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CFDS Use

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8. How to Use the CFDS
A. Types of systems

Systems have been divided into three categories in order to limit the complexity:
· type 1
· type 2
· type 3
depending on the type of interface that they may have with the CFDIU.
This system organization in three types essentially remains transparent for the operator as the
CFDIU manages any differences. Nonetheless, their definitions make it possible to understand
why certain menus are simplified.
(1) Type 1 systems

These systems are characterized by an input/output interface with the CFDIU of the ARINC 429 bus/
ARINC 429 bus type. Most systems are provided with this type of interface.
This type of system enables:
· output: permanent transmission to the CFDIU of maintenance messages generated during the current
flight or during the last flight
· input: an operator to dialog on the ground with the BITEs and therefore have access to
complementary information (test, ground report, etc.).
(2) Type 2 systems

These systems are characterized by an input/output interface with the CFDIU of the discrete/ARINC 429
bus type.
This type of system enables:
· output: permanent transmission to the CFDIU of maintenance messages generated during the current
flight or during the last flight, as well as permanent transmission while on the ground of maintenance
messages generated on the ground
· input: an operator to launch on the ground the system test and to obtain the results via the output bus.
(3) Type 3 systems

These systems are characterized by an input/output interface with the CFDIU of the discrete/discrete
type.
This type of system enables:
· output: permanent transmission of the operating status (OK, not OK)
· input: an operator to launch on the ground the system test and to obtain the result (OK, or not OK) via
the discrete output.
The CFDIU decodes the corresponding maintenance message into plain language.
B. System BITE

(Ref. Fig. System BITE SHEET 1)

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CFDS Use

BITE

LRU1

SYSTEM
CFDIU
BITE

BITE

LRU2 LRU3
ARINC BUS

N_TS_000000_0_AEM0_01_00

Figure 00-00-00-22000-00-A- / SHEET 1/1 - System BITE

** ON A/C ALL

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CFDS Use

When a system includes several computers, one of the computers collects the maintenance information
and provides the link between the system and the CFDIU. It then performs the BITE function and therefore
reports on behalf of all system computers.
This architecture provides a better targeted diagnosis by correlating data between system computers as
well as reducing bus links with the CFDIU.
For the operator, the resulting consequences are minor:
· it is the maintenance message itself which identifies, where necessary, the message source in the
system.
Example: source = ECAM1; message = SDAC1 : NO DATA FROM BMC1.
The SDAC which is part of the Flight Warning System has generated the message.
C. Flight/ground conditions

(Ref. Fig. Flight/Ground Conditions SHEET 1)

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CFDS Use

1ST ENGINE START ENGINES

TAKE-OFF TOUCH DOWN
PLUS 3 MN SHUT DOWN

80kts
PLUS 30s

GND FLIGHT GND

TYPE
1 AND 3
PFR

GND FLIGHT GND

TYPE2

PFR

PFR
AUTOMATIC
PRINT-OUT

N_TS_000000_0_BGM0_01_00

Figure 00-00-00-22600-00-A- / SHEET 1/1 - Flight/Ground Conditions

** ON A/C ALL

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CFDS Use

Information concerning detected faults is generated by the CFDS according to flight/ground conditions.
Faults detected on ground may be due to maintenance actions on the aircraft and therefore are not to be
taken into account (e.g. loss of a system because the circuit breaker is open).
This is the reason why the aircraft systems have 2 types of memorization:
· the first one for the faults detected on ground
· the second one for the faults detected in flight.
The flight/ground condition used by the CFDS is specific and has been selected so as to
eliminate the false faults while covering, in the best possible manner, all operations. This is
calculated by the CFDIU.
The flight condition is located between first engine start up plus three minutes (or eighty knots plus thirty
seconds if flight plan is not available in the FMS) and eighty knots plus thirty seconds after touch down.

NOTE: In case of engine run up for maintenance purpose, a flight number (at least one character) must be
entered using the MCDU to get a PFR, the eighty knots condition being never reached.

Type 1 systems provided with an ARINC bus from the CFDIU will use this flight/ground condition defined by
the CFDIU (correct synchronization, monitored range optimized).
Management of messages of type 3 systems (no input or output bus) is via the CFDIU which uses its own
flight/ground condition.
Type 2 systems cannot receive this information (no input bus) and generate it by default. For these systems,
the flight condition is between takeoff and landing.
This difference only causes minor consequences for maintainability of type 2 systems.
In fact, only:
· the faults which may be detected between startup of the first engine plus three minutes and takeoff, still
present after the ground/fight transition, are reported on the PFR as faults occurred in the CLIMB phase
(phase 5).
· the faults which may be detected between touch down and eighty knots plus thirty seconds are not
reported on the PFR on the last flight (Ref. Para. 8.E.(1)).
Nonetheless, type 2 systems having no specific function during these phases, the probability of
occurrence of these cases is very low.
For the CFDS, a cycle is defined as a set of sequences between two ground/flight transitions as
defined by the CFDS.
Conclusion:
Faults detected during flight will generate maintenance messages in the PFR associated with
this flight (if class 1 or 2 as defined in Para 8.D.).
Other faults, exceptionally detected on the ground after the flight, may generate maintenance
messages in a ground report (Ref. Para. 8.E.(3)(b)) of the associated system. However, if no
corrections are made, effective faults will still be present in the next cycle and will consequently
generate maintenance messages in the next PFR following the ground/flight transition.
Maintenance messages are stored only once during a given cycle at the first detection after the
beginning of the cycle.
D. Maintenance message classification
(1) General

Maintenance message classification is based on fault consequence.

All faults can be divided into three groups:
· the faults leading to an operational event in the cockpit
· the faults leading to an ECAM MAINTENANCE STATUS
· the faults without cockpit events.

NOTE: The list of fault symptoms provides :

- all the possible theorical cases.
In order to limit the number of cockpit events displayed to the pilots after a single fault, some
systems do not generate a cockpit event while they send a class 1 or class 2 fault message
because it is already done by another system.

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CFDS Use

This means that in most of the cases, the fault message is associated with a cockpit event
(ECAM warning, local warning, maintenance status...).
But in specific cases of fault e.g. only a small part of wiring is faulty and only one of the re-
ceivers detects the fault, it is possible to find in the PFR only the fault message.
- fault messages which are only displayed in a test result page.
Some faults can be detected only during a specific test.
The associated fault message is therefore only displayed on the MCDU as a test result and
will never appear on a PFR.
- fault messages which need a manual switching in order to generate a cockpit event.
For systems which are in standby and which fail, the fault message is immediately avail-
able in the PFR but the associated cockpit event is shown in the cockpit only when a manu-
al switching activates this system (example ADIRU3).

(2) Faults with operational cockpit event

This event is also called a cockpit effect. Examples of cockpit effects are: an ECAM warning, a local
warning, a flag, or any invalid function such as a missing audio signal, amber crosses on a system page,
etc.
Some of these faults have consequences on the system safety objective and are NO GO items (i.e.: the
failure must be fixed before the next departure) or GO IF items (GO if the conditions given in the MEL
are fulfilled). The others are GO without conditions.
For some of these faults the cockpit effect does not automatically appear to the crew when it is activated
(e.g.: amber crosses on a system page).
The status regarding all these faults is given by the MEL.
When the crew take notice of a fault through the cockpit effect they must report it in the aircraft LOG
BOOK.
In order to be able to launch the proper maintenance actions, all faults:
· having a cockpit effect and
· detected by the systems are covered by a CLASS 1 maintenance message transmitted to the CFDIU.
Class 1 maintenance messages are presented in the Post Flight Report at the end of the
flight.

NOTE: Some of the system faults having an effect in the cabin are also covered by a CLASS 1 mainten-
ance message transmitted to the CFDIU.

(3) Faults triggering an ECAM MAINTENANCE STATUS

These faults have no consequence on the system operating conditions. Dispatch is permitted without
condition, except if mentionned in MMEL section MI-00-08. These faults must be fixed at the first
opportunity and not later than the "rectification interval" required as per MMEL section MI-00-05 "Repair
Interval".
Recording of these faults in the Logbook is the trigger to start the countdown of the corresponding
MMEL rectification.
In order to launch at the first opportunity the proper maintenance action it is necessary to provide
the information to the maintenance teams. Consequently, these faults are covered by a CLASS 2
maintenance message transmitted to the CFDIU.
Class 2 maintenance messages are presented in the Post Flight Report at the end of the flight.
(4) Faults without cockpit event
(a) General philosophy
These faults have no consequence on the system operating conditions and the crew is not aware of
them.
Class 3 fault messages are not shown on the PFR.
All faults detected by the systems without cockpit event are covered by a CLASS 3 fault
maintenance message.
These messages are recorded in each system BITE (class 3 report).

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CFDS Use

AIRBUS recommend through the MPD (Maintenance Planning Document) to read Class 3 failures
every 750 flight hours / 6 months.
Further to troubleshooting and replacement of affected component(s), Class 3 faults may or may no
longer be displayed in AVIONICS STATUS, depending on the following three failure cases:
· If the component removed was the computer and the failure was internal to the computer:
The CLASS 3 FAULT message should no longer be present further to the BITE
test. The CLASS 3 REPORT should be empty, since the memory of the computer
coming from the shop should have been reset before installation on A/C. If no
further CLASS 3 failure detected, the CLASS 3 REPORT will be empty at the end
of the next flight.
· If the component removed was the computer and the failure was external to the computer:
The CLASS 3 FAULT message should be triggered again further to the BITE test.
The CLASS 3 REPORT should contain the CLASS 3 fault recorded during the
last flight(s). If no further CLASS 3 failure detected (case of intermittent failure
that was cleared without any maintenance action), the CLASS 3 REPORT will be
empty at the end of the next flight.
· If the component removed was not the computer and this component was the root cause of the
failure:
The CLASS 3 FAULT message should no longer be triggered further to the BITE
test. The CLASS 3 REPORT should contain the CLASS 3 fault recorded during
the last flight(s). If no further CLASS 3 failure detected, the CLASS 3 REPORT
will be empty at the end of the next flight.
(b) Class "S" fault messages
Class "S" fault messages are specific to engine BITE and to SFCC BITE.
Class "S" fault messages are not shown on the PFR.
1 Engine system
The class 3 faults (without cockpit event) have been classified in the two following categories:
· the TIME LIMITED dispatch faults: which means that the fault may remain uncorrected within a
maximum time frame specified by the Maintenance Planning Document.
· the UNLIMITED TIME dispatch faults: which means that the fault may remain uncorrected
within an unlimited time frame.

All these faults are presented by the FADEC BITE in the 'Scheduled
Maintenance Report' at the aircraft level and classified "S" in the Trouble
Shooting Manual.
Within class "S" faults, an (*) at the end of the maintenance message will
highlight UNLIMITED TIME dispatch faults.
Faults without the (*) correspond to TIME LIMITED dispatch faults.

Example:
'CFDIU,EIU (FLGT), J3*' is an UNLIMITED TIME dispatch fault and should
be treated like any other aircraft system CLASS 3 fault.

'T495L harn (En-4028 KS2)J9/ECU(En-4000Ks)' is a TIME LIMITED

dispatch fault and must be corrected in accordance with the Maintenance
Planning Document.

NOTE: For engines that give separate "Class 3" and "Scheduled Maintenance Report" (SMR) re-
ports, the (*) is not used in the message wording. The CLASS 3 messages are classified
directly as CLASS 3 in the TSM and not "S".

2 SFCC Class "S" Fault messages

SFCC class "S" is a special message that is not shown on the PFR neither in the Class 3 Fault
Report. It is only available during SFCC BITE test.
(5) Internal fault/external fault

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CFDS Use

A unique fault may disturb several systems. In this case, it will lead to the generation of several
maintenance messages (one per system). One of these messages may be more accurate than the
others. Depending on the fault and its effect, it will be the one generated either by a computer which
detects itself faulty (self monitoring) or by the computer in charge of the BITE of the system.
Under these conditions this message is qualified by the unit generating it as having priority over all
messages transmitted by the other systems for the same fault. It will be the one retained by the CFDIU
(refer to the PFR). This message is called internal.
The other maintenance messages related to the same fault are called external by the other systems.
They have less accuracy, have not priority and are not recorded in this case by the CFDIU. Only their
origins are memorized by the CFDIU as identifiers (refer to the PFR).
Therefore, each system has in memory an information linked to every message transmitted to the
CFDIU which defines its internal or external attribute so that the CFDIU can give priority to the most
accurate one.
When no priority messages are received by the CFDIU for the same event it is considered that the
accuracy is the same for all messages received. In this case the CFDIU retains the first one received.

Remark: as a general rule, the LRUs incriminated by the maintenance messages shown in the PFR are
part of the systems which generated the internal messages.

Example:
(Ref. Fig. Example of ADM Sensor Fault Detection SHEET 1)

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CFDS Use

ADM
SENSOR

19FP1

ADIRU

EIS AFS ECAM FADEC

INT
EXT

EXT

CFDIU EXT

EXT

N_TS_000000_0_BAM0_01_00

Figure 00-00-00-23500-00-A- / SHEET 1/1 - Example of ADM Sensor Fault Detection

** ON A/C ALL

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CFDS Use

A fault of the ADM sensor is detected by the ADIRU.

The ADIRU sends a fault message (e.g. ADIRU1: NO ADM 19FP1 DATA) to the CFDIU and invalidates
some parameters on its output buses (e.g. Airspeed). This fault message is coded as internal by the
ADIRU.
The users of the ADIRU data (EIS, AFS, ECAM, FADEC, ...) detect the loss of the airspeed parameter.
They send fault messages to the CFDIU, coded as external (e.g. EIS1: NO ADIRU1 DATA).
The CFDIU stores the fault message from the ADIRU and the name of the systems which have detected
the fault.
The PFR is:
SOURCE IDENTIFIERS
ADIRU1 : NO ADM19 FP1 DATA ADIRU1 EIS, AFS, ECAM
FADEC
E. Maintenance functions
(1) First group: the PFR
(a) Description of the PFR A maintenance report on the last flight is automatically printed
after touch down, 2 minutes and 30 seconds after the aircraft speed decreases below
80 kts.
This document is the Post Flight Report (PFR). The PFR is a result of the CFDS automatic operating
mode.
This report is the main source of information used to initiate trouble shooting and to decide on the
required maintenance actions.

(Ref. Fig. POST FLIGHT REPORT - For Information only (Not customized) SHEET 1)

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CFDS Use

A/C ID DATE GMT FLTN CITY PAIR

D-AIPA 29JAN 2304 974 GCTS EDDF

MAINTENANCE DB/N
POST FLIGHT REPORT

A/C ID DATE GMT FLTN CITY PAIR

D-AIPA 29JAN 1507/1935 LH4747 GCTS EDDF

ECAM WARNING MESSAGES

GMT PH ATA
1511 04 77-00 ENG 2 FADEC
1527 06 34-00 NAV ADR 3 FAULT(5)
1528 06 27-00 F/CTL
1744 06 32-00 WHEEL TYRE LO PR

FAILURE MESSAGES

GMT PH ATA SOURCE IDENTIFIERS

1511 04 73-22-52 FMU/HC/EEC2 EIU2FADEC
1527 06 34-11-17 ADM8(19FP8) ADR 3 EFCS 1/AFS
EFCS 2
1528 06 27-94-34 SEC2 OR WIRING FROM EFCS1 EFCS2
ACCLRM3 12CE3
1744 06 32-41-13 CHECK TIRES 1/2 PRESS TPIS
2649/2650GM
1744 06 32-49-18 TIRE 1 ROTATING MECH 7GV TPIS
OR PRESS TRANSDUCER 13GV

N_TS_000000_0_ALM0_01_00

Figure 00-00-00-23600-00-A- / SHEET 1/1 - POST

FLIGHT REPORT - For Information only (Not customized)
** ON A/C ALL

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CFDS Use

A backup of the printed PFR is available on the MCDU. It should only be used if the printed PFR is
not available as the information is less complete and the presentation is not so friendly.
Conditional maintenance operations are carried out in response to the observations made by the
flight crew in the LOG BOOK.
This information represents a cockpit effect as previously defined.

The following data are recorded in the PFR:

· ECAM WARNING MESSAGES
The ECAM WARNING MESSAGES contains:
. the warning message available on the upper ECAM display unit
. the maintenance status
These warning messages are associated with their ATA reference (aid for cross
referencing with the maintenance message).
· FAULTS:
Maintenance messages are listed in the PFR in the FAILURE MESSAGES part.
Additional information is associated with each message.
· FLIGHT PHASE - GMT
Flight operational phases (CLIMB, CRUISE, etc.) are indicated in coded form in
the PFR in front of the warning message. The time (GMT) is also given in front of
the warning message and the maintenance message.
. FLIGHT PHASE decoding:
02 : Engine start + 3 mn up to TO Power
03 : TO Power up to 80 kts
04 : 80 kts up to lift off
05 : Climb
06 : Cruise
07 : Descent
08 : Touch down up to 80 kts
09 : 80 kts up to last engine shut down.
· ATA:
This is the ATA chapter of the first suspected component.
It is the entry point to the technical documentation. It may also be an aid in
relation to the corresponding warning message and with the GMT.
· SOURCE:
The source is the system (for system BITE) or the computer which generated the
maintenance message retained by the CFDIU for this event and recorded in the
PFR.
· IDENTIFIER(S):
The identifier(s) are the computers which have also reacted in relation to the fault
by generating:
. external maintenance messages not retained by the CFDIU
. cockpit effects.
(b) Correlation principle
1 Correlation between fault messages:
In order to limit the number of fault messages printed on the PFR and to give the line mechanic
only the root cause of a fault, the CFDIU correlates the fault messages.
This correlation is based on the GMT and the ATA chapter of the received fault messages.

2 Correlation between fault message and ECAM warning or Maintenance Status:

This correlation has to be performed by the line mechanic.
The ATA Chapter and the GMT have to be used (general case).
If a fault appears and disappears several times during the same flight leg, the corresponding fault
message is transmitted only at the first detection, but the ECAM warning (for a Class 1 fault) or

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CFDS Use

the Maintenance Status (for a Class 2 fault) is displayed every time in the cockpit and transmitted
every time to the CFDIU.
Therefore, it is possible to find in the PFR several times the same ECAM warning or Maintenance
Status but only one fault message.
Example:
ECAM WARNING MESSAGES
GMT PH ATA
1000 06 31-00 DAR(3)
1030 06 21-31 CAB PR SYS 2 FAULT
1045 06 31-00 DAR
FAILURE MESSAGES
GMT PH ATA SOURCE IDENT.
1000 06 31-36-52 DAR DMU
1030 06 21-31-34 PRESS CONTR 2 CPC2
The DAR fails several times during the flight.
The figure (3) displayed after the Maintenance Status "DAR" means that this Maintenance Status
was sent 3 consecutive times to the CFDIU for PFR recording. In order to prevent the recording
of 3 "DAR" messages, the "occurence counter" has been activated, and only the fault message
related to the first occurrence of the DAR fault is recorded (GMT = 1000).
But as a warning "CAB PR SYS 2 FAULT" has been recorded (GMT = 1030), followed by a new
"DAR" Maintenance Status (GMT=1045), then in this case the "occurence counter" is reset.
If the warning "CAB PR SYS 2 FAULT" would have not been recorded, the "DAR" message
would have been recorded at GMT=1000 with a counter set to 4.
(c) An ECAM warning or a Maintenance Status can be associated with a system only
shown as an identifier in the PFR, because it is not the root cause of the fault.
Example:
ECAM WARNING MESSAGES
GMT PH ATA
0844 06 34-00 NAV RA 2 FAULT
0844 06 27-00 F/CTL
FAILURE MESSAGES
GMT PH ATA SOURCE IDENT.
0844 06 34-42-33 NO RA2 DATA CFDS EFCS 1
EFCS 2
ECAM 1
ECAM 2
EIS 1
EIS 2
There is a Radio Altimeter 2 fault.
The RA2 is really faulty and is not able to send a fault message. The users of the RA2 signals detect
the fault (CFDS, EFCS, ECAM, EIS). For the EFCS, the loss of the RA2 is a class 2 fault. The
associated Maintenance Status is available (F/CTL).
The installation of a new RA2 on the aircraft will eliminate the ECAM warning and the Maintenance
Status.

NOTE: The number of identifiers is limited to 6. If more than 6 are correlated, the CFDIU keeps only
the first six systems received. The remaining are ignored. It is therefore theorically possible
to have an ECAM warning or a Maintenance Status without any indication on the associated
system in the FAILURE MESSAGES part.

(2) 2nd group: reports available via the SYSTEM REPORT/TEST

The manual test function is the main function of the CFDS manual operating mode.

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CFDS Use

The purpose is to be able to test on the ground, the maximum number of components, i.e. the integrity
of the computer managing the test, the system LRUs and the validity of the external signals used by the
system with a single test.
(a) Various types of tests
(Ref. Fig. Examples of Main Menu SHEET 1)

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CFDS Use

<

<

<

<

< >

< >

BSCU

<

<

<

<

< >

<

LGCIU

N_TS_000000_0_AQM0_01_00

Figure 00-00-00-23800-00-A- / SHEET 1/1 - Examples of Main Menu

** ON A/C ALL

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CFDS Use

Nonetheless, in order to optimize the test function and better satisfy operator requirements, certain
adaptations have been introduced:
· To limit system complexity and their BITE, the test function does not always fully cover complete
system integrity.
In the TSM with each maintenance message, the test or the procedure will be
indicated making it possible to recheck the component on the ground
· To better manage the effect of the test on the system and its ground handling the test function
may be divided into two groups:
. BASIC TEST (OR SYSTEM TEST)
. COMPLEMENTARY TESTS.
This makes it possible to have at least one test available at the terminal gate
(the basic test) which is quickly to start-up by a single technician, the other tests
making it possible to increase the global coverage level of the tests where useful
and possible.
All these tests are run on the ground from the MCDU using, first of all, the CFDIU
menu (SYSTEM REPORT/TEST) then the system MENU.

* Basic test or system test

This test has no effect on the aircraft and does not require that any long or
complex actions be performed by the operator.
Consequently, this test may be initiated from the cockpit by a single operator
whenever required during stopovers.
All faults present on ground and actually detected by the system will be analyzed
and reported by this test. Furthermore, it must be run before any other test to
check the integrity of the computer housing the BITE.

* Complementary tests
(Ref. Fig. Example of Caution SHEET 1)

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N_TS_000000_0_ASM0_01_00

Figure 00-00-00-23900-00-A- / SHEET 1/1 - Example of Caution

** ON A/C ALL
These tests may affect the aircraft (and may require actions by the operator). In
fact these tests send stimuli to various components such as actuators, valves,
etc.
For this reason, CAUTIONS may be displayed on the MCDU before activation of
test.
The wording of the cautions is in fact simply a reminder of the consequences on
the aircraft following test activation. In fact, the safety procedures associated with
these tests are in the AMM.
Consequently, normally these tests are not performed during a short stopover.
Test names are related to the tested parts.

These tests can also be menu-guided tests. The actions to be taken are
displayed in plain language on the MCDU. (Description of the initial configuration,
description of the actions, wording of the questions to which the operator must
respond). Test names are related to the tested parts.

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© AIRBUS S.A.S. ALL RIGHTS RESERVED. CONFIDENTIAL AND PROPRIETARY DOCUMENT.
 Customer : GOW Manual : TSM
Type : A318/A319/A320/A321 Selected applicability : ALL
Rev. Date : May 01, 2018
CFDS Use

(b) Presentation of the test pages

· Certain information may require several pages. Each page is then numbered and the MCDU
NEXT PAGE function key is used to run through the test
· In certain cases, the system waits until the operator has performed an action to continue the test.
Then there is a limited time out so as not to stop in this configuration when the monitored signals
are blocked. This implies that the operator action must be performed before this time out.
· A dash may be shown when data is not available. This does not necessarily mean that an effective
failure is present. Only maintenance messages indicate possible failures.
(c) Initial aircraft configuration for test activation
The general configuration of the aircraft for test activation is basically as follows:
· aircraft on ground
· engines stopped
· all systems power supplied (ADIRS, FADEC may be off)
· pushbutton switches and switches in normal configuration.
If a test calls for a different configuration, this configuration will be described in the AMM.
To limit BITE complexity all these conditions are assumed to be correctly applied by the operator.
Consequently, if a difference is detected by a system it is considered as a fault and therefore
generates a maintenance message in the test results.
In all cases, it is recommended to restart the tests indicating faults in the results to eliminate any
possible disturbances or wrong initial conditions.
(d) TEST IN PROGRESS
When a test is run without any operator action being requested the TEST IN PROGRESS can be
displayed on the MCDU.
(e) Test results
The result of a test is one of the following:
· The mention TEST OK, PASS, NO FAULT, ...:
The test has not detected any faults
· The display of maintenance messages on the MCDU:
The test has detected at least one fault.
In certain multiple fault cases, the test may only indicate the first fault
encountered. In fact, certain faults prevent to run the test more extensively.
Test re-running after repair of the fault is therefore always necessary to check
whether there is another fault or not. Only the mention TEST OK, PASS, NO
FAULT ... is proof that the test has not detected any other faults.
· No response from the system to the test request or no results displayed:
In this case, the test has not been completed.

Return to initial condition is obtained by pressing the MCDU MENU key then
CFDS key and selecting the system again.
If the same sequence reoccurs then the computer managing the BITE of the
system or the wiring from the CFDIU must be the cause.
(f) Test stop
In some cases, a key is allocated to stop a test in progress.
(g) Configuration resetting after a test
The operator may be requested to reconfigure after a test if the initial conditions required by the test
have had a significant effect on the aircraft (instructions are in the AMM). If the operator wants to
repeat the test he is not obliged to apply these instructions on configuration resetting.
(h) Ground handling of the tests
As maintenance messages are stored in the PFR or the GROUND REPORT they will not be erased
until the next beginning of flight. Therefore, a test is a means of checking whether a fault is still
present and a means of isolating a failed LRU.
Activation of a test will be requested in the TSM by the fault isolation procedure related to a
maintenance message. It will be used to confirm the presence of a fault or to eliminate any
ambiguity. As a general rule, the test of the system including the LRU incriminated by the

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© AIRBUS S.A.S. ALL RIGHTS RESERVED. CONFIDENTIAL AND PROPRIETARY DOCUMENT.
 Customer : GOW Manual : TSM
Type : A318/A319/A320/A321 Selected applicability : ALL
Rev. Date : May 01, 2018
CFDS Use

maintenance message (message ATA) will be activated. By default, the test of the system which
generated the message (SOURCE) may be activated.
The activation of a test may also be part of the removal/installation procedure of an LRU given in the
AMM.
(3) 3rd group
(a) AVIONICS STATUS
This function displays the identity of the systems detecting a class 1, 2 or 3 internal or external fault
when the function is called.
The AVIONICS STATUS thus rapidly provides a global overview of the status of all systems. It is
a user-friendly monitoring device providing direct access to system menus which detect a fault (for
example, flag displayed on the PFD).
Furthermore, after aircraft power up, it enables to check that all computers have correctly satisfied
the related power up tests.
In order to know the reason for which a system is displayed in the AVIONICS STATUS it is
recommended to get access to the system menu and to activate the system test (or test).

NOTE: Certain systems are listed in the AVIONICS STATUS due to normal absence of a ground
power supply. Therefore, it is recommended to supply all systems prior to gaining access to
the AVIONICS STATUS. It shall be noted that when a computer is not supplied it is not dir-
ectly displayed in the AVIONICS STATUS as it no longer detects, itself, this fault. However,
the systems using the signals from this computer appear in the AVIONICS STATUS.

(b) GROUND REPORT

This function displays on ground the class 1, 2 and 3 internal maintenance messages related to
new faults detected on ground and which are therefore not recorded in the PFR. The faults detected
during flight and which remain present on ground are in the PFR and not in the ground report.
It is necessary to confirm all faults of the ground report by activating a test or a procedure described
in the TSM.

NOTE: Case related to Type 2 systems: This function is in the LAST LEG/GROUND REPORT sec-
tion specific to type 2 systems. The messages in this section concern faults detected during
flight and on ground, the wording GND preceding the list of messages related to the faults
detected on the ground in accordance with the same ground report logic as for type 1 sys-
tems. Case related to Type 3 systems: There is no ground report function for Type 3 sys-
tems. The test function shall be used in this case.

(c) GROUND SCANNING

The GROUND SCANNING enables fault trouble shooting based on ground activation by the
operator himself of functions normally performed during a flight.
The advantage of this is that it is not restrictive as far as actions are concerned. In fact, the operator
decides what type of actions to be performed on the system, which is in GROUND SCANNING, as a
function of the problems to be processed.
This action may include dynamic phases (for example: engine startup, flight control surface
movement, etc.).
This is also an aid in trouble shooting faults difficult to resolve.
All maintenance messages (class 1, 2 and 3, internal and external) related to all faults detected in
real time by the system will be displayed during the GROUND SCANNING.
In order to indicate a transient fault source to the operator, the maintenance messages,
automatically displayed in GROUND SCANNING, are only erased when exiting from the function.
Furthermore, GROUND SCANNING must always be preceded by a system test in order to identify
the possible static faults.
The use of this function may also be requested by the TSM procedures.
(d) LAST LEG REPORT
This section presents a portion of the information given in the PFR.
It contains the class 1 and 2 fault messages transmitted to the CFDIU during the previous flight.

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© AIRBUS S.A.S. ALL RIGHTS RESERVED. CONFIDENTIAL AND PROPRIETARY DOCUMENT.
 Customer : GOW Manual : TSM
Type : A318/A319/A320/A321 Selected applicability : ALL
Rev. Date : May 01, 2018
CFDS Use

NOTE: For information purposes, the messages generated by the identifiers are accessible in the
last leg report of these identifiers. The user who wants to use these messages must do so
carefully as the information involved is non-correlated and non-priority information.

(4) 4th group

(a) PREVIOUS LEGS REPORT
The PREVIOUS LEGS REPORT function is the history of the LAST LEG REPORT limited to 64
flights. Therefore, it is displayed with the same restrictions.
(b) TROUBLE SHOOTING DATA
In most cases, this concerns primary and coded data.
The purpose is to supply additional information on conditions prevailing when the maintenance
message was generated.
In general, these data are read in the case of events which do not result from effective part failure,
already covered by the replacement of the failed part.
Analysis of this data will be effectively useful in the study which may enable the identification of the
cause of an event.

If certain trouble shooting data are required for fault trouble shooting, data readout will be requested
by a TSM procedure. Wherever possible, these data will be displayed decoded on the MCDU.
(c) LRU IDENTIFICATION
The purpose of this section is to display on ground the part numbers of computers of the selected
system and possibly their serial numbers. This section may be consulted to check the interrogated
computer standard.
This is a configuration management aid.
(5) 5th group
(a) CLASS 3 REPORT
All class 3 (internal and external) maintenance messages corresponding to the selected system are
grouped under this report. This function enables a quick access to the class 3 messages of a given
system.

NOTE: Some systems do not have class 3 reports.

(6) Summary of the functions

Summary of the functions available in ground menu mode (Manual Mode).

----------------------------------------------------------------------
! HISTORY DATA ! REAL TIME !
-------------------------------------------------------------------------------
! CFDIU ! - POST FLIGHT REPORT ! - AVIONICS STATUS (at activation) !
! driven ! ! !
-------------------------------------------------------------------------------
! ! - LAST LEG REPORT ! - TEST (all) !
! SYSTEM ! - PREVIOUS LEGS REPORT ! - GROUND SCANNING !
! driven ! - GROUND REPORT ! !
! ! - CLASS 3 REPORT ! !
! ! - TROUBLE SHOOTING DATA ! - LRU IDENTIFICATION !
-------------------------------------------------------------------------------

End of document

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© AIRBUS S.A.S. ALL RIGHTS RESERVED. CONFIDENTIAL AND PROPRIETARY DOCUMENT.