the new entries, the previous settings will stay valid after you leave the page.

7 Replace memory card

To replace one of the memory cards, touch the related REMOVE button. If the replacement of the memory card was successful, the respective part number of the installed memory card shows.

The replacement works independently for each memory card but the procedure is the same.

For the CAM and the OBRM, the part number reflects only the installed memory card and not the active one. To set the memory card active, change to the SOFTWARE LOADING page.

NOTE : The status indication of I-PRAM is optional and depends on the respective CAM configuration.

8. Test Bite

A. General

The CIDS has an extensive self-monitoring capability. When all electrical power (normal and essential power at director inputs) is connected to the CIDS, a power-up test of the system is started. The progress of the test is shown with a bar graph on the FAP.

The BITE finds at least 95% of the failures and isolates at least 85%. These failures are written into the BITE memory of the directors and are sent to the Centralized Fault Display System (CFDS) in normal and interactive mode. The display units of the CFDS are called MCDUs. There are two MCDUs in the cockpit.

The indication of the failures depends on their importance.

Example:

- The CIDS caution light comes on (flashing),

- The messages are shown on the FAP and/or on the ECAM in the cockpit (the ECAM is activated via SDAC).

The CIDS also memorizes failures which are reported from the connected systems and sends the failure messages to the CFDS. Parts of the failure messages (ATA  references, FINs and locations) are stored in the Cabin Assignment Module (CAM).

The failure handling/memorization is done in relation to the flight phases. The commands are sent from the CFDS to the CIDS. The failures are classified as class 1, 2 or 3 and as internal or external failures.

B. Normal Mode

In the normal mode only failures (class 1 and 2) which are detected during the current/last flight are sent continuously to the CFDS. It is started when the system is supplied with power. If a failure is detected during a flight, the related failure message is stored in the BITE memory and transmitted continuously to the CFDS until the start of the next flight. A disappearance of the failure has no effect, the failure is still in the BITE memory.

C. Interactive Mode

In the interactive mode a dialogue between the CIDS and the CFDS happens.

On request from the MCDU, the CIDS sends menu pages related to the MCDU keys.

The interactive mode is not related to the flight phases or to the landing gear status. Instead, the interactive mode is operated by commands. This means for example that when a DC1 or DC2 command is received, the interactive mode is stopped.

The interactive mode also stops and the normal mode comes on, when the RETURN command is pushed on the MAIN MCDU page. Each A/C has a printer. The print function is available on every MCDU page except for the MAIN page.

For additional information about:

MCDU (Ref. 22-82-00)

Printer (Ref. 31-35-00)

D. Fault annunciations in the cockpit and in the cabin

(1) Status of fault messages on the upper and lower ECAM, CFDS/MCDU and FAP

(2) Test Types to confirm or locate  faults

E. SYSTEM REPORT/TEST (Ref. Fig. 080)

The system report/test is a part of the main maintenance menu and gives a dialogue between the MCDU and each system connected to the CFDS. This is only possible when the A/C is in the ground configuration. When you are on the SYSTEM REPORT/TEST menu, push the up or down arrow keys on the MCDU keyboard until you get to the item <COM.

To get to the CIDS main page, push <COM then <CIDS 1 or CIDS 2>.

(1) CIDS Main Page

The CIDS Main page shows the subsequent selectable pages:

- <LAST LEG REPORT

- <PREVIOUS LEGS REPORT

- <LRU IDENT

- <GND SCANNING

- <TROUBLE SHOOT DATA

- CLASS 3 FAULTS>

- SYSTEM TESTS>

- EPSU BAT CAP TEST> (Ref. 33-51-00)

- OP TESTS>

- GROUND REPORT>

- SYSTEM CONFIG>

- <RETURN (when you push this line select key you go back to the CIDS Main page).

NOTE : The <RETURN legend shows on all pages of the CIDS menu but not on the TEST IN PROGRESS pages.

Only if the FAP LAYOUT SELECTION or MAINTENANCE mode is active, the

following message shows in the centre of the CIDS Main page:

INTERACTIVE MODE CURRENTLY DISABLED -LAYOUT SELECTION MODE OR

MAINTENANCE MODE ACTIVE ON FAP

(2) LAST LEG REPORT (Ref. Fig. 081)

When you push the <LAST LEG REPORT line select key, the LAST LEG REPORT page comes on. This page shows the failure messages that came on during the last flight and it shows the subsequent data:

- The date of the last flight,

- The time when the failure occurred,

- The ATA reference,

- The identity of the unserviceable LRU,

- The class of the failure (1 or 2).

This page can show a maximum of two failures. If there are more failures, you must push the next page key on the MCDU keyboard. If there are no failures found during the last flight, the message NO FAULT DETECTED is shown in the centre of the screen.

(3) PREVIOUS LEGS REPORT (Ref. Fig. 082)

When you push the <PREVIOUS LEGS REPORT line select key, the PREVIOUS

LEGS REPORT page comes on.

This page is a sum of the LAST LEG REPORTS and shows the failure messages that came on during the 63 flights before.

This page shows the subsequent data:

- The aircraft identification,

NOTE : CIDS monitors the aircraft ident parameter and updates it for  all new records. This is necessary if a director is changed from one aircraft to another. In this case there may be two idents on a page. The related aircraft ident is shown above the related failure message.

- The leg number (1-63),

- The date of the flight when the failure occurred,

- The time when the failure occurred,

- The ATA reference,

- The class of the failure (1 or 2),

- The identity of the unserviceable LRU.

This page can show a maximum of two failures. If there are more failures, you must push the next page key on the MCDU keyboard. If there are no failures found during the last 63 flights, the message NO FAULT DETECTED is shown in the centre of the screen.

(4) LRU IDENT (Ref. Fig. 083)

When you push the <LRU IDENT line select key, the LRU IDENTIFICATION page comes on. This page shows the identity of all electronic LRUs which can report their part number and serial number.

(5) CLASS 3 FAULTS (Ref. Fig. 084)

When you push the CLASS 3 FAULTS> line select key, the LAST LEG CLASS 3 FAULTS page comes on. This page shows each class 3 failure message that came on during the last flight and shows:

- The time when the failure occurred,

- The ATA reference,

- The identity of the unserviceable LRU.

This page can show a maximum of two failures. If there are more failures, you must push the next page key on the MCDU keyboard. If there are no class 3 failures found during the last flight, the message NO FAULT DETECTED is shown in the centre of the screen.

(6) SYSTEM TESTS (Ref. Fig. 085)

When you push the SYSTEM TESTS> line select key, the SYSTEM TEST menu page comes on.

This page shows the subsequent legends:

- DIR STATUS,

- INTERFACE + POWER-UP TEST,

- ILLUMINATION TEST (Ref. 33-21-00),

- EPSU SYS TEST (Ref. 33-51-00),

- DRAINMAST SYS TEST (REF. 30-73-00),

(a) INTERFACE + POWER-UP TEST if active director is selected (Ref. Fig. 086)

When you push the <INTERFACE + POWER-UP TEST line select key, the

INTERFACE + POWER-UP TEST page with the messages DIRx ACTIVE and TEST IN PROGRESS 6 MIN comes on.

The CIDS does a power-up test of certain CIDS components and starts the internal BITE of the associated systems. It can last up to 6 minutes. If there is a failure, the subsequent data about this failure come on:

- The ACTIVE DIR,

- The ATA reference,

- The identity of the unserviceable LRU,

- The class of the failure (1, 2 or 3) with a prompt > (if applicable) to get access to the trouble shooting data or to the submenus for the class 3 failures.

This page can show a maximum of two failures. If there are more failures you must push the next page key on the MCDU keyboard. If there are no failures found during the test, the message TEST OK is shown in the centre of the screen.

(b) INTERFACE + POWER-UP TEST if passive director is selected (Ref. Fig. 087)

When you push the <INTERFACE + POWER-UP TEST line select key, the

INTERFACE + POWER-UP TEST page with the messages DIRx PASS., DIR

TEST ONLY and TEST IN PROGRESS 30 S comes on.

The passive director tests only itself, checks all power related conditions, all FAP/CAM/Dir. interlink and ARINC/ETHERNET items.

(7) OP TEST (Ref. Fig. 088)

When you push the OP TEST> line select key, the OP TEST menu page comes on.

This page shows the subsequent legends:

- <LOUDSPEAKERS ACTIVATION

- <READING LT + ACP + PAX CALL + SIGN LAMPS

ACTIVATION

(a) When you push the <LOUDSPEAKERS ACTIVATION line select key, all CIDS loudspeakers are supplied with a test tone until you push the <RETURN line select key.

(b) When you push the LAMPS ACTIVATION line select key, all lamps in the READING LTs, ACPs, PAX CALLs and SIGNS are illuminated until you push the <RETURN line select key.

NOTE : There is no CAM relation, all DEU outputs are activated.

NOTE : After the test (when you push the <RETURN line select key) the system performs a reset.

(8) TROUBLE SHOOTING DATA (Ref. Fig. 089)

When you push the <TROUBLE SHOOT DATA line select key, the TROUBLE

SHOOTING DATA page comes on.

This page shows:

- The date and the time of the message in clear language,

- Snapshot data at the moment of the fault (e.g. aircraft configuration etc.) shown in hexadecimal code.

NOTE : The TROUBLE SHOOTING DATA Report contains data of system faults which occurred in flight.

(9) GROUND SCANNING (Ref. Fig. 090)

When you push the <GROUND SCANNING line select key, the GROUND SCANNING page comes on. The GND SCANNING does an analysis of the CIDS status at this time and in case of a failure all existing internal and external failures are shown.

This page shows:

- The date and the time at which the failure occurred,

- The ATA reference,

- The identity of the unserviceable LRU,

- The class of the failure (1, 2 or 3) with a prompt > to get access to the trouble shooting data.

This page can show a maximum of two failures. If there are more failures, you have to push the next page key on the MCDU keyboard.

Each failure which is detected during the monitoring mode is written at the end of the report. The page counter is updated automatically.

If there is no fault detected, the message NO FAULT DETECTED is shown. When you push the <RETURN line select key, the memory of the GND SCANNING is reset.

After activating the GND SCANNING mode it is necessary to wait approx. 3 min. to make sure that all failures are detected.

(10) GROUND REPORT (Ref. Fig. 091)

The characteristics of this page are identical to those of the LAST LEG REPORT. This page shows the internal failure messages that come on when the aircraft is in ground configuration. Failures detected during the last flight which are still valid are not shown in the GROUND REPORT.

(11) SYSTEM CONFIG (Ref. Fig. 092)

The SYSTEM CONFIGURATION page shows:

- The current date,

- The UTC,

- The aircraft ident,

- The ACTIVE DIR,

- The CAM P/N,

- The ACTIVE LAYOUT,

- The LAST CAM MODIFICATION,

- Informative text,

- <LSP VOLUME REPORT.

(a) When you push the <LSP VOLUME REPORT line key, the system shows pages where the CAM defined loudspeaker volume is shown.

СОДЕРЖАНИЕ

23-00. Communications – General……………………………………….…………………5

23-11. High Frequency (HF) system ……….……………………………….……………...7

23-12. Very High Frequency (VHF) system ………..……………..………………….…..34

23-13. Radio Management Panels (RMP) ……………………………………….……….61

23-30. Passenger Address and Entertainment……………………………………….…..92

23-32. Prerecorded Announcements and Music (PRAM) system …….…………..…….92

23-42. Cockpit-to-ground crew call system ……………….………………………….…102

23-44. Cabin and service interphone ………..………………………………………..…..106

23-51. Audio management system ………………………………………………………..110

23-60. Static Discharging …………………………………………………………………..171

23-71 Cockpit Voice Recorder (CVR) ……………………………………………….…....175

23-72. Anti Hijack Camera Monitoring…………………………………………………..…188

23-73. Cabin Intercommunication Data System CIDS ………………………………..…193

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