Airbus

A318/A319/A320/A321
Differences to
ATA 23

Communications

Line and Base Maintenance

Level 3

A318-21_23_L3 Revision: 1NOV2010

Author:
For Training Purposes Only
E LLTT 2007
Training Manual

_
COMMUNICATIONS A318/A319/A320/A321

ATA 23 COMMUNICATIONS

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23−00

23−00 COMMUNICATIONS - GENERAL

COMMUNICATIONS INTRODUCTION
GENERAL Finder (ADF)) in case of failure of the Flight Management and Guidance
The single aisle aircraft communication system has two sub−systems: System (FMGC).
S radio & datalink communication, 23−14 Voice privacy system (optional)
S on−board communication. The voice privacy system provides a means for coding HF communications
The radio communication systems are used for communications to and from between the aircraft and DT.HU.Department in order to protect confidential
the aircraft. communications.

Description DATA TRANSMISSION (OPTIONAL SYSTEM)

The communication system is used for speech communications and optionally
23−24 ACARS (optional)
for data communications.
The ACARS management unit allows the management of the data entered by
The communication system is used for communication between the crew
the crews and transmitted to the ground (SDAC, AIDS, CFDS, FMGEC).
members and between the crew members and the ground personnel.
It also allows the reception, printing and display of ground messages on the
It is also used to communicate with the passengers, other aircraft and the
Multipurpose Control and Display Unit (MCDU).These data are transmitted
ground stations (speech and data).
through the VHF3 system (or through the Satellite Communication (SATCOM)
SPEECH COMMUNICATION system if installed).

23−11 High Frequency (HF) system (optional) 23−28 SATCOM (optional)

This system has two transceivers and their related equipment for long−range The function of the SATCOM system is the reception in the L−Band and
voice communications. processing of signals through aeronautical services satellites. This system is
used for all aeronautical satellite communications (cockpit voice, passenger
23−12 Very High Frequency (VHF) system telephone and data services) with the ground.
This system has two or three transceivers and their related equipment for
short−range voice communications.
The VHF3 system (if installed) is also used to transmit data (Aircraft
Communication Addressing and Reporting System (ACARS) or Air Traffic
Service Unit (ATSU)).
23−12 Radio Management Panels (RMP)
The RMPs enable a centralized frequency control of the VHF and HF radio
communication equipment.
The RMPs also enable the backup frequency control of the radio navigation
equipment (VHF Omnidirectional Range (VOR), Distance Measuring
Equipment (DME), Instrument Landing System (ILS), Automatic Direction

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SATCOM

VHF/HF

VHF/HF

ACARS
DATALINK

Figure 1 Radio & Datalink Communication

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ON BOARD COMMUNICATION SYSTEMS 23−70 Audio−Video Monitoring and Intercommunication
This system comprises:
Passenger Address and Entertainment
S 23−71 Cockpit Voice Recorder (CVR)
This system comprises:
The CVR automatically records the crew conversations and audio
S 23−32Prerecorded Announcements and Music (PRAM) system
communications to help investigation after an aircraft accident or incident.
S 23−33Passenger Entertainment System (Music)/Passenger Services
S 23-73 Cabin Intercommunication and Data System (CIDS)
System (PES (Music)/PSS)
The CIDS is a microprocessor−based system. It is used to do the functional
S 23−34 Passenger Visual Information System (PVIS)
control, operation, testing and monitoring of the cabin systems.
S 23−35 Passenger Air−to−ground Telephone System (PATS)
These system functions are provided by the CIDS:
S 23−35 Passenger Entertainment System (Video) (PES (Video))
− Passenger address
S 23−37 Passenger facility (AM/FM radio)
− Passenger call
S 23−31 The Passenger Address System is part of the Cabin
− Passenger lighted signs
Intercommunication Data System (CIDS) (Ref. 23−73).
− General cabin illumination control
Interphone − Cabin and flight crew interphone
The Interphone system comprises: − Emergency evacuation signalling
S 23−42 Cockpit−to−ground crew call system − Lavatory smoke warning
S 23−43 Flight crew interphone − Escape slide reservoir pressure monitoring
S The cabin and service interphone system is part of the CIDS. − Service interphone (partially integrated into the CIDS)
23−44 Cabin and service interphone − Extended emergency lighting test.
The cabin and service interphone system is used for the telephone S 23−74 Cabin Management System (CMS) (optional)
communications on the ground between the flight crew and the ground service The CMS provides a direct contact for the cabin crew with the ground.
personnel. The cabin crew uses the CMS to transmit and receive real−time data (e.g.
passenger information and reservations, maintenance reports, security
Audio Integrating
catering and beverages), through the ACARS.
The Audio Integrating System (AIS) integrates and manages all audio signals
(audio outputs, microphone inputs, sidetone and push−to−talk) supplied by and
sent to the radio communication and radio navigation systems.
This system also provides the SELCAL function and call and flight interphone
functions.
23−60 Static Discharging
Static dischargers are installed on the aircraft to protect the communication
systems from interference caused by static electricity.

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CIDS

Figure 2 On Board Communication

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23−51 AUDIO MANAGEMENT

AUDIO MANAGEMENT GENERAL DESCRIPTION
The Audio Management Unit (AMU) is the heart of the Audio Integrating CALLS
System. Ground crew and cabin Attendants calls are visualized on the Audio Control
The AMU acts as an interface between the users and the various radio Panels (ACPs).
communication and navigation systems.
The AMU provides the following functions :
S radio transmission,
S radio and navigation reception
S visual and aural warnings of the ground crew and the Cabin Attendant calls,
S flight interphone,
S interface with the Cockpit Voice Recorder (CVR)
S SELCAL calls,
S emergency function for the Captain and the First Officer.
TRANSMISSION
For transmission, the AMU collects the microphone inputs from the various
acoustic equipment and directs them to the radio communication transceivers
selected on the Audio Control Panels (ACPs).

RECEPTION
For reception, the AMU collects the audio outputs from the various
communication and navigation systems and directs them to the various crew
stations and acoustic equipment, whatever the election made on the ACPs.

FLIGHT INTERPHONE
The flight interphone allows telephone links between the various crew stations
in the cockpit and between the cockpit and the ground mechanic through the
External Power Control Panel.
SELCAL (SELective CALling)
The SELCAL system causes visual and aural attention to the flight crew from
ground stations equipped with a coding device.

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SELCALL

FWC

Figure 3 Audio Management Introduction

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AUDIO CONTROL PANEL INTRODUCTION PASSENGER ADDRESS (PA) KEY

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

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Transmission Channel SELCAL Call Ground Crew Call

Selection (Flashes Amber) (Flashes Amber)

Attendant Call
Reception Channel (Flashes Amber)
Selection

Selection Accepted
(Green if in Service)
Selection of Passenger
Address Transmission
(Only When Pressed And Hold)

INT/RAD Select Call Reset

Switch Voice Filter

Figure 4 Audio Control Panel

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AUDIO MANAGEMENT UNIT INTERFACES

ACP-AMU Link NOTE: There are 2 different AMU generations installed in the A320
Three to five identical Audio Control Panels (ACPs) can be installed. family. The one shown below is the older version AMU2790CB.
They are linked by an ARINC 429 bus to the related audio cards installed in the In this version there is a separate audio card for ech crew
Audio Management Unit (AMU). ACP−AMU link is done by ARINC 429 buses. member installed. The other version (AMU4031SA) is described
Only digital data are exchanged between the AMU and the ACPs. later.
NOTE: There are no audio signals inside the ACPs.

AMU Layout
Various functions such as switching, filtering and amplification are done inside
the AMU. The AMU includes several identical audio processing cards, one for
each ACP.
It also serves to record communications (FAA/CAA recording) and is equipped
with a TEST circuit (BITE). This TEST circuit enables the AMU to be
connected to the CFDIU.
Volume Control
The volume control function is achieved by digital transmission of the knobs
position to the AMU. Volume control is achieved inside the AMU.
FAA/CAA Option
A jumper strap installed on the AMU enables Federal Aviation Administration
(FAA) / UK Civil Aviation Authority (CAA) recording selection.
In FAA mode, all the communications heard by the crew members are
recorded. This is obtained by the recording of side−tone signal: Audio output.
This lets, at the same time record all the communications sent out by these
crew members.
In CAA mode, the CAPT, F/O, 3rd occupant boomset microphones are ”HOT ”
at all times for voice/noise pick−up to reinforce the sounds picked−up by the
area mike. The mask microphones circuits are open until the oxygen pressure
switch is closed. The hand microphones are only ”HOT” when the
Push−To−Talk (PTT) switch on the microphone is activated.
However, in CAA mode, as in FAA mode, the signal received in the crew’s
earphones is recorded on the CVR.

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4th OCCUPANT
AVIONIC BAY

AMU STD
2790CB

Figure 5 AMU Detailed Schematic

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AMS POWER SUPPLY DESCRIPTION

GENERAL AMU STANDARD 4031SA
The system components are supplied with 28VDC from busbar 1PP and
Busbar 101PP
essential busbar 4PP via 2 sub−busbars 101PP and 401PP respectively.
S Supply of the 3rd Occupant ACP 2RN3 via 3A circuit breaker 6RN located
Two different AMU standards are available with different inner
on the circuit breaker panel 121VU .
configuration.The STD 2790CB is mainly found on classic-aircraft types.The
STD 4031SA is installed on some classic (e.g. LAN-MSN 2295) and all S Supply of the Avionics Compartment ACP 2RN4 and its associated
enhanced aircraft types. electronic circuit (if installed) via 3A circuit breaker 7RN located on the
circuit breaker panel 121VU (if installed).
NOTE: The different AMU standards are not interchangeable!
S Supply of the 4th Occupant ACP 2RN5 and its associated electronic circuit
AMU STANDARD 2790CB (if installed) via 3A circuit breaker 20RN located on the circuit breaker panel
121VU (if installed).
Busbar 101PP S Circuit breaker 8RN is unused.
S Supply of the 3rd Occupant ACP 2RN3 and its associated electronic circuit
located in the AMU via 3A circuit breaker 6RN. Busbar 401PP
S Supply of the calls card in the AMU via 3A circuit breaker 8RN. S Supply of the Captain ACP 2RN1, of the audio board A (capt + bay) and of
the SELCAL board via 3A circuit breaker 4RN located on the circuit breaker
Busbar 401PP panel 49VU.
S Supply of the Captain ACP 2RN1 and its associated electronic circuit S Supply of the first Officer ACP 2RN2, of the audio boardB (F/O − 3 occpnt)
located in the AMU via 3A circuit breaker 4RN. and of the BITE board via 3A circuit breaker 5RN located on the circuit
S Supply of the first Officer ACP 2RN2 and its associated electronic circuit breaker panel 49VU.
located in the AMU via 3A circuit breaker 5RN. S Circuit breaker 9RN is unused.
S Supply of the Flight−Interphone Electronic Card located in the AMU via 3A S Circuit breakers 4RN, 5RN and 9RN are located on the overhead panel
circuit breaker 9RN. 49VU.
Circuit breakers 4RN, 5RN and 9RN are located on the overhead panel 49VU. S Circuit breakers 6RN and 8RN are located on the rear wall, on panel
Circuit breakers 6RN and 8RN are located on the rear wall, on panel 121VU. 121VU.
Power Switching DC ESS/DC BUS 1
In case of loss of the DC ESS BUS both audio cards A & B would be lost.
When the AUDIO XFER is activated then the opposite audio card is powered
by DC BUS 1 (if powered), to prevent total loss of the communication
functions. This is done by two switching relays (68RN & 69RN see ASM).

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CAPT
ACP
4RN 2RN1
AUDIO CARD 1 68RN
401PP 4RN
SWITCHING AUDIO BOARD A
28VDC 401PP (CAPT + AVNCS COMPT)
ESS BUS 28VDC
CAPT
ACP ESS BUS
SELCAL BOARD
2RN1
9RN
UNUSED
5RN
AUDIO CARD 2
F/O
ACP
2RN2

5RN 69RN
F/O
ACP SWITCHING AUDIO BOARD B
2RN2 (F/O + 3RD OCC)

9RN BITE BOARD

FLT INT CARD (+ OPTIONNAL 5TH OCC)
8RN
UNUSED

3RD OCCPNT ACP 3RD OCCPNT

2RN3 ACP
2RN3

6RN
6RN UNUSED
AUDIO CARD 3
101PP 101PP
AVNCS COMPT
28VDC 28VDC ACP
8RN
BUS 1 BUS 1 2RN4
(IF INSTALLED)
7RN
UNUSED
CALLS CARD
4TH OCCUPANT
ACP
2RN5
(IF INSTALLED)
20RN
UNUSED

AMU STD AMU STD

1RN AMU 2790CB 1RN AMU 4031SA

Figure 6 AMS Normal Power Supply

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AUDIO MANAGEMENT UNIT COMPONENT DESCRIPTION Transmission on passenger address channel

Transmissions can be made on the passenger address channels in 2 ways:
Purpose (1) In normal configuration, the handset installed aft of the center pedestal is
The Audio Management Unit (AMU) ensures the interface between the user used to make the PA announcements. This handset is part of the Cabin
(jack panel and ACP) and the various radio communication and radio Intercommunication Data System (Ref. ATA 23−73−00).
navigation systems. The AMU ensures the following functions: (2) In RADIO configuration, the rectangular PA pushbutton switch located
S Transmission on each ACP is used to make the passenger address announcements.
S Reception This pushbutton switch is unstable, i.e. hold it pushed to make the
S SELCAL and display of ground crew and Cabin Attendant calls announcements: this avoids unwanted transmissions.
The electronic processing of this channel is identical to that of the other
S Flight interphone transmission channels.
S Emergency function for the Captain and First Officer stations The operation of this pushbutton switch can be made identical to that of the
It also serves to record communications and is equipped with a TEST circuit other transmission channels (stable operation). To achieve this, modify the
(BITE). This TEST circuit enables the AMU to be connected to the CFDIU. AMU pin−program.

Mechanical description Reception Function

The AMU is in the form of a 4MCU size box in compliance with ARINC 600 The reception circuit selects and adjusts the volume on the reception channels.
Specifications. The operator selects and adjusts these channels on the ACP.
Each user of the audio integrating system has a separate associated
Operation reception−channel. It ensures the various supplementary functions of the
The basic AMU comprises 4 channels: CAPT, F/O, 3rd OCCPNT and avionics circuit:
bay station (requires activation of a dedicated pin−programming). S VOR/DME/LS switching
It can receive one additional channel for a 4th cockpit occupant. S VOICE/ON function
Transmission Function The audio signals from the various communication and navigation units are first
The transmission function sets into service and supplies the various connected to analog/digital converters, and then to the DSP (Digital Signalling
microphones used (boomset, hand microphone, oxygen mask microphone) Processor) located on the audio boards.
It selects the transmitter selected by the operator by means of the ACP and Dedicated inputs exist on the DSP for filtered signal (ADF and VOR).
ensures the emergency function (for transmission section). The DSP is also connected to a control module which provides information
computed from the ACP (potentiometers position, Voice filter selection) and
There is an independent transmission channel for each user of the audio from the FCU (DME coupling to VOR or LS). After digital processing inside the
integrating system. DSP, the resultant signal is converted into analog and sent to the output
transformer.
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.

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ACP = Audio Control Panel

AUDIO SWITCHING CVR = Cockpit Voice Recorder
DSP = Digital Signalling Processor
TRANSMISSION AUDIO SWITCHING TDM = Time Diversion Multiplexed
VHF/HF INT = Inerphone
ACP CAB/PA CVR COCKPIT ( X ) =Switching betwen DC ESS
AVIO AUDIO 6 AMPLIFIER or DC BUS 1
CAPT F/O 3RD MECH ACP AV BAY
BAY (N.U.) LOUDSPEAKERS
3RD (OPTION)

AMU

ADAPTION BOARD

ARINC MIXED INT

ARINC MIXED
INT BAY AUDIO
3RD AUDIO

COMPUTER B COMPUTER A

DISCRETES DISCRETES

BITE DSP BUS AUDIO TDM AUDIO DSP BUS SELCALL

BOARD BOARD B BOARD A BOARD
(5th OCC.) BUS
28V

SWITCHING SWITCHING
(X) ACP (X) CALLS SELCAL
CAPT ATTND CODE
ACP
F/O AUDIO RECEPTION MECH
VHF HF CAB PA SELCAL
ACP CFDIU
28VDC 28VDC VOR ILS DME 28VDC 28VDC AUDIO
LGCIU PIN BUS 1 ESS ADF MKR BUS 1 ESS INPUTS
5TH PROG VHF/HF
(IF INSTALLED)

Figure 7 AMU Block Diagramm

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AUDIO SWITCHING FUNCTION

General
The AUDIO SWITCHING selector is used in case of communication failure on
captain or first officer channels.

Norm Position
This position corresponds to the normal allocation of the ACPs

F/O 3 Position
In this position, the first officer is switched on the 3rd occupant part of the AMU
controlled by the 3rd occupant ACP. The first officer now uses the 3rd
occupant ACP.
The 3rd occupant Audio equipment can not be used.

CAPT 3 Position
In this position, the captain is switched on the 3rd occupant part of the AMU
controlled by the 3rd occupant ACP. The captain now uses the 3rd occupant
ACP.
The 3rd occupant Audio equipment can not be used.

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

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

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NOTE: It depends on the AMU standard, if the

3rd Occupant will be disconnected in
case of an audio switching or not.

AMU F/O

CAPT

F/O

CAPT

F/O

CAPT

Figure 8 Audio Switching

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EMERGENCY FUNCTION OPERATION Example CAPT3

Purpose ACTION RESULT

The emergency function is used in case of loss of communications on the On the ACP of the Captain and the
The green bars on the INT transmis-
Captain or the First Officer channels. This function switches the Captain or 3rd Occupant push the INT transmis-
sion pushbutton switch come on.
First Officer communications to the 3rd Occupant station. sion and reception P/B.
In this case, the Captain (or the First Officer) uses the ACP located on the On the overhead control and indicat- On the upper ECAM DU the AUDIO
overhead panel to make his microphone or audio selections. ing panel set the AUDIO SWITCH- 3XFRD indication comes into view in
ING selector switch to CAPT 3. green.
Pilot emergency function
Make sure that what is said in the mi-
The AUDIO SWITCHING selector−switch 16RN located on the overhead panel At the CAPT station push the PTT
crophone is clearly audible in the
is used to switch to emergency configuration. switch on the microphone and at the
boomset and loudspeaker of the Cap-
In case of a failure on the Audio Board A, the pilot’s microphones and audio same time, speak into it.
tain.
signals are switched through relays in parallel to the 3rd occupant’s
On the 3rd Occupant’s ACP push the The green bars on the INT transmis-
microphone inputs and audio outputs.
INT transmission pushbutton switch. sion pushbutton switch go off.
The PTT commands from the pilot’s microphones are active.
Make sure that the reception stops in
The pilot’s ACP is no longer active. At the CAPT station speak into the
the boomset & loudspeaker of the
microphone.
First Officer emergency function Captain
In case of a failure on the Audio Board B, the copilot’s microphones and audio The green bars on the INT transmis-
On the 3rd Occupant’s ACP push the
signals are switched through relays to the Avionics Bay microphone inputs and sion pushbutton switch come on and
INT transmission pushbutton switch,
audio outputs, which are no longer active. make sure that the reception volume
then smoothly turn clockwise the INT
changes smoothly and that there is
The PTT commands from the copilot’s microphones are active. pushbutton switch for reception and
no interference in the boomset &
The copilot’s ACP is no longer active. speak into the CAPT microphone.
loudspeaker of the Captain.
In addition, the 3rd occupant’s micro and audio signals are switched in parallel On the CAPT ACP, set the INT/RAD
to the Avionics Bay micro and audio signals, and the 3rd ACP ARINC bus is Make sure that the reception stops in
switch to RAD and hold it in this posi-
switched to the avionics bay ACP ARINC input/output. the boomset & loudspeaker of the
tion and speak into the boomset mi-
Captain.
The Avionics Bay ACP ARINC line is cut. crophone.
This switchover is indicated on the upper ECAM display unit (Memo Message: On the CAPT (F/O) side stick control- Make sure that what is said in the mi-
AUDIO 3XFRD, REF ATA 31−54−SDAC). ler, push the PTT switch and speak crophone is clearly audible in the
into the boomset microphone. CAPT boomset & loudspeaker.
On the 3rd ACP set the RAD/INT Make sure that what is said in the mi-
switch to RAD and hold it in this posi- crophone is clearly audible in the
tion and speak into the microphone of boomset and loudspeaker of the Cap-
the CAPT (F/O) boomset. tain.
Release RAD/INT & set AUDIO SWITCHING selector switch to NORM.

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CAPT
3
NORM
F/O
3
Normal Config CAPT
3
NORM
F/O
3 Example CAPT3

CAPT CAPT
NORM REF. ATA 31−54 NORM
F/O (SDAC. WV) AUDIO 3XFRD
CAPT F/O
NORM CAPT
F/O NORM
F/O

AMU ADAPTATION AMU ADAPTATION

BOARD BOARD

CAPT CAPT 3 CAPT CAPT 3

AUDIO AND AUDIO AND
MICRO CAPT MICRO CAPT

3RD F/O 3 3RD F/O 3

AUDIO AND AUDIO AND
MICRO 3RD OCCUPANT MICRO 3RD OCCUPANT

F/O F/O
AUDIO AND AUDIO AND
MICRO F/O MICRO F/O

AV. BAY AV. BAY

AUDIO AND AUDIO AND
MICRO AVIONICS BAY MICRO AVIONICS BAY

ACP ACP
ARINC IN/OUT 3RD ARINC IN/OUT 3RD
ARINC ARINC
ACP 3RD ACP 3RD

ACP ACP
ARINC IN/OUT BAY ARINC IN/OUT BAY
ARINC ARINC
ACP AV. BAY ACP AV. BAY

Figure 9 Emergency Switching Function

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TRANSMIT CIRCUIT OPERATION

Transmission with various microphones
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 Oxygen Mask Control Discrete

a dedicated circuit according to the
following logic: 0 1
Boomset signal Boomset and
Handmike 0 valid oxygen mask
PTT signals valid
1 Handmike signal valid

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 (Digital Signalling Processor).

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HANDMIKE PTT MASK CTRL WHEN

OXY PRESS ON
VHF 1

MIKE AUDIO
SELECTION

VHF 2, VHF 3,
HF 1, HF 2, CAB

PA
PTT = Push To Talk
VHF = Very High Frequency HANDMIKE
HF = High Frequency PTT +
CAB = Cabin Interphone
PA = Passenger Address

VHF 1 CONTROL
DISCRETE PTT EVENT:
SIDE STICK PTT DSP
VHF 1
PTT
VHF 2
DIGITAL
VALIDATION VHF 3
SIGNALING
PROCESSOR MODULE HF 1
HF 2
CAB
PA CONTROL
DISCRETE
PA

Figure 10 Transmission Function

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LOUDSPEAKER MUTING CIRCUIT OPERATION

PURPOSE
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.
Operation
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.
NOTE: This attenuating circuit is not operative with the following warning
audio outputs:
- Flight Warning Computer (FWC)
- Traffic Collision Avoidance System (TCAS)
- Enhanced Ground Proximity Warning System (EGPWS)
- Weather Radar Predictive Windshear Warning (PWS)

Page 22
COMMUNICATIONS A318/A319/A320/A321
AUDIO MANAGEMENT
23−51

AUDIO MANAGEMENT UNIT COCKPIT AMPLIFIER LOUD SPEAKER

MANUAL
MUTING

AUDIO OUTPUT

DIRECT
SIDESTICK PTT
MUTING
ACP PTT OR +
+
HANDMIKE PTT

FWC
TCAS
EGPWS
WXR PWS

Figure 11 Direct Muting Schematic

Page 23
COMMUNICATIONS A318/A319/A320/A321
AUDIO MANAGEMENT
23−51

FLIGHT INTERPHONE GENERAL DESCRIPTION

INT SELECTION
The INT position of the INTerphone/RADio selector switch enables permanent
use of the flight interphone without any further action and whatever the radio
key selected (here VHF 1).This is a stable position.
NOTE: The radio function has priority over the flight interphone function.
So, even with the INT/RAD switch in INT position, the flight
interphone is momentarily cut during a radio emission (radio key
selected and hand microphone or side−stick Push To Talk (PTT)
actuated).

RAD SELECTION
The RAD position of the INT/RAD selector switch puts the pre−selected
channel in emission (here VHF 1). This is an unstable position. This position
acts like the selection of the hand microphone pushbutton or like the PTT
pushbutton of the side−stick.

INT KEY AND KNOB

The flight interphone is selected like a VHF transceiver. Selection of the INT
transmission key lights the green bars, indicating that the flight interphone is
ready to operate. Pressing and releasing the INT reception knob adjusts the
interphone level. If done, the knob comes on white.
Placing and holding the INT/RAD switch in RAD position lets the operator talk
through the flight interphone system.
NOTE: Ground Mech microphone is valid when air/ground discrete is set
to GND.

Page 24
COMMUNICATIONS A318/A319/A320/A321
AUDIO MANAGEMENT
23−51

DATA

AUDIO AUDIO
AMU

AUDIO
EQUIPMENT

AIR/GROUND

Figure 12 Flight Interphone

Page 25
COMMUNICATIONS A318/A319/A320/A321
AUDIO MANAGEMENT
23−51

FLIGHT INTERPHONE FUNCTIONAL DESCRIPTION

General Architecture
The flight interphone enables: The adaptation board perfoms the summing of all the modulation signals. As a
S Telephone conversations between the various stations in the cockpit security precaution, there are two independent summation circuits. The output
of the first summation circuit is transmitted to the ”master” audio board (board
S Telephone conversations between the cockpit and the ground crew via the
A).
external power panel.
The output of the second summation circuit is transmitted to the ”slave” audio
Operation board (board B).
The flight interphone comprises the following functions: The ouputs of the first summation circuit is also transmitted to the MECH and
S microphone inputs. Audio 6 outputs.
S amplification and summation.
S audio output.

Microphone Inputs
There are two types of microphone inputs:
S normal inputs, which are inputs from the CAPT, F/O, 3rd OCCPNT ,
Avionics Bay (and optionally 5th OCCPNT).
S protected inputs, which comprise the mechanic input and the Reserve input
(Input 6).

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.
The ADDER is used to sum all input signals.

Page 26
COMMUNICATIONS A318/A319/A320/A321
AUDIO MANAGEMENT
23−51

ÄÄÄÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
INT SEL
MASK CTL AUDIO CARD A

ÄÄÄ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
HAND PTT

ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
HAND MIKE
BOOM MIKE
MIKE INPUT
MANAGEMENT

ÄÄÄ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
MASK MIKE

ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ADDER TO AUDIO CARD A
A/D CONVERTER

ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ MECHANICIAN

ÄÄÄ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
SAME AS CAPT SIDE

ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
MIKE PTT 6TH
6TH

MIKE 6TH

LGCIU AIR/GND
EXT PWR MIKE MECH

ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
SAME AS CAPT SIDE
AUDIO CARD B

ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
SAME AS CAPT SIDE

ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ ADDER TO AUDIO CARD B

ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
A/D CONVERTER
SAME AS CAPT SIDE

ÄÄÄ ÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÄÄÄÂÂÂÂÂÂÂÂÂÂÂÂÂÂÂ Figure 13 Flight Interphone Schematic
Page 27
COMMUNICATIONS A318/A319/A320/A321
AUDIO MANAGEMENT
23−51

RECEPTION CIRCUIT OPERATION

General
The audio signals from the various communication and navigation units are first Furthermore, the DME reception is coupled to the VOR reception (in normal
connected to analog/digital converters, and then to the Digital Software operation). Thus the DME marker identification−code is transmitted with a
Processor (DSP) located on the audio boards. frequency modulation of 1350 Hz.
Dedicated inputs exist on the DSP for filtered signal (ADF and VOR). The filtering circuit of the navigation channels therefore comprises an
The DSP is also connected to a control module which provides information attenuation filter for the reception bands of the ADF and VOR systems. On
computed from the ACP (potentiometers position, Voice filter selection) and older aircraft types also the DME signal is filtered when it is coupled with an
from the FCU (DME coupling to VOR or LS). VOR, but never in connection with an ILS signal.
After digital processing inside the DSP, the resultant signal is converted into This digital filter attenuates the 1000 and 1020 Hz frequencies by more than 32
analog and sent to the output transformer. dB. Action on the VOICE pushbutton switch located on each ACP has the
following effects:
DME/VOR/LS Switching S Released position, VOICE/ON off
In normal configuration, the DME reception is coupled with the VOR reception. The filters are not used, the operator simultaneously receives the marker
However, in certain landing system approach conditions, the DME used must identification and the voice transmission
be aurally identified.
S Pressed in position, VOICE/ON on
The DME reception must therefore be coupled with the MMR reception. The LS
The DSP directly processes the filtered signals. The 1000 − 1020 Hz
pushbutton switch is used for switching control.
frequencies are greatly attenuated, the DME identified is cut off (1350 Hz).
Action on this command sends a ground to the AMU which couples the DME Only the voice transmissions are audible.
receptions to the MMR receptions.
NOTE: The audio outputs of the communication channel and the MMR,
VOICE/ON Function MKR navigation do not transit via digital filters.
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.
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).

Page 28
COMMUNICATIONS A318/A319/A320/A321
AUDIO MANAGEMENT
23−51

FCU
ACP

CAPTAIN FIRST
OFFICER
−VOICE SWITCH DME/ILS1 DISCRETE DME/ILS2 DISCRETE
POSITION
−POTENTIOMETERS
POSITION AMU
CONTROL
MODULE

DME 1 A/D CONV. DME1

DME 2 A/D CONV. DME2

VOR1 TO CVR
DIGITAL 1000−1020 FUNCTION
VOR 1 A/D CONV. FILTERED VOR1
FILTER
VOR2
DIGITAL 1000−1020
VOR 2 A/D CONV. FILTERED VOR2
FILTER
ADF1
DIGITAL 1000−1020
ADF 1 A/D CONV. FILTERED ADF1
FILTER
ADF2
DIGITAL 1000−1020 D/A CONV.
ADF 2 A/D CONV. FILTERED ADF2 BOOMSET
FILTER

MMR 1 A/D CONV. AUDIO ILS

MMR 2
ABBREVIATIONS:
FCU: Flight Control Unit (EFIS Section)
ACP: Audio Control Panel VHF 1 A/D CONV. VHF1 COCKPIT
AMU: Audio Management Unit OTHER AMPL
DME: Distance Measuring Equipment
RADIO COM.
VOR: VHF Omnidirectional Radio
RADIO NAV AND
ADF: Automatic Direction Finder AUDIO MIX
INTERPHONES MKR A/D CONV. MKR
MMR: Multi Mode Receiver (ILS + GPS)
VHF: Very High Frequency
MKR: Marker DIGITAL SOFTWARE PROCESSING

Figure 14 Reception Function

Page 29
COMMUNICATIONS A318/A319/A320/A321
AUDIO MANAGEMENT
23−51

SELCAL, MECHANIC & CABIN ATTENDANT CALL FUNCTION

Purpose Attendant call. Then it generates the various messages transmitted to the
A visual and aural indication of the calls from the ground stations equipped with output circuits which is sent to the audio boards which transmit the information
a coding device which can be used by the aircraft installation (SELCAL system to the various ACPs via their connecting bus in order to switch on the
− Selective Calling). associated lights.
The calls are sent on the radio frequencies which link the aircraft to the ground. Likewise, data is sent to the FWC system. This enables audio indication of the
The communication channels used are : call.
S VHF1, VHF2, VHF3 and HF1, HF2 if installed. 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
S A visual indication of the calls from the ground crew or from the Cabin
stages to the calculating unit. This calculating unit re−initializes the system.
Attendants.
Operation of Ground Crew Call System
SELCAL Ground System Description
When pushbutton switch 10WC located on external power panel is pushed,
The ground system transmits, via VHF or HF transmitters, a selective call
it sends ground information to the calculating unit via the input stages.
code. This code comprises 2 consecutive pulses each containing a mixture of
The information is processed then a message is sent via the output stages to
the 2 frequencies.
the various audio cards and then to the ACPs.
According to the ARINC 714 specification, this enables the calls to be
This causes the MECH legend to flash (coupled with INT transmission
differentiated. The call comprises a single−code transmission without repeat.
pushbutton switch) for 60 seconds. After 60 seconds, or when the RESET
SELCAL Aircraft System Description pushbutton switch is pressed, like the SELCAL system, the circuit is
re−initialized.
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 Operation of Cabin Attendant Call
SELCAL board.
When a call is made from the Cabin Attendant station, the CIDS generates
The SELCAL function continuously monitors the digital data of the five radio ground information. This information is sent to the calculating unit via the input
communication channels. It analyzes the received signals to check if they stages and (after processing) sent via the output stages via the various audio
comprise the frequencies relevant to aircraft code. The operator programs this cards and to the ACPs. On the ACPs, this causes ATT legend to flash (coupled
code on the SELCAL code panel. with CAB pushbutton switch) for 60 seconds. After 60 seconds or when the
If the frequencies and aircraft code correspond, the warning system transmits RESET pushbutton switch is pushed, the calculating unit re−initializes the
an aural signal. The CALL legend on each ACP associated to the system which circuit.
received the call (VHF1 − VHF2 − VHF3 − HF1 − HF2) comes on. It also sends information to the CIDS for re−initialization via the output stages.
SELCAL Operation NOTE: It is possible to inhibit the automatic function which causes the
The SELCAL signal issued by the various communication assemblies is MECH and ATT flashing call legends to stop via Pin Program.
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 and interprets and manages the
various information received from the input circuits: ground crew call, Cabin

Page 30
COMMUNICATIONS A318/A319/A320/A321
AUDIO MANAGEMENT
23−51

BUZZER
ATTND CALL
SELCALL

MECH CALL

AUDIO CONTROL
PANEL

VHF 1,2,3
HF1,2
TRANSCEIVERS

HANDSET

Figure 15 SELCAL, Mechanic and Attendant Call

Page 31
COMMUNICATIONS A318/A319/A320/A321
COCKPIT TO GROUND CREW CALL
SYSTEM 23−51

23−42 GROUND CREW AND COCKPIT CALL SYSTEM

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

Ground mechanic to cockpit call

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

Cockpit to ground mechanic call

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

Page 32
COMMUNICATIONS A318/A319/A320/A321
COCKPIT TO GROUND CREW CALL
SYSTEM 23−51

AUDIO CONTROL PANEL

AMU

EXT HORN

COCKPIT CALL PANEL A318−320

OPTION EXT PWR PANEL CABIN

LOUDSPEAKERS

COCKPIT CALL PANEL A321

AEREA CALL PANEL

CIDS
ATT INDICATION PANEL

COCKPIT

Figure 16 Cockpit Call System Overview

Page 33
COMMUNICATIONS A318/A319/A320/A321
COCKPIT TO GROUND CREW CALL
SYSTEM 23−51

COCKPIT TO GROUND CREW CALL SYSTEM FUNCTIONAL OPERATION

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

Page 34
COMMUNICATIONS A318/A319/A320/A321
COCKPIT TO GROUND CREW CALL
SYSTEM 23−51

FR9

FR20
A
CREW MEMBER TO GROUND MECHANIC CALL A

702PP
28VDC 15WC
MAIN DOOR 714 4WC MECH CALL
2WC HORN SUPPLY HORN
MAIN DOOR 713 LGCIU1
GND
NOSE LANDING GEAR FLT
5GA1 1WC
CALLS/MECH CKT
P/B SW

16WC

L & R MLG FLT CTLD 14WC

GROUND MECHANIC TO CREW MEMBER CALL COCKPIT CALL
DC IND LT

12WC 6WC
IND LT SUPPLY
7WW RESET
CAPT LOUDSPEAKER P/B SW
BUZZER EXT PWR PNL 108VU
COMMAND FWC
WW 8WC
HORN SUPPLY RESET

8WW
F/O LOUDSPEAKER
BLOWER LO FLOW
DC 10WC SELCALL
COCKPIT CALL ADIRS ON BAT
P/B SW AMU MEC
EXT PWR PNL APU FIRE
1RN ACP
ELT OPERATION

Figure 17 Call System Schematic

Page 35
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13

23−13 RADIO MANAGEMENT

RMP SYSTEM PRESENTATION SEL Indicator
The RMPs are used for the selection of radio communication frequencies. The SEL indicator light comes on WHITE, when a non associated Radio
They are also used for the selection of radio navigation frequencies as back−up Management Panel takes control of the system frequency selection.
of the Flight Management Guidance Computers (FMGCs). The normal configuration is :
There are 3 RMPs for frequency selection : S RMP1 associated with VHF1
S Each RMP can control any VHF or HF system. S RMP2 associated with VHF2
S RMP1 and RMP2 can control the radio navigation systems in back−up S RMP3 associated with VHF3, HF1/2.
mode. If VHF2 is selected on RMP1, the SEL light comes on WHITE on RMP1 and
S RMP3 cannot control the radio navigation systems. RMP2.
The 3 RMPs permanently dialog so that each RMP is informed of the last
selection made on any of the other RMPs Dual Selector Knob
If two RMPs fail, the remaining RMP controls all the VHF and HF transceivers. The DUAL SELECTOR KNOB is used for the selection of the frequency/course
The transmission of data to the communication and navigation systems and the displayed in the STandBY/Course window.
dialog between the RMPs are performed through data buses.
Optional Systems are: ON/OFF Switch
S RMP 3 The latching ON/OFF switch allows the crew to set the RMP on or off.
S HF 1 & 2
S VHF 3 Transfer P/B
S ACARS or ATSU
When the TRANSFER key is pressed, the operational frequency becomes the
STandBY frequency and the STandBY frequency becomes the operational
Windows frequency.
There are 2 display windows :
S The ACTIVE window displays the operational frequency. Amplitude Modulation Key
S The STandBY/CouRSE window displays the standby frequency or the The Amplitude Modulation (AM) key is associated with the HF system for
course in back−up navigation mode. communication with stations using amplitude modulation transceivers.
The windows are liquid crystal displays with a high contrast.
Navigation Receiver Keys
Communication Keys The NAVigation guarded pushbutton key allows the radio navigation systems to
There are 5 pushbutton keys for the radio communication systems. When a be selected, in back−up mode only, when the Flight Management Guidance
key is pressed, the ACTIVE and the STandBY frequencies are automatically Computers (FMGCs) are failed.
displayed in the dedicated windows. In radio navigation back up mode, navigation frequency/course selection is
performed using the dual selector knob.

Page 36
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13

FMGC 1 NAV
RECEIVERS
SYS 1
NAV BUS

COM BUS
VHF 1
(HF 1)
RMP 1
TRANSCEIVER
(VHF 3)
TRANSCEIVER

RMP 3 ACARS/
ATSU

VHF 2
(HF 2)
RMP 2 TRANSCEIVER

DIALOGUE BUS

NAV
RECEIVERS
FMGC 2 SYS 2

Figure 18 RMS Basic Schematic

Page 37
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13

RMP COMMUNICATION TUNING PRESENTATION

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

Frequency Ranges
S VHF: 118 to 136.975 MHz
Channel width: 8,33 KHz or 25 KHz according to the pin prog
S 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.

Page 38
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13

USE DUAL SELECTOR KNOB TO CHANGE FREQUENCY IN STBY/CRS WINDOW

SELECT COMMUNICATION SYSTEM TO TUNE USE TRANSFER P/B TO CHANGE ACTIVE FREQUENCY

Figure 19 RMP COM Tuning

Page 39
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13
RMP SELECT LIGHT
The SEL indicator light comes on WHITE, when a non associated Radio
Management Panel takes control of the system frequency selection.
The normal configuration is :
S RMP1 associated with VHF1
S RMP2 associated with VHF2
S RMP3 associated with VHF3, HF1 & 2.
When RMP 3 is not installed the systems associated with RMP 3 are then
allocated with RMP 1.
For example when VHF2 is selected on RMP 1 the SEL indicator lights on
RMP 1 and RMP 2 come ON.
NOTE: Only the active frequencys are exchanged via the RMP dialogue
buses. The STBY frequencies are not transmitted by the RMP.

Page 40
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13

RMP 1 RMP 2

DIALOGUE
BUSES

RMP 1 RMP 2

DIALOGUE
BUSES

Figure 20 RMP SEL Light Function

Page 41
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13

RMP NAV BACK UP TUNING

Tuning Example Radio Navigation Frequency Ranges
We are going to study the actions to be performed for a back up tuning of an S ADF: 190 to 1750.5 KHz
ADF frequency and a VOR/ILS frequency and course. Channel width: 0.5 KHz
The fist thing to do is to open the guard on the NAV key. S VOR: 108 to 117.95 MHz
When the NAV key is pressed in, the on side VOR/ILS and ADF receivers are Channel width: 50 KHz
controlled by the RMP and no longer by the FMGC.
Between 108 and 112 MHz, the VOR frequencies are the ones in which the
The green LED comes on indicating that you are in STANDBY tuning mode. figure corresponding to the tenths of MHz is even (e.f. 108.00, 108.05,
When the STBY NAV key is pressed, (i.e VOR), its green LED comes on and 108.20... 111.85).
the previously memorized frequency is displayed in both windows. All the frequencies from 112 MHz included, which end in 50 KHz are VOR
The knob is turned to select a new frequency. frequencies.
First, the selected frequency is displayed in the STBY/CRS window. Only the frequencies assigned to the VOR system can be displayed when VOR
When the transfer key is pressed, the STANDBY frequency becomes ACTIVE is selected.
and the active course is displayed in the right hand side window. Course: 0 to 359.
The outer knob is turned to select a new course. to select another frequency, S ILS: 108 to 111.95 MHz
the transfer key must be pressed again to get the active frequency displayed in Channel width : 50 KHz.
both windows.
The ILS frequencies are the one in which the figure corresponding to the
NOTE: The operation of course and frequency tuning is the same for tenths of MHz is odd (e.f. 108.10, 108.15, 108.30... 111.95).
VOR and ILS Only the frequencies assigned to the ILS can be displayed when ILS is
ADF tuning is performed as for ILS or VOR except that when the transfer key selected.
is pressed, the standby and active frequencies are interchanged. Course: 0 to 359.

Page 42
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13

ENTER VOR FREQUENCY AND PRESS THE TRANSFER KEY

SELECT STBY NAV TO TUNE RAD NAV SYSTEMS USE FREQUENCY KNOB TO CHOOSE VOR COURSE IF NEEDED

Figure 21 RMP NAV Backup Tuning

Page 43
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT SYSTEM
23−13

RADIO MANAGEMENT SYSTEM COM TUNING DESCRIPTION

Operation

The RMPs have two modes of operation:

S the normal mode,
S the radio−navigation back up mode.

Normal Mode
In normal mode the RMPs control the frequencies of the VHF1, VHF2 and
HF1, HF2 transceivers. For frequency control on the VHF3 system, refer to the
ACARS or ATIMS.
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 two others.
Each RMP has two output buses connected to the radio communication
equipment:
S The RMP1(2) COM BUS 1 delivers the VHF1 and HF1 frequencies.
S The RMP2 COM BUS 1 delivers the VHF3 frequencies.
S The RMP2(1) COM BUS 2 delivers the VHF2 and HF2 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).

Communication Systems Tuning with RMP Fault(s)

In the event of failures of one or two RMPs, the reconfigurations are possible to
control the radio communication equipment.
The transceivers have two frequency tuning inputs. Via a discrete the
transceivers receive information which input to use. If a RMP is faulty it should
be switched to OFF. Then the frequency buses and discretes are routed
physically through the faulty RMP. Threrefore it is still possible to tune the
systems with only one RMP operative.

Page 44
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT SYSTEM
23−13

NORMAL CONFIGURATION RMP2 FAILED OR OFF SYMMETRICAL CONFIGURATION

WHEN RMP1 FAILS

RMP 3 RMP 3

RMP 2
RMP 1 RMP 2 RMP 1 OFF

INFORMATION ACQUIRED
INFORMATION AVAILABLE
BUT NOT ACQUIRED
ACARS/ ACARS/
ATSU INFORMATION MISSING ATSU

Figure 22 RMP COM Tuning (1)

Page 45
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT SYSTEM
23−13

THIS PAGE INTENTIONALLY LEFT BLANK

Page 46
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT SYSTEM
23−13

RMP2 & 3 FAILED OR OFF SYMMETRICAL CONFIGURATION RMP1 & 2 FAILED OR OFF
WHEN RMP1 & 3 FAILS

RMP 3
OFF RMP 3

RMP 2 RMP 1 RMP 2

RMP 1 OFF OFF OFF

INFORMATION ACQUIRED
INFORMATION AVAILABLE
ACARS/ BUT NOT ACQUIRED
ACARS/
ATSU INFORMATION MISSING ATSU

Figure 23 RMP COM Tuning (2)

Page 47
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT SYSTEM
23−13

NAVIGATION SYSTEMS TUNING DESCRIPTION

Selection of Navaids
Navaids Tuning in case of FMGC failure
The FMGC normally ensures the selection of navaids (VOR, DME, ADF, ILS):
If one FMGC fails it sends a FAULT discrete via the respective RMP to the
S automatically as a function of geographical criteria depending on the
navigation receivers. Then the offside FMGC frequency input B is taken by the
planned route and on the aircraft position.
receivers.
S manually from the MCDUs.
NOTE: On many aircraft the ILS is integrated in the Multi Mode Receiver
For information displayed on the ND, the selection of VOR and ILS
(MMR) which combines an ILS and GPS (Global Positioning
automatically causes the selection of DME. The selection of DME frequencies
System) receiver.
for the calculation of position of the FMGC is fully automatic.
In standby mode, the pilot can take control of the navaid selections onside
through action on the RMP.
NOTE: If an RMP 3 is installed it is NOT involved in the Navaids tuning.
It can only be used for COM tuning!
Consequently, any FMGC selection is overridden and in particular, the
management of DME frequencies is cancelled for the calculation of position by
the FMGC.

Normal Navaids Tuning

Normally the Navaids tuning is done by the onside FMGC.
That means that FMGC 1 normally tunes:
S ILS 1,
S VOR 1,
S DME 1,
S ADF 1,
and FMGC 2 normally tunes:
S ILS 2,
S VOR 2,
S DME 2,
S ADF 2.
In normal mode, these input and output are directly interconnected by means
of internal relays. The RMP is thus transparent to the onside FMGC.

Page 48
 MANAGEMENT BUS FMGC 2

B
B
B
B
FMGC 1 FAIL DSCRT INPUT
FMGC 1 MANAGEMENT BUS

ILS 1

ADF 1
VOR 1

DME 1
NAV OPERATION FMGC 1

A
A
A
A
DISCRETE OUTPUT 1CA1

RMP 1 NAV PORT SELECT DSCRT

RMP 1 NAV BUS
COMMUNICATIONS

RMP 1

1RG1
RADIO MANAGEMENT SYSTEM

RMP 2 NAV BUS

RAD NAV NORM TUNING

RMP 2 NAV PORT SELECT DSCRT

RMP 2
1RG2

A
A
A
A
NAV OPERATION
DISCRETE OUTPUT

ILS 2
FMGC 2 MANAGEMENT BUS

ADF 2
VOR 2

DME 2
FMGC 2
1CA2

FMGC 2 FAIL DSCRT INPUT

B
B
B
B
MANAGEMENT BUS FMGC 1

Figure 24
BUT NOT ACQUIRED

MANAGEMENT BUS FMGC 2

INFORMATION MISSING
INFORMATION ACQUIRED
INFORMATION AVAILABLE

B
B
B
B

FMGC 1 FAIL DSCRT INPUT

FMGC 1 MANAGEMENT BUS
ILS 1

ADF 1
VOR 1

DME 1

NAVAIDS Auto Tuning

NAV OPERATION
FMGC 1

A
A
A
A
1CA1

DISCRETE OUTPUT

RMP 1 NAV PORT SELECT DSCRT

RMP 1 NAV BUS
RMP 1

1RG1

RMP 2 NAV BUS

RMP 2 NAV PORT SELECT DSCRT

RMP 2
1RG2

A
A
A
A

NAV OPERATION
RAD NAV TUNING WITH ONE FMGC FAIL

DISCRETE OUTPUT
ILS 2

FMGC 2 MANAGEMENT BUS

ADF 2
VOR 2

DME 2
FMGC 2
1CA2

FMGC 2 FAIL DSCRT INPUT

B
B
B
B

MANAGEMENT BUS FMGC 1

A318/A319/A320/A321

23−13

Page 49
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT SYSTEM
23−13

Radio Navigation in Standby NAV Mode

This mode is selected on the RMP1 and/or RMP2 in the event of failure of both
FMGCs.
In addition to normal mode functions it also enables the frequency control of
the radio navigation equipment:
S on Captain side (VOR1, DME1, ILS1, ADF1) for the RMP1
S on First Officer side (VOR2, DME2, ILS2, ADF2) for the RMP2.
The RMP1 and the RMP2 transmit on a dedicated output bus the frequencies
to the radio navigation equipment.
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.
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.

Page 50
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT SYSTEM
23−13

STBY NAV SELECTED ON RMP (USED WHEN BOTH FMGC FAIL)

FMGC 1 FMGC 1
FAULT FAULT
1CA1 1CA2

INPUT

INPUT
BUS

BUS
FMGC 1 MANAGEMENT

FMGC 2 MANAGEMENT
FMGC 2 FAIL DSCRT
DISCRETE OUTPUT

DISCRETE OUTPUT
FMGC 1 FAIL DSCRT

NAV OPERATION

NAV OPERATION
RMP 1 ILS X-TALK RMP 2
NAV SEL NAV SEL
1RG1
ILS X-TALK 1RG2

RMP 1 NAV PORT SELECT DSCRT

RMP 2 NAV PORT SELECT DSCRT

MANAGEMENT BUS FMGC 2

MANAGEMENT BUS FMGC 1

RMP 1 NAV BUS

RMP 2 NAV BUS

B VOR 1 VOR 2 B
A A

B DME 1 DME 2 B
A A
INFORMATION ACQUIRED
B ILS 1 ILS 2 B
INFORMATION AVAILABLE
A A
BUT NOT ACQUIRED
B ADF 1 ADF 2 B
INFORMATION MISSING
A A

Figure 25 RMP Standby NAV Tuning

Page 51
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13

RADIO NAV TUNING FROM RMP AND MCDU

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

Page 52
Lufthansa Technical Training
COMMUNICATIONS A318/A319/A320/A321
RADIO MANAGEMENT
23−13

POINTER SYMBOL POINTER SYMBOL

VOR RECEIVER ADF RECEIVER
TUNING MODE 2
RADIO NAV
VOR 1 / FREQ FREQ / VOR 2
FFM / 114.20 114.20 / FFM
CRS CRS
[ ] [ ]
ILS / FREQ FFM M M ADF2
IFNE / 110.55
2.3 EH
CRS
F069
ADF 1 / FREQ FREQ / VOR 2
FR / 297.0 386.0 / EH VOR/DME DISTANCE 1 IDENTIFICATION
IDENTIFICATION 1
<- ADF 1 BFO ADF 2 BFO ->
1 If selected Station is valid, the Station Identifier is displayd instead
of the frequency.
2 Tuning Mode: R Tuned via the RMP
DIR PROG PERF INIT DATA
BRT M Tuned via the MCDU
F-PLN
RAD FUEL SEC ATC MCDU DIM Nothing when auto tuned by the FMGC
NAV PRED F-PLN COMM MENU

AIR
PORT

Figure 26 RAD NAV Tuning

Page 53
COMMUNICATIONS A318/A319/A320/A321
VERY HIGH FREQUENCY SYSTEM (VHF)
23−12

23−12 VERY HIGH FREQUENCY SYSTEM

COMMUNICATIONS SYSTEM PRESENTATION
GENERAL
The single aisle aircraft communication system has two sub−systems:
S radio communication,
S on−board communication.
The radio communication systems are used for communications to and
from the aircraft.
The following system are used for radio communication:
S Very High Frequency (VHF / minimum 2, maximum 3 systems installed)
S High Frequency (HF / minimum 0, maximum 2 systems installed)
S Satellite Communication (SATCOM / min. 0, maxi. 1 system installed)
The VHF system is used for short range communication, the HF and SATCOM
systems may be used fpr long range communication.

Frequency Range
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 VHF system operates within the frequency range defined by ARINC 716
(i.e. 118 to 136.975 MHz with 25 or 8.33 KHz spacing between channels).
The SATCOM system operates within the L-band transmission frequency
range 1.6265 to 1.6606 GHZ and the L-band transmission frequency range
1.530 to 1.559 GHZ.

Page 54
COMMUNICATIONS A318/A319/A320/A321
VERY HIGH FREQUENCY SYSTEM (VHF)
23−12

DATALINK
(ACARS OR ATIMS)

Figure 27 Radio Communication General

Page 55
COMMUNICATIONS A318/A319/A320/A321
VERY HIGH FREQUENCY SYSTEM (VHF)
23−12

VHF SYSTEM PRESENTATION Transmit Function

The audio signals from the microphones are transmitted to the VHF transceiver
General through the AMU. The VHF transceiver tuned on the frequency selected on
The VHF is used for short range voice communications. one RMP, transforms the audio signals into VHF modulated signals. The VHF
The VHF system allows short distance voice communications between different signals are fed to the antenna by a coaxial cable. They are then transmitted to
aircraft (in flight or on ground) or between the aircraft and a ground station. the various stations.
The VHF system operates within the frequency range defined by ARINC 716 A connection between the VHF transceiver and the SDAC enables to record
(i.e. 118 to 136.975 MHz with 25 KHz or 8.33 KHZ spacing between channels the use of the VHF system in transmit mode on the DFDR. The connection is
depending on the VHF system modification status). obtained through the PTT switch.

Principle Receive Function

Let’s see the main components of the VHF system. The antenna picks up the VHF radio−communication signals from the stations.
These signals are transmitted to the transceiver by a coaxial cable. The
For voice communications, the crew use acoustic equipment. transceiver, tuned on the frequency selected on one RMP demodulates the
S 2 side−stick radio selectors. VHF received signals into audio signals.
S 2 loudspeakers. The AF signals are transmitted via the AMU, to the audio equipment or
S 3 oxygen−masks. SELCAL system.
S Facilities for boomsets, headsets and hand−microphones. Tuning
The Audio Management Unit (AMU) acts as an interface between the crew The transceiver has two serial inputs: a port A serial input and a port B serial
and the VHF system. input. It can therefore be controlled through either input depending on the
The Audio Control Panels (ACPs) allow selection of the VHF1,2 or 3 status of a discrete (port select) delivered by the frequency control system. The
transceiver in transmission or reception mode and for the control of the data corresponding to the frequency selected on the RMP is sent to the
received audio signal. transceiver through an ARINC 429 bus. This serial word contains the label, the
The Radio Management Panels (RMPs) serve to select the VHF frequencies. source / destination identifier, the frequency data, the status and the parity bit.
The VHF transceiver, tuned on the frequency selected by one of the 3 Radio
Management Panels (RMPs), transforms the audio signals into VHF signals (in
transmission mode) or VHF signals into audio signals (in reception mode).
Note : The VHF3 system is used to transmit data link messages (ACARS or
ATSU) , but can be used for radio voice communications.

Page 56
COMMUNICATIONS A318/A319/A320/A321
VERY HIGH FREQUENCY SYSTEM (VHF)
23−12

OPTIONAL SYSTEMS:
RMP 3, VHF 3, ACARS, ATSU
VHF
ANTENNAS

RMP 1

AIR/
VHF 1,2,3
GND LGCIU
TRANSCEIVERS 1&2
BITE

TUNING
SDAC
RMP 3 VHF 3

CONTINUOUS
1&2

EMMITING
TUNING

ACARS (C)MU
ACPs

AUDIO IN/OUT
OR BITE
ATSU
AMU

BITE
HF
SYSTEM CFDS
RMP 2

Figure 28 VHF System Presentation

Page 57
COMMUNICATIONS A318/A319/A320/A321
VERY HIGH FREQUENCY SYSTEM (VHF)
23−12

VHF INTERFACE DESCRIPTION Interface with the ACARS (Option)

The VHF3 system is also associated with the Aircraft Communication
VHF INTERFACE Addressing and Reporting System (ACARS).
Each VHF system has an interface with the following systems and This system transmits the data from the SDAC, FWC, AIDS, and CFDS to the
components: ground.
Radio Management Panels (RMP),
Interface with the SDACs
Audio Management Unit (AMU),
The SDACs receive the transmission information from the VHF system through
Centralized Fault Display Interface Unit (CFDIU), the KEY EVENT output of the VHF transceiver and record the transmit mode.
Landing Gear Control and Interface Unit (LGCIU), When the SDACs detect that the VHF system has been transmitting
System Data Acquisition Concentrators (SDAC), (Push−To−Talk (PTT) switch on) for thirty seconds, a ”bip−bip” aural warning
Aircraft Communication Addressing and Reporting System Management Unit starts and sounds every second for five seconds. After these thirty−five
(ACARS MU) or, seconds, the transmission is automatically cut off.
Air Traffic Service Unit (ATSU). Twenty−five seconds later, if the PTT switch is still on, the VHF−X EMITTING
message is displayed on the ECAM Display Units (DU). (X replaces the related
Interface with the RMPs system 1,2 or 3)
The RMPs are centralized systems used for the selection of the To start a new transmission, the PTT switch must be released, then pushed
frequency/channel and the display of the VHF system. They are also used to again. Data communications are stopped when the RMP or the MCDU
switch between the voice/data modes. switches from data mode to voice mode.
Interface with the AMU NOTE: In the AMM the VHF system may be also called VDR, VHF
The AMU is used for the connection to the audio integrating and SELective Digital Radio, because it is able to transmitt digital data for
CALling (SELCAL) systems by means of the audio Control Panels (ACP). ACARS and ATIMS. The VDR is able to transmit the data with a
higher baud rate than the old VHF transceivers.
Interface with the CFDIU
The CFDIU is a centralized maintenance system. Through its interface with the
CFDIU, the VHF3 transceiver sends fault reports to the ground.
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.
Interface with the ATSU (Option)
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 & controller
communications.

Page 58
COMMUNICATIONS A318/A319/A320/A321
VERY HIGH FREQUENCY SYSTEM (VHF)
23−12

VHF 1 ANTENNA
AMU ACPs
4RC1 AUDIO 1RN 2RN1, 2...

PORT SELECT VHF 1

TRANSCEIVER AUDIO
A
RMP 1 FWC DMC
B 1&2 1,2,3
1RC1
1RG1 1WW1, 2 1WT1, 2, 3

VHF 2 ANTENNA
RMP 3 LGCIU 1

TRANSMITING
4RC2 5GA1
1RG3 PORT SDAC

VHF
SELECT 1&2
1WV1(2)
RMP 2 A VHF 2
TRANSCEIVER AUDIO
1RG2 E/WD
B
DISPLAYED MESSAGE
1RC2
” VHF−X−EMITTING ”
IF PTT IS ON FOR
VHF 3 ANTENNA MORE THAN 1mn

LGCIU 2
4RC3 5GA2
FDI(M)U DFDR
B VHF 3 AUDIO 10TV 1TU
PORT SELECT TRANSCEIVER
A
1RC3
IF INSTALLED

VOICE/DATA ARINC 429

SELECT INPUT / OUTPUT
ACARS MU CFDIU ANALOG SIGNAL
OR 1TW
DISCRETE OR
REMOTE VOICE/DATA SELECT ATSU AUDIO SIGNAL
1TX1

Figure 29 VHF System Interface

Page 59
COMMUNICATIONS A318/A319/A320/A321
HIGH FREQUENCY SYSTEM
23−11

23−11 HIGH FREQUENCY SYSTEM

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

Page 60
COMMUNICATIONS A318/A319/A320/A321
HIGH FREQUENCY SYSTEM
23−11

HF DR
OPTIONAL

ATSU

Figure 30 HF System Presentation

Page 61
COMMUNICATIONS A318/A319/A320/A321
HIGH FREQUENCY SYSTEM
23−11

HF INTERFACE DESCRIPTION
INTERFACES Interface with the SDACs
Each HF system has an interface with the following systems and components: The SDACs receive the transmission information from the HF system through
S Radio Management Panels (RMP), the KEY EVENT output of the HF transceiver and record the transmit mode.
S Audio Management Unit (AMU), 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
S Centralized Fault Display Interface Unit (CFDIU),
indication is displayed on the ECAM display (EWD).
S Landing Gear Control Interface Unit (LGCIU),
S System Data Acquisition Concentrator (SDAC), Interface with the ADIRU
S Air Data/Inertial Reference Units (ADIRU), The ADIRU which provides the HFDR with the following information:
S Air Traffic Service Unit (ATSU), S time,
S Ground HF DATA LINK (GND HF DATA LINK), S latitude,
S International Civil Aircraft Organization (ICAO) address, S longitude.
S Multipurpose Disk Drive Unit (MDDU) or Portable Data Loader (PDL). Interface with the ATSU
The components written in cursive are optionally connected to the HF system, The ATSU which is in charge of routing data towards the HF system for Data
even if they are installed. communications. The use of HF for digital data transfer is optional.
Interface with the RMPs Interface with the GND HF DATA Link
The RMPs are centralized systems used for selection of the frequency/channel The GND HF DATA LINK pushbutton switch which is used to override the data
and display of the HF system. They are also used to switch between the transmission inhibition of the HF1 transceiver on the ground.
voice/data modes.
Interface with the ICAO address
Interface with the AMU
The ICAO address which is used to uniquely identify the aircraft by the ground
The AMU is used for the connection to the audio integrating and SELective station during data link message exchanges.
CALLing (SELCAL) systems by means of the Audio Control Panels (ACP).
Interface with the MDDU or PDL
Interface with the CFDIU
The MDDU or PDL is used to load the HFDR software.
The CFDIU is the centralized maintenance system.

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.
When the LGCIU informs the HFDR of the ground aircraft status, the HF data
link emission is inhibited.

Page 62
COMMUNICATIONS A318/A319/A320/A321
HIGH FREQUENCY SYSTEM
23−11

HF ANTENNA

COAXIAL CABLE COAXIAL CABLE

HF 1 INTERLOCK FUNCTION HF2

COUPLER COUPLER
CROSSTALK BUS, SEE NOTE

COAXIAL GND CTRL OVERRIDE SWITCH COAXIAL

POWER CABLE CABLE POWER
SUPPLY ACPs SUPPLY
HF1 PTT HF2 PTT

AMU

HF2 PTT HF1 PTT

CFDIU

LGCIU1 LGCIU2
1RE1 1RE2
801XP
115VAC HF 1 KEY EVENT SDAC KEY EVENT HF 2 202XP
ESS SHED TRANSCEIVER
(1 AND 2)
TRANSCEIVER 115VAC
BUS BUS 2
ATSU

ADIRU 1 ADIRU 2

DLRB
ICAO ADDRESS ICAO ADDRESS
(24 CABLES (24 CABLES
+ 1 PARITY) MDDU + 1 PARITY)

RMP 1 RMP 2 IF INSTALLED

ARINC 429
INPUT/OUTPUT
RMP 3
DISCRETE
INPUT/OUTPUT

NOTE: BUS ISOLATED IN MONO HFDR MODE ANALOG SIGNAL

Figure 31 HF System Interface

Page 63
COMMUNICATIONS A318/A319/A320/A321
HIGH FREQUENCY SYSTEM
23−11

HF ANTENNA COMPONENT DESCRIPTION

DESCRIPTION able to reduce the tuning duration thanks to a ”learning mode” which
The antenna coupler enables matching of the aircraft HF shunt−type antenna memorizes several last tuned frequencies.
with the output circuit (50 ohms) of the HF transceiver. In voice mode, the AF signals from the microphones are transmitted to the HF
The coupler is a pressurized sealed box. transceiver through the AMU.
The face features: 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
S a connector J1 for connection with the transmitter,
antenna by the coaxial cable and antenna coupler. They are then transmitted to
S a coaxial connector J2 to connect the coaxial cable from the transmitter, the various stations.
S a connector J3 for test equipment connection, A connection between the HF transceiver and the SDACs enables to record
S a pressurizing valve, the use of the HF system in transmit mode. The connection is obtained through
S a fault warning light (depending on vendor), the KEY EVENT output information of the HF transceiver.
S a handle, 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
S an identification plate.
transceiver through ARINC 429 HS bus) which modulates it.
The back carries:
The HF signals are fed to the antenna by a coaxial cable. They are then
S a connector providing connection between the coupler and the antenna. transmitted to the various stations.
OPERATION HF Data Link Ground Network (Optional)
Receive Function One service provider (ARINC) proposes the HFDL ground network with a
worldwide coverage including polar areas. Its ground stations cover a radius if
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 approximately 3,000 miles and may cover more than one service region.
impedance between the antenna and the HF transceiver. The signal from the The continuous communications are offered thanks to overlapping coverage
HF coupler is transmitted to the HF transceiver by a coaxial cable. with a total of about 13 ground stations fielded worldwide and with several
In voice mode, the HF transceiver, tuned to the selected frequency by one frequencies for each of them.
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).

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

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HIGH FREQUENCY SYSTEM
23−11

115VAC 400HZ 115VAC OUT

INTERLOCK
27,5 VDC EXCITATION
(27,5 VDC)
DC GROUND
AC GROUND

CPLR
CPLR FAULT
FAULT 1
CPLR
RF FAULT
FAULT 2
RECHANNEL
RECYCLE PULSE
PULSE
TUNE POWER TUNE PWR
RELAY
RELAY INTERLOCK
INTERLOCK
HF PTT
KEY LINE MIKE PTT

AMU
HF 1 XCVR
3RE1

THE COUPLER

HF COUPLER
PROVIDES
IMPEDANCE
MATCHING
BETWEEN
THE HF
J3 ANTENNA AND
THE XCVR

DISABLE 2 DISABLE 1
J1

DISABLE 1 DISABLE 2
J2

HF 1 COUPLER HF ANTENNA HF 2 COUPLER

4RE1 5RE 4RE2

Figure 32 HF Antenna Coupler Description

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23−24 AIRCRAFT COMMUNICATION ADDRESSING AND REPORTING SYSTEM (ACARS)

ACARS INTRODUCTION Components
The ACARS Management Unit is connected to various computers :
Purpose S Flight Management function of the Flight Management Guidance
The ACARS Data Link System is an air/ground communication network that Computers.
enables aircraft to function as a mobile terminal associated with modern airline S Central Fault Display and Interface Unit (CFDIU).
command, control and management systems.
S Data Management Unit (DMU).
The ACARS is used to transmit or receive automatically or manually generated
S Flight Warning Computers (FWCs) and the System Data Acquisition
reports or messages to or from a ground station.
Concentrator (SDAC1)
The ACARS is dedicated to Maintenance, Operation and Commercial
S Air Data and Inertial Reference Unit (ADIRU3).
purposes.
S Fuel Quantity Indication System (FQIS).
The choice of ACARS applications and the definition of the operational
programs are under Airline responsibility because of high customization of the Various units are used to control the ACARS MU :
system. S 2 Multipurpose Control Display Units (MCDUs).
The ACARS is a Buyer Furnished Equipment (BFE). S 1 Printer and 3 Radio Management Panels (RMPs), located in the cockpit.
The Unit receives various discrete informations for several functions.
Principle
The ACARS can manage both transmission or reception of data. The table below defines the world zone abbreviations, indicates their
associated Service Provider, MCDU label, and ACARS Frequency.
Ground−to−air (uplink UL) and air−to−ground (downlink DL) digital messages
are transmitted or received via the VHF3 transceiver.
Optionally ACARS can also use SATCOM or HF datalink systems.
VHF3 is mainly dedicated to the ACARS Data Link System, but can be used as
a backup for voice communications.
The transmitted information is relayed via the ground stations to a central
computer where data is converted into airline messages.
A ground network (SITA for EUROPE, ASIA, AFRICA and SOUTH AMERICA,
ARINC for the USA and CANADA and AVICOM for JAPAN), transmits the
data from the ground receiver to the airline main base.
SITA network is exclusively dedicated to the airline community, transmitting
technical, commercial, flight operation and safety information.
Any of the ACARS functions can be modified by the airline, through the
ACARS MU programming. The unit needs a Operating Software and a
Customer Database. Both are loadable via a portable Dataloader direct on the
frontface of the MU.
The data transfer rate is 2400 Bit per second. Figure 33 ACARS Frequency Table

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Figure 34 ACARS Principle

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General Uplink Messages
The Aircraft Communication Addressing and Reporting System (ACARS) Two types of uplink messages are provided:
allows the direct exchange of data between aircraft and airline ground S Messages not indicated to the crew:
computers via VHF 3.
− There is no indication given to the crew, neither for uplink message nor
Aircraft to ground messages (downlink) comprise operational, maintenance, for downlink answer. It is a dialogue between ground and aircraft
monitoring, performance and cabin data. computers.
Ground to aircraft messages (uplink) contain crew information (wind for S Messages indicated to the crew by:
example), or might request data transmissions which are either sent
− ACARS MSG advisory (pulsing green) on ECAM Memo
automatically or by crew action.
− Message on MCDU (ACARS MSG WAITING for example) or MCDU
Automatic report downlinks are carried out by the ACARS Management Unit,
MENU light illumination if the MCDU is not in the mode where uplink
which is programmed according to airline needs (Buyer Furnishing Equipment).
message can be displayed in order to select the correct mode (FMGC,
Due to highly customized programming, the ACARS functions may vary from ACARS, AIDS, CFDS)
one airline to another and are therefore, not described in detail.
− Hard copy on cockpit printer depending on MU programming.
Cockpit Arrangement NOTE: A steady green ACARS STBY advisory is displayed in case of
ACARS operation is performed through the already available cockpit ACARS communications loss between aircraft and ground.
equipment:
ACARS Communication Management Unit
S ECAM for operational indications,
The ACARS Management Unit may be replaced by the Honeywell
S MCDU for control of ACARS related functions,
Communications Management Unit which has a VDL Mode 2 capability for
S PRINTER for hardcopies. higher data transmission. VDL Mode−2 can carry current ACARS applications
The portable dataloader connector is in the avionics bay. at a speed of almost 10 times higher than that of current ACARS. ( VDL = 31.5
kb/s, ACARS = 2.4kb/s).
Manual Access to ACARS Functions
At DLH this is performed with the Engineering Order EO135580. Also the VHF
ACARS functions are manually selected through MCDU. They are obtained for 3 transceiver has to be exchanged by an AHF920 VHF Digital Radio
FMGC, CFDS or AIDS by selecting the corresponding key. Cabin management transceiver.
functions (if available) are accessible through the cabin installed system.

Automatic Access to ACARS functions

Automatic data transmission can be initiated by MU or aircraft systems
programming or an uplink message. There is no cockpit indication nor crew
action is required. It is a dialogue between ground and aircraft computers.
Automatic Downlink of Reports
Automatic downlink of reports are provided by ACARS. Each report generated
by a peripheral system may be downlinked depending on each airline MU
programming.

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RMP: Radio Management Panel

VHF: Very High Frequency
MCDU: Multipurpose Control & Display Unit
FMGC: Flight Management & Guidance Computer
FWC: Flight Warning Computer
SDAC: System Data Acquisition Concentrator VHF 3 RMP
AIDS: Aircraft Integrated Data System
CFDS: Centralized Fault Display System XFVR 1,2 & 3
FQIC: Fuel Quantity Indicating Computer

DIGITAL

ANALOG & DIGITAL

ACARS
MANAGEMENT
UNIT (MU) OR
COMMUNICATION
MANAGEMENT
UNIT (CMU)

MCDU FMGC FWC

SDAC 1 AIDS CFDS PRINTER FQIC
1&2 1&2 1&2

Figure 35 ACARS Overview

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ACARS DESCRIPTION Very High Frequency Transceiver

The VHF 3 transceiver (XCVR) is normally used for ACARS data transmission
ACARS MU and reception, but it can also be used in conventional radio communication
The ACARS Management Unit (MU) manages all tasks related to the ACARS. mode. The VHF3 XCVR receives a voice/data discrete signal, which
It controls both emission and reception of data through the VHF3 transceiver. determines the mode of operation: DATA mode or RADIO mode. In DATA
The ACARS MU transmits data to the various aircraft systems through its two mode, the XCVR is keyed by the ACARS MU through the DATA keyline. The
general output buses. It receives data from the avionics systems through their digital data exchanged between the MU and the VHF 3 XCVR are coded by
general input buses. 1.200 and 2.400 hertz tones. In RADIO−COMMUNICATION mode, the XCVR
can be tuned either by the ACARS MU or by any Radio Management Panel
The ACARS MU is supplied with 115 VAC. (RMP). This is determined by the port select discrete signal sent by the
Radio Management Panel ACARS MU.
Each RMP receives the same port select discrete signal as VHF 3 from the FWC/SDAC
ACARS MU. In normal condition, any RMP is able to tune the VHF 3 XCVR. The ACARS MU receives parameters sent by the System Data Acquisition
When a RMP controls the VHF 3 frequency, it sends a remote voice/data Concentrator (SDAC) 1 and the Flight Warning Computers (FWCs) 1 and 2.
select discrete signal to the ACARS MU to force it to leave the control of the
VHF 3 frequency. The parameters sent by SDAC 1 and FWCs allow the ACARS MU to establish
the EVENT TIME OOOI (pax door closed, gear compressed...).
Flight Management and Guidance Computer The ACARS MU sends a status parameter to the FWCs. FWC 1 and FWC 2
The ACARS MU is linked to the FMGC1 and 2. The FMGCs transmit the display on the Engine Warning Display (EWD), one of four ACARS
following messages to the ACARS MU either automatically or manually: configurations provided by the ACARS MU. The four possible configurations
S request for flight plan initialization, are:
S request for wind messages, S ACARS MSG : an ACARS message has been received by the aircraft,
S pre−flight report, S ACARS STBY : loss of communication between aircraft and ground,
S in−flight report, S VHF3 VOICE : VHF3 operates in VOICE mode,
S PFR. S ACARS CALL : a message requesting a voice conversation has been
received from the ground.
Each function is rendered operational or not depending on the message
transmitted by the ACARS MU to the FMGCs. The ACARS MU transmits the A amber COM ACARS FAULT message appears, when the FWCs do not
following messages to the FMGCs either automatically or manually: receive normal information from the ACARS MU.
S flight plan initialization, Printer
S wind message, The ACARS MU is connected to the multi−purpose cockpit printer. The ACARS
S advisory message related to a ”request not transmitted to the ground”, MU can buffer data printing, when the printer is busy with another system.
S request for a pre−flight report, FQIC
S request for a PFR. The Fuel Quantity Indication Computer sends FOB, preselected Fuel e.g.
information

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ACARS
COMMUNICATION
ADDRESSING AND
REPORTING APM
SYSTEM
MCDU MANAGEMENT
1 UNIT ADIRU 3
2 (ACARS MU)

OR FQIC
FMGC
1 ACARS
2
COMMUNICATION
MANAGEMENT DMU
FWC UNIT
1 (ACARS CMU)
2
CFDIU

SDAC
1 PRINTER

Figure 36 ACARS Architecture

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ADIRU 3 Centralized Fault Display Interface Unit
The ADIRU 3 sends LAT/LONG information form frequency tuning and All the fault messages and all the warnings recorded by the CFDIU can be
groundspeed information. transmitted automatically to the ACARS MU as soon as the CFDIU receives
them from a system or a FWC. The CFDIU can transmit the Post Flight Report
APM (PFR) automatically to the ACARS MU at the end of the flight. This report can
An Aircraft Personality Module allows information that are strapped at the LRU also be transmitted to the ACARS MU manually. After a dialogue in menu
connector with program pins. The APM permits to hold non−volatile aircraft mode between the CFDIU and a system, any page displayed on an MCDU by
configuration data. The APM is a self−contained memory device based on the CFDIU can be transmitted manually to the ACARS MU.
ARINC 607−3, which is read on start−up of the ACARS.
The APM is a self−contained memory device based on ARINC 607−3, which is
read on start−up of the ACARS MU or CMU.
As a minimum, aircraft registration, aircraft type, and equipment configuration
information is held in the APM. The APM is made up of a serial electrically
erasable programmable read−only memory (EEPROM) powered and controlled
by the CMU. The EEPROM contains 16K bytes of memory that is partitioned
by software into two 8K byte memory segments.

Data Management Unit

Each report generated by the DMU can be programmed individually for
transmission to the ACARS MU either automatically or manually. The ACARS
MU can also require generation and transmission of any report by the DMU.
The ACARS MU can send information to the DMU when each report has been
duly transmitted to the ground.

MCDU
The ACARS MU is interfaced with the Multipurpose control and Display Units
(MCDUs). The dialog between one MCDU and the ACARS MU is initiated
when ACARS is selected on the MCDU menu.
The MCDU enables the following functions :
S display of data generated by the MU,
S display of data transmitted by the ground or by peripheral computers,
S selection of the various ACARS MU functions,
S test and entry of data by the crew.
MCDU 1 and 2 are connected to the ACARS MU. Only one can communicate
with the system at a time.

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9003RB
FR24A

FR20

82VU

A
B

AIRCRAFT
PERSONALITY
MODULE
B

ACCESS
DOOR 824

9003RB 1RB
AIRCRAFT PERONALITY MODULE ACARS MU OR CMU
POWER INPUT APM POWER
POWER RETURN/COMMON APM POWER RETURN
ENABLE NO1 APM ENABLE NO1
ENABLE NO2 APM ENABLE NO2
CLOCK IN APM SERIAL CLOCK OUT
SERIAL DATA IN APM SERIAL DATA OUT
SERIAL DATA OUT APM SERIAL DATA IN
WRITE ENABLE NO1 APM WRITE PROTECT NO1 OUT

Figure 37 Aircraft Personality Module Schematic

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ACARS ACTIVATION − ACARS in the stand−by display.

Note : VOICE DATA SELECT is in open circuit.
VHF3 FREQUENCY SELECTION The PORT SELECT discrete can be changed automatically or manually by the
VHF3 can be tuned either via the ACARS MU automatically or manually using ACARS MU or manually by one RMP.
the MCDUs, or via the Radio Management Panels (RMPs) Each time the TRANSFER KEY in one RMP is selected, the REMOTE
The frequency controlled from the MCDUs is used to force the MU to work VOICE/DATA SELECT discrete status will change momentarily forcing the
with another frequency. In normal case, the frequency is tuned automatically ACARS MU to change the PORT SELECT and VOICE SELECT discrete
from the MU by using present position information from the ADIRUs. In case of status.
missing this information or other failure a manual selection of the 5 ACARS As a consequence, VHF3 changes from VOICE to DATA or DATA to VOICE
frequencies is possible via the MCDU. mode and RMPs will switch the display between ACTIVE and STAND−BY
VHF3 AUDIO SELECTION windows.
VHF3 will handle audio information from ACARS MU or from the Audio Note: If the ACARS is active on VHF 3 and the MU fails, the active window
Management Unit (AMU) depending on the actual status. displays dashes. When a transfer is made, ACARS is displayed in the standby
window.
RMP Display
When VHF 3 is automatically tuned by the ACARS MU, the RMP displays:
− ACARS in the ACTIVE window,
− a frequency in the stand−by window.
When VHF 3 is tuned by a RMP, the RMP displays:
− a frequency in the ACTIVE display,
− ACARS in the stand−by display.
As a consequence, VHF3 changes from VOICE to DATA or DATA to VOICE
mode and RMPs will switch the display between ACTIVE and STAND−BY
windows.
Note: If the ACARS is active on VHF 3 and the MU fails, the active window
displays dashes. When a transfer is made, ACARS is displayed in the standby
window.
Each RMP receives the PORT SELECT discrete. When this discrete is
grounded, each RMP displays the same kind of information in VHF3 mode:
− ACARS in the ACTIVE window,
− a frequency in the stand−by window.
Note : VOICE DATA SELECT can be grounded or open.
When this discrete is in open circuit, each RMP displays the same kind of
information in VHF3 mode :
− the same frequency in the ACTIVE display,

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RADIO MANAGEMENT PANEL 1, 2 OR 3

ACARS IN TRANSMISSION
MODE

VOICE MODE

DISPLAYED AFTER ACTIVATION OR ACARS MU FAULT

Figure 38 ACARS Indication on RMP
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ACARS APPLICATIONS
TYPICAL DATA LINK PROFILE
Presentation of Downlink (DL) and Uplink (UL) messages. OFF Report (DL)
DL are messages from aircraft to ground. S Containing airline code,flight number, A/C registration, departure &
UL are messages from ground to aircraft. destination airport, operational flight plan,ATD and estimated arrival time at
destination.
NOTE: Some UL are generated after a dedicated DL and they can be
Refueling Report (DL)
generated automatic or manually.
S Contains airline code, flight number, departure airport, fuel added,fuel type,
Data Link Messages fuel density
Initial Request (DL): AIDS reports (DL)
S Intitialisation message of flight. Provision of data for INIT and FMS route. S the Aircraft Integrated Data system may be configured to send engine trend
Predeparture Clearance Check (UL) monitoring and exceedance reports automatically or after an request from
ground.
S Transmission of departure slot information
FMS Progress Reports
ATIS & Weather Report (UL)
S The flight management system is able to send reports when the ETA is at
S UL is sent automatic after FLT INIT. Transmission of airport ATIS and
-120, -90, -24, -20, -7 minutes or when a destination change is done in the
weather information.
flight plan. This will activate several automatic uplink reports like the ATIS
Pilots Inputs to Refueling Report (DL) and the Connecting Gate report.
S This message is used for request for refueling and is sent to the fuel truck. ON Report
Loadsheet Report (UL) S Containing airline code,flight number, A/C registration, destination airport,
S The loadsheet information is sent, after refueling and cargo loading actual time of arrival
information is available. Crosscheck between pilot and ramp manager is IN Report
required.
S Containing airline code,flight number, A/C registration, arrival airport, ON
OUT Report (DL) time, IN time , one door open time.
S Containing airline code,flight number, A/C registration, departure airport and
actual time of departure (ATD).
Pax Info List (UL)
S Provision of passenger data (VIPs, special customers, handicapped
persons etc.)
Return In Report (DL)
S If aircraft is returning in due to a specific reason (eg technical problem) a
message containing airline code,flight number, A/C registration, departure
airport and return in time is generated.

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FIRST AIRCRAFT LAST TIME PARKING BRAKE SET LANDING GEAR LAST TIME
MOVEMENT AND ALL AND FIRST DOOR OPEN COMPRESSED PARKING BRAKE SET
DOORS CLOSED AND FIRST DOOR OPEN
AUTOMATIC AIDS REPORTS
OUT-REPORT RETURN IN-REPORT ON-REPORT IN-REPORT

LANDING GEAR
DECOMPRESSED -CHANGE OF DESTINATION IN FMS
-LAST STORED ETA CHANGED BY
OFF-REPORT MORE THAN 10 MIN DURING LAST
INITIAL 2 HOURS OF FLIGHT
REQUEST

REFUELING PROGRESS
PILOTS INPUTS PROGRESS
TO REFUELING REPORT REPORT REPORT
ETA -120MIN REPORT
ETA -20MIN
PROGRESS
FLIGHT REPORT
ETA -7MIN

ATIS
GROUND REPORT GROUND

PRE-DEPARTURE
CLEARANCE (PDC) PAX INFO CONNECTING
LIST (PIL) GATE REPORT
ATIS REPORT

WEATHER LOADSHEET
REPORTS WHEN READY

OUT OFF ETA ETA ETA ON IN

MINUS MINUS MINUS
120MIN 20MIN 7MIN
UPLINK DOWNLINK
(UL) (DL)
ETA: ESTIMATED TIME OF ARRIVAL

Figure 39 Typical ACARS Applications

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DLH DATA LINK PROFILE SIGN DL
Presentation special DLH of Downlink (DL) and Uplink (UL) messages. S Acknowledgement that flight crew received all important messages for this
flight (e.g. NOTOC, TLB-HIL)- Pilot has to sign with PK-number and
NOTE: This is an example how an airline can use the data link intensive.
password.,
It is the airline decision how it will use the data link capability or if
it completely resigns the use of data link. PIL UL
Insert UL S Purser (passenger) information list (VIPs, handicap pax ...)
S Transmission of flight data. TANGO AGFG
CFMU Status/SLOT UL S TANGO is a DLH tool to observe the data of an flight and aircraft rotations.
S The CFMU (Central Flow Management Unit) which is the operational part of MET DL & UL
EUROCONTROL. Transmission of CFMU status of flight, taxi time, CTOT S Provision of meteorological data.
(corrected time of take-off). CREW MEALS
ATIS/WX UL S The flight crew can choose between different meals at the destination
S UL is sent automatic after FLT INIT. Transmission of airport ATIS and station in case of a short turn around time.
weather information. OCL
FMS ROUTE UL S Provision of ATC oceanic clearance.
S Transmission of airline code, flight number, ATC callsign, FMS flight plan. FANS ADS CPDLC DL & UL
TLB HIL DL & UL S Controller Pilot Data Link requests, reports and A/C position reports to ATC.
S Transmission of handicap open items, important open items. NOTOF DL
Door Report DL S NOTOFication of Fire Brigade. Information about passengers, dangerous
S Transmission of flight number, date, airport, time stamp of message, goods and crew are sent to the stations affected by the emergency.
message identifier, one door open Y/N, type of door. CGI Airshow UL
WIM Crew DL & UL S Connecting Gate Information for Airshow connecting gate page.
S Where is my crew request, A/C registration, airline, flight number, STA, HUB Connex
ETA, gate, checked in Y/N, DH info
S Information about passenger pick up eventually with a car to catch the
NOTOC-DG Report UL connecting flight.
S NOtification TO Captain - Dangerous Goods Flight Log
OFP Data DL S Flight Log Report to close the flight. Information about pilot in command,
S The Operational Flight Plan is a shortened version of the flight plan. It landing pilot, remaining fuel and ground power connected.
contents information about A/C type, flight route, flight level, flight time,
departure time, alternate airports and aircraft information. SUMMARY
FMS WIND DL & UL The ACARS datalink is today an important item for a normal flight leg.
S After the request predicted wind data for the FMS is transmitted. At DLH there are minimum 14 different departments involved in the
management of the Data link messages. For further information goto the DLH
T/O Data UL
eBase address http://portal.datalink.lsy.fra.dlh.de.
S Information of V-speed for take off. Provided after load sheet report.

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Figure 40 DLH Data Link Profile

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ACARS MCDU MENU PRESENTATION OFP DATA Prompt

Opens the AOC Operating Flight Plan Data page. The OFP page provides a
GENERAL means to downlink block fuel, taxi fuel, and MTOW. Respective data are used
The Multipurpose Control and Display Unit (MCDU) is used as an interface by Weight And Balance (WAB) department for loadsheet calculation. The fuel
between the operator and the Aircraft Communication Addressing and truck will receive block fuel and an advisory on how to proceed after fueling is
Reporting System (ACARS). It provides the means necessary to enter the text performed.
into the ACARS for data storage, data review and transmission−System Status
FUEL Prompt
and ground−to−air voice signaling functions are also presented on the MCDU.
The ACARS Management Unit (MU) is interfaced with three MCDUs. Opens the AOC Fuel Report page. It provides a mask for fuel check and
auditing.
Control and Indicating
SIGN Prompt
Along each side of the display are six line select keys. The arrows on the sides
of each display format by the line select keys indicate the section number that Opens the AOC SIGNATURE page. This page is used to sign flight documents
defines the display to be called up or the action to be taken for that key. electronically and to store them in an electronic trip file. By this, filling of paper
documents is no longer required.
When the MCDU is initially powered up, it establishes contact with each LRU
connected to it. TELEX Prompt
When the ACARS MU is given control of a MCDU, the MU displays the Opens the AOC TELEX ADDR page. This allows the pilot to enter and send
ACARS or AOC MENU page (AOC = Airline Operating Control). The AOC short free text messages.
MENU page is the root page through which all other ACARS pages may be
accessed. DLK MENU Prompt
Each page of the ACARS Main Menu can display different data bases. These When available it opens the ATC Downlink menu to enable the Controller Pilot
pages are created upon energization of aircraft electrical network and are Datalink Communications (CPDLC). Refer to ATA 46.
recreated when the flight phase changes from preflight to inflight, from inflight
to postflight, and from postflight to preflight. DEP ATIS Prompt
When the flight phase changes or the aircraft electrical network is energized, Pressing this key will perform a downlink of departure airport ATIS request. No
then the MU updates the text and functions displayed on the ACARS Main further data entry is necessary.
Menu.
WX/ATIS Prompt
NOTE: The ACARS Menus are developed by the customers AOC Allows access to combined Weather/ATIS request page. It provides a means
application department. For further details refer to the airline to initiate an uplink of ATIS, weather (METAR and FORECAST) or SIGMET.
Operating Manual 2−2−23 and 12−23−40.
FLIGHTLOG Prompt
ACARS AOC PRFLT MENU 1/2 Allows access to the AOC FLIGHTLOG page. It provides downlink of flight
FLT INIT Prompt related data (e.g. Flight number, departure airport, pilot in command, pilot who
performed the landing...)
Initializes next open flight in the Lufthansa ground IT systems and starts
various applications (e.g. automatic route and slot uplink).

Page 80
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

MCDU MENU AOC PREFLT MENU 1/2

FLT LH4338 DLH4AK
FMGC * INIT + DEP ATIS *
ACARS OFP DATA + WX/ATIS
AIDS FUEL FLIGHTLOG
CFDS SIGN BOARDING
TELEX FIRE+RESCUE
RECEIVED
DLK MENU MESSAGES

NEXT
PAGE

AOC PRFLT MENU 2/2

INSTEAD OF “AOC“ THE WORD “ACARS“ MAY BE
LH4338 DLH9K
DISPLAYED.
OTHER TLB ENTRY
+ INDICATES STATUS OF RESPECTIVE ACTION. DEPARTURE
IF “+“ IS DISPLAYED PILOT ACTION IS REQUIRED. T/O PIL
* WHERE CLEARANCE
IS
* INITIALIZES A REQUEST
* MY CREW
OPENS A NEW AOC MENU PAGE. CREW
FOR EXAMPLE: DE-ICING MEALS
< OFP DATA OPENS THE OPERATING FLIGHT DATA PAGE DATA
TELEX ENTRY
RECEIVED
MISC MESSAGES

Figure 41 ACARS Main Menu (Ground)

Page 81
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24
BOARDING Prompt DEPARTURE CLEARANCE Prompt
This page enables the crew to inform ground station whether aircraft is ready At certain European airports it is planned to substitute the voice call for startup
for boarding or not. by a datalink departure clearance request. After ATC has received and
processed the request downlink, startup and/or departure clearance will be
FIRE + RESCUE Prompt uplinked to the aircraft.
Opens the AOC FIRE+RESCUE page. This page is used to inform the fire
brigade and rescue teams of the destination airport about an emergency CREW MEALS Prompt
landing. This is used to inform automatically the rescue staff about handicap Opens the AOC CREW MEALS page, which allows ordering and cancellation
passengers and dangerous goods. of crew meals as well as paying for onboard beverages. Crew meals or
beverages taken from board can be charged for on duty crew members.
RECEIVED MESSAGES Prompt Contents of valid MEALS downlinks appear in the “Flugstundenabrechnung“.
Opens the AOC REC MEGS page. It allows selection of messages which have
been received. DATA ENTRY Prompt
Opens the AOC DATA ENTRY page. In case of a datalink interruption or after
ACARS AOC PRFLT MENU 1/2 MU reset, this page may be used to insert missing data. During normal
operation no entry necessary as data are uplinked with the FLIGHT INIT. Main
OTHER Prompt
purpose of the second fields is to document A/C checks performed by the
Opens the AOC OTHER FUNCTIONS Page which provides access to different maintenance personnel.
information, that could not assigned to specific pages.
ACARS AOC INFLT MENU
T/O & PIL Prompt
Purser Information List will be requested manually. Manual PIL request is only FUEL AT DEST LINE
necessary if PIL is needed before offblock or if no uplink has been received. “A“ = AUTO is the default setting. A fuel truck will come if actual FOB at
ETA-20 is less than MINTOF + 30 minutes.
WHERE IS MY CREW Prompt
“N“=NO cancels the fuel truck independently of fuel on board (FOB).
The flight and cabin crews previous flight assignments can be requested from
“Y“=YES orders the fuel truck independently of fuel on board.
the IT system Cabin Management System.
ETA/DEST LINE
DE-ICING Prompt
The Estimated Time of Arrival (ETA) as calculated by the FMGC and the
Opens the AOC DE-ICING page to request and cancel aircraft de-icing.
destination airport are displayed. It is only an indication.
MISC Prompt
ACARS AOC POSTFLT MENU
This opens the miscellaneous menu for special applications and maintenance.
NEXT SECTOR Prompt
TLB ENTRY Prompt
This enables the request of the NEXT SECTOR uplink, which is normally
This opens the AOC DEFECT REPORT page. This function is used to report automatically triggered by the A/Cs ETA-20 PROGRESS report.
TLB entries into the ground maintenance IT system m/techlog for evaluation by
the Maintenance Control Centre (MCC). ARR PIL Prompt
Initiates an uplink of PIL for destination, including connecting gate information,
personnel change of reservation, lost luggage etc.

Page 82
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

AOC PREFLT MENU 1/2 GROUND AOC INFLT MENU 1/2

TO AIR LH4338 DLH9K
FLT LH4338 DLH4AK
* INIT + DEP ATIS * DEST ATIS *
OFP DATA + WX/ATIS WX/ATIS
FUEL DEST
FUEL FLIGHTLOG N=NO REFUEL FLIGHTLOG
ETA/DEST
SIGN BOARDING 1358/EDDK DELAY
TELEX FIRE+RESCUE TELEX FIRE+RESCUE
RECEIVED RECEIVED
DLK MENU MESSAGES MISC MESSAGES

NEXT
ON TO IN STATUS PAGE

AOC POSTFLT MENU AIR TO AOC INFLT MENU 2/2

LH4338 DLH9K GROUND LH4338 DLH9K
TLB ENTRY OTHER TLB ENTRY
WX/ATIS * T/O PIL
ARR PIL
* NEXT + FLIGHTLOG ARR PIL
* NEXT
CREW CREW
* SECTOR MEALS * SECTOR MEALS
DATA
TELEX FIRE+RESCUE TELEX ENTRY
RECEIVED RECEIVED
MISC MESSAGES MISC MESSAGES

Figure 42 ACARS PREFLT/INFLT/POSTFLT Menu

Page 83
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACARS INDICATIONS Messages on the scratch pad of the MCDU

The MCDU scratch pad (SP) shows messages in the following priority:
ACARS MESSAGES IN E/WD AND MCDU S user entries
Messages on E/WD S ERROR / ADVISORY messages
ACARS CALL The ACARS ERROR / ADVISORY messages are shown, when the ACARS
S in green (pulsing), if ACARS has received a message from the ground system is selected on the MCDU. Most of them can be cleared by pressing the
requesting a voice conversation. CLR-key on the MCDU.
ACARS MSG NO COMM, MSG NOT GEN (white)
S in green (pulsing), if ACARS has received a message from the ground (e.g. S LSK (Line Select Key) that initiates a downlink is pressed while MU is in a
Telex, ATIS, Loadsheet, Weather Data). NO COMM condition.
VHF3 VOICE VOICE MODE, MSG NOT GEN (white)
S in green, if VHF3 is operating in voice mode and ACARS communication is S LSK that initiates a downlink is pressed while MU is in VOICE Mode.
interrupted. (ACARS is indicated in the ”STANDBY” window on the RMP PRINTER FAIL (white)
when VHF3 is selected) S LSK that initiates a print is pressed, and the printer cannot accept a
ACARS STBY message.
S in green, if ACARS communications between the aircraft and the ground INVALID ENTRY (white)
are lost. S invalid data entry
COM ACARS FAULT NO A/C REG, MU IN STBY (amber)
S in amber when there is a MU or CMU fault, ACARS menu is not accessable S MU has not received the A / C Registration Number from the APM.
on the MCDU MENU page. BUFFER FULL, MSG NOT GEN (white)
S LSK that initiates a downlink is pressed, and the downlink buffer is full.
AUTO / MAN FREQ MISMATCH (white)
S Manually selected VHF data frequency differs from frequency indicated by
automatic frequency select logic.
NO LAT / LON, USE MAN FREQ (amber)
S MU is not receiving latitude and longitude data from the Flight Management
System.
BAD H/W PART NUM (amber)
S Hardware part number is invalid (invalid format).
AIRCRAFT TYPE MISMATCH (amber)
S Aircraft type pins are not set for A319/320/321 aircraft
ACRFT REGNUM DBASE FAIL (amber)
S Aircraft registration number initially received from broadcast does not match
database.

Page 84
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

POSSIBLE INDICATIONS ON E/WD

EXAMPLE OF MESSAGE
ON THE MCDU
ACARS INFLT MENU 1/2
LH4338 DLH9K
DEST ATIS *
WX/ATIS
FUEL DEST
N=NO REFUEL FLIGHTLOG
ETA/DEST
1358/EDDK DELAY
TELEX FIRE+RESCUE
RECEIVED
MISC MESSAGES
COM ACARS FAULT ACARS CALL
INVALID ENTRY
ACARS MSG
VHF3 VOICE
ACARS STBY

Figure 43 ACARS Indication on EWD & MCDU

Page 85
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACARS MISCELLANEOUS PAGE PRESENTATION key selected by the automatic frequency management. While in manual mode,
the arrow will not be displayed if the MU is not receiving aircraft position.
ACARS MISC MENU
The access to the ACARS MISC Page is possible via the second ACARS OUT, OFF, ON, IN STATUS Pages
PRFLT Page 2/2. When the Line Select Key 6 Left (LSK 6L) is pressed the The ACARS OOOI STATUS 1/3 page is accessed by pushing the line key 3L
ACARS miscellaneous page is displayed. of the ACARS MISC menu screen. These are four ACARS OOOI status pages.
On page 1/3, OOOI states not yet encountered will have time values of white
ACARS Data Frequency Page dashes. When the aircraft transitions to one of these states, the time will be
The ACARS DATA FREQ page is accessed by pushing the line key 1L of the inserted as hhmm. The current state will be indicated with an arrow in column
ACARS MISC page. 12 pointing to the appropriate state name. Absence of the arrow indicates the
current state is INIT.
This page presents a menu of the regions of the world that can be selected by
the crew. Each region is associated with a VHF data frequency. The associated Pages 2/3 and 3/3 display the values of the inputs used to determine the OOOI
data frequency is displayed on the second line of this page. state and the time of the last change in value. Page 3/3 display the individual
door discretes. The door status on page 2/3 represents the output of the door
The first character indicates the following modes: logic.
S A for Automatic Frequency Management mode, Door status is displayed in a data field. When minimum one of the doors is
S M for Manual mode (frequency selected by the Pilot), open, then the OPEN indication is displayed, and when all the doors are closed
S R for Remote mode (frequency selected by the Airport), then the CLOSED indication is displayed.
S S for Automatic search mode (scanning), Slide status is displayed in a data field. When the slide is armed, then ARMED
S D for Automatic search mode for data. is displayed, and when the slide is not armed, then UNARMD is displayed.
The left arrow or right arrow will point to the current service provider region Parking brake status is displayed in a data field. When the parking brake is set,
determined by the aircraft position data. Action on line key 6L will return the then the SET indication is displayed, and when the parking brake is released,
user to the ACARS Main Menu. then the REL indication is displayed.
Aircraft movement status is displayed in a data field. When the aircraft
Automatic Frequency Management Mode movement is detected, then the MOVE indication is displayed, and when no
When line key 6R is pushed, the MU sets the automatic frequency aircraft movement is detected, then the STABLE indication is displayed.
management mode and blanks the star adjacent to line key 6R. The data The flight phase is displayed in a data field. The current OOOI state is
frequency displayed on the second line of this page will reflect the frequency displayed in a data field with OUT, OFF, ON, IN, RET IN, INIT, and HOLD.
determined by the MU automatic frequency management mode. Each entry has a corresponding time tag.
Manual mode Actuation of line key 6R (PRINT prompt) on any page will attempt to print only
that page of the ACARS OOOI STATUS screen on the cockpit printer.
The manual frequency management mode is entered by selecting a line key
Actuation of line key 6L (RETURN TO ACARS MENU prompt) will return the
with a frequency defined. The star adjacent to the name of the frequency in use
user to the ACARS MENU page.
is blanked in order to indicate the last selection mode. While in Manual mode, if
the selected frequency is different from the frequency determined by the When the A/C is an A321 there are four OOOI pages displayed because of the
aircraft position data, the MU will display the AUTO/MAN FREQ MISMATCH additional door status lines.
indication in the MCDU scratchpad. The arrow will be displayed next to the line

Page 86
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACCESS TO MISC MENU ACARS MISC MENU DATA FREQUENCY PAGE

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Figure 44 Miscellaneous, Data Frequency & OOOI Status Pages

Page 87
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACARS STATISTICS & PARAMETER PAGES DESCRIPTION

ACARS VHF STATISTICS Page ACARS PARAMETER DISPLAY Page
The ACARS VHF STATISTICS page is accessed by pushing the LSK 2R of The ACARS PARAMETER DISPLAY page is accessed by pushing the LSK 5R
the miscellaneous menu page. of the Miscellaneous menu page.
This page displays statistics concerning transmissions and receptions of the This page allows the user to display the value of any parameter in the
VHF used by the ACARS. parameter table. The user selects the parameter by entering a three digit
When LSK 6R is pushed (PRINT prompt), then the MU attempts to print the number, representing the parameter index, into the scratchpad and pushing
ACARS VHF STATISTICS page on the cockpit printer. Actuation of LSK 6L LSK 1L. If the index entered by the user is non−numeric (greater than three
(RETURN TO ACARS MENU prompt) returns the user to the ACARS Main digits in length) or exists outside of the range of valid table indexes (000−255),
menu. the entry will be discarded and the INVALID ENTRY indication will be
displayed in the scratchpad. If the index is valid, the contents of the parameter
will be displayed on the page.
ACARS SAT STATISTICS Page
Actuation of LSK 6R (PRINT prompt) attempts to print the ACARS
The ACARS SAT STATISTICS page is accessed by pushing the LSK 3R of PARAMETER DISPLAY page on the cockpit printer. Actuation of LSK 6L
the Miscellaneous menu page. (RETURN TO ACARS MENU prompt) returns the user to ACARS Main menu.
This screen displays statistics concerning transmissions and receptions of the
SATCOM used by the ACARS.
Example of parameter number
When LSK 6R is pushed (PRINT prompt), then the MU attempts to print the
S 008 Aircraft Registration
ACARS SAT STATISTICS page on the cockpit printer. Actuation of LSK 6L
(RETURN TO ACARS MENU prompt) returns the user to the ACARS Main S 011 FMC Flight Number
menu. S 036 Fuel on board
S 122 UTC
ACARS HF STATISTICS Page S 144 Parking brake
The ACARS HF STATISTICS page is accessed by pushing the LSK 4R of the S 219 Company route
Miscellaneous menu page.
This screen displays statistics concerning transmissions and receptions of the
HF used by the ACARS.
When LSK 6R is pushed (PRINT prompt), then the MU attempts to print the
ACARS HF STATISTICS page on the cockpit printer. Actuation of LSK 6L
(RETURN TO ACARS MENU prompt) returns the user to the ACARS Main
menu.

Page 88
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACARS MISC MENU VHF STATISTICS MENU SAT STATISTICS MENU


 

  


 
 



       
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Figure 45 (V)HF & SAT Statistics / Parameter Display

Page 89
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACARS MAINTENANCE MENU PAGE PRESENTATION

ACARS MAINT MENU Actuation of line key 6R (PRINT prompt) will attempt to print the ACARS PART
The ACARS MAINTENANCE page is accessed by pushing the line key 6R of NUMBER page on the cockpit printer. Actuation of line key 6L (RETURN TO
the ACARS MISC page. MAINT MENU prompt) will return the user to the ACARS MAINTENANCE
page.
The user can get access to other maintenance pages through the following
MCDU line keys:
ACARS Test Page
S 1L: PART NUMBER prompt:
− Access to ACARS PART NUMBER page The ACARS TEST menu is selected via the ACARS MAINTENANCE menu.
The first page of the ACARS TEST menu enables the user to exercise basic
S 2L: STATUS prompt:
features of the ACARS system. The second page of the ACARS TEST menu
− Access ACARS STATUS page which may be used to read out the enables the user to perform a loop back test on LRUs. Test functions are
ACARS Class 1, 2, 3 and ground faults. activated by pushing the MCDU keys.
S 3L: TEST prompt: Actuation of LSK 6L (RETURN TO MAINT MENU prompt) returns the user to
− Access to ACARS TEST page the ACARS MAINTENANCE menu.
S 4L: COMM prompt: Note: The LRU names displayed on the second page are dependent upon
− Access to ACARS COMM STATUS page where it is displayed which which LRUs are installed.
communication systems are used for datalink.
VHF LINK
S 5L APM prombt:
The VHF LINK test function attempts to downlink a message to the ground
− Access to the ACARS APM MENU to see the APM programming and to network. Success of the test is determined by whether or not the downlink is
EDIT the APM program. acknowledged by the service provider.
S 6R: hidden prompt (enter the password SAM before pressing 6R): The data field displayed alongside the LSK indicates the status/results of the
− Access to ACARS DEBUG page to RESET the ACRS MU or CMU. test, initially displaying the INITIATE indication. When the function is first
Actuation of line key 6L (RETURN TO ACARS MENU prompt) will return the selected, the status changes to TEST to indicate that the test is active. The
user to the ACARS MENU page. asterisk (*) alongside the LSK also changes to a blank. Attempts to initiate the
test while the asterisk is missing are ignored.
ACARS PART NUMBERS Page If the downlink is acknowledged by the ground station, the status will change to
PASS and the asterisk is shown again. If not, the status changes to FAIL and
The ACARS PART NUMBER page can be accessed via the ACARS the asterisk is shown again. Five seconds after completing the test, the status
MAINTENANCE page. The ACARS PART NUMBER page displays the changes to INITIATE.
following data:
S MU P/N: ACARS MU hardware part number
S MU S/N: MU serial number
S CORE SW P/N REV: Core software part number
S APP SW P/N REV: Application software part number
S DB P/N: Data base part number.

Page 90
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACCESS TO MISC MENU ACCESS TO MAINT MENU ACARS MAINTENANCE MENU

  

 

 



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Figure 46 ACARS Maintenance Page

Page 91
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24
Access to each audit function can be separately disabled by the application.
PRINTER
The PRINTER test function allows to print all characters on the cockpit printer. SAT LINK
The data field displayed alongside the LSK indicates the status/results of the The SAT LINK test function is disabled because the SDU is not installed, so the
test, initially displaying INITIATE indication. When the function is first selected, MU displays the NO SDU indication and the asterisk is blanked. If a SDU is
the status changes to TEST to indicate that the test is active. The asterisk (*) installed the test works like the VHF LINK TEST.
alongside the LSK also changes to a blank. Attempts to initiate the test while HF LINK
the asterisk is missing are ignored.
The HF LINK test function is disabled because the HF is not installed, so the
If the message containing the test pattern is determined to be undeliverable, MU displays the NO HF indication and the asterisk is blanked. If a HF
the status changes to FAIL and the asterisk is shown again. If the data transfer transceiver is installed the test works like the VHF LINK TEST.
is successful, the status changes to PASS and the asterisk. Five seconds after
completing the test, the status changes to INITIATE.
MCDU
APM
The MCDU test function causes the MU to display the ACARS MCDU SCRN
This initiates a test of the APM. If no errors are detected, then the status field TEST page. From this page, the user may select LSK 6L (RETURN TO TEST
displays the PASS indication for 5 seconds. If errors are detected, then the MENU prompt) to return to the ACARS TEST menu, or select LSK 6R (PRINT
status field displays the FAIL indication for 5 seconds. While the test is prompt) to print the page.
performed, the status field displays the TEST indication.

RAM LRUS
The RAM test performs a simple write/read test over portions of RAM. All data Pressing the LRU Prompt will open the ACARS LRU Test page.
stored in RAM is saved. If no errors are detected, then the status field displays The LRU TEST function performs a simple loop back analysis to evaluate the
the PASS indication for 5 seconds. If errors are detected, then the status field status of a displayed LRU connected to the ACARS MU or CMU..
displays the FAIL indication for 5 seconds. While the test is performed, the
The data field alongside the prompt LSK displays initially the INITIATE
status field displays the TEST indication.
indication. Actuation of the function changes the field to TEST, and the asterisk
alongside the LSK changes to a blank. Attempts to initiate the test while a file
COMM AUDIT transfer is in progress results in displaying the BUSY indication while a file
The VHF and satellite communication AUDIT function is monitored via the transfer is in progress, then a return to INITIATE. If the TEST is correct, then
ACARS COMM AUDIT page. This page is accessed via the ACARS TEST 1/2 the MU changes the status field to PASS and displays the prompt asterisk. Any
page. other results causes the MU to display the FAIL indication. Five seconds after
completing the test, the status changes to INITIATE.
S Line key 1L (VHF AUDIT prompt) toggles VHF audit on and off.
S Line key 2L (UPLINKS prompt) enables/disables printing of uplinks
addressed to this aircraft.
S Line key 3L (DOWNLINKS prompt) enables/disables printing of downlinks
from this aircraft.
S Line key 2R (LABEL FILTER prompt) enables/disables filtering of uplinks
and downlinks.
S Line key 3R (LABEL prompt) enters label to be used for label filter.

Page 92
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

 

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Figure 47 ACARS Test Page

Page 93
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACARS MAINTENANCE MENU (CONTINUED)

Communication Status Page
ACARS STATUS page The ACARS COMM STATUS page is selected by pushing line key 4L on the
ACARS MAINTENANCE menu.
The ACARS STATUS page is accessed via the ACARS MAINTENANCE page.
Depending on customer option it may be possible to select or deselect a VHF,
Actuation of line key 6L (RETURN TO MAINT MENU prompt) returns the user HF or SAT link. In the shown example this is not possible.
to the ACARS MAINTENANCE page.
When the link is available the data field below VHF, HF or SAT is COMM,
ERROR LOG Page when not available the indication is NOCOMM.
The ACARS ERROR LOG page is accessed via the ACARS STATUS page. The data field below the ROUTER indication displays the number of unsent
The ACARS ERROR LOG page allows access to submenus which provide messages in the router queue.
detailed information about faults detected by the MU. The data filed below VHF, HF or SAT displays the number of unsent messages
Actuation of line key 1L (CLASS 1 AND 2 FAULTS prompt) displays the in the SAT queue.
CLASS 1 AND 2 FAULTS page, on the MCDU. Access to this page is
APM Prombt
prevented if no faults exist for that category.
This allows access to the ACARS APM MENU menu to see the APM
Actuation of line key 2L (CLASS 3 FAULTS prompt) displays the CLASS 3
programming and enter to enter the ACARS APM EDIT page. For more
FAULTS page on the MCDU. Access to this page is prevented if no faults exist
information go to programming chapter.
for that category.
Actuation of line key 3L (GROUND FAULTS prompt) displays the GROUND
FAULTS page on the MCDU. Access to this page is prevented if no faults exist
for that category.
The data fields adjacent to each prompt indicate the number of fault entries
residing in memory for that category. Actuation of line key 6R (PRINT prompt)
attempts to print the ACARS ERROR LOG screen on the cockpit printer.
Actuation of line key 6L (RETURN TO STATUS MENU prompt) returns the
user to the ACARS STATUS page.
Anomalies given by the CLASS 1 and 2 FAULTS page and those given by the
CLASS 3 FAULTS page are detected and recorded by the software while the
aircraft is in flight.
Anomalies given by the GROUND FAULTS page are detected and recorded by
the software while the aircraft is on the ground.
The operation of all FAULTS pages is the same. The most recent error is
displayed as the first page. Actuation of the next page function key and
down−arrow function key allows the user to advance to less recent entry
pages.

Page 94
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACARS MAINTENANCE MENU ACARS STATUS PAGE ACARS ERROR LOG MENU


 



 


  

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A CLASS 1 AND 2 FAULTS PAGE B CLASS 3 FAULTS PAGE ACARS COMM STATUS PAGE


  

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Figure 48 ACARS STATUS & ERROR LOG Pages

Page 95
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

ACARS RESET FUNCTION DENSITY

S Fuel density may be entered. Default value is 0.800. If measured or
GENERAL calculated by the fuel truck it will be uplinked and displayed for information
DataLink is a complex, distributed system. Reasons for malfunctions may be only, just right of the entered or aircraft sensed density value.
outside the aircraft and therefore not correctable by the following procedure or SUPPLIER
a ground mechanic. Reset if the ACARS CMU is suspected to be the reason S The international 3-letter Supplier Code has to be entered for each flight, if
for the DataLink malfunctioning. not uplinked automatically. If no refueling takes place, enter “NIL“. If code is
ACARS Cold Start unknown, enter “AAA“.
When the ACARS MU or CMU is reenergized after a power up it will use the FUEL DEST
values stored in its memory. A cold start procedure erases this memory. S Setting is downlinked as part of the Fuel Report to give the Fueling
Afterward a manual entry of ACRAS data have to be performed. Company an early notice. See procedure “Refueling at Destination“ in the
Following actions will activate a MU or CMU cold start: OM-B.
S Re-racking of the unit. QTY BEFORE:
S Software upload. S The MU will display the remaining fuel quantity, in metric tons, adjacent to
line key 1R. The crew can enter a remaining fuel quantity value.
S APM programming via MCDU.
Fuel Report is sent to HAM MT (Konzerntreibstoffeinkauf). Sending is
S Pressing the test pushbutton switch on the ACARS MU. possible between “FLT INIT“ and “Takeoff“. If not received prior Loadsheet
S ACARS reset via the ACARS DEBUG menu. release, a reminder may be uplinked.
ATTENTION: During reset the QTY BEFORE value on the ACARS FUEL NOTE: This value is erased when a MU Reset is performed.
REPORT page is cleared. Type in old value without the dot after
MU RESET on the FUEL REPORT page

ACARS FUEL REPORT Page

The purpose of the FUEL REPORT page is to provide a mask for fuel check
and auditing.
The ACARS FUEL REPORT page is accessed by pushing the line key
adjacent to the FUEL REPORT indication on the ACARS MENU page.
It is used to enter data for the calculation of fuel data for billing purposes only
and displaying the results.
VOLUME
S Pilot enters the supplied fuel volume as received by paper receipt or by
uplink.
UNITS
S Pilot enters appropriate unit (liters: LT, US gallons: UG, imperial gallons: IG)
of supplied fuel as stated on paper receipt or as uplinked LT is default.

Page 96
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

STEP 1: STEP 2: STEP 3:

SELECT FUEL ON PRINT OUT OR WRITE DOWN ENTER “SAM“ ON THE MCDU
ACARS PRFLT MENU PAGE THE QTY BFOR VALUE KEYBOARD & PRESS LSK 6R


   $

  

 


 + " +
    
  3 
  7 8 %* 
 
  
 

3 #
  % % 

  
  *%"** %$ %* 
  
 
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 3

  

    
  


  

 



STEP 4: STEP 5: STEP 6:

PRESS “NEXT PAGE“ ON ENTER “RESET MU“ ON THE MCDU RE-ENTER THE “QTY BFOR“
THE MCDU KEYBOARD KEYBOARD AND PRESS LSK 6R VALUE ON THE MCDU KEYBOARD
AND PRESS LSK 1R


  $ )

  )

  
     
  $  &!" 7 8 7 % 8
  
     % %


   
    
  *%"** %$ %*
 
   
  
 


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Figure 49 ACARS MU or CMU Reset Procedure

Page 97
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

DATA LOADING and application infrastructure are available to support communications,

navigation and surveillance/air traffic management (CNSIATM) data link
General applications.
For correct operation the ACARS MU needs the correct: The CMU provides an ARINC 724B compatible data link router through which
S Operating Software (SW P/N) all character−oriented data are transmitted to and from the ground Aircraft
Communications Addressing and Reporting System (ACARS) network.
S Customer Database (DB P/N)
The CMU provides several levels of user interfacing. The CMU operational
S Aircraft registration (A/C REG) crew interface is provided through a Multiple Control and Display Unit (MCDU)
and printer.
The aircraft registration is received from the CFDIU in case of a ”Cold Start”. Maintenance and debugging user interfaces include aircraft, MCDU or debug
A Cold Start is activated in case of: maintenance terminal (DMT) interfaces. Access to the ground network is
S MU removal, provided through VHF.
S reset via MCDU (see maintenance pages). AIRCRAFT PERSONALITY MODULE PROGRAMMING
S new software load.
S activation of test switch on the MU frontface. ON THE MCDU RESULT
S reprogramming of the APM. - select ACARS MAIN MENU page is displayed
During a COLD Start the ACARS MU is completely new initialized (with A/C - select MISC MISC MENU is displayed
registration initialisation) and a self test is activated. - select MAINT MAINTENANCE MENU is displayed
Software Loading - select APM APM MENU is displayed
The software have do be loaded via a portable Dataloader direct on the - select EDIT PASSWORD page is displayed
frontface of the MU (not via the installed Airborne Data Loader).
After correct password is entered the
After operating software or database loading the correct SW P/N or DB P/N - enter “THUYVAN“ (default) on
page shows “CONTINUE“
have to be checked on the MCDU (see maintenance pages − part numbers). scratchpad and select LSK 2L
on a LSK
COMMUNICATION MANAGEMENT UNIT - select CONTINUE APM EDIT page is displayed
The Mark II Communications Management Unit (CMU) is an airborne Now A/C type, the tailsign and the ICAO address (MODE-S hex)
communications router that supports datalink service access between the may be entered or changed.
following aircraft data link applications and their corresponding ground service
providers:
S Aeronautical Operational Communication (AOC) / airborne flight information
system (AFIS),
S Controller Pilot Data Link Communication (CPDLC),
S Automatic dependent surveillance (ADS).
The CMU is based on ARINC 758 . It can be upgraded by software download
to an Aeronautical Telecommunications Network (ATN) router when protocols

Page 98
COMMUNICATIONS A319/A320/A321
AIRCRAFT COMMUNICATION ADDRESSING
AND REPORTING SYSTEM (ACARS) 23−24

NOTE: INSTEAD OF A PDL

A NOTEBOOK MAY BE USED Communication Management Unit (CMU)
FOR DATA LOADING

ACARS MU

J2 ATE PASS FAULT TEST

ADAPTER CABLE
(FOR ACARS LOADING ONLY) CMU ADAPTER
CABLE

1RB

82VU

PORTABLE
DATA LOADER
PORTABLE
DATA LOADER

80VU

Figure 50 ACARS MU & CMU Data Load

Page 99
COMMUNICATIONS A318/A319/A320/A321
SATELLITE COMMUNICATION
23−28

23−28 SATELLITE COMMUNICATION

AERO−I SATCOM SYSTEM OPERATION S the MCDUs to display call status information, system configuration
information for the SDU,
GENERAL S the Multipurpose Disk Drive Unit (MDDU) located on the pedestal, used for
The function of the SATCOM system is the reception and processing of signals up/download software,
via satellites supplying aeronautical services in the L−Band. Aero−I SATCOM S the Flight Warning Computer (FWC), to provide warnings and cautions
lets the aircraft fly within spot beam coverage to transmit and receive during the flight,
multichannel voice, fax, e−mail and circuit mode data services. Packet mode S the Audio Management Unit (AMU) to make audio transmission, calls are
data services and emergency calls are available world−wide in the global initiated by selecting the associated SATCOM channel SAT 1 or SAT 2
beam. transmission key on the Audio Control Panel (ACP),
The system Aero−I SATCOM is composed of: S the Landing Gear Control and Interface Unit (LGCIU) to transmit air/ground
S a Satellite Data Unit (SDU), information discrete outputs.
S an Intermediate Gain Antenna (IGA). The RF signal is sent to the HPA through an attenuator and it is received from
The SDU is the interface to other aircraft systems. It contains all data the Diplexer/Low Noise Amplifier (D/LNA).
processing functions, as well as the modems, channel tuning synthesizers,
high stability reference oscillator, to/from intermediate frequency to/from Intermediate Gain Antenna
L−band conversion and the High Power Amplifier (HPA) used to amplify the The IGA is powered by the SDU, and is capable of operating with either 115V
SDU generated L−band signal to a power level required for proper transmission AC or 28V DC. The IGA is an electronically steered phased array antenna.
to the satellite. Simultaneous transmission and reception of satellite signals (full duplex
operation) gives two bands of operation, the receive band and transmit band.
Satellite Data Unit (SDU) Beam steering of the antenna is done via serial transmission of phase shifter
The SDU is the heart of the SATCOM system. It does most of the data and RF signals from the SDU and reception. The intermediate gain
data−handling, protocol, modulation/coding and demodulation/decoding antenna supplies +6 dB nominal gain with near hemispherical coverage.
functions of the Aircraft Earth Station (AES). The IGA has:
The SDU is connected to: S a filter regulator to filter the DC power and data lines,
S the Air Data/Inertial Reference System (ADIRS) to provide the Beam S an antenna control driver to make the logical control of the beam steering,
Steering Unit (BSU) with relative azimuth and relative elevation command to and also does the BITE functions of the IGA,
let the steerable beam pointing of the IGA for optimum reception and S a D/LNA to make the required transmit and receive filtering to get a
transmission, common internal antenna port while using separate transmit and receive
S the Centralized Fault Display Interface Unit (CFDIU) for BITE, lines into the IGA,
S the Air Traffic Service Unit (ATSU) when the VHF link with ground station is S a feed network/array which contains the functional RF switching and
not possible, radiating elements for forming the beams.
S the Cabin Telecommunication Unit (CTU) for the cabin/passenger The SDU is interfaced with the CFDIU for BITE purposes via an ARINC 429
telecommunications equipment to make the best use of resources supplied bus. The HPA and BSU can be tested through the SDU via ARINC 429 buses.
by the SATCOM, They also give IGA and LNA status.

Page 100
COMMUNICATIONS A318/A319/A320/A321
SATELLITE COMMUNICATION
23−28

Figure 51 AERO-I SATCOM System Schematic

Page 101
COMMUNICATIONS A318/A319/A320/A321
GENERAL
23−00

COMPONENT LOCATION INTRODUCTION

Figure 52 ACP & Audio Switching Selector Location

Page 102
COMMUNICATIONS A318/A319/A320/A321
GENERAL
23−00

Figure 53 Cockpit Audio Equipment Location

Page 103
COMMUNICATIONS A318/A319/A320/A321
GENERAL
23−00

Figure 54 RMP Location

Page 104
COMMUNICATIONS A318/A319/A320/A321
GENERAL
23−00

SELective CALing (SELCAL)

CODE PANEL

Figure 55 VHF & HF Transceiver, SELCAL Panel and AMU Location

Page 105
COMMUNICATIONS A318/A319/A320/A321
GENERAL
23−00

Figure 56 SATCOM Components Location

Page 106
COMMUNICATIONS A318/A319/A320/A321
GENERAL
23−00

Figure 57 Antennas and HF Coupler Location

Page 107
COMMUNICATIONS A318/A319/A320/A321
STATIC DISCHARGING
23−60

23−60 STATIC DISCHARGING

STATIC DISCHARGING DESCRIPTION
PURPOSE LOCALIZATION OF THE STATIC DISCHARGERS
The aircraft behaves like a Faraday cage and should be discharged. The disposition of the static dischargers is used for the dispatch of the static
The static dischargers avoid static electricity discharging noise and ensure a electricity. They are located around the aircraft extremities.
good quality of radio transmission, without interference. Each static discharger assembly has a retainer and a static discharger. The
The purpose of the static dischargers is: 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.
S to discharge the static electricity accumulated by the aircraft during its flight,
Static discharger assemblies are installed at the tips of:
S to supply better intelligibility on the HF and VHF system (avoid static
electricity discharge noise). S the wing−tip fence,
The static dischargers: S the horizontal stabilizer,
S decrease the voltage level necessary to start corona discharge, S the vertical stabilizer,
S make regions of very low radio−frequency field−strength and thus cause the S the elevators,
discharge to occur in these regions, S the rudder,
S discharge the static electricity charge. and on the trailing edges of:
The effect is to decrease the interference in the communications and S the wing fixed structure,
navigation systems. S the ailerons,
S the elevators,
S the rudder
S the flap−track movable−fairings,
S depending on A/C version at the engine−pylon rear−fairings.

Page 108
COMMUNICATIONS A318/A319/A320/A321
STATIC DISCHARGING
23−60

EXAMPLE FROM CONFIGURATION DEVIATION LIST (CDL)

(FOR TRAINING ONLY!)

Figure 58 Static Discharger Location

Page 109
COMMUNICATIONS A318/A319/A320/A321
STATIC DISCHARGING
23−60
DISCHARGER AND RETRAINER DESCRIPTION
If the aircraft has been struck by lightning the static dischargers are the first
elements destroyed and they can be easily replaced.
Two kinds of static dischargers are installed, depending on their localization on
the aircraft:
S one with a straight mounting installed at the trailing edges,
S one with a 30 degree angle mounting, installed at the tips.
Two types of retainer are installed:
S a flat retainer at the trailing edges,
S an angular retainer at the tips.
The two types are not interchangeable.
NOTE: After a replacement of a discharger or retainer you must do a
resistance check of tip to retainer and a bonding check of
retainer to structure.

Page 110
COMMUNICATIONS A318/A319/A320/A321
STATIC DISCHARGING
23−60

Figure 59 Discharger & Retainer Types

Page 111
COMMUNICATIONS A318/A319/A320/A321
COCKPIT VOICE RECORDER
23−71

23−71 COCKPIT VOICE RECORDER Test Circuit

The SSCVR test is initiated by pressing for a minimum of 0.5 second the CVR
Depending on configuration, the A/C can has a magnetic tape Cockpit Voice TEST P/B on the RCDR panel. Once activated, this function makes an
Recorder (CVR) or a Solid State CVR (SSCVR) which records into memory extensive set of functional tests to determine the integrity of the system.
block unit. In normal mode, the CVR records, on four independent channels, An aural 600Hz tone is provided through the audio monitor output received at
the audio signals from the CAPT, F/O and 3rd occupant via the Audio the CVR/HEAD SET JACK (on the maintenance panel 50VU) or at the two loud
Management Unit (AMU). Channel 4 records the ambient noise picked up by speakers and results in one activation of the status Light Emitting Diode (LED)
the area microphone and fed via a pre−amplifier to the CVR. on the solid state CVR. This BITE indicator gives an indication of the health of
the SSCVR. If the SSCVR detects a fault, which requires removal of the unit
Power Supply from the aircraft installation, the BITE indicator will activate and will remain
The CVR is automatically supplied with 115VAC when the aircraft is in one of activated until repair is accomplished. The BITE indicator remains inactive in all
the configurations given below: other cases.
S in flight with engines running or stopped.
NOTE: The installation of a BITE status LED on the SSCVR depends on
S on the ground with at least one engine running the manufacturer of the CVR. The CVR has NO interconnection
S on the ground during the first five minutes following energization of the to the CFDS-
aircraft electrical network.
Underwater Locator Beacon (ULB)
S on the ground up to five minutes after second engine shutdown.
An ULB is mounted on a bracket attached to the recorder. The ULB is a
Manual selection of power supply to the CVR allows the functions given below
battery−operated device which radiates a pulsed acoustic signal into the
with the aircraft on the ground and both engines shutdown:
surrounding water upon activation of its water−sensitive switch. It consists of a
S To test the CVR for correct operation. self−contained battery, an electronic module and a transducer. The battery is
S To erase tape information if required. shock−mounted and separated from the electronic module.
S To record the beginning of the check list before the first engine starts
FAA/CAA Recording Selection
running.
A jumper strap installed on the AMU enables Federal Aviation Administration
For manual selection of power supply to the CVR press the GND CTL (FAA) /Civil Aviation Authority (CAA) recording selection.
pushbutton on the control panel.
In FAA mode, all the communications heard by the crew members are
Erase Circuit recorded. This is obtained by the recording of audio output side−tone signal.
The RCDR CVR ERASE P/B must be pressed for a minimum of 0.5s to This lets, at the same time record all the communications sent out by these
activate the erase function. Once activated, this function disables the ability to crew members.
download the previously recorded data from the Crash Survivable Memory Unit In CAA mode, the CAPT, F/O, 3rd occupant boomset microphones are ”HOT”
(CSMU) using the normal download function. at all times for voice/noise pick−up to reinforce the sounds picked−up by the
A 400 Hz tone is sent through the audio monitor to indicate a successful erase. area mike. The mask microphones circuits are open until the oxygen pressure
Erase is only possible, aircraft on the ground, R and L main landing gear shock switch is closed. The hand microphones are only ”HOT” when the
absorbers compressed and parking brake applied. Push−To−Talk (PTT) switch on the microphone is activated. However, in CAA
mode, as in FAA mode, the signal received in the crew’s earphones is recorded
on the CVR.

Page 112
COMMUNICATIONS A318/A319/A320/A321
COCKPIT VOICE RECORDER
23−71

801XP POWER
115VAC INTERLOCK
ESS SHED
BUS LOGIC

A/C VERSION:
LG POS
RELAY 12GB

LGCIU

Figure 60 Cockpit Voice Recorder Functions

Page 113
COMMUNICATIONS A318/A319/A320/A321
COCKPIT VOICE RECORDER
23−71

SSCVR DESCRIPTION AND OPERATION

Inside The Recorder Monitoring
The SSCVR consists of three Shop Replaceable Units (SRUs) not including the Simultaneous monitoring of all 4 channels is possible by connecting a headset
basic system chassis: an interface and Control board, a crash survivable to the headset jack on the face of the CVR 1RK or to the CVR/HEAD SET jack
memory unit, and a power supply. on the maintenance panel 50VU. The jacks are fed directly from the output of
The interface and control board is a single circuit card which controls all states the AF amplifier. The monitor head is a single full−width head and therefore
and modes of the system performing the record, erase, and test functions of only simultaneous monitoring of all 4 channels is possible. Its output is
the system. The interface and control board provides all functional interfaces to connected to the input of the AF amplifier.
external systems.
The crash survivable memory unit is a solid state, non−volatile, mass storage FAA/CAA OPTION
device enclosed in a protective case. The crash survivable memory unit A jumper strap installed on the AMU enables Federal Aviation Administration
provides storage for all input data. The power supply converts either 115VAC (FAA) / Civil Aviation Authority (CAA) recording selection.
400Hz or +28VDC aircraft power to the secondary power for the SRUs and
In FAA mode, all the communications heard by the crewmembers are
provides power on reset, power failure monitoring, and significant power
recorded. This is obtained by the recording of side−tone signal: Audio output.
interrupt capability.
This lets, at the same time record all the communications sent out by these
Recording crewmembers.
The recording system consists of four recording channels which simultaneously In CAA mode, the CAPT, F/O, 3rd occupant boomset microphones are ”HOT ”
record audio as follows: at all times for voice/noise pick−up to reinforce the sounds picked−up by the
area mike. The mask microphones circuits are open until the oxygen pressure
Channels 1, 2 and 3 allow the recording of signals from the Captain, First
switch is closed. The hand microphones are only ”HOT” when the
Officer and 3rd Occupant via the Audio Management Unit 1RN.
Push−To−Talk (PTT) switch on the microphone is activated.
Channel 4 allows the recording of the ambient noises picked up by the area
However, in CAA mode, as in FAA mode, the signal received in the crew’s
microphone and fed via a pre−amplifier to the input transformer for channel 4.
earphones is recorded on the CVR.
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

Page 114
COMMUNICATIONS A318/A319/A320/A321
COCKPIT VOICE RECORDER
23−71

115VAC
400HZ POWER SUPPLY POWER SUPPLY
801XP REGULATOR CAPACITOR
115VAC 6RK
SHED BUS 2RK
CVR
JACK
CAPT 8RK
LOUD SPEAKER TCAS
7WW CSMU
22RK
HI
LO AUDIO
FLASH
INDICATOR MONITOR
HI
F/O UNSD LO
LOUD SPEAKER MEMORY
8WW ERASE
3RK
L&R MLG PARK BRK
COMP CTLD 14RK
12GB TEST CIRCUIT

801PP BULK ERASE

CVR TEST P/B 28VDC
5RK 20RK 4RK SHED BUS
CHAN 4
HI TRANSFORMER
CVR MICROPHONE LO
16RK AREA MIC

CHASSIS GND
PRE CHAN 3
AMP HI TRANSFORMER
LO MIXER
CAA REC 3RD CPU
PIN PROG 3RD HI OCCPNT
ATTENUATOR OCCPNT LO CHAN 2
HI TRANSFORMER
COMMON HI LO
24DB
F/O F/O
n.u. LO
12DB TIME
6DB SYNCHRO
SIGNAL HI CHAN 1
CAPT HI TRANSFORMER
18RK FD(I)MU LO LO
CVR MIC AMPLIFIER CAPT
1RN AMU BIAS JUMPER
BIAS JUMPER

SSCVR 1RK
Figure 61 SSCVR Interface
Page 115
COMMUNICATIONS A318/A319/A320/A321
COCKPIT VOICE RECORDER
23−71

CVR POWER SUPPLY LOGIC DESCRIPTION

Power Interlock Logic General 1 One ENG OIL Pressure
The CVR is automatically supplied with 115VAC SHED BUS when the aircraft With one or both engines running, no ground signal is fed to the relay 10RK.
is in one of the configurations given below: Since the relay 10RK controls the energized or de−energized state of relay
S In flight with engines running or stopped 8RK, the relay 8RK is open. The 115VAC is connected from the bus bar 801XP
AC ESS SHED via the circuit breaker 2RK through the contacts of the relay
S On the ground with at least one engine running
8RK to the CVR.
S On the ground during the first five minutes following energization of the
aircraft electrical network Nose Gear In Flight
S On the ground up to five minutes after last engine shutdown The LGCIU1 5GA1 provides a ground signal to the relay 6RK.
The CVR starts recording as soon as the CVR is supplied with power. The relay 6RK is supplied directly with 28VDC from the bus bar 801PP DC
ESS SHED via the circuit breaker 4RK. The CVR is supplied with 115VAC via
System De−energized the normally−open contacts of the relay 6RK from the bus bar 801XP through
The power logic input signals are: the circuit breaker 2RK. The normally−closed contacts of the relay 8RK provide
S the ENG OIL LOW PRESS AND A/C ON GROUND relays 12KS 1 & 2 a parallel path with the normally−open contacts of the relay 6RK for the supply
which are closed by the Engine Interface Units (EIU) when the engines are of 115VAC ESS SHED to the CVR.
running and/or the aircraft is in flight;
GND CTRL P/B Pressed
S a flight/ground input delivered by the Landing Gear Control & Interface Unit
With both engines shut down for at least 5 minutes, a ground signal is sent to
1 (LGCIU);
the relay 8RK. Pushing the springloaded RCDR/GND CTL pushbutton switch
S the RCDR/GND CTRL P/B switch (springloaded). 11TU supplies the 28VDC to the relay 12TU1 via the normally−open contacts
of the pushbutton switch 11TU and the normally−closed contacts of the relay
System Power Up
13 TU. Through the now closed relay 12TU1 a ground signal is sent to the blue
During the first five minutes of energization of the aircraft electrical network, ON legend which comes on. A ground signal is also sent to the relay 6RK
with both engines shut down, a ground signal is fed to the time−delay relay which energizes and supplies the CVR with 115VAC ESS SHED BUS power.
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 GND CTRL P/B released
this timing function, the relay 8RK remains open and the CVR is supplied with When the RCDR/GND CTL pushbutton switch is released, the 28VDC is
115VAC. applied via relay 12TU1 and pushbutton switch 11TU to the relay 13TU which
NOTE: The same logic also ensures that the CVR is running 5 minutes is energized. Now the relays 12TU1 and 13TU are self-locked via the released
after the last engine shut down. P/B 11TU. When the P/B 11TU is used again the self-locking circuit of the
relays 12TU1 and 13 TU is interrupted and they will open. This de−energizes
5 MIN After Power Up the CVR and the blue ON legend in the P/B 11TU goes off. If one engine is
After 5 minutes, a ground signal is sent via the normally−open contacts of the started and the system was energized by the GND CTRL P/B 11TU before, the
time−delay relay 10RK to energize the relay 8RK which cuts off the supply of ground signal to relay 12TU is removed and the relay 12TU is de−energized.
115VAC to the SSCVR. Thus the blue ON legend goes off and the relay 6RK is de−energized.
NOTE: The same logic also ensures that the CVR stops 5 minutes after
the last engine shut down.

Page 116
COMMUNICATIONS A318/A319/A320/A321
COCKPIT VOICE RECORDER
23−71

T > 5 MIN AFTER PWR UP

801XP
115VAC 2RK
ESS
SHED
COCKPIT
VOICE
801PP
28VDC EIU 2 RECORDER
4RK
ESS
8RK
ENG2 OFF
SHED
RCDR PWR 1RK
5 MIN
ENG CTRL TDC 12KS2

10RK
CVR PWR CUT
OFF RELAY EIU 1
12TU1 12KS1 ENG1 OFF

37LP ON
5VAC

11TU
RCDR/GND CTL
P/B SW
13TU

5GA1 LGCIU1
6RK
GND RCDR PWR/FLT CTRL

FLT

Figure 62 CVR Power Supply Logic

Page 117
COMMUNICATIONS A318/A319/A320/A321
COCKPIT VOICE RECORDER
23−71

CVR COMPONENT LOCATION

MAINTENANCE
PANEL (50VU)

CVR MICROPHONE 16RK

RECORDER CONTROL PANEL 21VU

CVR MIC AMPLIFIER

18RK

Figure 63 CVR Cockpit Component Location

Page 118
COMMUNICATIONS A318/A319/A320/A321
COCKPIT VOICE RECORDER
23−71

Figure 64 CVR Location

Page 119
COMMUNICATIONS A318/A319/A320/A321
ANTI HIJACK CAMERA MONITORING enhanced
23−72

23−72 ANTI HIJACK CAMERA MONITORING

ANTI HIJACK CAMERA MONITORING VERSION 1 (AIRBUS) The system controller processes the images from the cameras and sends the
images to the SD. The SD shows the images to the flight crew.
GENERAL NOTE: The camera image will not transfer to the ND if the ECAM/ND
The Cockpit−Door Surveillance System (CDSS) uses cameras and a system XFER switch is selected out of the NORM position.
controller to monitor the cockpit entrance and the left and right door 1 areas. In this case a system page is shown, the camera image is lost.
The CDSS images are shown on the system display in the cockpit. This lets
the flight crew see persons before they get access to the cockpit. COCKPIT DOOR VIDEO Pushbutton
The Cockpit Door Surveillance System has the following components: The COCKPIT DOOR VIDEO pushbutton is installed on the overhead panel
S General three Cameras (up to 6 may be connected), 27VU. It sets the CDSS on or off.
S One system controller (9RA), The pushbutton has a white OFF legend which comes on when the CDSS is off
and goes off when the CDSS is on.
S One COCKPIT DOOR VIDEO pushbutton (17RA),
S One CAM SEL pushbutton (16RA), CAM SEL Pushbutton
S One CKPT Entry rotary switch (19RA). The CAM SEL pushbutton is installed on the pedestal, on panel 119VU.
It lets the flight crew make a selection of the images from camera 1 and from
Cameras cameras 2 and 3 to show them on the SD.
Three cameras are installed in the ceiling panels in the cockpit entrance and
the door 1 area. CKPT ENTRY Rotary Switch
Camera 1 is installed above the cockpit door. It gives pictures of the area The CKPT ENTRY Rotary switch is installed on the panel 119VU. It has two
directly in front of the cockpit door. positions, CKPT ENTRY and OFF.
Camera 2 is installed in the ceiling of the right door 1 area. It gives pictures of When it is set to the CKPT ENTRY position, it gives a signal to the Display
the area directly below camera 2 in the right door 1 area. Management Computer and to the system controller and when the white OFF
legend in the CKPT DOOR VIDEO pushbutton is off (CDSS on), the images
Camera 3 is installed in the ceiling of the left door 1 area. It gives pictures of
from camera 1 are shown on the SD.
the area directly below camera 3 in the left door 1 area.
The images from the cameras are shown on the System Display (SD). The NOTE: This AHC version is installed on all enhanced DLH aircraft types.
images from camera 1 are shown as a full screen display and the images from
cameras 2 and 3 are shown as a split screen. The images from camera 2 are
shown on the right side and the images from camera 3 are shown on the left
side.
System Controller
The system controller is installed on the shelf 85VU of the avionics rack 80VU
in the avionics compartment. It is supplied with 115VAC through the COCKPIT
DOOR VIDEO pushbutton 17RA and gives 12VDC to energize the cameras.

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Z220

Z210 14RA

A 13RA

12RA
A
A 27VU Z210
D
D
FR21 E
FR20 80VU
B
FR14
FR12
9RA
B F
119VU

27VU

119 VU
VIDEO COCKPIT
CAM SEL DOOR VIDEO

CKPT
OFF 85VU

ENTRY
FAULT

SYSTEM CONTROLLER

Figure 65 Cockpit Door Surveillance System Version 1

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CDSS ARCHITECTURE VERSION 1 (AIRBUS)

POWER SUPPLY OPERATION/CONTROL AND INDICATING
The Cockpit−Door Surveillance System (CDSS) is supplied with 115VAC from Push the COCKPIT DOOR VIDEO pushbutton switch on the overhead panel
the normal busbar 103XP. 27VU to set the Cockpit−Door Surveillance System (CDSS) on. On the Video
The related circuit breaker 15RA is installed on the circuit breaker panel 120VU Control Panel 119VU, set the CKPT ENTRY rotary switch to the CKPT ENTRY
in the cockpit. position.
The picture from camera 1 is shown on the System Display (SD). On the Video
INTERFACE Control Panel, push the CAM SEL pushbutton (16RA) to change the images on
The CDSS has interfaces with this system: the SD from camera 1 to camera 2 and 3 (split screen). Push it again to get the
S Display Management Computers (Ref. 31−63−00) picture from camera 1 again.
S ECAM System/Status Display (SD) (Ref. 31−67−00) The images from camera 1 are automatically shown, if:
S Cockpit−Door Lock System (Ref. 52−51−00). S the Cockpit−Door Lock−System (CDLS) keypad (Ref. 52−51−00) is used to
get access
COMPONENT DESCRIPTION S the CDSS is on
Cameras S the CKPT ENTRY rotary switch is in the CKPT ENTRY position.
Camera 1 has a 105 degree lens and cameras 2 and 3 have a 90−degree lens. Signals from the CDLS keypad are inhibited for 30 seconds after it is used.
This lets the flight crew use the CAM SEL pushbutton to change the images
System Controller between camera 1 and cameras 2 and 3.
The system controller has electronic circuits installed in an ARINC 600
enclosure. It receives input signals from the cameras and also monitors the TEST BITE
status of the CDSS system. It processes the signals from the cameras and The CDSS contains a Built−In Test Equipment (BITE). There is no connection
gives a video feed signal to the System Display (SD) where the images from between the CDSS and the Centralized Fault Display System (CFDS).
the cameras are shown. Thus for related system test and failure analysis, the CDSS shows any failure
The system controller is energized with electrical power from the 115VAC messages on the System Display (SD). If the CDSS has an internal failure, the
normal bus, when the white OFF legend in the COCKPIT DOOR VIDEO message ”VIDEO FAILED” shows on the SD (if the CDSS is set on the SD).
pushbutton is off. It gives 12VDC electrical power to energize the cameras.
The system controller is cooled by forced air from the inner side of the avionics
compartment.

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A A AA A
UNSD
8 7 UNSD VIDEO IN 1 1G A VIDEO 1
37LP 9 VIDEO IN 1 RETURN 1H B VIDEO 1 RETURN
33−14 5 OFF
OFF 4 G CHASSIS GND
SCH08 UNSD 6 +12VDC CAMERA POWER 1J D +12VDC CAMERA POWER
CAMERA POWER RETURN 1K E CAMERA 12VDC RETURN
47LP D2 A
33−14 D1 D3
SCH08 B2
B1 B3 12RA CAMERA−
UNSD C2 UNSD COCKPIT DOOR
C1 C3 210
103XP−B A2 AC
115VAC A1 A3 5 115VA C IN
BUS1 3 A A 1 115VAC RETURN
24−58−02 15RA C/B− 10 28VDC GND A
120VU212 17RA P/BSW 9 BONDING VIDEO IN 2 2G A VIDEO 2
COCKPIT/DOOR VIDEO AC VIDEO IN 2 RETURN 2H B VIDEO 2 RETURN
27VU210 AA G CHASSIS GND
1A A/C TYPE 1 +12VDC CAMERA POWER 2J D +12VDC CAMERA POWER
2A VIDEO CONFIG 1 CAMERA POWER RETURN 2K E CAMERA 12VDC RETURN
1B A/C TYPE 2 A
UNSD 2B VIDEO CONFIG 2
3A DOOR CONFIG
A 4A CAM CONFIG 1 14RA CAMERA−
F 4B CAM CONFIG 2 DR 1, RH
SCH01 A 5A CAM CONFIG 3 224
UNSD 5B CAM CONFIG 4
24MQ 6A PARITY
COCKPIT SYST.CONTROL.
20VU210 52−51 A
VIDEO IN 3 3G A VIDEO 3
VIDEO IN 3 RETURN 3H B VIDEO 3 RETURN
G CHASSIS GND
+12VDC CAMERA POWER 3J D +12VDC CAMERA POWER
CAMERA POWER RETURN 3K E CAMERA 12VDC RETURN
A

13RA CAMERA−
8A OC/GND GND=ENTRY REQUEST DR 1, LH
9A OC/GND GND=CDSS IN USE 223
A UNSD 1D OC/GND GND=EXT OFF CVMS
A 2A UNSD 9B OC/GND GND=CDSS FAULT
1A 3A 11E OC/GND GND=CAMERA SEL.
A A 2D OC/GND GND=CDSS VIDEO IN 4 4G
DISPLAY INPUT VIDEO IN 4 RETURN 4H
UNSD
16RA SWITCH− +12VDC CAMERA POWER 4J
CAMERA SEL. MOMENTARY CAMERA POWER RETURN 4K
119VU210

1E VIDEO OUT 1 VIDEO IN 5 5G

1F VIDEO OUT 1 RETURN VIDEO IN 5 RETURN 5H
3 UNSD UNSD
1 2 2E VIDEO OUT 2 +12VDC CAMERA POWER 5J
11 UNSD AE 2F VIDEO OUT 2 RETURN CAMERA POWER RETURN 5K
9 10 3C
AE 3E VIDEO OUT 3
SCH02 3F VIDEO OUT 3 RETURN
19RA VIDEO IN 6 6G
SWITCH ROTARY 1WT3 DMC3 4E VIDEO OUT 4 VIDEO IN 6 RETURN 6H
85VU127 4F VIDEO OUT 4 RETURN UNSD
31−68 5E
5F
VIDEO OUT 5
VIDEO OUT 5 RETURN
+12VDC CAMERA POWER
CAMERA POWER RETURN
6J
6K VIDEO
IMAGE
UNSD
AE 6E VIDEO OUT 6
3C 6F VIDEO OUT 6 RETURN SELECTED VIEW 1 11G
AE SELECTED VIEW 1 GND 11H
SCH02 UNSD
8J RECORDED VIEW SYM SELECTED VIEW 2 11J
1WT2 DMC2 8K RECORDED VIEW RET SELECTED VIEW 2 GND 11K
86VU128
31−68
1T VIDEO OUTPUT

AE 8G RECORDER EVENT OUTPUT

3C 8H RECORDER STATUS INPUT SELECTED VIEW 2T
AE AA AA
SCH02
1WT1 DMC1 9RA COCKPIT DOOR SURVEILLANCE SYSTEM (CDSS) 4WT2
85VU127 SYSTEM CONTROLLER DU ECAM LOWER
31−68 85VU127

Figure 66 CDSS Architecture version

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ANTI HIJACK CAMERA MONITORING
23−72

ANTI HIJACK CAMERA MONITORING VERSION 2 (AIRBUS) (16RA) or the ENTRY REQUEST KEYPAD (Ref. 52−51−00) for 5 minutes the
LCD automatically goes into the standby/power save mode.
GENERAL If entry is requested with the keypad (screen is in the standby mode), the
The Cockpit Door Surveillance System (CDSS) uses cameras in the cockpit screen automatically comes on and shows the picture from camera 1.
entrance, and left and right door 1 areas. If entry is requested again before 30 seconds after the last−entry request the
They let the flight crew monitor the door 1 area and identify persons who signals are inhibited. This is to let the pilot use the VIDEO pushbutton to select
request access to the cockpit. and see the pictures from camera 1 or cameras 2 and 3.
The Cockpit Door Surveillance System has the following components: CKPT DOOR VIDEO Switch
S Generally 3 Cameras (12RA, 13RA, 14RA), The CKPT DOOR VIDEO switch is installed on the overhead panel 27VU.
S 1 LCD including the system controller (10RA), It sets the CDSS on or off. The switch has an OFF legend which is on when
S 1 CKPT DOOR VIDEO switch (17RA), the system is off and off when the system is on.
S 1 VIDEO pushbutton (16RA),
VIDEO Pushbutton
Cameras The VIDEO pushbutton is installed on the pedestal, on panel 119VU. It lets the
Three cameras are installed in the ceiling panels in the cockpit entrance and flight crew select between the pictures from camera 1 and from cameras 2 and
the door 1 area. 3 and from the ’not−installed’ fourth camera (black screen).
Camera 1 is installed above the cockpit door. It gives pictures of the area If the system is programmed for pilot−activated−sleep−mode, it lets the flight
directly in front of the cockpit door. crew set the LCD screen into sleep mode (blank screen).
Camera 2 is installed in the ceiling of the right door 1 area. It gives pictures of If the VIDEO pushbutton is pushed during the first two minutes of the
the area directly below camera 2 in the right door 1 area. standby/power save mode, the last shown pictures come on.
Camera 3 is installed in the ceiling of the left door 1 area. It gives pictures of If the VIDEO pushbutton is pushed after the first two minutes of the
the area directly below camera 3 in the left door 1 area. standby/power save mode, the picture for camera 1 comes on
Optionally there is an indication light installed above the FAP on the left of the
Liquid Crystal Display (LCD) door 1 area. It comes on when a camera from the CDSS is selected.
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 pushbutton (16RA) for two seconds the LCD
screen goes blank. If the system gets no signal from the VIDEO push button

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ANTI HIJACK CAMERA MONITORING
23−72

LCD 10RA 14RA A

CAMERA
Z220 EXAMPLE
12RA

A
13RA

A
A

B 10RA

COCKPIT DOOR VIDEO ON/OFF 17RA

VIDEO SWITCH 16RA

LIGHT SENSOR

GREEN LED

CONTRAST

BRIGHTNESS

Figure 67 Cockpit Door Surveillance System Version 2

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23−72

CDSS ARCHITECTURE VERSION 2 (AIRBUS)

POWER SUPPLY OPERATION/CONTROL AND INDICATING
The CDSS is supplied with 28VDC from the normal busbar 101PP. The related Push the CKPT DOOR VIDEO switch (17RA) on the overhead panel 27VU to
circuit breaker 15RA is installed on the circuit breaker panel 122VU in the start the CDSS. The images from camera 1 show on the LCD screen (full
cockpit. screen) and the CDSS ”in−use” indication light comes on if installed above the
FAP.
INTERFACE
On the pedestal−panel 119VU, push the VIDEO pushbutton (16RA) to change
The CDSS has interfaces with this system: the image on the LCD from camera 1 to cameras 2 and 3 (split screen).
S Entry Request Control Unit (52−51−00) 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
COMPONENT DESCRIPTION
the power−down−mode or the CDSS is switched off the CDSS ”IN−USE”
Cameras indication light is off if installed above the FAP.
Camera 1 has a 105 degree lens and cameras 2 and 3 can have a 70, 90 or
120 degree lenses (as required).

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:
S Green LED is on, shows that the system is on.
S Green LED is off, shows that the system is off.
S Green LED is flashing, shows that a failure has occurred in the system.
A light sensor which automatically controls the brightness of the pictures on the
LCD screen.

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23−72

A A
UNSD 7 8 UNSD
11RA A A
9 VIDEO IN 1 6 A VIDEO 1
4 OFF 5 37LP 33−14SCH08 VIDEO IN 1 RETURN 48 B VIDEO 1 RETURN
6 UNSD
VIDEO SHIELD 51 C VIDEO SHIELD
101PP A2 A 11RA G CHASSIS GND
28VDC A3 A1 42 28VDC IN VIDEO SHIELD 52 F VIDEO SHIELD
BUS 1 3 B2 58 28VDC SHIELD +12VDC CAMERA POWER 34 D +12VDC CAMERA POWER
15RA C/B− B3 B1 CAMERA POWER RETURN 13 E CAMERA 12VDC RETURN
24−68−01 UNSD C2
UNSD
UNSD 39 PIN PROGRAMMING 2 A
CKPT VIDEO
C3 C1
SPLY D2
120VU212 D3 D1 61LP 33−14SCH08 50 CHASSIS GND
A A 12RA CAMERA−
21 28VDC RETURN COCKPIT DOOR
17RA P/BSW 210
COCKPIT DOOR VIDEO 40 PIN PROGRAMMING 1
27VU211
38 PIN PROGRAMMING 3
37 PIN PROGRAMMING 4
ACCESS A OC/GND
F 16 A
REQUESTED A GND=ENTRY REQUEST VIDEO IN 3 45 A VIDEO 3
VIDEO IN 3 RETURN 25 B VIDEO 3 RETURN
SCH01 RS232 36 RECEIVE VIDEO SHIELD 55 C VIDEO SHIELD
MAINTENANCE 35 TRANSMIT G CHASSIS GND
24MQ CONTROL UNIT− INTERFACE 14 GND VIDEO SHIELD 56 F VIDEO SHIELD
COCKPIT DOOR LOCKING +12VDC CAMERA POWER 32 D +12VDC CAMERA POWER
SYSTEM 59 VIDEO SHIELD CAMERA POWER RETURN 11 E CAMERA 12VDC RETURN
20VU210 52−51 2 VIDEO IN 4 RETURN A
CAMERA 4 44 VIDEO IN 4
OPTION 60 12VDC SHIELD
31 +12VDC CAMERA POWER 13RA CAMERA−
10 CAMERA 12VDC RETURN DOOR 1, LH
221
57 SHIELD
43 LCD VIDEO SIGN.OUT ASYM
22 LCD VIDEO SIGN.GND ASYM
UNSD
49 SHIELD
29 LCD VIDEO OUT SYM
28 LCD VIDEO GND SYM A
VIDEO IN 2 26 A VIDEO 2
VIDEO IN 2 RETURN 5 B VIDEO 2 RETURN
30 EXTERNAL VIDEO IN VIDEO SHIELD 53 C VIDEO SHIELD
UNSD
7 EXTERNAL VIDEO GND G CHASSIS GND
19 EXTERNAL SHIELD VIDEO SHIELD 54 F VIDEO SHIELD
18 EXTERNAL INPUT SELECT +12VDC CAMERA POWER 33 D +12VDC CAMERA POWER
CAMERA POWER RETURN 12 E CAMERA 12VDC RETURN
VIDEO OUTPUT 61 VIDEO SHIELD 11RA A A
47 VIDEO OUT 1
CAMERA 1 27 VIDEO OUT 1 RETURN

VIDEO OUTPUT 62 VIDEO SHIELD 14RA CAMERA−

4 VIDEO OUT 2 DOOR 1, RH
CAMERA 2 46 VIDEO OUT 2 RETURN 222
SPARES PROVISION
VIDEO OUTPUT 17 VIDEO SHIELD
24 VIDEO OUT 3
CAMERA 3 3 VIDEO OUT 3 RETURN

VIDEO OUTPUT 20 VIDEO SHIELD

23 VIDEO OUT 4
CAMERA 4 1 VIDEO OUT 4 RETURN
A
A 2A UNSD
1A 3A 41 OC/GND GND=CAMERA SEL.
A A A 11RA

16RA P/BSW−
CAMERA SELECT
MOMENTARY
10RA MONITOR−
119VU210
COCKPIT DOOR SURVEILLANCE SYSTEM
212

Figure 68 CDSS Architecture Version 2

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ANTI HIJACK CAMERA MONITORING
23−72

ANTI HIJACK CAMERA MONITORING VERSION 3 (DLH)

GENERAL The different adjustments are:
The Cockpit Door Surveillance System (CDSS) uses cameras in the cockpit S LOPA.
entrance and in the door 1 area. They let the flight crew monitor the door 1 The main menu contains the icon LOPA. If you touch the icon LOPA you
area and identify persons at the cockpit door. see the location of the cameras in the cabin. If you touch the selected
The Cockpit Door Surveillance System has the following components: camera icon the image of this camera appears immediately.
S 3 Cameras (9103−9105RY), S BRIGHTNESS.
S 2 Monitors (9101RY & 9102RY), The main menu contains the icons (−) and (+). Touch the icons (−) or (+) to
S 1 CDSS ON/OFF switch (120VU), decrease or increase the brightness. Push the icon so long as the desired
brightness is achieved. The adjustment of brightness is possible from the
S 1 system control unit (9100RY).
main menu in direct access or indirectly over the PICTURE menu.
S one cabin ready switch on A/C version.
S CONTRAST.
This switch may be additionally installed when there is no cabin ready
The adjustment of contrast is made over the PICTURE menu. Adjust the
switch installed on the Forward Attendant Panel (FAP).
contrast for the selected camera or for all cameras by touching the icons (−)
Cameras or (+). The icon SET saves these adjustments and the icon RESET leads
back to the factory settings.
The cameras have a 90 degree viewing−angle and use 12VDC power. Camera
COC gives images of the area directly in front of the cockpit door. Camera 1L CDSS ON/OFF Switch
gives images of the left door−1−area and camera 1R of the right door−1−area.
When the ON/OFF switch is pushed (OFF legend is off and aircraft electrical
The signal for the images is sent to the selected monitor via the System power is available) 28VDC goes to the SCU. The switch has an OFF and a
Control Unit (SCU). The 12VDC power comes from the SCU. FAULT legend to show when the system is off or when there is a fault detected
in the CDSS.
Monitors
The OFF legend is on when CDSS is set to off (CDSS ON/OFF switch is
The monitors let the Captain and the First Officer see the images from the
pushed).
selected camera. The monitors start automatically when the CDSS ON/OFF
switch is pushed. The FAULT legend is on when the CDSS ON/OFF switch is pushed (OFF
legend is off) and when:
The main menu is shown at the top edge of the screen. The camera COC is
shown as the standard image. The view of camera COC will be displayed until S the circuit breaker 9107RY and/or 2LE are (is) not closed,
another camera is selected or the AUTO mode switches to another camera. S the system control unit (9100RY) senses an internal fault.
The monitors have touch−screen−controls to use different modes and
System Control Unit
adjustments.
The SCU processes input signals from the cameras to give the necessary
output signals for the monitors. It also changes the 28VDC input power to the
12VDC necessary for the different CDSS components.
The SCU gives the necessary fault output for the fault indication in the CDSS
ON/OFF pushbutton switch (FAULT legend).

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9105RY

9100RY 9104RY
Z220
9106RY B
D
9102RY

B D
Z210
9103RY

E
D
A C
E
FR20 FR21
CABIN
A READY
SYSTEM CONTROLLER
FR14
SWITCH
9101RY

OPTION D
EXAMPLE
A
EXAMPLE

C
CDSS

OFF
SYSTEM CAMERA
FAULT ON/OFF SWITCH

MONITOR

Figure 69 Cockpit Door Surveillance System Version 3 (DLH)

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23−72

CDSS ARCHITECTURE VERSION 3 (DLH)

POWER SUPPLY System Control Unit
The CDSS is supplied with 28VDC thru the circuit breakers 2LE The CDSS SCU is installed in the avionics bay. It processes the input signals
(LIGHTING/FLOOD/CTR INST PNL) and 9107RY (CDSS VIDEO) on the rear from the cameras, the CABIN READY switch (above the FAP) and electrical
panel 120VU. power to give the required output signals for the monitors and faults.
There is also a 5VDC input from the ANN LT TEST and DIM (36LP XFMR,
OPERATION/CONTROL AND INDICATING
SYS 2) for the FAULT light.
The CDSS is on when there is electrical power to the SCU (OFF legend in the
INTERFACE CDSS switch is off).
The CDSS has interfaces with this system: When the CDSS is energized the images from camera COC are shown on the
S Annunciator Light Test and Dimming (33−14−04) monitors.
If a selection of a camera is made then the related images are shown on the
COMPONENT DESCRIPTION related monitor. The icons of the related menu turn grey if a selection is made.
The icons disappear when 20 seconds no activity has done.
Cameras
The icons re−appear, if you touch the screen along the top edge of the screen.
One camera is installed in the ceiling panel in the cockpit entrance and 2
To turn a monitor off (sleep mode), touch the screen at any point.
cameras are installed in the ceiling panels of the door−1−area. The cameras
have a 90 degree viewing−angle. Cameras 1L and 1R are installed directly To turn the monitor on again, touch the screen again. To switch the system off,
adjacent to each other to give views in the opposite directions. push the CDSS switch (the OFF legend in the switch appears).
Camera COC is installed above the cockpit door. It gives pictures of the area
directly in front of the cockpit door.
Camera 1L and 1R are installed in the center of the door−1−area. Camera 1L
gives images of the left door−1−area and camera 1R of the right door−1−area.

Monitors
The monitors are installed on the left and right side of the cockpit adjacent to
the Captain and the First Officers seat. They let the flight crew see the images
from the selected camera. The monitors have a touch screen for different
selections.
The camera locations in the cabin can be shown as a special picture on the
monitors. The images of the cameras can be displayed in the MANUAL mode
or in the AUTO mode. Different adjustments as brightness, contrast or
frequency of the camera−views are possible.
CDSS ON/OFF Switch
The CDSS ON/OFF switch is installed on the overhead panel in the cockpit.
The switch is used to set the CDSS on or off. The switch has an OFF and a
FAULT legend.

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23−72

A A
COMPOSITE VIDEO 4 4 COMPOSITE VIDEO
COMPOSITE RETUN 9 9 COMPOSITE RETURN E A
GROUND 10 10 GROUND VIDEO IN (CBVS) 1 A1 VIDEO OUT
12V DC IN 11 11 12V DC OUT
RS232 (TX) 12 12 RS232 (RX) ANALOG GND 2
RS232 (RX) 15 15 RS232 (TX)
A A UNSD 3
UNSD
9101RY UNSD 4
MONITOR NO.1
+12V DC (VCC) 5
A B +12V DC (VCC) 6 SP9002 1 + 12V DC
COMPOSITE VIDEO 4 4 COMPOSITE VIDEO
COMPOSITE RETUN 9 9 COMPOSITE RETURN +12V DC (VCC) 7
GROUND 10 10 GROUND
12V DC IN 11 11 12V DC OUT GND 8
RS232 (TX) 12 12 RS232 (RX)
RS232 (RX) 15 15 RS232 (TX) GND 9 SP9003 2 GND
A B A
GND 10
9102RY E
MONITOR NO.2
9103RY
OPTION A CAMERA NO.1
3
OFF
2

6 F A
C VIDEO IN (CBVS) 1 A1 VIDEO OUT
9 6 POWER ON/OFF
ANALOG GND 2
11
FAULT UNSD 3
12 1 28V DC LIGHT UNSD
9114RY SW− UNSD 4
CABIN READY
FWD FLT ATTND PNL 8 2 CABIN READY +12V DC (VCC) 5
1 7 MOMENTARY GND +12V DC (VCC) 6 SP9002 1 + 12V DC
A C
+12V DC (VCC) 7
A A
GND 8
ANN LT TEST&DIM K 1
A A
P9011 GND 9 SP9003 2 GND
3 A
SCH04 GND 10
2 F
36LP XFMR, SYS 2
A
120VU REAR PANEL 212 OFF 6 7 9104RY
33−14 CAMERA NO.2
FAULT 9
D9941
11 A3

12 G A
D9941 VIDEO IN (CBVS) 1 A1 VIDEO OUT
1 A2 A1 UNSD
ON B3 ANALOG GND 2
8 C
OFF X2 6 8 DC GROUND UNSD 3
5 X1 D9941 UNSD
D9941 3 FAULT OUTPUT UNSD 4
4 C (28V DC NORM−
A2 A3 R9941− +12V DC (VCC) 5
OPEN FAULT)
10 FAULT RELAY
A1 +12V DC (VCC) 6 SP9002 1 + 12V DC
7 UNSD
P9011 +12V DC (VCC) 7
5
GND 8
103PP A D
3 2 A1 28V DC POWER IN GND 9 SP9003 2 GND
28VDC A
4 A A
NORM BUS1
9107RY C/B− A2 CHASSIS GROUND GND 10
24−68−02 G
CDSS PWR
A3 DC GROUND
120VU212 9106RY CDSS ON/OFF SWITCH ASSEMBLY D 9105RY
CAMERA NO.3
9100RY SYSTEM CONTROL UNIT−
COCKPIT DOOR SURVEILLANCE SYSTEM

Figure 70 CDSS Architecture Version 3

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CABIN INTERCOMMUNICATION DATA
SYSTEM (CIDS) 23−73

23−73 CABIN INTERCOMMUNICATION DATA SYSTEM (CIDS)

CIDS GENERAL INTRODUCTION
GENERAL CIDS Functions
There are currently two CIDS systems on the single aisle fleet. A classic and The Cabin Intercommunication Data System (CIDS) is used for the control and
an enhanced CIDS. On the classic system the cabin functions are controlled by management for the following cabin system functions:
the Forward Attendant Panel equipped with mebrane switches, on the S Passenger Address System (PA),
enhanced CIDS they are controlled by the Flight Attendant Panel which is a
S Cabin and Flight Crew Interphone System,
touch-screen.
S Service Interphone System,
Various cabin systems are controlled, tested and monitored by the CIDS.
S Passenger Lighted Signs (control and test),
The CIDS is composed of two directors, one in active mode, and one in hot
standby. It is linked to the Forward Attendant Panel (FAP) to control the cabin S Passenger Call (control and test),
functions. The director communicates through Decoder Encoder Units (DEUs) S Cabin Illumination (control and test),
with the cabin, passengers and crew systems. S Reading Lights (control and test),
The Programming and Test Panel (PTP) is used to program and test the S Emergency Evacuation Signaling (EVAC[option])
CIDS.
S Potable Water Indication,
The Enhanced CIDS includes two new directors, a new touch−screen Flight
S Waste Indication,
Attendant Panel (FAP), and the Enhanced DEUs.
S Doors and Escape Slides Pressure Monitoring (option),
The touch-screen FAP controls and indicates the status of the CIDS.
S BITE & capacity test of the Emergency Power Supply Unit (EPSU),
Integrated within the FAP are Cabin Assignment Module (CAM), On Board
Replaceable Module (OBRM) and Prerecorded Announcement and Music S Testing of the Drain Mast Control Unit (DMCU),
(PRAM) in flash card format. S The temperature indication of cabin compartment zones,
S The boarding music and pre−recorded announcements
(if integrated in the CIDS),
S Air Conditioning (adjustment of cockpit preselected temperature)
S Lavatory Smoke Detection,
S Vacuum System Control Function (VSCF),
S Cargo Smoke Detection,
S Cargo Fire Extinguisher Monitoring,
S CFDS BITE menu Emulation on FAP
The CIDS functions which are underlined are available with the enhanced
CIDS.

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Figure 71 CIDS Introduction

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CLASSIC CIDS PRESENTATION

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

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FAP
PTP
28VDC POWER SUPPLY 28VDC POWER SUPPLY
401PP ESS BUS 601PP SVCE BUS
601PP SVCE BUS 401PP ESS BUS
702PP HOT BUS2 CIDS INTERFACES 702PP HOT BUS2
TO OTHER SYSTEMS
- DISCRETES
- ANALOG
- DIGITAL CAM
DIRECTOR 1 DIRECTOR 2

OBRM OBRM
AUDIO SIGNAL
BITE BITE

PRAM

MIDDLE LINE BUSES (2X)

TOP LINE BUSES (4X)

ANALOG & ANALOG &

DISCRETES DISCRETES
LEGEND:
CABIN ATTENDANT RELATED ITEMS:
OPTION DEU A PASSENGER RELATED ITEMS: DEU B
- HANDSET
FAP: FORWARD ATTENDANT PANEL - CABIN LIGHTS
- ATTENDANT INDICATION PANEL
- CALL
PTP: PROGRAMMING & TEST PANEL - AREA CALL PANEL
- CABIN LIGHTED SIGNS
CAM: CABIN ASSIGMENT MODULE - AFT/ADDITIONAL ATTENDANT PANEL
- LOUDSPEAKER
PRAM: PRERECORDED ANNOUNCEMENT & MUSIC - SLIDE & DOOR PRESSURE MONITORING
- DRAIN MAST HEATING MONITORING
DEU: DECODER ENCODER UNIT
- EMERGENCY LIGHT SYSTEM TEST
OBRM: ON BOARD REPLACEABLE MODULE

Figure 72 Classic CIDS Presentation

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TYPE A & B DECODER ENCODER UNIT FUNCTION

DECODER ENCODER UNIT TYPE A CIDS Power Up
When the CIDS is powered−up or reset, the director follows a power up
General
routine. This includes the initialization and testing of each DEU and connected
The Decoder−Encoder Unit (DEUs) are located in the left−hand and right−hand equipment.
sides of the cabin ceiling. Each type A DEU connects to a CIDS top line data
The test results are transmitted to the director which compares them with its
bus. Each data bus takes the form of a shielded twisted pair cable.
programmed data to decide on their status.
Functions At least 95% of possible DEU failures are automatically detected.
Each type A DEU interfaces:
Audio Outputs
S up to three Passenger Service Units (PSUs), or
Six audio channels are defined for the top line bus. One DEU A can accept two
S Passenger Interface Units (PIU), from these audio channels. The gate array directs these audio input signals to
S two loudspeakers, the respective channel 1 or channel 2 Digital to Analog (D/A) converter in the
S four flourescent strip lights which a part of the cabin light system. audio circuitry. It also connects the respective volume signal from the gate
array to each D/A converter. Each D/A converter volume is controlled
The DEU A has these specialized functions:
separately with commands from the bus. Each level controlled analog audio
S a test of lamp current, signal connects to a programmable filter. This is under control of gate array,
S a test of connected loudspeaker impedance and level, which in turn receives filter control commands from the director.
S a frequency filtering according to bus commands. Separate power amplifiers amplify these signals for driving the loudspeakers.
Each power amplifier is linked to the current measurement circuit. This
Top Line Data Bus measures the impedance of each loudspeaker separately. The result is sent via
Two top line data buses on each side of the passenger cabin connect the type the gate array and bus driver to the director.
A DEUs to the director
6 (8) of them are connected to the top line number 1 and 7(8) to the top line Fail Safe Operation
number 2. A resistor is located on the last DEU A mount of each line for In the event of a data bus failure the DEU maintains the current status of the
impedance matching. discrete cabin systems output for a certain time.
A broken top line can effect no more than half of the DEUs installed on one After this delay the outputs are switched to a pre−defined fail safe state, that
cabin side means the four fluorescent strip lights come on with full brightness and all other
items go off.
Coding Switches All audio inputs/outputs are immediately switched off.
A coding switch in each DEU mount gives each DEU a unique address. This
method enables removal, interchange and replacement of DEUs without having Emergency Functions
to consider their address. All DEUs operate in emergency mode when the DC service bus is no longer
powered. The DEUs are then supplied from DC essential bus.
NOTE: In the event of mount change it is necessary to select the same
code as used before. The type A DEU passenger address circuits and the type B DEU interphone
circuits remain operational.

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Figure 73 DEU A Schematic

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DECODER ENCODER UNIT TYPE B
General CIDS Power Up
The Decoder−Encoder Unit (DEUs) are located in the left−hand and right−hand When the CIDS is powered−up or reset, the director follows a power up
sides of the cabin ceiling or the cabin centerline. Each type B DEU connects to routine. This includes the initialization and testing of each DEU and connected
a middle line data bus. Each data bus takes the form of a shielded twisted pair equipment.
cable. The test results are transmitted to the director which compares them with its
programmed data to decide on their status.
Functions
At least 95% of possible DEU failures are automatically detected.
Each type B DEU interfaces the following components and systems:
S Aft Attendant Panel, DEU B Inputs and Outputs
S Additional Attendant Panel, A DEU B receives digitized audio signals. The gate array transfers these
S Emergency Power Supply Unit, signals to the D/A converter circuit. The analog signals are then filtered and
pre−amplified and send to the handset. Audio signals (including dial tone) from
S Slide/Door Pressure Monitoring,
the handset connect to a Dual Tone Multiple Frequency (DTMF) decoder and
S Passenger Address/Interphone Handset, to a filter/amplifier A/D converter. The gate array transfers the data from the
S Attendant Indication Panel, decoder to the director for dialling purposes. The digitized audio also connects
S Area Call Panel, to the gate array.
S Drain Mast Heating Monitoring. An audio Input/Output (I/O) circuit test can be made. The audio output is
switched through to a summer which adds the signal to the audio input. This is
Middle Line Data Bus done via a command line from the gate array. An off−hook serving circuit also
One middle line data bus on each side of the passenger cabin or cabin connects to the handset and has a connection to the gate array.
centerline connect the 2(3) type B DEUs to the director. A serial RS232 interface is used to communicate between the gate array, the
A resistor or a bus termination unit (BTU) located in the DEU B mount (end of attendant indication panel and the aft attendant panel.
line) terminates each middle line data bus for impedance matching. A serial interface is also provided for separate testing of the emergency lighting
A319/320:Two additional mounts already connected to the middle line data bus power supply units.
are installed near to the forward right hand door and to the left emergency exit.
Emergency Functions
A321:Three additional mounts already connected to the middle line data bus
All DEUs operate in emergency mode when the DC service bus is no longer
are installed near to the forward right hand door and to the right and left
powered. The DEUs are then supplied from DC essential bus.
emergency exit.
The type A DEU passenger address circuits and the type B DEU interphone
Coding Switches circuits remain operational.
A coding switch in the DEU mount gives each DEU a unique address. This
method enables removal, interchange and replacement of DEUs without having
to consider their address.
NOTE: In the event of mount change it is necessary to select the same
code as used before.

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DOOR PRESSURE
(OPTIONAL)

Figure 74 DEU B Schematic

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CIDS DIRECTOR - DEU A & B INTERFACE

CIDS COMPONENTS Passenger Signs
The CIDS is made up of a number of principle components which connect to The passenger signs include NO SMOKING or the optional NO ELECTRONIC
two identical control units. The ’active’ director 101RH and the ’hot−standby’ DEVICE lights, FASTEN SEAT BELT lights, NON SMOKER ZONE lights and
director 102RH. The principle components are the Onboard Replaceable RETURN TO SEAT lights in the lavatories. Furthermore, for the passenger call
Modules (OBRM) 101RH1 (102RH1). system, the seat row lights are connected to the type A DEUs.

CIDS DIRECTORS Cabin Lights

For redundancy, two identical directors are provided. The director 102RH is The cabin lights include:
normally in hot−standby. It must receive the same inputs and respond to them S entrance area lights,
in the same way as the active director 101RH. The only exception is that its
S lavatory lights,
outputs are normally disabled. Each director contains an OBRM module .The
director connects only indirectly to the large amount of cabin equipment, via S attendant lights,
Decoder Encoder Units (DEU). ARINC links and discrete lines connect the S reading lights,
director to individual controls, cockpit equipment and other systems. S cabin fluorescent strip lights.
FORWARD ATTENDANT PANEL (FAP) Loudspeakers
The forward attendant panel 120RH transmits to the director via a serial link The loudspeakers are installed in the Passenger Service Unit (PSU), in each
which connects to both directors in parallel. For transmission of data to the lavatory and near the attendant station.
forward attendant panel, however, two separate ARINC links are provided, one
They are all identical and are used for:
from each director. Separate discrete lines from the panel connect to the power
supply units of the reading lights, the attendant work lights and lavatory lights. S passenger address announcements,
S call chimes (optional),
DEU TYPE A
S boarding music.
DEUs type A 200RH are installed along each side of the passenger cabin. To
each DEU type A 3 PSUs and PIUs may be connected. The DEUs type A Passenger Call
connect to the directors via a top−line twisted pair data bus. For redundancy Pushbuttons are installed on the PSU above each seat row and in the
purposes, the physical form of this top−line bus are two twisted pairs along lavatories.
each side of the cabin. They connect alternate DEUs. This means that a break
in one top−line twisted pair would disable only every other DEU type A along Reading Light Power Unit
one side of the cabin. A resistor terminates each top−line data bus cable for One Reading/Light (R/L) power unit for three R/L is installed in each PSU.
cable impedance matching. Each DEU type A is identical, which allows the
interchange of any DEUs type A. The DEU mount include coding switches.
This gives each DEU location a different address.

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Figure 75 DEU A Interconnection

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PROGRAMMING AND TEST PANEL (PTP) Crew Interphone System
The programming and test panel 110RH transmits to the director via a serial The crew interphone system is used for the communication between cockpit
link which connects to both directors in parallel. For transmission of data to the crew and cabin attendants and between each attendant station.
panel, however, two separate ARINC links are provided, one from each
NOTE: From each attendant station it is possible to communicate with
director. The Cabin Assignment Module (CAM) 115RH plugs directly into the
personnel at the service interphone connections.
front face of the panel. Interaction between director and CAM is via the
programming and test panel ARINC links. Emergency Power Supply Units (EPSU)
Prerecorded Announcement and Boarding Music (PRAM) The Emergency Power Supply Units (EPSU) are connected to type B DEUs for
the emergency lighting system test.
The function of the Prerecorded Announcement and Boarding Music (PRAM)
Reproducer is to play prerecorded messages. It also plays boarding music Drain Mast
programs on a cassette tape to the passengers through the aircraft passenger
The DIRs receive signals from the drain mast control unit via type B DEUs. If
address system. The PRAM is controlled by the audio module, which is a part
the drain mast heater or the control unit fails the CIDS CAUT light on the FAP
of the Fwd Attnd panel . It is installed in the cabin at the forward attendant
comes on.
station. The PRAM is controlled through the Cabin Intercommunication Data
System (CIDS) director to receive and transmit control data. Attendant Indication Panel
DEU TYPE B One Attendant Indication Panel (AIP) is installed near each attendant seat for
message purposes.
DEUs type B 300RH are installed in their DEU−mounts on both cabin sides
(A320) or on both sides of the cabin centerline (A321). They are located near Area Call Panel
to the exit doors. The DEUs type B connect to attendant and safety equipment. One basic and one optional Area Call Panel (ACP) can be connected to each
DEUs type B connect with discrete lines to this equipment: DEU B.
S the area call panels,
S the attendants handsets, Additional Attendant Panel
S the slide and door pressure sensors, One Additional Attendant Panel (AAP) is installed near the aft attendant station
and on the A321 at the middle attendant station.
S the emergency power supply units.
The aft attendant panel receives and transmits serial data, also it is connected Slide Pressure System
to the DEU type B with discrete lines. A serial link transmits data to each AIP The DIRs receive signals from the bottle pressure sensors via type B DEUs. If
too. Discrete connections provide AIP power and reception of AIP BITE status. the pressure is low, the Cabin Intercommunication Data System (CIDS)
Not all inputs and outputs are used on each DEU, however, it depends on the CAUTion light on the Forward Attendant Panel (FAP) comes on.
cabin layout. The DEUs type B connect to the directors via a middle−line
twisted pair data bus. One twisted pair cable on each aircraft side or the cabin Door Pressure System
centerline connects to all DEUs type B on that side. A resistor or a bus The DIRs receive signals from the bottle pressure sensors via type B DEUs. If
termination unit (BTU) terminates each middle−line data bus cable for cable the pressure is low, the CIDS CAUT light on the FAP comes on.
impedance matching. Each DEU type B is identical. Coding switches in each
DEU mount are used to define a different address for each DEU B location.

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Figure 76 DEU B Interconnection

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DEU MOUNT DESCRIPTION

DEU MOUNTS
The mounts for type A and type B Decoder/Encoder Units (DEUs) are basically
the same. Due to index pins it is not possible to install a type A DEU on a type
B DEU mount.
The mounts for the type A DEUs have the index pins on the outer side of the
slot and the type B DEUs on the inner side of the slot. On each DEU mount
there are address coding switches. In case of a mount change the old code
must be selected.
A bus termination resistor is installed on the last DEU mount of each line, for
impedance matching.
NOTE: A placard giving the address code is placed close to the mount.
The complete table of codes are found in the AMM
removal/installation task of the DEU mounts.

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DEU A/B MOUNT

INDEX PINS

EXAMPLE:
DEU A
EJECTION

DEU A INDEX PIN

(ONLY ON DEU A MOUNT)
DEU B INDEX PIN
(ONLY ON DEU B MOUNT)

BTR: BUS TERMINATION RESISTOR

(ONLY IN LAST DEU MOUNT)

EXAMPLE:
DEU A
MOUNT
Figure 77 DEU Mount
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FORWARD ATTENDANT PANEL INTRODUCTION The ENTRY FWD BRT or ENTRY AFT BRT membrane switches, switch on
the general illumination in the respective entrance area with a brightness of
FORWARD ATTENDANT PANEL (FAP) DESCRIPTION 100%. The integral light in the membrane switch comes on. Pushing the
membrane switch a second time, switches off the general illumination of the
General respective entrance areas and the integral lights.
The forward attendant panel 120RH is installed in the forward entrance area of S ENTRY FWD DIM 1/ENTRY AFT DIM 1
the aircraft. The attendant controls the different cabin systems from the The ENTRY FWD DIM 1 or ENTRY AFT DIM 1 membrane switches, switch
attendant panel. on the general illumination in the respective entrance areas with a
brightness of approx. 50%. The integral lights in the membrane switches
Air Temperature Module come on. Pushing the membrane switches a second time, switches off the
S TEMPERATURE FWD general illumination in the respective areas and the integral lights.
The TEMPERATURE FWD display indicates the cabin temperature of the S ENTRY FWD DIM 2/ENTRY AFT DIM 2
forward passenger compartment. The ENTRY FWD DIM 2 or ENTRY AFT DIM 2 membrane switches, switch
S TEMPERATURE AFT on the general illumination in the respective entrance areas with a
brightness of approx.. 10%. The integral lights in the membrane switches
The TEMPERATURE AFT display indicates the cabin temperature of the aft come on. Pushing the membrane switches a second time, switches off the
passenger compartment. general illumination in the respective entrance areas and the integral lights.
NOTE: There is no temperature regulation available on the classic CIDS. S CABIN LIGHTING FWD/AFT−BRT−DIM 1−DIM 2
The CABIN LIGHTING FWD/AFT−BRT−DIM 1−DIM 2 membrane switches,
Light Module for the cabin area, have the same function as the ENTRY−BRT−DIM 1−DIM
S MAIN OFF 2 membrane switches, for the entrance area.
The MAIN OFF membrane switch, switches off the following systems: S CABIN LIGHTING WDO
− general illumination in the cabin and the entrance areas, When the general illumination for a cabin area is switched on, the CABIN
LIGHTING WDO membrane switch integral light comes on. Pushing the
− reading lights, membrane switch, switches off the general illumination at the windows left
− attendant work light, and right and the integral light. Pushing the membrane switch a second
− lavatory light, time, switches on the general illumination at the windows and the
membrane switch integral light comes on.
NOTE: The function MAIN OFF is disabled in flight.
S CABIN LIGHTING CLG
S MAIN ON
When the general illumination for a cabin area is switched on, the CABIN
The MAIN ON membrane switch, switches on the general illumination in the LIGHTING CLG membrane switch integral light goes on. Pushing the
cabin and entrance areas with a brightness of 100%. The integral light in the membrane switch, switches off the general illumination in the ceiling and the
membrane switches BRT, WDO, and CLG comes on. If a membrane switch integral light. Pushing the membrane switch a second time switches on the
for the cabin or entry area is already pressed the MAIN ON membrane general illumination in the ceiling and the membrane switch integral light
switch has no effect for the respective area. comes on.
S ENTRY FWD BRT/ENTRY AFT BRT

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S POWER READ Pushing the MUSIC+/MUSIC− membrane switch increases/decreases the
The POWER ATTN membrane switch, switches on the power supply for the loudness of the boarding music. The loudness is indicated on a 10 step
attendant work lights. The integral light in the membrane switch comes on. rectangular LED row.
Pushing the membrane switch a second time switches off the power supply S PRERECORDED ANNOUNCEMENT
and the membrane switch integral light goes off. This area on the front face of the audio module includes a display for the
S POWER ATTN selected announcements and a keyboard and function keys.
The POWER ATTN membrane switch, switches on the power supply for the To start prerecorded announcement push the related key and then the
attendant work lights. The integral light in the membrane switch comes on. ENTER membrane switch. When the recorder has found the correct
Pushing the membrane switch a second time switches off the power supply announcement the READY indicator comes on. Pushing the START NEXT
and the membrane switch integral light goes off. membrane switch starts the announcement and the READY indicator goes
S POWER LAV off. If more than one announcement is selected, the START ALL membrane
switch activates all announcements. If the ENTER membrane switch is not
The POWER LAV membrane switch, switches on the power supply for the
pushed the selected announcement will be accepted after a delay of
lavatory lights to a brightness of approx.. 50%. The integral light of the
approx.. 5 s. A LED in front of each MEMO display indicates which memory
membrane switch comes on. Pushing the membrane switch a second time
is selected for modification.
switches off the power supply and the membrane switch integral light goes
off. To test the emergency announcement, bring the cursor to MEMO 1 and
press ”701 ENTER 701” (E−P is displayed in the ON ANNOUNCE
S DECOR LIGHT
display).
The DECOR LIGHT membrane switch, switches on and off special reading
S PES ON/OFF
lights which illuminate special panels, logos or pictures.
Pushing the PES ON/OFF membrane switch, switches on the passenger
S RDL MAN HOLD
entertainment system. The membrane switch integral light comes on.
The RDL MAN HOLD membrane switch, switches off the reading lights Pushing the membrane switch a second time switches off the passenger
without removing power. When used twice the reading lights which where entertainment system and the membrane switch integral light goes off.
on before will be on again. Used for Take/Off and Landing.
Miscellaneous Module
Audio Module
S LIGHT EMER
S MUSIC ON/OFF
The LIGHT EMER pushbutton switch switches on the emergency lighting
The MUSIC ON/OFF membrane switch, switches on the boarding music. system. The integral light in the pushbutton switch comes on. Pushing the
The integral light in the membrane switch comes on. Pushing the pushbutton switch a second time switches off the emergency lighting
membrane switch a second time switches off the boarding music and the system and the integral light.
integral light goes off.
NOTE: The function of the pushbutton switch is independent from the
S MUSIC SEL
CIDS power supply.
The MUSIC SEL membrane switch, switches the boarding music to the next
S CIDS PNL LIGHT TEST
channel. The selected channel is shown on the numerical display.
The CIDS PNL LIGHT TEST membrane switch switches on all the lights in
S MUSIC + / MUSIC −
the panel and the membrane switch integral light as long as the membrane
switch is pressed.

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S RESET S LAV WATER HEAT
The RESET membrane switch switches off the lavatory smoke and EVAC The LAV WATER HEAT membrane switch, is used to switch off and on the
warning if the warning is activated. The membrane switch switches a lavatory water heaters.
discrete input to ground. S HEAT DRAIN PNL
S CIDS CAUTION The HEAT DRAIN PNL membrane switch, switches on the heating system
The CIDS CAUTION light is resettable in flight, but comes on again on the and the membrane switch integral light comes on.
ground (landing gear down and locked). S SYSTEM INOP, LAV INOP
The light cannot be reset on the ground. When a CIDS CAUTION occurs, The SYSTEM INOP indicator light comes on, if the vacuum waste system
the respective failure message is displayed on the programming and test fails.
panel.
S EVAC CMD
S SMOKE LAV
The EVAC CAPT PURS/CAPT switch must be in the CAPT PURS position.
The SMOKE LAV indicator light comes on when a signal from the smoke
The system can be activated from any of the attendant stations by using the
detector is received.
FAP/AAP EVAC CMD key. When the EVAC CMD key is pressed, the aural
S WATER QTY and visual signals in the cabin and in the cockpit for evacuation are
S The WATER QTY LED display shows the actual contents in the water tank activated.
graduated in 20 steps, each step is equal to 5%. S SLIDES ARMED
S WASTE QTY The SLIDES ARMED indication light is off when all slides are disarmed.
The WASTE QTY LED display shows the actual contents in the waste tank When at least one slide is armed the indication light flashes (green).
graduated in 20 steps, each step is equal to 5%
When all slides are armed the indication light (green) is steady on.
S IND ON
S DOORS CLOSED
The IND ON membrane switch, switches on the water and waste indicating
The DOORS CLOSED indication light comes on, when all doors are closed.
system.
When at least one door is opened, the indication light goes off.
S SEL 25%, SEL 50%, SEL 75% and SEL 100%
Pushing one of these membrane switches, stores the related value and
switches it to the preselection control unit. Pushing a second membrane
switch stores the new value and erases the previous value.
S WTR SYSTEM DEPRE
The WTR SYSTEM DEPRE membrane switch, activates the
depressurization valve of the water tank. Used in case of cold weather
conditions on ground.
S FPH DOOR 1
The Floor Panel Heated Door 1 membrane switch is used to control the
heating of the door 1 L & R heater panels.

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S CABIN READY function
The cabin ready signaling depends on the different Flight Phases (FP). The
cabin crew can indicate the status cabin ready for take−off and landing.
The status is indicated on:
− the ECAM upper display unit, on the take−off check−list (on, 2min. after
both engines running), or on the landing check−list, (on, lower 2000ft and
landing gear extended),
− on the FAP 120RH in the cabin ready membrane switch (LED).
The take−off check−list and landing check−list shows the message CABIN
READY, when the function is activated. It shows the message CABIN
CHECK, when the function is not activated, or reset.
The function is activated, when you push the cabin ready membrane switch
on the FAP depending on FWS Flight Phase (FP):
− in FP1, when oil press is high,
− in FP2, FP3,
− FP6 and slats extended,
− FP7, FP8,
− FP9, until 80kts +30sec.
The function is reset:
when you push the cabin ready membrane switch a second time (FP
conditions as for activation),
at take−off when the A/C is faster than 80kts FP4,
if an approach in FP6, FP7 is rejected,
after landing in FP9 when the A/C is slower than 80kts +30sec,
after touch and go FP8, with retracted slats.

Figure 78 Forward Attendant Panel with All Options

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Figure 79 FAP - Air Temperature and Light Module

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FPH
DOOR 1

Figure 80 FAP - Audio and Miscellaneous Module

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AFT / ADDITIONAL ATTENDANT PANEL PRESENTATION

General Additional Attendant Panels (AAPs)
The AFT ATTND panel is installed in the aft entrance area of the aircraft. The AAPs perform these functions:
The ADD ATTND panels (A321) are installed in the mid and aft entrance area S the adaptation of received data bus signals,
of the aircraft. They enable attendant to control different cabin systems. S the processing of addressed commands and controls,
Functions S the processing of inputs from cabin systems,
The cabin light panel comprises control pushbuttons for the different cabin S the processing of inputs from membrane switches on AAP,
lighting systems. There are controls for the different entrance area and cabin S the transmission of data at assigned intervals via the data bus,
section. S the fail passive for data bus transmission and reception in case of AAP
All pushbuttons, except for MAIN ON and MAIN OFF, have integral lights for failure,
visual confirmation of the pushbutton activation. S the short−circuit protection of discrete outputs.
The RESET pushbutton resets the lavatory smoke warnings (same than FAP). The AAPs comprise:
Aft Attendant Panel S the MAIN ON/OFF membrane switches,
The Aft attendant panel performs these functions: S the ENTRY BRT/DIM 1/DIM 2 membrane switches,
S the adaptation of received data bus signals, S the C/M BRT/DIM 1/DIM 2 membrane switches, or
S the processing of addressed commands and controls, S the AFT BRT/DIM 1/DIM 2 membrane switches,
S the processing of inputs from cabin systems, S the SMOKE RESET membrane switch (optional),
S the processing of inputs from membrane switches on AFT attendant panel, S the CALL RESET membrane switch (optional),
S the transmission of data at assigned intervals via the data bus, S the EVAC membrane switch & indicator (optional).
S the fail passive for data bus transmission and reception in case of AFT AAP Interface
attendant panel failure,
The Additional Attendant Panel (AAP) is connected to the relevant type B DEU,
S the short−circuit protection of discrete outputs. for the control of the cabin systems, through RS 232 lines.
The Aft Attendant Panel comprise: The AAP receives 28V DC power supply from the relevant type B DEU.
S the MAIN ON/OFF membrane switches, Discrete signals connect the AAP to the relevant type B DEU for activation of
S the ENTRY BRT/DIM 1/DIM 2 membrane switches, the EVAC system signaling, reset and indication.
S the AFT BRT/DIM 1/DIM 2 membrane switches, A discrete signal controls the relevant lavatory water heater. A discrete signal,
out of the AAP, is used for call indication reset.
S the (SMOKE) RESET membrane switch (optional),
S the CALL RESET membrane switch (optional),
S the EVAC CMD membrane switch (optional).
S the EVAC indicator (optional).
S the LAV WATER HEAT membrane switches (optional),

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Figure 81 Aft / Additional Attendant Panel

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ATTENDANT HANDSET PRESENTATION

General Version 2: Double key call activation Handset
Each attendant station is equipped with a handset for public announcement, For PA announcement, press the PA and the ALL key on the handset. To make
interphone dailing and communication. The handset rests in a cradle. a announcement use the PTT switch.
Pressing the PTT button without key selection activates the ”DIRECT PA”
Handset Functions
mode of operation with PA announcement in the whole cabin.
The handset and cradle provide the following functions:
For Captain call, press the key (CPT, EMER CAPT) on the handset. A captain
S the hook off sensing, call procedure with aural and visual indication in the cockpit is initiated. The
S the Push to Talk (PTT) switching, telephone conversation is accomplished as soon as the called handset is
S the PA announcement, hooked off.
S the interphone, When the EMER CAPT is pressed the aural sound in the cockpit will repeat.
S the single−key (version 1) or double key (version 2) call−activation via For Cabin interphone, press the INTPH key and the key related to the station
integral keypad and telephone conversation. (FWD, MID, EXIT, AFT) on the handset. A attendant call procedure with aural
and visual indication in the cabin is initiated. The telephone conversation is
For handset volume adjustment after removing the keyboard cover, two
accomplished as soon as the called handset is hooked off.
potentiometers under the PTT button can be adjusted.
For Service Interphone, press the INTPH key on the handset twice. If the
To reset any dailing procedure, press the RESET key.
aircraft is on ground or the SERV INT OVRD pushbutton is on, telephone
Version 1: Single key call activation Handset conversation is accomplished with headset plugged in at any Service
For PA announcement, press the PA ALL key on the handset. To make a Interphone Jack.
announcement use the PTT switch.
For Captain call, press the key CPT on the handset. A captain call procedure
with aural and visual indication in the cockpit is initiated. The telephone
conversation is accomplished as soon as the called handset is hooked off.
For Cabin interphone, press the key related to the station on the handset.
A attendant call procedure with aural and visual indication in the cabin is
initiated. The telephone conversation is accomplished as soon as the called
handset is hooked off.
For Service Interphone, press the SERV INT key on the handset. If the aircraft
is on ground or the SERV INT OVRD pushbutton is on, telephone conversation
is accomplished with headset plugged in at any Service Interphone Jack.
NOTE: The position and the naming of the keys may vary depending on
airline.

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HANDSET HANDSET
VERSION 1 VERSION 2

PA INTPH

1 2
ALL
FWD MID

3 3
EXIT AFT

EMER
CAPT CAPT RESET

Figure 82 Cabin Handset

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ATTENDANT INDICATION PANEL COMPONENT DESCRIPTION

GENERAL BITE
The Attendant Indication Panel (AIP) is a display panel which indicates the The circuitry of the AIP includes BITE circuitry. No internal BITE memory is
system information processed by the Cabin Intercommunication Data System available, but a BITE output indicates the operational status of the AIP. The
(CIDS). The AIP is installed near all attendant stations which have a handset presence of this output of a 1 Hz waveform indicates ”AIP OK” to the
for Passenger Address (PA) and interphone purposes. connected Decoder/Encoder Unit (DEU) B. The BITE capabilities include
power−up tests and automatic periodic tests.
FUNCTIONS
The AIP fulfills the following functions: MESSAGES
S display of handset−related information, The AIP has a display area with an alphanumerical display in two rows, each
with 16 characters. Additionally, red (pink) and green indicator lights are
S interphone system messages,
available and used as attention getters.
S PA system messages,
NOTE: The possible messages to be displayed are stored on a memory
S passenger (PAX)−lighted signs activation information,
chip inside the AIP.
S PAX call indication,
If an airline wants special messages there will be a special
S miscellaneous information. partnumber for the AIP.
ARCHITECTURE UPPER ROW
The AIP comprises of these modules: The upper row of the display area is used for the indication of information
S a display panel with two lines, each with sixteen characters, concerning the cabin and flight crew interphone system.
S a display controller which includes a character generator, The upper row is divided into 3 sections, 2 sections with 4 characters and one
S a display driver, with 8 characters width. The outer left section is used to show the handset
status information. The middle section is left blank and will not be used. The
S an single chip microcomputer which includes a serial interface,
outer right section will show information about the desired interphone station or
S a RAM and READ Only Memory (ROM) as program memory, system function. For special high priority calls, the full width of the top line of
S an erasable Programmable Read Only Memory (EPROM), the display will be used.
used as a memory for the indicated texts, alternatively the EPROM can be
LOWER ROW
part of the single chip microcomputer and can also be used as a program
memory, The lower row of the display indicates the system information which is derived
from the CIDS.
S a line receiver,
S a power supply circuit,
S an additional circuits to provide an optimized visual range and a far reaching
call function,
S a one pink or red indicator light,
S a one green indicator light.

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OR PINK

Figure 83 Attendant Indication Panel (AIP)

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HANDSET OPERATION RELATED MESSAGES
The texts shown for the handset operation are derived from the combination of
28VDC VOLTAGE
2 texts shown in the outer left and right sections. The text shown in the outer DC GROUND REGULATOR
left display indicates the operational status of the associated handset station. SINGLE CHIP MICROCOMPUTER

The following text (max. 4 characters) can appear: (see table 1). Text shown in DATA
the outer right section of the display area indicate the selected function or, if SHIELD
HI LINE
the station is called, the designation of the calling station will be displayed. The DATA BUS RECEIVER
LOW CPU RAM
following text will appear: AIP OK
S PA related messages (see table 2), TO BITE
ADDRESS

S interphone related messages (see table 3),

S indications at called station (outer right section).
For the indications at the calling station (outer right section), see table 4.
For the Indications of high priority interphone functions at all stations (whole
upper row), see table 5. SERIAL ROM
INTERFACE (PROGRAM)
The System Status Related Messages are available and will be displayed on
the lower row of the display as long as the respective function is done, (see
table 6).

AIP INDICATOR OPERATION

The AIP indicators will be used as attention getters and they will be operated in
conjunction with the respective messages.
The operation of the AIP indicators, with respect to the different system DISPLAY
CONTROL EPROM
functions, is listed in the table 7. DISPLAY
DRIVER
(INCLUDING
CHARACTER
(TEXT)
GENERATOR)

PARALLEL
INTERFACE

DISPLAY PANEL

RED GREEN
INDICATOR INDICATOR

Figure 84 AIP Block Diagram

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Figure 85 Possible AIP Messages (1)

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Figure 86 Possible AIP Messages (2)

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Figure 87 Possible AIP Messages (3)

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AREA CALL PANEL PRESENTATION

GENERAL Lavatory Smoke
The Area Call Panel (ACP) is installed at each end of the cabin to the right and The amber field of the corresponding ACP will flash whenever smoke is
left hand sides of the centerline in the ceiling. detected in a lavatory.
The ACP has four separately controlled fields, each field contains colored Light A smoke warning in lavatories is accompanied by three low chimes on the
Emitting Diodes (LEDs). The lights can be seen from the front or rear of the attendant loudspeakers.
ACP. The following colors are the standard colors for the lamps:
Attendant Call
S color 1: amber,
The green field comes on at the ACP when a Attendant call is initiated from a
S color 2: pink (optionally green -> DLH),
attendant handset.
S color 3: pink (optionally green),
Attendant calls are accompanied by one low chime on the attendant
S color 4: blue. loudspeakers.
The fields are activated either continuously or flashed. They are used as cabin
attendants attention getters. A call via cabin or cockpit interphone will come on
pink on the indicator, a blue light indicates PAX−seat call and an amber light
indicates a lavatory call.

OPERATION
Five discrete connections link each ACP to a nearby Decoder/Encoder Unit
(DEU) B. One is for each field and one for a common connection to the LEDs.
The DEU B switches the LEDs. Any field or combination of fields can be
flashed.

Passenger Call
A call from a passenger to the cabin attendant results in lighting the steady
blue field on the ACP of that side of the forward, middle or aft section from
where the call was initiated.
Passenger calls are accompanied by one high chime on the attendant
loudspeakers.
Lavatory Call
A call from the lavatory results in lighting the amber field on the ACP allocated
to the lavatory from where the call was initiated.
A lavatory call is accompanied by one high chime on the attendant
loudspeakers.
NOTE: Simultaneously, the lavatory call pushbutton comes on.

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ACP
STANDARD VERSION
AT DLH:
COLOR 1 = AMBER
COLOR 2 = GREEN
COLOR 3 = PINK
COLOR 4 = BLUE

Figure 88 Area Call Panel

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PASSENGER ADDRESS SYSTEM DESCRIPTION

PASSENGER ANNOUNCEMENT FROM COCKPIT
Handset
A handset is mounted on the cockpit center pedestal and contains a
Push−To−Talk (PTT) switch. Pressing on the PTT switch keys the Passenger
Address (PA) system, overriding lower priority PA sources and broadcasting
the speech over all PA loudspeakers. A ”PA ALL IN USE” indication appears
on all Attendant Indication Panels (AIPs).
The fastest way to make a passenger announcement from the cockpit is, to
pick−up the handset, push the PTT switch and talk.
Handmike
To select an announcement using the handmike, the PA transmission key
located on the Audio Control Panel (ACP) must be pressed and held. It comes
on green and connects the microphone audio to the PA system. Then, pressing
the PTT switch on the mic, keys the PA system with audio and broadcasts the
speech through the cabin loudspeakers. To get the side tone and to control the
volume, when using the headset, the PA reception knob must be pressed and
released. It comes on white. A ”PA ALL IN USE” indication appears on all
AIPs.

Boomset or Oxygen Mask

To make an announcement using the boomset or the oxygen mask, the PA
transmission key must be pressed and held. It comes on green. To switch on
the PA side tone, the PA reception knob must be pressed and released. It
comes on white and controls the side tone volume.
A ”PA ALL IN USE” indication appears on all AIPs.

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Figure 89 Passenger Announcement From Cockpit

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PASSENGER ANNOUNCEMENT FROM CABIN
The cabin can be split into a maximum of three cabin zones, depending on the
airline options. This information is stored in the Cabin Assignment Module
(CAM). The director (DIR) uses it to identify the commands received from the
cabin attendant handsets and to transmit the passenger announcements to the
relevant cabin zone. An attendant handset is mounted at each attendant
station.
An AIP is installed near each handset for display of PA−use information. When
the handset is lifted, a dialing tone (440 Hz) is heard. The top line of the AIP
displays a sharp ”#” symbol. When you press the PA ALL key, a confirmation
message is displayed on the AIP. If the PA call is impossible due to the priority
of a call already in progress, then the word ”BUSY” appears on the AIP display.
To press the keypad RESET key always clears any handset operation and lets
you make a new key selection. The numbers of all selectable PA zones and
the respective keypad keys, are stored in the CAM.
The CAM also contains a priority list which establishes if an announcement can
be broadcast. Once a PA call is established, the respective ”PA IN USE”
message is displayed on the bottom line of all AIPs. Cockpit ”PA IN USE”
indicator, located on the calls panel is provided as an option. The PTT switch
keys the PA system. Side tone audio is fed to the handset earpiece. When the
PA announcement is over, you can disconnect the handset from the PA
system as follows:
S put the handset into the cradle or,
S press the RESET button.

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Figure 90 Passenger Announcement From Cabin

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PASSENGER ADDRESS SYSTEM OPERATION S 4th priority: Boarding music and/or entertainment system (if installed).
As an option the FWD attendant station could have the 2nd level of priority, in
GENERAL this case the other attendant stations will have the 3rd level of priority. The
The CIDS directors accept audio signals from the various Passenger Address levels of priority and the defined options are programmed in the Cabin
(PA) sources in the aircraft. The active DIR assigns priorities to each source. It Assignment Module (CAM).
transmits the signal in digital form via the four top−line data buses to the type A
Decoder/Encoder Units (DEUs) and, optionally via the Passenger PA LEVEL
Entertainment System Main MUltipleXer (PESMMUX), to each Passenger The volume of PA announcements can be automatically adjusted if several
Control Unit (PCU). The type A DEUs send the signal to the cabin conditions are met. It is the active DIR which establishes the level according to
loudspeakers for broadcasting. The announcements can be heard, at each the software, sending the level setting to each individual type A DEU. Then the
passenger seat, with a headset. type A DEUs do the required amplification. When an engine is running, the PA
volume is increased automatically by + 6 dB. The PA volume is also increased
SOURCES by + 4 dB in the event of cabin depressurization. Depending on software, PA
A PA announcement can be manually initiated from the cockpit and from the level may be adjustable via Programming and Test Panel (PTP) menu screens.
cabin. The announcement from the cockpit can be initiated with:
the cockpit handset,
other equipment: handmic, boomset mic, oxygen−mask mic in conjunction with
the Audio Control Panels (ACPs),
the NO SMOKING and SEAT BELTS switches set to ON.
The announcement from the cabin can be initiated with:
the attendant handsets,
the Forward Attendant Panel (FAP): from which the prerecorded
announcements, stored in the PRerecorded Announcement and Music
(PRAM), can be selected and initiated, as the BoardinG Music (BGM),
if a video system is installed, PA announcements can be initiated from the
Video Control Unit (VCU) (optional).
A PA announcement can be automatically initiated from the PRAM when:
the NO SMOKING and SEAT BELTS cockpit switches are set to AUTO and
according to the airline definition,
a cabin decompression occurs.

PRIORITY
The basic levels of priority are:
S 1st priority: Flight compartment (first ACP initiated, 2nd Handset initiated),
S 2nd priority: Cabin attendant stations,
S 3rd priority: Prerecorded announcement (if installed),

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VDO = VIDEO

Figure 91 Passenger Address System Schematic

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CABIN INTERPHONE SYSTEM OPERATION handset is taken off its hook. All ATTND stations in the cabin have a RESET
key to reset the interphone function, and proceeds to a new dialing
GENERAL
CALL FROM THE COCKPIT
The cabin and cockpit interphone system is used for the telephone
communications between the ATTeNDant stations and, between the ATTND Calls from the cockpit are initiated from the CALLS panel which is connected to
stations and the cockpit. A communication is always initiated by a dial the DIRs. Connection of the cockpit to the cabin interphone system is done
using the CABin key and knob on the audio control panels.
procedure with the attendant handset or by pushbuttons on the CALLS panel in
the cockpit. The call pushbuttons on the CALLS panel let the crew select the ATTND
station. On the A321, the CALLS panel has two additional pushbuttons:
SYSTEM DESCRIPTION S the MIDdle pushbutton is used by the crew to select the middle station,
The CIDS director accepts audio signals from the various interphone sources in S the EXIT pushbutton is used by the crew to select the exit station.
the aircraft and assigns priorities to each source. The DIR does telephone
exchange switching and call functions from cockpit call switch settings or the ALL ATTENDANT CALL (CONFERENCE CALL/OPTIONAL)
attendant handset keypad entries. All this is done with reference to the The conference mode is used for the communication between more than two
parameters defined in the CAM. Chimes are transmitted via the top line data interphone sources.
bus and the DEU A to PA loudspeakers. In the cockpit, the amber light
When the ALL key is selected on the cockpit CALLS panel, all the called
(flashing) on the ATTendant transmission key on the audio control panel
stations are switched to a common link to the calling station including cockpit.
annunciate interphone calls, accompanied by a buzzer sounds. In the cabin,
the area call panels and AIPs are used for annunciation. When the ALL ATTND key on the cabin handset is selected, all the called
stations are switched to a common link to the calling station except the cockpit.
PRIORITY
EMERGENCY CALL
All communication modes are handled with respect to the predefined priorities
listed below: The EMERgency CALL pushbutton on the CALLS panel must be pressed in
order to initiate an emergency call from the cockpit. This initiates a
1. emergency call,
communication between the cockpit and all cabin stations on a common link.
2. call from cockpit including an all call from cockpit,
The EMER CALL key on one of the cabin ATTND handsets must be pressed in
3. all call from cabin station, order to initiate an emergency call from the cabin. The calling handset only
4. normal call from cabin station. calls the cockpit.
Additionally, all interphone sources have interrelated priorities, as assigned in
CALL INDICATIONS
the CAM. If more than one interphone source requests the same
communication mode, the source with the higher priority will have preference. If When a call is initiated, visual indications are activated on the AIPs and area
they have the same priority, the interphone source which was dialed first will be call panels, associated to the called station. High/low chimes are also
given preference. broadcast in the assigned zones through the cabin loudspeakers.
In case of an emergency call activation, the EMER CALL light on the cockpit
CALL FROM THE CABIN CALLS panel and the amber ATT light on the audio control panels are
Interphone communications are done with the attendant station handsets which activated, a buzzer is also broadcast. The aural and visual cockpit indications
are connected to the DEUs B. To initiate a call, take the handset off the hook are reset with the RESET key on the audio control panel.
and then select the pushbutton on the keyboard. When the communication link
is established, all the visual indications in the cabin are reset when the cabin

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ATT

Figure 92 Cabin Interphone System & Calls

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SERVICE INTERPHONE SYSTEM DESCRIPTION

GENERAL Operation From the Cockpit
The SerViCE INTerPHone SYStem is a voice communications system on the To establish a speech communication from the cockpit with the SVCE INTPH
ground, between the flight crew and the ground service personnel. jacks, the CABin key and knob on any Audio Control Panel (ACP), must be
A communication can also be made between the attendant stations and the pressed. The audio signals are transmitted to the jacks through the Audio
dedicated jacks around or in the aircraft. Management Unit (AMU), the SVCE INTPH SYS, integrated in the CIDS
directors and the audio lines.
SYSTEM DESCRIPTION
Operation From a Cabin Station
The SVCE INTPH SYS is made of:
To establish a speech communication from the cabin with the SVCE INTPH
S eight interphone jacks,
jacks, the SVCE key on the cabin attendant handset version 1 must be
S a SVCE INTerphone OVerRiDe switch, with an integral indicator light pressed. With cabin handsets version 2 the INTPH switch has to be pressed
located on the maintenance panel in the cockpit, twice.
S optionally five isolation units, The message ”SERV INT” is displayed on the calling station Attendant
If there is a short−circuit condition in a maintenance−interphone Indication Panels (AIPs). On all other AIPs, the steady ”SERV INT IN USE”
jack−socket, the isolation unit will keep the effects of the failure on the message appears. The audio signals are digitized through the type B
service interphone system to a minimum. Decoder/Encoder Units (DEUs) and transmitted through the middle data bus
The audio lines from the cockpit, cabin and interphone jacks are routed to the lines to the directors. After conversion to analog signals, they are transmitted to
amplifiers in both CIDS directors. the jacks through audio lines.
NOTE: When the CAB and INT keys are pressed (respectively on the
LGCIU And Service Interphone Override Conditions
ACPs in the cockpit and on the handset in the cabin), speech
The SVCE INTPH SYS is integrated in the CIDS directors. There are 2 modes communications can be established between the cockpit, the
to connect the jacks to the SVCE INTPH. cabin stations and the jacks.
The automatic mode:
S On ground only, with the landing gear down and compressed or with the
ground power connected the Landing Gear Control and Interface Units
(LGCIUs) send a ground signal to the SVCE INTPH SYS, integrated in the
directors. Refer to ASM 32−62−00 SCH01.
The manual mode:
S The SVCE INT OVRD pushbutton, on the maintenance panel, must be
pressed. Then the white ON light comes on. The aircraft is on the ground
with no signal from the LGCIUs (e.g: The LGCIUs are not supplied).
When the SVCE INT OVRD pushbutton is pressed or when the aircraft is on
jacks, a ground signal is sent to the directors.

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ATT

MAINTENANCE
INTERPHONE
ISOLATION UNIT 4RJ1 JACK 1RJ
3X
JACK 2RJ
ISOLATION UNIT 4RJ2 JACK 3RJ

ISOLATION UNIT 4RJ3 JACK 4000RJ1

JACK 4000RJ2
ISOLATION UNIT 4RJ4 JACK 11RJ

ISOLATION UNIT 4RJ5 JACK 13RJ

JACK 14RJ

Figure 93 Service Interphone Schematic

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PASSENGER LIGHTED SIGNS OPERATION FSB AND RETURN TO SEAT SIGNS

Manual Mode
GENERAL
The 2−position switch installed in the flight compartment can be set in the
The state of input signals to the director control these signs:
ON/OFF position for activation/deactivation of the FSB and return to seat
S the NO SMOKING and FASTEN SEAT BELT lighted signs in the cabin, signs.
S the RETURN TO SEAT signs in the lavatories, Visual indication:
S the EXIT signs. S the FSB signs at the seat rows and the return to seat signs at the lavatories
No Smoking (NS) signs on is achieved by a 3−position switch (ON/AUTO/OFF) are switched on/off.
in the flight compartment for NS and EXIT signs in the passenger Aural indication:
compartment. Fasten Seat Belt (FSB) and return to seat signs on is achieved
S One low chime is broadcast via all cabin and all ATTND loudspeakers when
by a 2−position switch (ON/OFF) in the flight compartment for FSB signs in the
the signs are switched on/off.
passenger compartment and the return to seat signs in the lavatories. A class
divider will be installed in the cabin when more than one cabin zone is adopted. Automatic Mode
NS AND EXIT SIGNS There is no automatic mode.

Manual Mode EXCESSIVE ALTITUDE

In manual mode, the 3−position switch installed in the flight compartment can In case of excessive altitude the FSB, return to seat, NS and the EXIT signs
be set in the ON/OFF position for activation/deactivation of the NS and EXIT switch on automatically.
signs.
OPTIONS
Visual indication:
The following options can be embodied upon customer request:
S the NS at the seat rows and the EXIT signs are switched on/off.
S flashing mode of passenger light signs,
Aural indication:
S chime activation at signs ”ON” operation only,
S one low chime is broadcast via all passenger and all attendant (ATTND)
S automatic FSB signs control at landing gear down and locked,
loudspeakers when the signs are switched on/off.
S automatic FSB signs control when slats and flaps are activated,
Automatic Mode S automatic NS signs control when slats and flaps are activated,
For the automatic mode, the 3−position switch installed in the flight S combined NS/seat row numbering signs.
compartment has to be set in the AUTO position. When the landing gear is
Any of these options, once adopted, will be integrated in the CAM.
down and locked the NS and EXIT signs are switched on. The visual and aural
indications are the same as in the manual mode.

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CPC 1

CPC 2

Figure 94 Passenger Lighted Signs

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PASSENGER CALLS SYSTEM DESCRIPTION CALL INDICATION IN THE CABIN

DESCRIPTION ACP-
SPKR SPKR- ACP-
CALL TONE INDIV AIP ZONE
The equipment interface to the directors via DEUs type A as follows: ATTND PAX LIGHT
ALL
S one PAX call pushbutton and the seat row numbering light at each
passenger seat row, Blue-
Resp.
steady
S one PAX call pushbutton with an integral lamp in each lavatory. PAX- 1x Pax
X X — Z L/H
Each DEU type A can interface up to three PAX call pushbuttons and lights. Call High row-
or
Light
Each pushbutton and light is separately addressable. The CAM data assigns R/H
each pushbutton and light to a LH or RH cabin zone. First activation of a PAX LAV Amber
or lavatory pushbutton activates a chime. The chime is digitally stored in the PAX- Call steady
CIDS directors and sent to the DEUs A. Visual indications come on. A second 1X
Call X X Light Pink Z L/H
activation of a PAX or lavatory pushbutton reset the visual indications. High
LAV Amber &
steady R/H
CALL TO ATTENDANTS FROM PAX SEAT
When a passenger seat PAX call pushbutton is pressed: CAPT 1X
Pink
− High/ X X — Pink Z
S the associated call light seat row number with a L/H or R/H reference comes steady
ATTND Low
on or flashes (aircraft on ground and at least one passenger door open),
CAPT 1X
S a high 1 chime is broadcast over loudspeakers, Pink
− High/ X X — Pink A
S the steady illumination of a blue light in the respective ACP (FWD or AFT, steady
ALL Low
and RH or LH).
CAPT− 3X
S the seat row number with a LH/RH reference is shown on the AIPs. Pink
EMER High/ X X — Pink A
The AIPs are related to the PAX call zones. flashing
CALL Low
CALL TO ATTENDANTS FROM LAV ATTND 1X
Green
- High/ X — — Green Z
When a lavatory seat PAX call pushbutton is pressed: steady
ATTND Low
S the call light integrated in the pushbutton comes on,
LAV Amber
S a high 1 chime is broadcast over loudspeakers, Call flashing
S the steady illumination of a amber light in the respective ACP (FWD or AFT, LAV 3X
X X Light — A L/H
and RH or LH). Smoke High
Amber &
S the pink light on the related AIP comes on.the number and the location of flashing R/H
the related lavatory is shown on the AIP. FSB
FSB 1X
The BITE status in the DEUs type A signals defective PAX call lamps to the X X NS — — —
NS Low
director. Faults may be examined via the PTP. Signs

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AREA CALL PANEL (ACP)

HIGH
CHIME
LOGIC

HIGH/LOW
LOW

CAM

Figure 95 Passenger Calls Schematic

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PROGRAMMING AND TEST PANEL PRESENTATION

PROGRAMMING AND TEST PANEL (PTP) GENERAL Description
The Programming and Test Panel (PTP) 110RH is installed in the rear wall of The PTP has an alphanumeric display with four rows of twenty characters. The
lavatory A. display is used to present messages, test results and selection menus.
It is located at the FWD attendant station, behind a hinged access door next to There are keys at each end of the display rows. They are labelled on the
the installed FWD attendant panel. For correct CIDS operation, the Cabin display with ”< “ or ” >“ characters.There is no power supply switch.
Assignment Module (CAM) must be installed in the socket. The Programming and Test Panel is automatically supplied if the DC service
This is provided on the panel front face. The PTP enables the forward bus is supplied. The DISPL ON pushbutton is used to switch on the display.
attendant and other personnel to extensively test and re−program the CIDS. The display is automatically switched off if the panel is not used for 10 minutes.
Functions A keypad is provided for entry of numerical data.
The functions of the Programming and Test Panel are as follow: The Programming and Test Panel contains two pushbuttons and two
annunciator lights for testing the emergency light system.
S to monitor the failure status of the CIDS and certain connected systems,
The CAM defines all of the modifiable system properties and layout information
S to activate CIDS component tests and readout of the results,
for the CIDS. It contains four cabin layouts.
S to examine in detail the fault data held in the director BITE memory,
The CAM contains the cabin layouts 1, 2, 3 and M. In the basic configuration,
S to program the CIDS properties and cabin layout information into the CIDS only layout 1 is programmed to the airline request.
directors, which are copied from the CAM,
Only layout M can be modified via the PTP.
S to manually down−load the alternative CAM layout into the directors and
cause this layout to be down−loaded automatically in subsequent CIDS
start−ups.
S to onboard reprogram:
− CAM data,
− activation of the provisioned CIDS extra functions,
− change cabin layout,
− implement cabin zoning.
− change cabin PA volume level (not at DLH).

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CAM

Figure 96 Programming and Test Panel (PTP)

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PTP SYSTEM STATUS PRESENTATION Previous Legs Report

This display shows the previous legs. It contains class 1+2 failures of the last
SYSTEM STATUS MENU 64 flight legs and includes the date, time and ATA chapter.
The SYSTEM STATUS function lets the current status of the CIDS be
monitored. This includes the CIDS and the interfaces to other systems. LRU Identification
The Part Number of the relevant unit is shown.
In case of no failure, the message is ”OK” E.g.: ”CIDS OK”. In case of failure,
the message is indicated first. E.g.: ”SLIDE PRESS LOW”. Fault Data
Selecting the membrane switch next to the failure message gives more details This display contains the same DATA as ”TROUBLE SHOOTING
on the related failure. For maintenance/cabin crew support, the following DATA” when using the MCDU with the CFDS. It shows:
systems functions are also monitored:
S the date
S lavatory smoke system,
S the leg number,
S slide bottle pressure,
S the hour,
S doors bottle pressure,
S the number of occurrences,
S drain masts,
S a 6 digits code which gives a more precise failure identification.
S doors closed/slides armed status.
For example, code 240A07 means DEU A 200RH07 discrete output or wiring
NOTE: If an optional system/function is not requested by the customer, it connection pin J2−2.
will not be monitored or shown on the display.
Class 3 Faults
MAINTENANCE This display shows class 3 fault messages.
The MAINTENANCE page gives access to the same items as the Centralized
Fault Display System (CFDS) SYSTEM REPORT/TEST concerning the CIDS: Ground Scan
S last leg report, The GROUND SCAN indicates all class 1 and 2 failures which are present on
ground.
S previous legs report,
For the continuously monitored systems, the ground memory will be updated
S Line Replaceable Unit (LRU) identification,
when the failure has been cancelled. For non−monitored systems, the update
S fault data, will occur after a DIR power−on or after a test activation via the PTP or MCDU.
S class 3 faults,
S ground scan.
In flight, only the ”CURRENT LEG REPORT” item is displayed and available.
Last Leg Report
This display shows the LAST/CURRENT LEG REPORT, with the date and
time of the failure occurrence, the ATA chapter and the name of the failed unit.
It contains class 1+2 failures.

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Figure 97 PTP System Status Menu

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Figure 98 PTP System Status - Maintenance Menu (1)

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Figure 99 PTP System Status - Maintenance Menu (2)

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PTP SYSTEM TEST PRESENTATION

SYSTEM TEST MENU
The SYSTEM TEST function is used for the test on ground only.
These devices are tested:
S Director 1 (the currently active director is marked, example DIR1 (ACT), the
passive director can only be tested via the MCDU),
S Director 2 (see Director 1),
S CIDS BUS,
S DEUs A,
S DEUs B,
S Programming and Test Panel (membrane switches are not checked),
S CAM,
S FWD ATTND Panel (the pushbutton and membrane switches are not
checked),
S Additional ATTND Panels (membrane switches are not checked),
S ATTND Indication Panels,
S Loudspeakers (only operational test),
S Sign Lamps (not applicable for LED NS/FSB signs),
S Passenger Call Lamps,
S Area Call Panels (only operational test),
S VIDEO (if installed),
S Reading/Work Lights,
S emergency light battery (not possible via MCDU),
S drain masts (not possible via MCDU).
NOTE: Test of the passive director 2 is only available via the MCDU.
(ACT) indicates that director 1 is active.
The RESET function (not possible via MCDU) initiates a CIDS power on reset
including the complete power on test. The complete power on test is only done
if there is at least one cabin door open. If there is a failure, it can be read using
the automatically displayed SYSTEM STATUS/MAINTENANCE mode on the
PTP.

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Figure 100 PTP System Test Menu

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PTP PROGRAMMING FUNCTIONAL OPERATION sensing. In case of cabin reprogramming, the class divider should be moved
manually.
GENERAL
CAM LAYOUT SELECTION
The programming mode is one of the main modes. It is divided into:
The CABIN PROGRAMMING function is protected by an access code. Note
S the zoning (needs no access code), that each code digit is marked by a * sign. The Cabin Assignment Module
S the cabin programming (CAM) LAYOUT SELECTION function is used for the selection of a new CAM
(needs a 3 digit access code, A/C delivered with access code 333). layout. When activating the Cabin Intercommunication Data System (CIDS),
The programming function is used to change the ZONING or to make a CABIN the last selected layout is loaded from the CAM into the DIR memory. The
PROGRAMMING. For the ZONING mode, no access code is required. But for programmed layouts are marked with a ”<” or ”>” sign. The number of the last
the CABIN PROGRAMMING mode, an access code is required. The ZONING selected layout flashes. A new layout can be selected by pressing the related
function is used for the selection of the number of zones inside the cabin as labeled key. Then this number flashes and the layout is downloaded into the
well as the various No Smoking (NS) areas and the class divider. The class DIR. The CIDS system will then be completely updated. The CAM shown here
divider is a device which separates the cabin zones. Each cabin zone begins includes three fixed layouts 1, 2 and 3 (a maximum of 3 fixed layouts can be
with a NS zone. programmed) and the modifiable layout M. If layout 1, 2 or 3 are loaded and
modified, they are saved into layout M. The key M should be pressed in order
Cabin Zones to load the layout M. If no CAM is available, the last downloaded layout is
For CABIN ZONES programming, the end seat−row number of each zone has maintained in the DIR. If no CAM is available and the last downloaded layout is
to be entered. The specific functions will then be automatically adapted. The defective, the CIDS works with its own layout. In these cases, the failure
NS zones begin in accordance with the respective cabin zones. The NS signs message ”CIDS FAIL” appears on the SYSTEM STATUS page.
in these zones come on steady. Steps To Modify a Selected Cabin Layout
Here are three asymmetrical cabin zones. The FWD zone ends at seat−row 03 Load the desired layout 1, 2, 3 or M into DIR: Layout 2 is shown as example.
Right/04 Left, the MIDdle zone ends at seat row 14R/16L and the AFT zone Select ”ZONING” on the PTP:
starts at seat row 15R/17L. In case of symmetrical cabin zones the numbers
will appear only in the right hand positions of the menu without left hand or right S by programming steps, the layout data (cabin zones, no−smoker zones,
hand separations. class divider) is modified in the memory of the DIR (in the RAM),
S after completing the programming, press ”RETurn” on the PTP, PTP
NOTE: Symmetrical or asymmetrical cabin zones are customer options. displays ”PARAMETER SAVING”,
To increase the FWD zone by 3 seat rows on the right section select 06 for the this stores the modified data in the CAM, layout ”M” and in the memory of
end of the FWD zone. The FWD zone ends now at seatrow 06R/04L and the the DIR: Electrical Erasable Programmable Read Only Memory (EEPROM),
MID zone starts at seat row 07R/05L. If a change was made, the flashing
message ”PARAMETER SAVING” appears. S reselection of layouts 1 − 2 − 3 is possible, but ”M” holds the modified ”2”
version, until a new programming is made.
With the message ”PARAMETER SAVED” the saving of the new configuration
to layout M (Modifiable) and into the director (DIR) is completed. The NOTE: If ”RET” is NOT pressed, the system will operate with the
MODIFICATION counter is incremented and displayed (Here M = 019). modified data, until a power interruption causes a restart of the
system. In this case the modified data will be lost and the old
Class Divider (DIV) layout ”2” will again control the function of the CIDS.
There can be passive class dividers without sign lamps or active with sign
lamps. The CLASS DIVIDER programming is used for BITE related current

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*
OPTIONAL

ASYMMETRICAL CABIN

SYMMETRICAL
CABIN

Figure 101 PTP Programming - Cabin Zones Menu

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< PA LEVEL ADJ

333

Figure 102 PTP Programming - Cabin Programming Menu

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Figure 103 PTP Programming - CAM Layout Menu

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PA LEVEL ADJUSTMENT (NOT ON DLH A/C)
When you enter the 6 digit access code (level 2) the PA LEVEL ADJ item
appears additionally on the display.
The following menus allow to adjust the basic loudness levels for 3 cabin
segments and for the separat attendant areas. These segments/areas are fixed
and independent of the cabin zones. The definition is laid down in the CAM.
Additionally the ’automatic increase’ levels for the cases ’engines running
(flight)’ and ’cabin depressurization (emergency)’ can be adjusted.
The acoustic loudness in the cabin for these auto increase cases is always
according to the basic loudness level plus the auto increase level.
After selection of a segment/area/auto increase case at the right side of the
respective menu, the related currently active loudness value is flashing. It can
be adjusted in +/− 2 dB steps by pushing the related +/− key at the left side of
the menu. The respective loudness level in the cabin is updated immediately
(for the auto increase cases only if the cases are currently activ).
The following table shows the default values and the possible range:

DEFAULT FROM TO
SEGMENTS/
0 dB -6 dB +4 dB
AREAS
ENGINES
+6 dB +4 dB +8 dB
RUNNING
CABIN
+4 dB +4 dB +6 dB
DECOMPRESS.
If the max. or the min. limit of the range is reached, the respective prombt ’<’ in
front of the ’+’ or ’−’ disappears. A further pushing shows no reaction. For each
page a ’RES’ (reset) function is selectable. If a segment/area/auto increase
case has been selected this flashing value becomes the default value after
pushing the ’RES’.
If non has been selected before pushing the ’RES’ (no flashing), all values of
the page become default values.

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PROGRAMMING < CAM LAYOUT SELECT

< ZONING < PA LEVEL ADJ

333 < CABIN PROGRAMMING

< RET < RET

< RES AUTO INCREASE PA LEVEL ADJ

< + (DB) ENG = +6 > < AUTO INCREASE

< - (DB) DEPRESS = +4 > < CABIN IN DETAIL

< RET < RET

< RES CAB SEG 1 = -2 > < RES ATTND FWD = +2 >

< + (DB) SEG 2 = -4 > < + (DB) MID = 0 >

< - (DB) SEG 3 = -2 > < - (DB) EXIT = -2 >

< RET CONT > < RET AFT = +2 >

Figure 104 PTP Programming - PA Level Adjustment Menu (Not at DLH)

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CIDS FAILURE DETECTION AND TRANSMISSION OPERATION

GENERAL CIDS CLASS 1 FAULT
There are 3 types of test available in the CIDS for failure detection: If a failure of:
S the power on test (activated after every power connection to the CIDS), S both directors,
S the continuous test (automatic periodical system test), S 50% of all type A Decoder/Encoder Units (DEUs),
S the manually activated test (via PTP, CFDS ...). S 20% of adjacent type A DEUs zone wise,
The status is transmitted to the CFDS (via ARINC 429) and ECAM (via discret S all type B DEUs with connected handset,
outputs to the SDAC). The failure indication is possible on: happens, the single chime sounds, the ECAM MASTER CAUT comes on in the
S the FAP (CIDS caution light), cockpit and the CIDS CAUT light comes on, on the Forward Attendant Panel
S the PTP, (FAP). The failure message is shown on the ECAM EWD, and on request, on
the STATUS page. A ”CIDS FAIL” (check CIDS functions) message is
S the CFDS/MCDU display,
displayed for cabin crew on the PTP for all cases. The related message is sent
S the ECAM displays. to the PTP:
In flight, it is possible to reset the illuminated caution light on the FAP. After S DIR (via DIR 1 + 2),
landing, if the failure still exists, the light comes on again and the SYSTEM
S 50% type A DEUs,
STATUS mode is displayed.
S 20% type A DEUs in (x) zone,
The failures are divided into 4 failure classes, 1, 1CAB (cabin), 2 and 3.
S all type B DEUs with handset.

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<

Figure 105 CIDS Class 1 Fault

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CIDS CLASS 1 CAB FAULT CIDS CLASS 2 FAULT (MAINTENANCE STATUS)
Some CIDS failures activate the CIDS CAUT light on the FAP withaout a When a CIDS maintenance status message is displayed on the System
cockpit effect. No message is shown on the ECAM. Display, the detailed failure message is memorized in the PTP and available on
ground on request.
NOTE: The CIDS CAUT light can be reset in flight, but comes on again
on the ground (landing gear down and locked). The light cannot The maintenance status messages on the ECAM are the STS reminder on the
be reset on the ground. When a CIDS CAUT occurs, the EWD, and the class 2 maintenance message on the STATUS page which is
respective failure message is displayed on the PTP. displayed on request.
The CIDS CAUT light comes on if there is a CIDS Class 1 fault or when there The DIR continues to send CIDS caution message to the System Data
is a CIDS Class 1 CAB fault. Acquisition Concentrator (SDAC) until the fault is corrected.
CLASS 1 CAB Failures are: Class 2 Failures are:
S no data from Smoke Detection Control Unit (SDCU) channel 1 and 2, S DIR 1 or DIR 2 Fault
S the lavatory smoke detector fails (option), CIDS CLASS 3 FAULTS
In this case there will be a ECAM message generated by the SDCU. Class 3 failures have no operational consequence to the CIDS. They are only
S the heater of the drain mast fails, shown on request via the PTP or via the CFDS menu on the MCDU.
S the control unit of the drain mast fails, Class 1, Class 1 CAB and Class 2 failures will be shown on the CFDS Post
S the slides bottle pressure is low (option), Flight Report (PFR).
S the doors bottle pressure is low (option), Class 3 Failures are:
S CIDS top bus, S No data from other DIR via crosslink,
S CIDS mid bus, S No data from Announcement Reproducer, SDAC 1, SDCU Channel 1 or 2,
CFDIU or Video reproducer (if installed),
S DEU−A,
S sign lamp faults:
S DEU−B,
− max 10 NS, FSB, NS area
S FAP, PTP, Cabin Assignment Module (CAM),
− max 5 RTS
S no data from CAM,
− max 25 PAX CALL,
S no data from FAP,
S max 5 AIP,
S no data from PTP.
S max 5 AAP,
S max 10 Reading Lights or related printed circuit boards,
S max 5 Attendant Work Lights or related printed circuit boards.

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<

Figure 106 CIDS Class 1 Cabin Fault

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<

Figure 107 CIDS Class 2 Faults

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POST FLIGHT REPORT EXAMPLE

A/C ID DATE GMT FLTN CITY PAIR
D-AIQW 14APR 1430 LH001 EDDH EDDF

MAINTENANCE
POST FLIGHT REPORT
CIDS CLASS 1 FAULT
A/C ID DATE GMT FLTN CITY PAIR
CIDS CLASS 2 FAULT D-AIQW 14APR 1319/1421 LH001 EDDH EDDF

CIDS CLASS 1 CAB FAULT WARNING/MAINT.STATUS MESSAGES

−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−

GMT PH ATA
1400 06 23−00 CIDS 1
1405 06 23−10 COM CIDS 1+2 FAULT

FAILURE MESSAGES
−−−−−−−−−−−−−−−−−−−−
GMT PH ATA SOURCE IDENT
1400 06 23−73−34 DIR1(101RH) CIDS1
1405 06 23−73−00 ALL BEU-B WI HANDSET CIDS1
1411 06 25−62−00 SLIDE BOTTLE FWD R CIDS 1

Figure 108 CIDS Failures on PFR

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CIDS POWER SUPPLY OPERATION CIDS NORMAL POWER SUPPLY

The DIRs are continuously energized when the ESSential and SerViCE
CIDS DIR FUNCTIONS busbars are energized.
The DIR is a central control and interface component of the Cabin In normal operation the ESS busbar supplies:
Intercommunication Data System (CIDS). The current cabin layout and S the active DIR,
properties of layout related equipment are stored in the DIRs.
S all the circuitry in DEU A which is necessary for Passenger Address (PA)
The DIR gives the following functions: operation,
S the handling of six data bus lines, S all the circuitry in DEU B which is necessary for PA and interphone.
S the transmission of digitized audio signals, In normal operation, the SVCE busbar supplies:
S the transmission of control data and commands, S the active and the second DIRs,
S the adaptation of received Decoder/Encoder Unit (DEU) data, S the remaining non essential circuitry of the DEUs,
S the control of other CIDS functional units, S the PTP,
S the Forward Attendant Panel (FAP), S the FAP.
S the Programming and Test Panel (PTP), The SVCE busbar also supplies, the Area Call Panels (ACPs), the Attendant
S the data transfer to the Passenger Entertainment System (PES), Indication Panels (AIPs) and the AAP, via DEU B.
S the service interphone system, NOTE: The configuration with the DEU A PWR transfer relay 107RH and
S the Additional Attendant Panel (AAP) via type B DEUs, the DIR PWR transfer relay 105RH is optional.
S the interface to cockpit and avionics compartment, To find out if an A/C is equipped with this configuration just
S the handling of cabin systems related inputs and outputs, search for the relay FIN in the ASM.
S the control and interface of other systems,
S the realization of programming functions,
S the realization of test functions,
S the activation of emergency mode with minimum power consumption.
On CIDS energization or reset, all DIR interfaces are disabled and the DIRs
are initialized (self−test). The self−test is repeated periodically.
It also includes a test of the data bus lines. The power connections are
arranged such that DIR 1 is normally fully active and in control of the CIDS.
DIR 2 is normally partially active, in a hot−standby mode.
A failure in the initialization process in DIR 1 causes a deactivation of the DIR 1
hardware and a switchover of control to DIR 2. If the self−test of DIR 1 fails,
DIR 2 takes over. At the same time, the power transfer relay is de−energized.
This prepares DIR 2 to be supplied from the essential bus in abnormal or
emergency mode. The second contact of the relay prepares the control from
DIR 2 to the top line cut−off relay for the emergency mode.

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* DIS = DISCRETE
INPUT/OUTPUTS
INTERFACE

Figure 109 CIDS Normal Power Supply

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CIDS NORMAL ABNORMAL POWER SUPPLY Passenger Address Activation
If service bus power is unavailable, the following items of equipment are Activation of the PA system sets the DIR 1 internal logic−gate to 0, which
inoperative: de−energizes the top−line cut−off relay. Power from the ESS busbar supplies
S the second DIR, the two ESS circuits of type A DEUs. All BITE results are stored in the DIR
BITE dedicated memory.
S the non essential DEU circuits,
Failure indications may be given by:
S the PTP and the FAP.
S the CIDS CAUTion light,
NOTE: The AIPs and the ACPs are also inoperative because they are
S the ECAM warning page,
supplied with service bus power by the type B DEUs.
S the ECAM status page,
Passenger Address Operation S the PTP display,
If a PA operation is done, the top line cut−off relay 106RH is no longer S the respective MCDU pages.
energized, and then the ESS busbar supplies the circuitry in type A DEU which
The following items of equipment have their own BITE functions and send their
is necessary for PA operation.
BITE status to the DIR:
Essential Bus Unavailable S each DEU,
If the ESS bus power is unavailable, circuitry in the DIRs and DEUs switches S the PTP,
the essential circuits to the SVCE busbar. This ensures full CIDS capabilities S the FAP,
except for emergency mode operation.
S the connected equipment such as PES.
Main Buses Unavailable (Optional Configuration) The DEUs are able to test the connected equipment.
If the aircraft loses main power (the SVCE bus and the ESS bus), and the NOTE: For more power supply configurations look into the DIN A3
emergency exit lights switch is set to arm or on, all CIDS units, which are Grafics Book.
supplied by ESS bus, are switched automatically to the HOT BATtery bus.
Service Bus Unavailable
The DIRs internal normal power sensing circuits are always checking if power
is available on the SVCE bus. If the power fails, as long as DIR 1 is OK, the
power transfer relay remains energized. Via the closed contact, DIR 1 sends a
signal to energize the top line cut−off relay.
With the top line cut−off relay energized the emergency mode is activated. In
emergency mode, the power from the ESS busbar is disconnected from all
type A DEUs as long as no PA announcements are made.
NOTE: Type B DEUs are directly supplied from the ESS bus but only for
PA and interphone operations.

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PA

* DIS = DISCRETE
INPUT/OUTPUTS
INTERFACE

Figure 110 CIDS Abnormal Power Supply Example

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CIDS NORMAL POWER SUPPLY WITHOUT THE HOT BUS OPTION
The DIRs are continuously energized when the ESSential OR SerViCE
busbars are energized.
In normal operation the ESS busbar supplies:
S the DIR1 normal power input,
S the DIR 2 backup power input
S all the circuitry in DEU A which is necessary for Passenger Address (PA)
operation,
S all the circuitry in DEU B which is necessary for PA and interphone.
In normal operation, the SVCE busbar supplies:
S the DIR1 backup power input,
S the DIR 2 normal power input
S the remaining non essential circuitry of the DEUs,
S the PTP,
S the FAP.
The SVCE busbar also supplies, the Area Call Panels (ACPs), the Attendant
Indication Panels (AIPs) and the AAP, via DEU B.

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401PP
28 VDC
ESS BUS

PTP

FAP

601PP
28 VDC
SVCE BUS

Figure 111 CIDS Power Supply without Hot Bus option

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CIDS INTERFACES Engine Oil Pressure Switch/Cockpit Door Switch

When the engines are running, signalled by the Engine Interface Unit (EIU) and
DIRECTOR INTERFACES the cockpit door is open, the forward left entry light goes automatically to 10%
lighting intensity.
Smoke Detection Control Unit (SDCU)
With cockpit door open, the forward attendant station loudspeaker volume will
The SDCU provides the directors with the lavatory smoke detection signal to decrease by 10 dB (PA from cockpit).
activate the audio and visual warnings in the cockpit and in the passenger
cabin. Cabin Pressure Switches
Electronic Centralized Aircraft Monitoring (ECAM) In case of cabin depressuration signals are sent to the CIDS directors to
control the following items:
The two Flight Warning Computers (FWCs) and the two System Data
Acquisition Concentrators (SDACs) are the main computers of the ECAM. S Cabin lights (full bright),
In case of CIDS malfunctions or CIDS related systems malfunction, a message S Exit lights (via EMergency Light System EMLS),
is sent to the ECAM. S NO SMOKING and FASTEN SEAT BELT signs.
NOTE: The buzzer sound for the Crew Call System is generated by the NOTE: The lavatory RETURN TO SEAT signs are not affected in this
FWCs. The cabin door position and slide armed information case.
given by the SDACs is sent to the directors to control the seat
row lighting and FAP indications (A321). Service Interphone
The service interphone connects the handsets to the eight service interphone
Slat Flap Control Computer (SFCC) plugs. The eight service interphone plugs are located around the aircraft for
The SFCCs provide signals to the directors to control the FASTEN SEAT BELT maintenance purposes.
and NO SMOKING signs in automatic mode.
Cockpit Call Panel
Landing Gear Control & Interface Unit (LGCIU) The cockpit call panel provides call facilities between flight crew and attendant
The LGCIUS are also used by the directors to control the NO SMOKING and stations, and enables emergency calls to all attendant stations.
FASTEN SEAT BELT signs in automatic mode.
Annunciator Light Control Box
A signal from the LGCIUs switches on the Service Interphone System
10 seconds after landing. The control box is used to test and dim the CIDS related illuminated
pushbuttons.
Passenger Address Handset
Centralized Fault Display Unit (CFDIU)
The cockpit handset is directly connected to the directors.
The CFDIU is used as an interface between the CIDS and the MCDUs, for
NOTE: The cockpit mounted handset has priority over all attendant testing and trouble shooting. The selecting CIDS on the MCDU main menu
passenger address announcements and over the PES. permits access to the almost same menu, as on the PTP.
Audio management Unit (AMU) No Smoking/Fasten Seat Belts Switches
The AMU is used to establish and reset cockpit interphone operation. The NO SMOKING and FASTEN SEAT BELTS switches are directly
connected to the directors for manual and automatic control of the signs.
Evacuation Signaling Equipment (EVAC)
The EVAC is operated if the aircraft has to be evacuated.

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RELAY BOARD
ANN LT TEST/INTERFACE

EXCESSIVE
ALTITUDE
PRESSURE
(CPC 1 OR 2)

Figure 112 Director Interfaces

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FAP INTERFACES
The Forward Attendant Panel (FAP) is connected to the directors (DIRs)
through two ARINC 429 low speed data buses.
Through these buses, the FAP transmits data for controlling and monitoring of
the cabin systems and receives data from the active DIR for signaling. The
FAP also transmits, through these lines, its BITE information:
S a discrete signal is transmitted to the Emergency Power Supply Units
(EPSUs) for activation of the emergency lighting,
S discrete signals connect the FAP and type B Decoder/Encoder Units
(DEUs) for EVACuation activation, reset and indication,
S an analog signal connects the FAP and the water quantity transmitter for
potable water quantity indication,
S an analog signal connects the FAP with the vacuum system controller for
waste quantity indication,
S discrete signal, out of the FAP, for lavatory lighting, passenger reading
lights and cabin attendant work lights,
S a discrete signal for activation of the lavatory water heater,
S a discrete signal for switching on the heating on the FWD and AFT waste
service panel.

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Figure 113 FAP Interfaces

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PTP INTERFACES
The PTP is connected to the DIRs through ARINC 429 low speed buses. The selection of displayed RET function returns to the previous menu when the
The programming and test panel 110RH transmits data to the director via a display labelled key is pushed. When the DSPL ON key is pushed, it always
serial ARINC 429 link which are connected to both directors in parallel. returns the user to the first menu. When numerical data is to be entered, one of
the blank keys displays ENTER. The word ENTER is displayed on the blank
For transmission of data from the directors to the panel, two separate ARINC
keys when a data input is required. A sign flashes to show the correct position
links are provided, one from each director.
for the data input. When the data is entered, the sign does not flash. The digits
The Cabin Assignment Module (CAM) 115RH plugs directly into the front face of the data input replace the sign. The sign will flash in the next row which now
of the panel. Interaction between director and CAM is via the programming and requires an input. Pushing the CLR membrane switch deletes all the digits so
test panel ARINC links. The CAM is interfaced within the PTP to allow the far entered. Pushing the menu−labelled ENTER key enters the complete
panel to read, and also to modify the CAM data. The PTP is able to transfer number and the PTP can then use it.
any of the CAMs internal layouts to the director.
For correct CIDS operation, the CAM must be plugged in. There is no
A discrete, out of the PTP, initiates the system or battery test of the EPSUs. possibility of programming the CIDS while the CAM is missing.
The PTP receives a discrete signal which indicates the result of the
system/battery test.
Cabin Assignment Module
The Cabin Assignment Module (CAM) 115RH defines all of the modifiable
system properties and layout information for the CIDS. It contains the
possibility for four cabin layouts, LAYOUT 1 − 3 and LAYOUT M.
All cabin layouts are programmed according to the airlines requests. You can
modify these layouts via the PTP.
At the end of the modification procedure the new layout is automatically stored
as layout M.

PTP Operation
The Programming and Test Panel (PTP) 110RH transmits data to both CIDS
directors via a single ARINC 429 bus. It receives data via two ARINC 429
busses, one from each director.
Four discrete connections are provided to the emergency lighting system. A
DC ground and 28 V DC line connect to the PTP for BAT indication and for
switch−over functions. +28 V DC is fed to the PTP from service busbar 601PP
circuit breaker 161RH.
After CIDS power−up the panel display stays on for approx. 10 minutes, then
the DSPL ON membrane switch must be pressed to activate the panel display.
The first selection menu then appears and shows the modes available.
The various modes are explained under the separate section. ’System Testing
and Programming’ in this chapter.

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Figure 114 PTP Interfaces

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CIDS CFDS MENU PRESENTATION System Test Mode

The SYSTEM TEST mode initiates the test except:
CFDS BITE S when the aircraft is in flight,
When the CIDS is energized, the directors perform a comprehensive hardware S normal power is not available (PTP not powered),
and software self−test. The CIDS top and middle line data busses, the PTP
with the CAM, the FAP and the DEUs with the connected loads are tested. S the mandatory layout is in use.
The BITE Test Menu is accessable in the cabin from the PTP and in the These devices are tested:
cockpit from the MCDU. The test functions from PTP and MCDU are nearly the S Director 1 (the currently active director is marked, example DIR1 (ACT), the
same except some special tests. passive director can only be tested via the MCDU),
Test functions only accessable from the PTP: S Director 2 (see Director 1),
S the emergency light system test, S CIDS BUS,
S the emergency light battery capacity test S DEUs A,
S the drainmast heater test S DEUs B,
S reset of the active director. S Programming and Test Panel (membrane switches are not checked),
Test functions only accessable from the MCDU: S CAM,
S test of the passive director, S FWD ATTND Panel (the pushbutton and membrane switches are not
checked),
S print out function.
S Additional ATTND Panels (membrane switches are not checked),
Maintenance via CFDS−MCDU S ATTND Indication Panels,
The CIDS maintenance mode is available via the CFDS−MCDU in the S Loudspeakers (only operational test),,
SYSTEM REPORT/TEST mode. All failures, which are written in the CIDS
director BITE ground/flight memory can be read via this mode. S Sign Lamps (not applicable for LED NS/FSB signs),
The maintenance menu in the CFDS−MCDU follows the same procedure as S Passenger Call Lamps,
the maintenance menu via the PTP. A test procedure is selectable via the S Area Call Panels (only operational test),
MCDU. A CIDS director 2 (passive) test is also available, the Emergency Light S VIDEO (if installed),
Battery/System tests and the drainmast heater test are not available. S Reading/Work Lights.

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NEXT
STEP 1 STEP 2 STEP 3 PAGE
MCDU MENU
    $ '
%(  $ '
%(
 

  
    
 $  $     
   
 

  $   

 
 $  
 
  
  2  

   

NEXT NEXT NEXT

STEP 4 PAGE STEP 5 PAGE STEP 6 PAGE STEP 3

 $ '
%(  $ '
%(  $ '
%(

  

  
 
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#
 
 
 
 



 



 


 
 
 


  

Figure 115 CIDS CFDS Menu

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CIDS COMPONENT LOCATION

Figure 116 FAP & PTP Location

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SYSTEM (CIDS) 23−73

Figure 117 Handset, AIP & AAP Location

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SYSTEM (CIDS) 23−73

Figure 118 ACP & PSU Location

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DEU A BEHIND COVE LIGHT PANEL DEU A & B BEHIND AFT GALLEY CEILING PANEL

Figure 119 DEU A & B Location

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ALL PANELS SHOWN IN

ANNUNCIATOR LIGHT TEST CONDITION
21VU

21VU

25VU

Figure 120 CIDS Cockpit Controls Location

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CIDS
DIRECTOR
1&2
101RH & 102 RH

PRAM
10RX

Figure 121 DIR & PRAM Location

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ANNOUNCEMENT - MUSIC TAPE
REPRODUCER SYSTEM 23−32

23−32 ANNOUNCEMENT − MUSIC TAPE REPRODUCER SYSTEM

PRERECORDED ANNOUNCEMENT & BOARDING MUSIC DESCRIPTION
GENERAL BOARDING MUSIC (BGM)
The function of the Prerecorded Announcement and Music (PRAM) reproducer There are two sources for the BGM: the PRAM and the Passenger
is to play prerecorded messages. It also plays Boarding Music (BGM) Entertainment System (PES) audio reproducer. The choice of the BGM
programs on a cassette tape to the passengers through the aircraft Passenger channels is established by each customer. The two cassette decks in the
Address (PA) system. The PRAM is controlled by the audio module, which is a PRAM, give four music channels. The cassette tapes are used alternately.
part of the Forward Attendant Panel (FAP). It is installed in the cabin at the When one is playing the other one rewinds in order to give continuous play.
forward attendant station. The PRAM and the audio module are connected with Both reproducers are controlled from the audio module installed on the FAP.
two ARINC 429 data buses through the Cabin Intercommunication Data The PRAM is automatically initialized at aircraft power−up when the reproducer
System (CIDS) active director (DIR) to receive and transmit control data. The receives 115V AC. The PES audio reproducer is powered when the PES
PRAM reproducer is installed in the aft avionics compartment. ON/OFF pushbutton is selected on the audio module in the FAP.
PRERECORDED ANNOUNCEMENTS PRERECORDED ANNOUNCEMENTS OPERATION
Version 1 (Tape) During the initialization, the Light Emitting Diode (LED) display on the audio
module is not shown. The least significant digit LED of the announcer display
The PRAM reproducer has two cassette decks. Up to 256 prerecorded
on the audio module in the FAP will show ”0” when the initialization is
announcements are stored on two tapes in the prerecorded announcement
complete. The operation procedures to program and play the announcements
reproducer (each minimum 30 s). The PRAM has the capability to produce an
are controlled via keys on the audio module in the FAP:
emergency announcement in the event of a rapid cabin decompression.
An emergency announcement is stored in a solid state stored voice. A ground ENTER
signal from a rapid decompression, triggers, the emergency announcement. All When the ENTER pushbutton is pushed, the cursor moves into the MEMO 1
functions are remotely controlled from the audio module in the FAP (except the position. The required message is keyed−in on the keyboard and appears on
output level of normal and emergency announcements). They are adjustable at the MEMO 1 display. When the ENTER pushbutton is pushed again, the
the front of the reproducer. The prerecorded announcements can be controlled keyed−in data is accepted. The READY light comes on when the PRAM has
from the audio module in the FAP. found the corresponding announcement. The required messages for the
MEMO 2 and 3 displays are keyed−in the same way as for the MEMO 1
Version 2 (Memory−Card)
display. The messages keyed−in into the MEMO 1, 2 and 3 display are
The PRAM reproducer has three integrated Personal Computer Memory Card alternately played from tape deck A and B.
International Association (PCMCIA) memory cards for the storage of the
pre−recorded announcements, the boarding−music and the emergency CLEAR
announcement. The files are stored in Moving Picture Experts Group (MPEG) When the cursor has moved into the related position (MEMO 1, 2 or 3) and the
1 Layer II compressed digital data. One flash memory card is for the message CLEAR pushbutton switch is pushed, the display clears.
data and two for the music data. All functions are remotely controlled from the
audio module in the FAP.

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REPRODUCER SYSTEM 23−32
START NEXT OPTIONS
When the START NEXT pushbutton switch is pushed the message shown on The No Smoking (NS) and Fasten Seat Belt (FSB) announcements can be
the MEMO 1 display moves up to the ON ANNOUNCE display. The MEMO 2 stored in the PRAM and can automatically be broadcast through the PA system
display message then moves up to the MEMO 1 display. The message shown in the cabin when the NO SMOKING and SEAT BELTS switches are set to
on the MEMO 3 display moves up to the MEMO 2 display. AUTO position in the cockpit, and the landing gear and/or flaps/slats conditions
are met.
START ALL
All messages keyed in into MEMO 1, 2 and 3 will be announced continuously PRAM REPRODUCER DESCRIPTION (PCMCIA)
until the last announcement has finished. The PRAM reproducer has three integrated Personal Computer Memory Card
International Association (PCMCIA) memory cards for the storage of the
STOP pre−recorded announcements, the boarding−music and the emergency
When the STOP pushbutton switch is pushed, the message announcement announcement. The files are stored in Moving Picture Experts Group (MPEG)
stops immediately. 1 Layer II compressed digital data. One flash memory card is for the message
data and two for the music data.
BGM OPERATION
The message files and music files are loaded into the PRAM reproducer from
The BGM from the PRAM or the PES audio reproducer, when it is external flash memory cards. You can change the announcements and
installed, is controlled from the audio module in the FAP with the boarding music, when you insert the flash memory card with new software. The
following keys: ON/OFF, SEL and VOLUME. card slots are behind the access door at the front of the PRAM.
NOTE: Due to DLH request the Boarding Music is removed from the The PRAM has four channels for stored music data in analog audio mode. The
PRAM. On the Announcement Placard the BGM is marked with PRAM uses these four channels as distributors for audio to the individual
an INOP label (EO 165662/01). passenger through the passenger entertainment system.
The LCD display at the front of the PRAM shows the active announcement and
ON/OFF
boarding music channel.
When the ON/OFF pushbutton switch is pushed, the light in the pushbutton
switch comes on. Channel 1 is automatically displayed on the BGM channel The Prerecorded Announcement and Boarding Music (PRAM) system is
display. When the ON/OFF pushbutton is pushed again, the light goes off. controlled during normal operation from the audio module in the Fwd Attnd
panel 120RH. The system initialization is made automatically when the
SEL reproducer receives 115 V AC. During the initialization the LED display on the
When the SEL pushbutton switch is pushed, the system selects one of the audio module is not shown. The least significant digit LED of the announcer
available channels. These are displayed in a numerical ascending code (four display will show ’0’ when the initialization is complete.
channels in the mono mode, two in the stereo mode).

VOLUME
The LEDs on the volume display show the volume level (2 dB steps). When the
(−) pushbutton switch is pushed the volume level decreases. When the (+)
pushbutton switch is pushed the volume level increases.

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REPRODUCER SYSTEM 23−32

Figure 122 Prerecorded Announcement & Boarding Music Operation

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ANNOUNCEMENT - MUSIC TAPE
REPRODUCER SYSTEM 23−32

INOP
AT
DLH

PCMCIA PRAM (88VU) Announcement Placard (Behind PTP Access Door)

Figure 123 PCMCIA PRAM & Announcement Placard
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23−73 CABIN INTERCOMMUNICATION DATA SYSTEM - ENHANCED

CIDS INTRODUCTION
A319−A321 Classic CIDS Presentation A318−A321 CIDS Enhanced Presentation
For higher flexibility in changing cabin layouts, the CIDS (Cabin
CIDS ARCHITECTURE
Intercommunication Data System) is designed to accommodate these
demands without the need for complex and costly hardware changes. Most On the A318, the new CIDS includes the central control components (the
cabin systems are interfaced with one of two microprocessor controlled data directors), the main user interface (the FAP) and the data interfaces (the
busses. Digitized audio control and command signals are transmitted along the DEUs).
bus from a central control unit called the ’Director’. The CIDS software The Directors includes a VSCF (Vacuum System Control Function) to control
program controls this digital data. and indicate the status of the vacuum toilet system and a SDF (Smoke
For changes in aircraft configuration or CIDS upgrades only the software Detection Function) to give a warning of smoke in the lavatories and in the
program is required to be changed. Two replaceable modules are used to cargo compartment.
accomplish these changes. To upgrade the CIDS software program, OBRM The directors command:
(On Board Replaceable Module) are used. These removable memory modules S through 2 top line busses type A DEUs which are the interface with the
are installed in the front face of the CIDS directors. passenger related functions and the cabin illumination.
These are normally associated with the installation of optional systems and S through 2 middle line busses type B DEUs which are the interface with the
cabin re−arrangements. When you have to change the cabin layout, only the cabin crew related systems.
controlling software is modified. The existing PAX equipment such as
The new touch screen FAP (Flight Attendant Panel) controls and indicates the
loudspeakers and lighting units remain as before. This software is centrally
status of the CIDS. The CAM, OBRM and PRAM flash cards are integrated
stored in the CAM (Cabin Assignment Module) and you can modify it aboard
into the FAP for easy exchange.
the aircraft or in the workshop. The CAM data also determines whether certain
options are available. There are provisions for additional FAP (Flight Attendant Panels).
The SDCU (Smoke Detection Control Unit) controls the smoke detectors. In The PRAM (Prerecorded Announcement and Music) audio database is
case of a smoke warning the SDCU inform the CIDS director about the smoke plugged into the FAP. This memory card contains Boarding Music audio and
and the location of the affected toilet. PRAM announcement audio−files.
The VSC (Vacuum System Controller) controls the toilet system. It activates All BITE tests related to the CIDS can be done by the MCDUs (Multipurpose
the vacuum generator and sends signal of the waste level to the CIDS for Control & Display Units).
indication.
The PRAM (Prerecorded Announcement and Music) sends the signal of
announcements or music to the CIDS.

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A319−A321 CLASSIC A318−A321 ENHANCED

FWD ATTND
PANEL FLIGHT ATTND
D D D D

SDCU
PANEL

VSC
I I I I
R R R R
E E E E
O O
C C C C
B B
T R T R T T
PRAM CAM OBRM
O M O M O O
R R R R
PROGRAMMING
1 AND TEST 2 1 2
PANEL PRAM

CAM

4 TOP LINE BUSES

2 TOP LINE BUSES

2 MIDDLE LINE BUSES 2 MIDDLE LINE BUSES

DEUs DEUs DEUs DEUs

A B A B

Passenger Related Items: Cabin Attendant Related Items: Passenger Related Items: Cabin Attendant Related Items:
S Cabin Lights S Handsets S Cabin Lights S Handsets
S Cabin Signs S Attendant Indictation Panel S Cabin Signs S Attendant Indictation Panel
S Area Call Panels
S Pax & LAV Calls S Area Call Panels S Pax & LAV Calls S Additional Attenadant Panels
S Reading Lights S Additional Attenadant Panels S Reading Lights S Slide / Door Pressure Monitoring
S EPSU Test
S Loudspeakers S Slide / Door Pressure Monitoring S Loudspeakers
S Drain Mast Heating
S EPSU Test S Lavatory Smoke Detection
S Drain Mast Heating S Flush Control Unit (FCU)
S Liquid Level Sensor (LLS)
S Liquid Level Transmitter (LLT)

Figure 124 Differences Between Classic and Enhanced CIDS

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FLIGHT ATTENDANT PANEL INTRODUCTION

The Layout of the new A318 FAP S EVAC CMD
The FAP is the main user interface with the CIDS. It programs, controls and to initiate an emergency evacuation,
indicates the status of the CIDS and related cabin systems. S EVAC RESET
It is made of a touch screen and a sub panel. to reset the evacuation lights and audio alert,
The FAP display structure is made of different pages related to the different S SMOKE RESET
systems connected to the CIDS. The FAP has its own software to build the
to reset the audio smoke alert,
screens using data from the directors.
S FAP RESET.
On the top left hand corner of the screen, the CAUTion button will turn from
grey to amber in case of CIDS fault. A message related to this caution will be The following switches are installed on the sub panel:
displayed on the heading row to indicate which page to select. In some cases, S EMER
system pages will come up automatically under failure detection. standing for emergency,
The SCREEN OFF button is located in the lower left corner of the touch S PAX SYS
screen. Pushing that button switches the screen off.
to cut off the In IFE (Inflight Entertainment) system, normally enabled upon
The screen is also switched off, if no input is made for more than 10 minutes. power−up.
The screen is switched on again, if you touch the screen or in case of an auto
The following interfaces are installed on the sub panel:
event.
S USB plug
The CABIN STATUS button on the bottom right hand corner of the screen calls
the CABIN STATUS page, which gives an overview of the cabin status. This for Personal Computer connections,
button will be green when the CABIN STATUS page is displayed or grey if not. S Headphone plug
At the bottom of the screen, the system and function keys are used to navigate to listen to PRAM before broadcasting.
through the different pages.
On the lower part of the FAP panel, 3 flash card readers are installed:
The sub panel is used for major functions, which have to operate independently
S OBRM flash card
from the FAP touch screen. The sub panel contains all hard keys and some
interfaces and is protected under a transparent cover. contains the system software.
The following hard keys are installed on the sub panel: S CAM flash card
S PED POWER contains the system properties and cabin layout information e.g. for: Cabin
zoning, Seat relation to loudspeakers and passenger lighted signs, Chime
to switch the PED (Portable Electronic Device) power ON or OFF in all
sequences, Audio levels.
class seats,
The third flash card is optional:
S LIGHTS MAIN ON/OFF
S PRAM
to switch the main cabin lights ON or OFF (100% or 0%),
This module stores the prerecorded announcement and boarding music
S LAV MAINT
audio data.
standing for lavatory maintenance to switch lavatory lights on
S SCREEN 30 sec LOCK
to lock the touch function of the screen and be able to clean it,

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Figure 125 Flight Attendant Panel

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CIDS DIRECTORS PRESENTATION S BITE (Build In Test Equipment) to make scheduled maintenance
unnecessary,
Director S A SDF (Smoke Detection Function) to indicate a detected smoke in the
To make it easy to change the cabin layout, the CIDS hardware has spare lavatories.
inputs, outputs and circuits. These allow the connection of new and additional
equipment without a hardware change of CIDS components. Data Busses
Furthermore the software of the CIDS defines all operations. If any equipment The data bus interface is an unidirectional or bidirectional interface:
is changed, only the CIDS software database has to be modified. A system S Unidirectional interfaces
reconfiguration for the installation of options, cabin reconfiguration or CIDS The CIDS uses three different unidirectional interfaces for
expansion is thus decreased to software database changes and decreases the data−transmission:
aircraft out−of−service time. CIDS is also designed to detect faults in CIDS − ARINC 429
components and in the connected equipment by itself. Thus scheduled
This data bus transmits 32 bit data words. The bus operates as a
maintenance is unnecessary.
lowspeed (12KB/sec) or highspeed interface (100KB/sec).
The system philosophy is based on:
− RS 232
S A microprocessor−controlled data−bus system,
This data bus transmits 8 bit data words with 9600B/sec.
S The connection of cabin systems via data bus cables,
− CAN (Controller Area Network)
S Four data bus lines (two top lines for PAX related systems and the cabin
This data bus operates as a highspeed interface with a speed of
illumination and two middle lines for crew related systems),
83.33KB/sec. It has a CAN bus terminator installed.
S Two functional units for the data bus control, the CIDS directors 1 and 2,
S Bidirectional interfaces
S One director in active mode and the second one in hot−standby,
The CIDS uses the CIDS busses (Top Line and Middle Line) and the
S Immediate switchover to the second director if a failure of the first one Ethernet for bidirectional transmissions.
occurs,
− Top Line and Middle Line
S A FAP (Flight Attendant Panel) to program, to control and to indicate the
These busses transmit data between director and all Decoder/Encoder
status of the CIDS and related cabin systems,
Units (DEUs). The busses transmit 14 bit data words with 4MB/sec.
S Provisions for additional FAP (Flight Attendant Panels),
− Ethernet
S Addressable DEU (Decoder/Encoder Units) type A for the interface between
This bus transmits data words with 10MB/sec.
top line data buses and cabin related systems,
S PISA (Passenger Interface and Supply Adapters) for the interface between Power supply
DEU type A and some cabin related systems/units, The DC service bus and the DC essential bus supply electrical power to the
S Addressable DEU type B for the interface between middle line data buses CIDS directors (inclusive the SDF board).
and crew related systems, Depending on the available bus the CIDS operates in the:
S Easy exchange of the CAM which is plugged into the FAP, S Normal mode: both busses are available. All functions (also BITE) are
S One OBRM (On Board Replaceable Module) which is plugged into the FAP active.
and where the whole System Software is stored, S Emergency mode: only the ess. bus is available. PA, smoke det., EVAC
S A VSCF (Vacuum System Control Function) to control and indicate the and cab int. are available.
status of the vacuum toilet system,

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Ethernet

Figure 126 CIDS Schematic

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DEU A Power supply
The DEUs type A are supplied by the DC service bus 601 PP or the DC ESS
Control
BUS 401 PP. In emergency mode, when the main power is lost the DEU A are
Each DEU type A is controlled by the active director. The DEUs type A are only supplied with power when an audio signal is present. If there is no audio
connected to one of the two data−bus top lines via connection−boxes. One top
signal, the director operates the Top Line cut−off relay 106 RH to stop the
line is installed along each A/C side.
power supply to the DEUs.
Every DEU type A on one A/C side is connected to the same top line. Every
connection−box of the DEU includes coding switches which give each DEU PISA (Passenger Interface and Supply Adapter)
type A its own address. The last connection−box connected to a top line The PISA is the interface between the DEU type A and components of the
includes also a termination resistor for impedance matching and is therefore PSU (Passenger Service Unit). The PISAs are installed in each PSU in the
called a termination box. (10 DEU A are installed in A318. The maximum pressurised area of the cabin.
number of DEU A is 17)
Architecture
Interfaces The PISA has two boards:
The DEU type A has direct interfaces to the: S a Main board,
S Director (both), S an Audio board.
S Ballast units (up to 8),
S Loudspeakers (2 direct and 8 via PISA)
S NS, FSB and RTS signs,
S PISA (Passenger Interface and Supply Adapters) (up to 6), CONNECTION DEU A OR B

S StA PISA (Stand Alone Passenger Interface and Supply Adapters)

BOX
NOTE: StA PISA are used for the interface between DEU type A and
equipment/ indications installed near the cabin attendant
stations fwd and aft.
The DEU type A has interfaces via PISA or StA PISA to the: PWR SPLY
S Loudspeakers, MONITORING
S Reading lights, LIGHTS
S Attendant work lights, CODING
SWITCHES
S Seatrow Identifiers
DEU A DEU B
S PAX call/reset pushbuttons, MOUNT CODING DEVICE

S PAX call lights,

S NS, FSB and RTS signs.
Figure 127 Example DEU

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ATTND WORK LIGHT

Figure 128 DEU A Interconnection

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DEU B Power supply
The DEU typ B are supplied by the DC service bus 601 PP. If this bus is lost
Control
the DEUs can be powered by the DC ESS BUS 401PP.
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 via 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 at the same A/C side.
Every connection−box of an DEU 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. (4 DEU B are installed in a A318. Up to 6
DEU B are the maximum)

Interfaces
The DEU type B has data bus interfaces to the:
S Director,
S AIP (Attendant Indication Panel),
S AAP (Additional Attendant Panel)
S EPSU (Emergency Power Supply Unit),
S Lavatory Smoke Detector.
The DEU type B has discrete interfaces to the:
S ACP (Area Call Panel),
S DMCU (Drain Mast Control Unit),
S LLS (Liquid Level Sensor),
S Door pressure sensor,
S Slide pressure sensor,
S LLT (Liquid Level Transmitter),
S FCU (Flush Control Unit),
S Waste Service Panel,
S Vacuum Generator,
S Fan Phase Off Relay,
S Prime Level Indicator (Precharge) OPTION,
S Water Service Panel,
S Vacuum Power Control Relay,
Discrete and audio interface to the Handsets.

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Figure 129 DEU B Interconnection

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CABIN ATTENDANT HANDSET Earphone
The attendants use the cabin handsets for the Cabin and Flight Crew The earphone changes the related signals into the voice.
Interphone functions and for PA announcements. An integrated keyboard is
used to make different types of calls/announcements. Tone Dialling Interface Circuit
The cabin handsets are installed in a vertical position near the attendant The interface decodes the keyboard signals and generates Dual Tone Multiple
stations in the pressurized area of the cabin. Frequency (DTMF) coded dial signals. Voice signals are routed through to the
outputs of the interface.
Each attendant station has a handset for public announcement, interphone
dialing and communication. The handset rests in a cradle. Hall−Effect Switch
Handset Functions When the handset is in its cradle, the hall−effect switch senses the field of a
permanent magnet in the handset cradle. The hall−effect switch then transmits
The handset and cradle fulfill the following functions:
an internal command to set the handset into a standby mode with minimized
S the hook−off sensing, power consumption. When the handset is not in its cradle, the hall−effect
S the Push−To−Talk (PTT) switching, switch connects electrical power to the handset.
S the Passenger Address (PA) announcement,
S the interphone.

Architecture
The handset has these components:
S Integrated keyboard,
S Direct PA - ’Push To Talk’ pushbutton,
S Microphone unit with a pre−amplifier,
S Earphone,
S Tone dialling interface circuit,
S Hall−effect switch.

Integrated Keyboard
With the integrated keyboard the related functions are selected and establish a
communication link. The keys give a tactile feedback when you push them.

Direct PA - ’Push To Talk’ (PTT) Pushbutton

This pushbutton activates the microphone in the handset. In special cases this
button establishes also a communication link.

Microphone Unit With a Pre−Amplifier

The microphone changes the voice into the related signals. The pre−amplifier
provides a stable output power in all environmental conditions.

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DIRECT PA
PTT SWITCH

NOTE: The “PRESS“ button for the release

mechanism is not available for the
cockpit handset.

Figure 130 New Cabin Handset

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FLIGHT ATTENDANT PANEL PRAM (Prerecorded Announcements and boarding Music system)
This third removable memory card is option. The integrated PRAM stores
General
prerecorded announcement and boarding music audio data.
The FAP (Flight Attendant Panel) is used to control different cabin systems
and the CIDS, to indicate the status of different systems and for on−board Power supply
changes of the CAM data (e.g. cabin layout and no smoking zones). The FAP is powered by the DC service bus 601PP. In emergency mode the
DC ess bus 401PP can be used.
Architecture
The FAP has the following modules:
S Display unit, for display and containing the processing module
S Sub panel with the hardkeys and some interfaces (e.g. USB)

Interfaces
The FAP has data bus interfaces to the:
S Director 1,
S Director 2,
S CINS (Cabin Information Network System).
The FAP has discrete interfaces to the:
S Director 1,
S Director 2,
S Emergency Lighting System,
OBRM (On Board Replaceable Module)
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.
CAM (Cabin Assignment Module)
In this module the CIDS configuration data base is stored. Minor CAM data are
changed by on−board programming, major CAM data are changed by
replacement of the CAM with a reprogrammed CAM. It is installed in the sub
panel of the FAP and includes the cabin definition, e.g. for:
S Cabin zoning,
S Seat relation to loudspeakers and passenger lighted signs,
S Chime sequences,
S Audio levels.

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EXAMPLE 120RH FAP

A i-PRAM CAM OBRM

DC PWR SUPPLY:
601PP SVCE BUS
POWER SUPPLIES
401PP ESS BUS ETHERNET
HOT BUS 2 (BACKUP) 702PP DIR 1
801PP ESS SHED BUS ETHERNET

ÄÄÄÄÄÄÄÄ
EMR LIGHTS ON IND
101RH

ÄÄÄÄÄÄÄÄ
EMERGENCY
DISCRETE
ÄÄÄÄÄÄÄÄ
LIGHT
EMERGENCY ETHERNET
ÄÄÄÄÄÄÄÄ
SYSTEM
LIGHTING DISCRETE DIR 2

ÄÄÄÄÄÄÄÄ
A SYSTEM DISCRETE ETHERNET

ÄÄÄÄÄÄÄÄ
EXAMPLE
102RH

FAP RESET

FLIGHT ATTENDANT PANEL (120RH)

117RH 115RH 116RH

I-PRAM CAM OBRM * Optionally it is still possible
*IF INSTALLED to use an external PRAM
Figure 131 Flight Attendant Panel Schematic
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CIDS DIRECTOR DESCRIPTION/OPERATION

GENERAL CIDS Function
For redundancy, the system has two identical directors (DIRs). In normal The DIR is a central control and interface component of the CIDS. The current
operation, DIR 1 is active and DIR 2 is in hot stand−by. DIR 2 receives and cabin layout and properties of layout related equipment are stored in the DIRs.
computes the same data as DIR 1 but its outputs are disabled when director1 The DIR provides the following functions:
is available. S the transmission of digitized audio signals,
The director commands cabin equipment via Decoder/Encoder Units (DEUs). S the transmission of control data and commands,
The cargo smoke system is linked by Controller Area Network (CAN) buses.
S the adaptation of received DEU data,
The Flight Attendant Panel (FAP) is linked by ethernet buses.
S the control of other CIDS functional units,
Each DIR is separated in two parts:
S the control of the FAP,
S the DIR main functions with the integrated Vacuum System Control (VSC)
function, S the data transfer to the Passenger Entertainment System (PES),
S the smoke detection board. S the service interphone system,
Both parts work independently with segregated hardware and software. S the control of the Additional Attendant Panel (AAP) via type B DEUs,
System reconfiguration for the installation of options, cabin reconfiguration or S the interface to cockpit and avionics compartment,
Cabin Intercommunication Data System (CIDS) expansion is limited to S the handling of cabin systems related inputs and outputs,
software database changes. These databases are the On Board Replaceable S the control and interface of other systems,
Module (OBRM) and Cabin Assignment Module (CAM).
S the realization of programming functions,
The CIDS is also designed to detect internal and external faults. The CIDS is a
S the realization of test functions,
Type 1 BITE system. The DIRs are connected by ARINC data buses to the
Centralized Fault Display System (CFDS) for maintenance purposes. S the activation of emergency mode with minimum power consumption.

CIDS Power
In the normal mode, the SerViCE BUS supplies the FAP (with the optional
power supply with CIDS A318 type, the FAP is supplied by the HOT BAT
BUS), all DIRs, and all DEUs with 28V DC.
The system operates at full capacity. In the emergency mode, only the
ESSential BUS supplies 28V DC to the CIDS. The type A DEUs, which are
connected to the top lines, are then only supplied with power when a
Passenger Address (PA) signal is present. If there is no PA signal, the DIR
operates the top line cut−off relays to stop the power supply to the DEUs.

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Figure 132 CIDS Power Supply and Smoke Detection Function

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DEU CONNECTION BOX DESCRIPTION

The type A and type B Decoder/Encoder Units (DEUs) are physically the same,
however a type A DEU cannot be replaced by a type B DEU and vice versa
due to a mount coding device.
Connection boxes connected to the middle line are physically the same as the
ones connected to the top lines. On each DEU connection box, there are two
address−coding switches which give the DEU its own address.
In case of a connection box change make sure that the coding switches are
correctly set for the location.
There are power supply monitoring lights on each connection box.
The green NORMal LED is on if the DC SerViCE BUS power is good.
The amber ESSential LED is on if the DC ESS BUS power is good.
ATTENTION: A bus termination resistor is installed on the last DEU connection
box of each line, for impedance matching.
Therefore it is called TERMINATION BOX and is not
interchangeable with the other connection boxes.

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102RH 101RH

200RH16 DIR 2 DIR 1

200RH14

DEU A LOCATION 200RH12

200RH8 FR61

FR57
200RH4 200RH15
200RH13

200RH2 FR49
88VU 87VU
200RH11 300RH8 CIDS DIRECTORS LOCATION
FR41 300RH7

200RH7
FR32

200RH3
300RH6
FR24
FR67
200RH1

DEU B LOCATION
DEU−A

300RH1

FR45

TERMINATION/
CONNECTION BOX

CODING
SWITCH
HIGH
CODING
SWITCH
LOW
FR16

Figure 133 Enhanced DEU A, B & DIR Location (Ex. A320)

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FLIGHT ATTENDANT PANEL

Pages S WATER/WASTE page
S CABIN STATUS page This page is used to give information about the water and waste systems.
To select the CABIN STATUS page push the button in the lower right Refer to ATA CHAPTER 38 for more information.
corner of the touchscreen. This page is used to give a general overview of S SMOKE DETECTION page
the current cabin status. The following system overview pages are available This page indicates cabin related smoke alert and smoke sensor faults..
by pressing the FAP system keys or the respective fields on the screen:
S SYSTEM INFO page
S AUDIO page
This menu provides the status indication of several cabin systems (CIDS
This page provides controls and displays for PRAM. The BGM (Boarding Internal, Ice Protection, Miscellaneous).
Music) controls and displays are: ON/OFF, CHANnel select and VOLume
Additionally, this menu appears during all flight phases if there is a message
control. The prerecorded announcement controls and displays are:
for the cabin crew. An amber light, next to a system switch, indicates that a
An alphanumerical keyboard and keys for ENTER, CLEAR, up/down (memo fault status message is loaded. Push the related switch to display the
search), CLEAR MEMO, CLEAR ALL, STOP, START NEXT, START ALL. message.
The page also has switches for cabin settings:
− PA LEVEL (+/− 6dB if the engines are stopped), FAP ACCESS CODES
− CALL RESET to reset passenger calls, For some functions an access code has to be entered. This code is generally
318 and 813 for the software loading.
− CHIME INHIBIT (passenger calls turn on the call lights without chimes),
S CABIN LIGHTING page DLH FAP ACCESS CODES
This page is used to control the cabin lighting for the cabin zones. For some functions an access code has to be entered. This code is generally
S DOORS / SLIDES page 346 and 654 for the software loading (same as on the A340−600 fleet).
This page displays the doors/slides status onto the aircraft: Additionally the following system pages are protected by a password:
− A red symbol indicates a door unlocked/open, S SOFTWARE LOADING,
− A green symbol indicates a door locked and its escape slide armed, S LAYOUT SELECTION,
− An amber symbol indicates a door locked but its escape slide disarmed. S CABIN PROGRAMMING,
The words ”SLIDE DISARMED” are also shown in amber near the S LEVEL ADJUSTMENT (deactivated at DLH),
associated symbol. S MCDU Simulation.
S CABIN TEMPERATURE page
This page is used for remote control of the air conditioning system. The
page indicates the selected target and actual temperature of the forward
and aft cabin areas.
Note that the temperatures are basically displayed in metric units and, as an
option, can be displayed in US units. Forward and aft areas can be
individually selected and controlled. Push the RESET switch to reset the
temperature control to the cockpit selected values.

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Figure 134 Cabin STATUS Page

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Figure 135 AUDIO Page

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Figure 136 CABIN LIGHTING Page

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DLH: SLIDE IN PARK

Figure 137 DOORS/SLIDES Page

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Figure 138 Failures on DOORS/SLIDE Page

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Figure 139 CABIN TEMPERATURE Page

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Figure 140 Failures on CABIN TEMP Page

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Figure 141 WATER/WASTE Page

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Figure 142 SYSTEM INFO Page

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AUTOMATIC ACTIVATION OF SYSTEM PAGES
If CIDS receives an important message the related system page comes up
automatically. The automatically activated pages are displayed until the page is
quit.
A smoke alert calls up the SMOKE DETECTION page and overrides any other
page.
The following pages come up automatically:
S SMOKE DETECTION.

CAUTION HANDLING
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.
An information text shows in the heading row of the touchscreen as long as the
respective page is not displayed on the touchscreen.
NOTE: Failures displayed on the FAP show defective systems to the
cabin crew. The source of the Fault will NOT be displayed (e.g.
DEU B Fault).
Refer to the CFDS failure messages generated by the CIDS.

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Figure 143 Failures on SMOKE DETECTION Page

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Figure 144 SYSTEM INFO Page

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Figure 145 SYSTEM INFO Page with GND/SVCE PWR Connected

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ACCESS
CODE
REQUIRED!

Figure 146 CABIN PROGRAMMING Page

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ACCESS
CODE
REQUIRED!

Figure 147 LAYOUT SELECTION Page

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ACCESS
CODE
REQUIRED!

Figure 148 LAYOUT ADJUSTMENT Page (Not at DLH)

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ACCESS
CODE
REQUIRED
TO START
SW LOAD!

Green, when
ACITVE = SLOT

AMBER, when
ACITVE = SLOT

NOTE:
Software Status
must be checked
after replacement
Additional
of DIR, OBRM
FAPs
or FAP!
may be
installed!
(MAX 8)

Figure 149 SOFTWARE LOADING Page

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ACCESS
CODE
REQUIRED!

Only
available
via CFDS
menu
on MCDU!

Figure 150 CIDS SYSTEM MENU Page

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Figure 151 FAP SET-UP Page

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SERVICE INTERPHONE COMPONENT DESCRIPTION

System Description
The SVCE INTPH SYS is made of:
S eight interphone jacks,
S a SVCE INTerphone OVerRiDe switch, with an integral indicator light
located on the maintenance panel in the cockpit,
S five isolation units.
The audio lines from the cockpit, cabin and interphone jacks are routed to the
amplifiers in both Cabin Intercommunication Data System (CIDS) directors.

Isolation Unit Normal Operation

S Under normal operation the isolation unit provides analog microphone and
headphone communication from the connected boomset to the service
interphone system. Additionally, the 28 VDC supply of the boomset
pre−amplifiers is provided via the director.
S If no boomsets are connected to the service interphone system, the plug−in
activation function will not be triggered. A microphone circuit resistance of
600 Ohms or more does not cause an isolation to occur.
S In the absence of a microphone short circuit, the isolation unit provides a
low impedance path (max. 10 Ohms) between each microphone input and
the protected output. This allows DC current to be supplied to the boomset
pre−amplifier and for the microphone signals to be transferred from the
boomset microphone to the director.
Isolation Unit Degraded Operation
S In the event of a short circuit occurring at either boomset jack socket, the
isolation unit will isolate the effects of this fault on the service interphone
system. When the short circuit is removed, normal operation of the service
interphone jack is restored automatically.
S Both jack sockets that are connected to the isolation unit have the ability to
operate independently from each other. In case of a triggering,
communication to other isolation units and jack sockets is not disturbed.
NOTE: The isolation unit is also directly compatible with the interface to
the CLASSIC CIDS director.
No modification of the ClDS director is necessary.
Figure 152 Isolation Unit

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MAX MAX MAX

2X 2X 2X

Figure 153 Service Interphone with Isolation Unit

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CIDS DIRECTOR BITE DESCRIPTION

CIDS BITE GENERAL example that when a DC1 or DC2 command is received, the interactive mode
The CIDS has an extensive self−monitoring capability. When all electrical is stopped.
power (normal and essential power at director inputs) is connected to the The interactive mode also stops and the normal mode comes on, when the
CIDS, a power−up test of the system is started. The progress of the test is RETURN command is pushed on the MAIN MCDU page.
shown with a bar graph on the FAP. Each A/C has a printer. The print function is available on every MCDU page
The BITE finds at least 95% of the failures and isolates at least 85%. These except for the MAIN page.
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 CIDS Main Page
display units of the CFDS are called MCDUs. There are two MCDUs in the The CIDS Main page shows the subsequent selectable pages:
cockpit. S < LAST LEG REPORT
The indication of the failures depends on their importance. Example: This page shows the failure messages that came on during the last flight
S The CIDS caution light comes on (flashing), and it shows the subsequent data
S The messages are shown on the FAP and/or on the ECAM in the cockpit S < PREVIOUS LEGS REPORT
(the ECAM is activated via SDAC). this page shows the failure messages that came on during the 63 flights
The CIDS also memorizes failures which are reported from the connected before the last leg.
systems and sends the failure messages to the CFDS. Parts of the failure S < LRU IDENT
messages (ATA references, FIN’s and locations) are stored in the Cabin
This page shows the identity of all electronic LRUs which can report their
Assignment Module (CAM). The failure handling/memorization is done in
part number and serial number.
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 S < GND SCANNING
failures. 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.
Normal Mode
S <TROUBLE SHOOT DATA
In the normal mode only failures (class 1 and 2) which are detected during the
This page shows the date and the time of the message in clear language
current/last flight are sent continuously to the CFDS. It is started when the
and snapshot data at the moment of the fault (e.g. aircraft configuration
system is supplied with power. If a failure is detected during a flight, the related
etc.) shown in hexadecimal code.
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 S CLASS 3 FAULTS >
effect, the failure is still in the BITE memory. This page shows each class 3 failure message that came on during the last
flight.
Interactive Mode
S SYSTEM TESTS >
In the interactive mode a dialogue between the CIDS and the CFDS happens.
When selected, the SYSTEM TEST menu page comes on.
On request from the MCDU, the CIDS sends menu pages related to the MCDU
keys. S EPSU BAT CAP TEST > (Code: 3351)
The interactive mode is not related to the flight phases or to the landing gear When selected the EPSU battery capacity test can be performed, which
status. Instead, the interactive mode is operated by commands. This means for takes approximately 3 hours.

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COMMUNICATION A318/A319/A320/A321
CABIN INTERCOMMUNICATION DATA enhanced
SYSTEM (CIDS) 23−73

A319−A321 CLASSIC A318−A321 ENHANCED

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Figure 154 CIDS Classic & Enhanced CFDS Menu

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SYSTEM (CIDS) 23−73
CIDS Main Page (continued)
S OP TESTS > S The ACTIVE DIR,
When selected, the OP TEST menu page comes on. S The ATA reference,
S GROUND REPORT > S The identity of the unserviceable LRU (Line Replaceable Unit),
This page shows the internal failure messages that come on when the S The class of the failure (1,2 or 3) with a prompt > to get access to the
aircraft is in ground configuration. Failures detected during the last flight trouble shooting data or to the submenus for the class 3 failures. If there are
which are still valid are not shown in the GROUND REPORT. no failures found during the test, the message „TEST OK“ is shown in the
S SYSTEM CONFIG > center of the screen.
The SYSTEM CONFIGURATION page shows: The passive director does a self−test for 30 seconds. It checks all power
related conditions, all FAP / CAM / Director interlink and ARINC / ETHERNET
− the current date,
items.
− the UTC,
− the aircraft ident, OPERATIONAL TESTS
− the ACTIVE DIR, These tests are for audio and visual checks. Cabin loudspeakers, lights and
signs are activated during the related tests.
− the CAM P/N,
When you push the
− the ACTIVE LAYOUT,
S < LOUDSPEAKERS ACTIVATION line select key,
− the LAST CAM MODIFICATION,
all CIDS loudspeakers are supplied with a test tone until you push the
− informative text,
S < RETURN line select key.
− < LSP VOLUME REPORT.
When you push the LAMPS ACTIVATION line select key, all lamps in the
When you push the <LSP VOLUME REPORT line key, the system
READING LTs, ACPs, PAX CALLs and SIGNS are illuminated until you push
shows pages where the CAM defined loudspeaker volume is shown.
the
S < RETURN
S < RETURN line select key.
When selected the system will leave the menu.
NOTE: There is no CAM relation, all DEU outputs are activated, even
SYSTEM TEST when they are deactivated in the CAM.
The INTERFACE + POWER TEST is selectable for the active or the passive NOTE: After the test (when you push the <RETURN line select key) the
director. system performs a reset.
All other tests are done with the active director. On the A320, the CIDS test is
used to test each component (Directors, CIDS Bus, DEUs...). On the A318,
this function is deleted and replaced by a passive or active director test. For the
active director, the CIDS does a power up test on certain CIDS components
and starts the internal BITE (Built In Test Equipment) of the associated
systems. It can last up to 6 minutes. If there is a failure, the subsequent data
about this failure is displayed:

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SYSTEM TEST SYSTEM TEST

CIDS CFDS MENU (DIRECTOR ACTIVE) (DIRECTOR PASSIVE)
MCDU MENU
 $  $ 
   

  
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4   
 
   
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OP TESTS MENU LOUDSPEAKER TEST CABIN SIGNS TEST

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Figure 155 CIDS System and OP Test Menus

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SYSTEM (CIDS) 23−73

CIDS WARNINGS DESCRIPTION

GENERAL Non Critical CIDS Faults (Class 2)
The indication of the failures depends on their importance. On the Flight Non critical CIDS faults (e.g. Cabin Assignment Module (CAM) layout
Attendant Panel (FAP), there is a Cabin Intercommunication Data System transmission failure) have no flight crew related effects, so there are no ’in
(CIDS) CAUTion light in the upper left corner of the touchscreen. It is normally flight’ cockpit alerts.
off. The CAUT light comes on amber and flashes when the active director In most cases there is no FAP CAUT and/or message. However some of these
(DIR) detects a fault that needs cabin crew action. The action needed is shown faults are class 2 maintenance faults only. The cabin crew is not alerted, but
in the heading row (e.g. Please select Doors page). these class 2 faults are indicated to the cockpit crew in flight on the ECAM
When you select the page, the CAUT light stops flashing and remains on STATUS page after manual selection and are the subject of an ECAM report
continuously. If the fault is cleared the CAUT light goes off. For some faults, (POST FLIGHT REPORT) on the ground after engines shutdown. The ECAM
the required page is automatically shown on the FAP, there can also be a blue STATUS page shows MAINTENANCE CIDS 1 (2).
card message. This is a blue rectangle with a fault message written in amber.
Major CIDS faults (class 1) are also indicated to the flight crew with Flight
Warning System (FWS) level 2 or level 1 alerts.
All CIDS faults generate Centralized Fault Display System (CFDS)/MCDU
class 1, 2, 3 messages. Contrary to cockpit indications, the FAP failures
indications do not depend on flight phases.
NOTE: The STATUS page does not appear automatically after a
warning.

Major CIDS Faults (Class 1)

Class 1 CIDS faults are:
S CIDS DIR 1 and 2 fault,
S a top line bus failure,
S a middle line bus failure,
S 25 % of Decoder/Encoder Units (DEUs) type A failed,
S 50 % of DEUs type B with failed connected handsets.
In each case the cockpit display will be the MASTER CAUT light (amber),
single stroke chime, and an ECAM message CIDS 1+ 2 FAULT on the EWD
(inhibited in flight phases 3, 4, 5, 7 and 8). CIDS 1+2 message will be added to
the INOP SYStem list on the ECAM STATUS page.
Class 1 faults are recorded in the CFDS LAST/CURRENT LEG REPORT and
the POST FLIGHT REPORT.

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CIDS CLASS 1 AND 2 FAULTS (FOR MORE INFORMATION REFER TO TSM 23−73−00 PB201)

ECAM MASTER FAP FLIGHT

AURAL MESSAGE
FAILURE MESSAGE WARNING
CAUTION CAUTION
ON FAP
PHASE
LIGHT LIGHT INHIBIT
CHECK ATTENDANT AND
TWO DIRECTORS PAX RELATED FUNCTIONS
Director internal failure, other director not OK. [PA/INTPH/SIGNS/PAX CALL/
LIGHTS]
ONE TOP LINE
CHECK PAX RELATED
One Top Line Bus Failure. FUNCTIONS 3, 4, 5, 7, 8
CIDS 1+2 SINGLE [PA/SIGNS/PAX CALL/ (ONLY FOR
DEU A ON ON
FAULT CHIME LIGHTS] COCKPIT
10% of all DEU-As. WARNINGS)

ONE MIDDLE LINE

One Middle Line Bus Failure. CHECK ATTENDANT
RELATED FUNCTIONS
DEU B [PA/INTPH/PAX CALL]
50% of DEU-Bs with connected handset.
DIRECTOR
Director internal failure, other director OK.
Passive Director receives no data from FAP.
Director working with the nadatory layout, MAINTENANCE
OFF NIL
other Director OK. CIDS 1 (2)
CAM
CAM layout transmission fail to passive
Director. NIL OFF NIL
CHECK ATTENDANT AND
CAM layout transmission fail to actice PAX RELATED FUNCTIONS
NIL ON
Director. (CLASS 1 Cabin Fault) [PA/INTPH/SIGNS/PAX CALL/
LIGHTS]
CAM failure by passive Director.
Passive Director receives no data from CAM. MAINTENANCE
OFF NIL
CIDS 1 (2)
FAP FAP no data from passive Director.

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COMMUNICATION - GENERAL
23−00

COMMUNICATION SYSTEMS MAINTENANCE PRACTICES the concerned flight. In case of fault detection the BITE stores the
information in the fault memory.
COMMUNICATION SYSTEM BITE S menu mode: the menu mode can only be activated on the ground and the
command is given by the CFDIU via the MCDU. This ground data is
VHF/HF SYSTEM supplied by the CFDIU, otherwise it can be given by a Flight−Ground
The BITE facilitates maintenance on in−service aircraft. discrete provided by the ACARS.
The BITE detects and determines a failure related to the VHF / HF system. S The menu mode enables communications between the CFDIU and the
The BITE: ACARS BITE through the MCDU.
S transmits permanently VHF / HF system status and its identification AUDIO MANAGEMENT SYSTEM
message to the CFDIU
The audio system BITE (Built−In Test Equipment) serves as an aid for line
S memorizes the failures occurred during the last 63 flight segments maintenance in workshop and Service Department. It is used when faulty units
S monitors data input from the various peripherals (RMP and CFDIU) are to be detected, replaced or repaired. It limits the number of unwanted
S transmits to the CFDIU the result of the tests performed and self−tests removals of the system components.
S can communicate with the CFDIU by the menus. The BITE:
S Constantly transmits the actual status of the system
RADIO MANAGEMENT SYSTEM (availability−unavailability).
The RMP1 is linked to the CFDS by means of two buses: S Memorizes any failures which occurred during the 63 previous flight
The RMP1 receives a bus from the CFDIU which transmits general parameters segments or up to memory capacity.
(UTC, date, flight phase etc.) and interrogations (selection of the menu mode, S Monitors the data exchanges between the system components.
etc.).
S Centralizes the triggered tests or self−test results.
The RMP1 then transmits these data to the RMP2 and the RMP3 through its
output dialogue bus. S Dialogs with the CFDIU by means of menus.
S An additional function is the transmission of the pin−program and a
AIRCRAFT COMMUNICATIONS ADDRESSING AND REPORTING SYSTEM message which serve to identify the system.
The state of the ACARS is determined by monitoring the exchanges of
information that it can have with the associated processing card. CABIN INTERCOMMUNICATIONS DATA SYSTEM
If the exchange protocol is correct, the data transmitted is in the correct format When the CIDS is energized, the directors perform a comprehensive hardware
and the ACARS does not declare that it is wrong further to its own internal test, and software self−test. The CIDS top and middle line data busses, the PTP
then the ACARS is said to be operational. with the CAM, the FAP and the DEUs with the connected loads are tested.
If not, it is declared to be faulty. The state of the ACARS is determined by The CIDS maintenance mode is available via the CFDS−MCDU in the
monitoring the exchanges of information that each of the processing cards can SYSTEM REPORT/TEST mode. All failures, which are written in the CIDS
have with its corresponding ACARS and by analysing the results of the internal director BITE ground/flight memory can be read via this mode. A test
tests of each of the processing cards. procedure is selectable via the MCDU. A CIDS director 2 (passive) test is also
available, the Emergency Light Battery/System tests are not available.
There are two operation modes:
S normal mode: during the normal mode, the BITE monitors cyclically the NOTE: Some system computers may have a front panel test switch
status of the ACARS cards and transmits these data to the CFDIU during because they can also be installed in other A/C types without a
central maintenance system.

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23−00

ACP MCDU
1
2 SYSTEM REPORT / TEST ->
3 COM
AMU CIDS 2
3
CIDS CIDS RMP 1 HF 1
ACARS
AUDIO DIR DIR
CMU RMP 2 HF 2
MANAGEMENT 1 * 2 * RMP 3 VHF 1
UNIT (AMU)
CIDS 1 VHF 2
RETURN VHF 3

RMP 3
CENTRALIZED
FAULT DISPLAY NEXT
INTERFACE UNIT PAGE
RMP 2 RMP 1 (CFDIU)
SYSTEM REPORT / TEST ->
COM
ACARS MU
2 3
SDU

HF VHF
TRANSCEIVER TRANSCEIVER
1 1
2 2 RETURN
3

HF 1 HF 2 SATELLITE NOTE: * THE SDF OF THE CIDS

DIRECTORS HAVE A SEPARATE
COUPLER COUPLER DATA UNIT
BITE. THE ACCESS IS DONE VIA
(SDU) THE FIRE PROTECTION MENU OF
THE CFDS. REFER TO ATA 26
Figure 156 Communication Systems BITE Connection
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COMMUNICATION WARNING AND CAUTION AND CAUTION MESSAGES

FLIGHT PHASE INHIBITION

FLIGHT
AURAL MASTER SD PAGE LOCAL
E/WD FAILURE MESSAGE PHASE
WARNING LIGHT CALLED WARNINGS
INHIBIT
COM CIDS 1 + 2 FAULT
COM VHF 1 (2, 3) EMITTING SINGLE MASTER
COM HF 1 (2) EMITTING CHIME CAUTION
(Transmitter emitting more than 60 seconds)
COM SATCOM FAULT 3,4,5,7,
NIL NIL
8
COM ACARS FAULT
COM HF 1 (2) DATA FAULT NIL NIL
COM VHF 3 DATA FAULT
COM SATCOM DATA FAULT
Figure 157 ATA 23 Warning & Caution Messages
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COMMUNICATION BUS EQUIPMENT LIST (IF SYSTEM INSTALLED)

NORM BUSES EMER ELEC BUSES

AC DC AC ESS DC ESS HOT
VHF 1 X
VHF 2 BUS 2
VHF 3 BUS 1
HF 1 BUS 1 OR -> -> SHED
HF 2 BUS 2
SATCOM BUS 2
RMP 1 X
RMP 2 BUS 2
RADIO RMP 3 BUS 1
COMMUNICATIONS ACP 1 X
ACP 2 X
ACP 3 BUS 1
ACP 4 BUS 1
SELCAL BUS 1
FLT INTERPHONE X
CAPT LOUDSPEAKER X
F/O LOUDSPEAKER BUS 2
EXT HORN BUS 2
CABIN CIDS 1 SERVICE BUS X BUS 2 (OPT)
INTERCOMMUNICA-
INTERCOMMUNICA
CIDS 2 SERVICE BUS X BUS 2 (OPT)
TION
DATA SYS (CIDS) DEU (A/B) SERVICE BUS X BUS 2 (OPT)
COCKPIT VOICE CVR CTRL SHED
RECORDER CVR SHED
ACARS MU OR CMU BUS 1

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25−63

25−63 EVACUATION SIGNALING EQUIPMENT

EVACUATION COMMAND SYSTEM The components of the CIDS installed in the FWD utility area, that interface
with the evacuation signaling system include:
ATTENTION: The Evacuation Command System is belonging to ATA Chapter S Decoder/Encoder Units types A and B located in the overhead
25−63 - EVACUATION SIGNALING EQUIPMENT, but because compartment. The type A DEU has two amplifiers that function
it is completely controlled by the CIDS it is described in this book! independently,
GENERAL S a Programming and Test Panel (PTP) which contains a cabin Assignment
The emergency evacuation command may be activated from the purser station Module (CAM), installed adjacent to the FWD ATTENDANT panel (behind
or from an optionally−installed Additional Attendant Panel (AAP). an access cover), has the cabin configuration,
The emergency evacuation command and reset pushbuttons at the purser S cabin loudspeakers.
station are located on the FAP. Evacuation Signaling Components − AFT Utility Area
On the EVAC panel in the cockpit, a switch lets the evacuation command be The evacuation signaling components, interfaces and signal sources installed
activated from the purser station and the cockpit, or from the cockpit only. in the AFT utility area include:
NOTE: On DLH the evacuation command system is not used and not S a TONE OFF pushbutton switch and EVAC indicator light installed on the
installed on the majority of aircraft. left AFT ATTENDANT panel,
Evacuation Signaling Components − Cockpit S COMD and RESET pushbutton switches, EVAC and COMD indicator lights
(optional) on the left and right AFT ATTENDANT panels,
The evacuation signaling components and signal sources installed on the
overhead panel in the cockpit include: S EVAC ALERT indicator lights (optional) on the standard AREA CALL
panels.
S a warning horn 5WP on panel 48VU,
S a COMMAND pushbutton switch 3WP on panel 21VU, with ’EVAC’ and ’ON’
indicator lights included in the switch unit,
S a CAPT & PURS and CAPT, two−position selector switch 2WP, installed on
panel 21VU,
S a HORN SHUT OFF pushbutton switch 7WP on panel 21VU.

Evacuation Signaling Components − FWD Utility Area

The evacuation signaling components, interfaces and signal sources installed
in the FWD utility area include:
S a COMD pushbutton switch with an internal indicator light,
S a RESET pushbutton switch,
S an EVAC indicator light is installed on the FWD ATTENDANT panel,
S an EVAC ALERT indicator light (optional) is installed on the standard AREA
CALL panel.

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FORWARD ATTENDANT
PANEL

AFT
ATTENDANT
PANEL

Figure 158 Evacuation Command Controls & Indications

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EVAC ON ENHANCED CIDS
On the Enhanced FAP these pushbuttons are located on the hard key panel to
be available at any time whatever the FAP page presented.

Evacuation Signaling Equipment Control

Discrete input signals, supplied to the No. 1 CIDS director (active) from the
cockpit, control the evacuation signaling equipment. If the No. 1 CIDS director
becomes unserviceable, the No. 2 CIDS director (hot−standby) keeps the
system in operation.
Facilities to supply other input signals to the CIDS director from the AFT utility
area or the FAP are optional.
Operation of the FAP EVAC CMD pushbutton switch causes:
S the CMD indicator light (part of the switch) to come on,
S the transmission of evacuation tone from the CIDS director to specified
loudspeakers in the cabin,
S the EVAC indicator light on the FAP to come on,
S a flashed indication for a general alert.
If the COMMAND switch 3WP (on the overhead panel in the cockpit) is
selected ON, a visual EVAC ALERT indication comes on steady or flashes
(optional).
Operation of the RESET pushbutton switch cancels the evacuation tone
transmission to the respective loudspeakers in the cabin.

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Figure 159 Evacuation Controls On Enhanced FAP

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EVAC SYSTEM OPERATION

COCKPIT CONTROLS AND INDICATIONS CONTROLS AND INDICATIONS IN THE CABIN
The COMMAND pushbutton switch 3WP supplies the electrical ground
FAP:
connection for the evacuation command signals of the system. Operation of the
COMMAND pushbutton switch to the ON position causes: Operation of the EVAC CMD pushbutton switch causes:
S The ON indicator light (part of the switch) to come on. S The CMD indicator light (part of the switch) to come on.
S Transmission of a signal from the CIDS director to the warning horn 5WP. S The transmission of evacuation tone from the CIDS director to specified
loudspeakers in the cabin.
S The EVAC indicator light (part of the COMMAND switch) to come on.
S The EVAC indicator light on the FAP to come on.
S A flashed indication for a general alert.
S A flashed indication for a general alert.
The CAPT & PURS and CAPT (only) selector switch 2WP, selects who is able
to activate an EVAC ALERT. If the COMMAND switch 3WP (on the overhead panel in the cockpit) is
selected ON, a visual EVAC ALERT indication comes on steady or flashes
The selection sequence of the switch is:
(optional).
Switch set to CAPT & PURS position Operation of the RESET pushbutton switch cancels the evacuation tone
transmission to the respective loudspeakers in the cabin.
COCKPIT COMMAND SWITCH
Left AFT ATTENDANT Panel:
OFF ON
A visual EVAC indication comes on steady or flashed.
PURSER OFF NO ALERT ALERT Operation of the RESET pushbutton switch cancels the evacuation tone
CONTROL transmission to the respective loudspeakers.
SWITCH ON ALERT ALERT
Facilities for other EVAC CMD and EVAC indications (optional) are installed at
The selection sequence of the switch is: the AFT ATTENDANT stations and AREA CALL panels (in the AFT utility
area).
Switch set to CAPT
EVACUATION SIGNALING EQUIPMENT CONTROL
COCKPIT COMMAND SWITCH Discrete input signals, supplied to the No. 1 CIDS director (active) from the
OFF ON cockpit, control the evacuation signaling equipment.
OFF NO ALERT ALERT If the No. 1 CIDS director becomes unserviceable, the No. 2 CIDS director
PURSER (hot−standby) keeps the system in operation. Facilities to supply other input
CONTROL ALERT
ON ALERT signals to the CIDS director from the AFT utility area or the FAP are optional.
SWITCH COCKPIT ONLY
Operation of the HORN SHUT OFF pushbutton switch cancels the evacuation
tone transmission to the warning horn in the cockpit.

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9LP
BOARD-ANN
LT TEST/
INTERFACE

(COCKPIT)

SYSTEM IS SHOWN IN
EVAC ALERT TRIGGERED
FROM COCKPIT CONFIGURATION

Figure 160 EVAC System Schematic

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