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SINGLE AISLE TECHNICAL TRAINING MANUAL MAINTENANCE COURSE - M35 LINE MECHANICS (CFM56-5B/ME) INDICATING/RECORDING SYSTEMS
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Page 1: indicating recording systems

 SINGLE AISLE  TECHNICAL TRAINING MANUAL 

 MAINTENANCE COURSE - M35 LINE MECHANICS(CFM56-5B/ME) 

 INDICATING/RECORDING SYSTEMS 

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This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reservedNo part of this manual may be reproduced in any form,

by photostat, microfilm, retrieval system, or any other means,without the prior written permission of AIRBUS S.A.S.

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INDICATING/RECORDING SYSTEMS

ELECTRONIC INSTRUMENT SYSTEM (EIS) (Classic)

EIS Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Engine/Warning Display Presentation (1) . . . . . . . . . . . . . . . . . . . . . . 4ECAM Advisory & Failure Related Modes (3) . . . . . . . . . . . . . . . . . 12ECAM Warnings Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 20EIS Abnormal Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28EIS Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

ELECTRONIC INSTRUMENT SYSTEM (EIS) (Enhanced)

EIS Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52Engine/Warning Display Presentation (1) . . . . . . . . . . . . . . . . . . . . . 54ECAM Advisory & Failure Related Modes (3) . . . . . . . . . . . . . . . . . 62ECAM Warnings Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 70EIS Abnormal Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78EIS Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

CLOCK

Electrical Clock D/O (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

CENTRALIZED FAULT DISPLAY SYSTEM (CFDS)

CFDS Fault Processing (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118CFDS Aircraft System Types (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 124CFDS Failure Classification (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126CFDS Reports (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134CFDS Phases (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160Trouble Shooting Procedure with CFDS (3) . . . . . . . . . . . . . . . . . . 162

PRINTER

Printer Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172Printer Paper Loading (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174

UP & DOWN DATA LOADING SYSTEM

Up & Down Data Loading System Presentation (1) . . . . . . . . . . . . 180Up & Down Data Loading System Utilization (2) . . . . . . . . . . . . . . 184

DIGITAL FLIGHT DATA RECORDING SYSTEM (DFDRS)

DFDRS Description/Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 188DFDRS Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192

AIRCRAFT INTEGRATED DATA SYSTEM (AIDS-SFIM)

Print Report STD Header Description (3) . . . . . . . . . . . . . . . . . . . . 194Individual Print Report Description (3) . . . . . . . . . . . . . . . . . . . . . . 200

A/C INTEGRATED DATA SYS (AIDS-TELEDYNE)(option)

Print Report STD Header Description (3) . . . . . . . . . . . . . . . . . . . . 228Individual Print Report Description (3) . . . . . . . . . . . . . . . . . . . . . . 234

MAINTENANCE PRACTICE

Computer Removal and Installation (3) . . . . . . . . . . . . . . . . . . . . . . 264Pushbutton Removal and Installation (3) . . . . . . . . . . . . . . . . . . . . . 266

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EIS ARCHITECTURE (1)

EFIS-ECAM

The Electronic Instrument System (EIS) is shown on 6 identical CathodeRay Tubes (CRTs). The Electronic Flight Instrument System (EFIS) aredisplayed on identical Display Units (DUs) and controlled through theEFIS control panels and the lighting/loudspeaker control panels. TheElectronic Centralized Aircraft Monitoring (ECAM) pages are displayedon identical DUs and controlled through the ECAM Control Panel (ECP).

DMC

The Display Management Computers (DMCs) process data in order togenerate codes and graphic instructions related to the image to display.Note the particular role of DMC 3 is to be switched instead of DMC 1or DMC 2. Each DMC can process three displays: Primary Flight Display(PFD), Navigation Display (ND) and upper or lower ECAM display.

FWC

The Flight Warning Computers (FWCs) monitor the aircraft systems.These computers are the heart of the ECAM system. Each FWC generatesall warning messages to display and supplies the attention getters. It alsocomputes the flight phases and supplies aural warnings.

SDAC

The System Data Acquisition Concentrators (SDACs) receive varioussignals from the aircraft systems and send them to the FWCs and DMCs.The SDACs acquire most of the signals used to display system pages andused by the FWCs to generate amber warnings.

INPUTS

The inputs received by the FWC are used to elaborate red warnings.Various items of information for systems like engines, fuel, navigation

and which are not related to warning, are directly sent to the DMCs. Theinputs received by the SDACs are used to elaborate amber warnings.These signals will then be sent to the FWC to generate warnings.

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EFIS-ECAM ... INPUTS

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ENGINE/WARNING DISPLAY PRESENTATION (1)

GENERAL OVERVIEW

The Engine/Warning Display (EWD) is normally on the upper ElectronicCentralized Aircraft Monitoring (ECAM) Display Unit (DU). It is dividedinto two areas: the upper area and the lower area.The upper area displays:- engine primary parameters,- Fuel On Board (FOB),- slats and flaps position.The lower area is used for:- warning and caution messages,- memo messages.

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GENERAL OVERVIEW

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ENGINE/WARNING DISPLAY PRESENTATION (1)

ENGINE/WARNING DISPLAY AREAS

UPPER AREAThe symbols of the upper area are permanently displayed. Theparameters are provided in the form of analog and/or digital indications(refer to related chapter for detailed description).

LEFT MEMO AREATakeoff (TO) or landing memo, normal memo, independent failuremessages, or primary failure messages and actions to do are displayedin the left memo area. As soon as a failure is detected, the memomessages are replaced by warning/caution messages.

RIGHT MEMO AREANormal memo and secondary failure messages are displayed in theright memo area. For example when an ENGine ANTI ICE P/B is setto ON, ENG A.ICE appears on the right memo area. During TO andlanding, most of the warnings are inhibited to avoid distraction of thecrew. For example, at TO, when the second engine is set to TO powerand until the aircraft has reached 1.500 ft, TO INHIB is displayed.

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ENGINE/WARNING DISPLAY AREAS - UPPER AREA ... RIGHT MEMO AREA

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ENGINE/WARNING DISPLAY PRESENTATION (1)

ADVISORY AND STATUS INDICATION

Advisory and status indications are "attention getters" on the display.

ADVISORY INDICATIONADV: Advisory white message appears only in single displayconfiguration. It flashes on the lower memo area to signal to the pilotthat a parameter drifts from its normal value. As the correspondingsystem page cannot be displayed on the lower ECAM DU, the pilothas to fetch the information on the ECAM Control Panel (ECP): theassociated key flashes to indicate which system is concerned.

NOTE: In normal display configuration (dual display), the relevantsystem page is automatically displayed on System Display(SD), so the ADV indication doesn't appears on the EWD.

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ADVISORY AND STATUS INDICATION - ADVISORY INDICATION

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ENGINE/WARNING DISPLAY PRESENTATION (1)

ADVISORY AND STATUS INDICATION (continued)

STATUS AND ARROW INDICATIONSTS: Status indicates that a status message is present on the ECAMSD page. Overflow arrow: only concerns the warning messages andindicates that the messages exceed the capacity of the display on theleft memo area. In this case, the heading titles of the warning messagesare displayed on the right memo area.

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ADVISORY AND STATUS INDICATION - STATUS AND ARROW INDICATION

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ECAM ADVISORY & FAILURE RELATED MODES (3)

ALERT CLASSIFICATION

GENERALThe alerts are classified in three levels. They depend on the importanceand urgency of the corrective actions required.- level 3: warnings (highest priority),- level 2: cautions,- level 1: cautions,- status messages.At each level, the alert messages are also classified by priority order.

LEVEL 3Level 3 agrees with an emergency configuration. Corrective orpalliative action must be taken by the crew immediately.These warnings are associated with:- Continuous Repetitive Chime (CRC) or specific sound,- warning messages on Cathode Ray Tube (CRT),- MASTER WARNing light flashing red.Typical level 3 warnings are:- aircraft in dangerous configuration or limit flight conditions (Stall,overspeed),- system failure altering flight safety (Engine fire, excess cabinaltitude),- serious system failure (Dual hydraulic failure).

LEVEL 2Level 2 agrees with an abnormal configuration. Immediate crewawareness is required, but not immediate corrective action. The crewmust decide when to take the corrective action.These warnings are associated with:- Single Chime (SC),- MASTER CAUTion light amber,- warning messages on CRT.

The level 2 system failure has no direct consequence on flight safety.

LEVEL 1Level 1 agrees with a configuration requiring crew monitoring, mainlyfailures leading to a loss of redundancy or degradation of a system.The attention getters (lights and sounds) are not activated by a level1 alert.

STATUSSome defects which do not trigger warnings or cautions, but whichrequire further maintenance actions, will be indicated to the crew bymeans of a status indication, pulsing after engine shutdown. It isnecessary to call the status page manually to see the title of the affectedsystem.

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ALERT CLASSIFICATION - GENERAL ... STATUS

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ECAM ADVISORY & FAILURE RELATED MODES (3)

TYPE OF FAILURE

GENERALThe failures may be of three different types, independently of theirclassification.There are 3 separate types of warnings or cautions:- those associated with an independent failure,- those associated with a primary failure,- those associated with a secondary failure.

INDEPENDANT FAILUREAn independent failure is a failure, which affects an isolated item ofequipment or system without affecting another one.Example: Flight Warning Computer (FWC) 1 failure.

NOTE: An independent failure is displayed with the title underlined.

PRIMARY FAILUREA primary failure is a failure of an item of equipment or systemcausing the loss of other equipment.Example: Green hydraulic system failure may lead to the loss of apair of spoilers.

NOTE: A primary failure is displayed with a box around the failure.

SECONDARY FAILUREA secondary failure is a loss of an item of equipment or systemresulting from a primary failure.Example: Loss of a pair of spoilers after a hydraulic system failure.The titles of the system pages corresponding to the secondary failuresare indicated on the lower right part of the Engine/Warning Display(EWD) by an asterisk.

NOTE: This part can be used if necessary to display heading titlesof warnings if the left part of the EWD is full.

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TYPE OF FAILURE - GENERAL ... SECONDARY FAILURE

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ECAM ADVISORY & FAILURE RELATED MODES (3)

ADVISORY

ADVISORY MODE IN NORMAL DUAL DISPLAYThe value of some critical system parameters is monitored by anadvisory mode. In Electronic Centralized Aircraft Monitoring (ECAM)normal display, when a value drifts from its normal range, thecorresponding system page is displayed automatically in order toattract crew attention well before reaching the warning or cautionlevel. The affected parameter and the system page title pulse. Thecorresponding key light on the ECAM Control Panel (ECP) is on.Example: The CAB PRESS page will be displayed if the cabin altitudeincreases above its normal value, but is still well below the thresholdof the warning. In this case the crew may revert to manual pressurecontrol and prevent warning activation.

NOTE: An advisory may or may not lead to a failure. They aretotally independent one from the other.

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ADVISORY - ADVISORY MODE IN NORMAL DUAL DISPLAY

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ECAM ADVISORY & FAILURE RELATED MODES (3)

ADVISORY (continued)

ADVISORY MODE IN ECAM MONO DISPLAYIn ECAM MONO display mode (one ECAM CRT remaining), whena value drifts from its normal range, a white ADV message flashes inthe center of the EWD to attract crew attention. As the related systempage cannot be displayed automatically on the System Display (SD),the pilot has to fetch the information on the ECP: the associated keylight flashes to indicate which system is concerned.

NOTE: The CAB PRESS system page is given as an example.

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ADVISORY - ADVISORY MODE IN ECAM MONO DISPLAY

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ECAM WARNINGS PRESENTATION (1)

ECAM DISPLAY WITH AIRCRAFT SYSTEM FAILURE

In case of aircraft system failure, an aural warning, the Single Chime(SC), a visual warning and the MASTER CAUTion, attract your attention.The Engine/Warning Display (EWD) indicates the title of the failure andthe actions to take. On the status and System Display (SD), the hydraulicpage is called automatically. The CLeaR P/Bs come on and as long asthe failure is not cleared, they stay on. On the hydraulic panel the FAULTlights come on, indicating the P/Bs to release out.

NOTE: In this module, parameters are given for a CFM engine. For anIAE engine, the parameters will be shown as follows: EnginePressure Ratio (EPR), EGT, N1 and N2). The graphics showan example of sequence of Electronic Centralized AircraftMonitoring (ECAM) displays in case of green hydraulic systemfault. This may be different to your aircraft configuration.

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ECAM DISPLAY WITH AIRCRAFT SYSTEM FAILURE

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ECAM WARNINGS PRESENTATION (1)

CREW CORRECTIVE ACTIONS

CORRECTIVE ACTIONSWhen you press the MASTER CAUT, it goes off. Then, actionsindicated on the EWD have to be done. First, switch OFF the PowerTransfer Unit (PTU) P/B on the hydraulic panel, and then switch OFFthe GREEN ENGine 1 PUMP P/B.

RESULTSThe corrective actions have been taken. All the FAULT lights are off.On the EWD, the messages associated to the corrective action havedisappeared. On the left hand side of the EWD, the result of the failureappears indicating that it is a primary failure. On the right hand side,the secondary failures are displayed.

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CREW CORRECTIVE ACTIONS - CORRECTIVE ACTIONS & RESULTS

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ECAM WARNINGS PRESENTATION (1)

CLEARING OF THE WARNINGS

When you press CLR, on the left hand part of the EWD the title of thefailure disappears and MEMO messages come back. The system pagecorresponding to the first secondary failure is displayed. When you pressCLR again, the title of the first secondary failure disappears. The systempage associated with the next secondary failure is displayed. When youpress CLR a third time, the title of the secondary failure disappears. TheMEMO message comes back on the right hand part of the EWD. TheSTATUS page is displayed.

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CLEARING OF THE WARNINGS

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ECAM WARNINGS PRESENTATION (1)

STATUS REMINDER AND RECALL FUNCTION

When you press CLR a last time, the STATUS reminder STS on theEWD indicates that the STATUS page is not empty and the CLR P/Bsgo off. On the status page, the cruise page (related to the present flightphase) comes back. The warning has been cleared. The ReCalL P/B letsthe crew reactivate the Cathode Ray Tube (CRT) presentation of an alertinhibited either through the flight phase or by the CLR function.

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STATUS REMINDER AND RECALL FUNCTION

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EIS ABNORMAL OPERATION (3)

FAILURE OF ONE EFIS DISPLAY UNIT

In case of Electronic Flight Instrument System (EFIS) Display Unit (DU)failure the Primary Flight Display (PFD) image has priority over theNavigation Display (ND) image. The PFD is displayed on the remainingDU.

NOTE: In this module, parameters are given for a CFM engine. For anIAE engine, the parameters will be shown as follows: EnginePressure Ratio (EPR), EGT, N1 and N2.

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FAILURE OF ONE EFIS DISPLAY UNIT

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FAILURE OF THE ENGINE/WARNING DISPLAY UNIT

The Engine/Warning Display (EWD) has priority over the System Display(SD). The EWD is automatically transferred to the lower ElectronicCentralized Aircraft Monitoring (ECAM) DU, replacing the system/statusdisplay. All ECAM information and system/status pages are availableon this single display. This configuration is called "ECAM mono display".

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FAILURE OF BOTH ECAM DISPLAY UNITS

ECAM/ND transfer (XFR) is done to get the engine/warning image back.All the ECAM images are lost momentarily. However the crew canrecover the engine/warning image by using the ECAM/ND XFR rotaryselector. The engine/warning image will then be displayed instead of theND. This configuration is called "ECAM mono display" because allECAM information is available on a single display.

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FAILURE OF BOTH ECAM DISPLAY UNITS

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EIS ABNORMAL OPERATION (3)

FAILURE OF ONE DMC

The crew will select Display Management Computer (DMC) 3 to replacethe failed DMC. The following message with the action to do is indicatedon the EWD:EIS DMC 1 FAULT- EIS DMC SWITCH.... CAPTOrEIS DMC 2 FAULT- EIS DMC SWITCH.... F/ODepending on the faulty (DMC).

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EIS ABNORMAL OPERATION (3)

FAILURE OF DMC 1+3

The ECAM system page can temporarily be displayed instead of theengine/warning image by manual page call.- loss of PFD and ND images on CAPT instrument panel.- loss of ECAM system page. ECAM in mono display.MASTER CAUTion light comes on. The following message is displayed:EIS DMC 1+ 3 FAULT

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ECAM CONTROL PANEL FAILURE

The EMERgency CANCel, CLeaR, ReCalL, ALL and StaTuS functionsremain available. They let the use of the Electronic Instrument System(EIS).

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ECAM CONTROL PANEL FAILURE

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EIS ABNORMAL OPERATION (3)

FAILURE OF ONE SDAC

There is no operational consequence due to the redundancy of the EISsystem.The following message is displayed:FWS SDAC 1 FAULTOrFWS SDAC 2 FAULTDepending on the faulty System Data Acquisition Concentrator (SDAC).

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FAILURE OF SDAC 1+2

Loss of most of amber warnings. The following message is displayed:FWS SDAC 1+ 2 FAULT- MONITOR OVERHEAD PANEL- ECAM ENG FUEL F/CTL WHEEL SYS PAGES AVAIL

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EIS ABNORMAL OPERATION (3)

FAILURE OF ONE FWC

There is no operational consequence due to the redundancy of the EISsystem.The following message is displayed:FWS FWC 1 FAULTOrFWS FWC 2 FAULTDepending on the faulty Flight Warning Computer (FWC).

NOTE: Only the half part of each MASTER WARN and MASTERCAUT light remains operative.

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EIS ABNORMAL OPERATION (3)

FAILURE OF FWC 1+2

Loss of aural warnings. Loss of text messages on EWD display. Loss ofattention getters. The DMC receives no data from the FWCs and displaysthe following message:FWS FWC 1+ 2 FAULT- MONITOR SYS- MONITOR OVERHEAD PANEL.

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EXTERNAL SOURCE INFORMATION FAILURES

In the case of external source information failures, the lost informationappears in red on the PFD or ND. It is possible to recover certaininformation by following the EWD instructions: in this example "ATTHDG SWTG F/O" on the switching panel. This enables manual sourcereconfiguration for attitude and heading data. On the EWD, the failedcomponent is also displayed.

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EXTERNAL SOURCE INFORMATION FAILURES

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EIS WARNINGS (3)

FWC 1+2 FAULT

In this case, only an Electronic Centralized Aircraft Monitoring (ECAM)message is given. There is no MASTER light and aural warning as theyare generated by the Flight Warning Computers (FWCs). The crew hasto closely monitor the aircraft systems through the overhead panel orECAM system pages.

FWC 1(2) FAULT

As two identical FWCs are given, ECAM operation is not affected.

SDAC 1+2 FAULT

In case of System Data Acquisition Concentrators (SDACs) fault, theaural warning sounds and the MASTER CAUTion comes on. Most ofthe amber warnings are lost. The crew has to carefully monitor theoverhead panel. ENG, FUEL, F/CTL and WHEEL ECAM system pagesremain available.

SDAC 1(2) FAULT

As two identical SDACs are given, ECAM operation is not affected.

DMC 1+2 FAULT

In case of Display Management Computer (DMC) 1 and DMC2 fault,the aural warning sounds and the MASTER CAUT comes on. AllElectronic Flight Instrument System (EFIS) and ECAM images are lost.One pilot must place the Electronic Instrument System (EIS) DMCselector switch to the position CAPT 3, or F/O 3 to have his PrimaryFlight Display (PFD), Navigation Display (ND) and either upper or lowerECAM images driven by the DMC 3. In the position CAPT 3, a diagonalline is displayed on lower ECAM Display Unit (DU) and F/O EFIS. Inthe position F/O 3, a diagonal line is displayed on upper ECAM DU and

CAPT EFIS. The lower ECAM DU displays the Engine/Warning Display(EWD) images (possibility to display a system or status imagetemporarily). The ECAM is in mono display.

DMC 1(2)+3 FAULT

In case of DMC1 and DMC3 fault, the aural warning sounds and theMASTER CAUT comes on. The captain PFD and ND data, and theECAM System Display (SD) data lost. The ECAM is in mono display.

NOTE: If DMC 2+3 fail, the F/O EFIS and ECAM SD data is lost.

DMC 1(2) FAULT

If the DMC1 (or DMC2) fails, the aural warning sounds and the MASTERCAUT comes on. The captain (or first officer) PFD and ND data, andthe ECAM SD data are lost. The captain has to transfer to DMC 3 torecover the three DUs.

DMC 3 FAULT

When the DMC3 fails, the aural warning sounds and the MASTER CAUTcomes on. There is no change on the six DUs but a single warningmessage is displayed on the EWD to indicate this DMC 3 fault.

OPERATING LIMITATIONS

One among SDAC, FWC, DMC and DU may be inoperative for dispatch.

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FWC 1+2 FAULT ... OPERATING LIMITATIONS

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EIS ARCHITECTURE (1)

EFIS-ECAM

The Electronic Instrument System (EIS) is shown on 6 identical LiquidCrystal Display (LCD) units and controlled through the EIS controlpanels. The Electronic Centralized Aircraft Monitoring (ECAM) displaysare identical and controlled through the ECAM Control Panel (ECP).The Electronic Flight Instrument System (EFIS) displays are controlledby the EFIS control panels and the lighting/loudspeaker control panels.

DMC

The Display Management Computers (DMCs) are data concentrator andreceive data from aircraft sensors and systems. They send them to theDisplay Units (DUs). The DUs compute and display the images on eachunit. In normal operation DMC1 drives the CAPT Primary Flight Display(PFD), the CAPT Navigation Display (ND), Engine/Warning Display(EWD) and System Display (SD). In normal operation DMC 2 drivesthe F/O PFD and ND DUs. If DMC 1 fails, it is automatically replacedby DMC 2 for ECAM only. DMC 2 cannot drive the CAPT PFD andND; a manual switching to DMC 3 is required. DMC 3 can drive any ofthe six DUs. DMC 3 is a hot spare awaiting the failure of DMC 1 or 2and can be switched to drive the DUs linked to the failed DMC.

FWC

The Flight Warning Computers (FWCs) monitor the aircraft systems.Each FWC generates all warning and caution messages, supplies theattention getters, computes the flight phase and provides aural warnings.

SDAC

The System Data Acquisition Concentrators (SDACs) receive varioussignals from the aircraft systems and send them to the FWCs and to theDMCs.

INPUTS

The inputs received by the FWC are used to elaborate red warnings.Various items of information for systems like engines, fuel, navigationand which do not agree with a warning, are directly sent to the DMCs.The inputs received by the SDACs are used by the DMCs to displaysystem pages and by the FWCs to generate amber warnings.

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EFIS-ECAM ... INPUTS

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ENGINE/WARNING DISPLAY PRESENTATION (1)

GENERAL

The Engine/Warning Display (EWD) is normally on the upper DisplayUnit (DU), it is divided into upper and lower areas. The EWD is dedicatedto the presentation of information.

EWD INFORMATIONOn the upper area are permanently displayed:- Primary engine parameters,- Slat/flap position indication,- Fuel On Board (FOB).On the lower area are displayed:- Memos, failure messages and actions to be performed. DuringTakeOff (TO) and landing, most of the warnings are inhibited.

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GENERAL - EWD INFORMATION

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ENGINE/WARNING DISPLAY PRESENTATION (1)

ADVISORY AND STATUS INDICATION

There are conditions when additional symbols are displayed, on the EWDlower area. The symbols are ADV (Advisory), STS (Status) and an arrow(overflow).

ADVISORY INDICATIONAdvisory (ADV) appears in single display configuration, it flasheson the lower memo area if a parameter drifts from its normal value.Also the relevant ECAM Control Panel (ECP) key flashes.

NOTE: Note: in normal display configuration (dual display) therelated SD page is automatically shown, so the ADV symbolis not needed.

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ADVISORY AND STATUS INDICATION - ADVISORY INDICATION

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ENGINE/WARNING DISPLAY PRESENTATION (1)

ADVISORY AND STATUS INDICATION (continued)

STATUS INDICATIONStatus (STS) indicates that a status message is present on the SD STSpage.

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ADVISORY AND STATUS INDICATION - STATUS INDICATION

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ENGINE/WARNING DISPLAY PRESENTATION (1)

ADVISORY AND STATUS INDICATION (continued)

ARROW INDICATIONThe overflow arrow in green color indicates that warning messagesexceed the capacity of the display on the left memo area.

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ADVISORY AND STATUS INDICATION - ARROW INDICATION

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ECAM ADVISORY & FAILURE RELATED MODES (3)

ALERT CLASSIFICATION

GENERALThe alerts are classified in three levels. They depend on the importanceand urgency of the corrective actions required.- level 3: warnings (highest priority)- level 2: cautions- level 1: cautions- status messagesAt each level, the alert messages are also classified by priority order.

LEVEL 3Level 3 corresponds to an emergency configuration. Corrective orpalliative action must be taken by the crew immediately.These warnings are associated with:- Continuous Repetitive Chime (CRC) or specific sound,- warning messages on Liquid Crystal Display (LCD),- MASTER WARNing light flashing red.Typical level 3 warnings are:- aircraft in dangerous configuration or limit flight conditions (Stall,overspeed),- system failure altering flight safety (Engine fire, excess cabinaltitude),- serious system failure (Dual hydraulic failure).

LEVEL 2Level 2 agrees with an abnormal configuration. Immediate crewawareness is required, but not immediate corrective action. The crewmust decide when to take the corrective action.These warnings are associated with:- Single Chime (SC),- MASTER CAUTion light amber,- warning messages on LCD.

The level 2 system failure has no direct consequence on flight safety.

LEVEL 1Level 1 agrees with a configuration requiring crew monitoring, mainlyfailures leading to a loss of redundancy or degradation of a system.The attention getters (lights and sounds) are not activated by a level1 alert.

STATUSSome defects which do not trigger warnings or cautions, but whichrequire further maintenance actions, will be indicated to the crew bymeans of a status indication, pulsing after engine shutdown. It isnecessary to call the status page manually to see the title of the affectedsystem.

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ALERT CLASSIFICATION - GENERAL ... STATUS

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ECAM ADVISORY & FAILURE RELATED MODES (3)

TYPE OF FAILURE

GENERALThe failures may be of three different types, independently of theirclassification.There are 3 separate types of warnings or cautions:- those associated with an independent failure,- those associated with a primary failure,- those associated with a secondary failure.

INDEPENDANT FAILUREAn independent failure is a failure, which affects an isolated item ofequipment or system without affecting another one.Example: Flight Warning Computer (FWC) 1 failure.

NOTE: An independent failure is displayed with the title underlined.

PRIMARY FAILUREA primary failure is a failure of an item of equipment or systemcausing the loss of other equipment.Example: Green hydraulic system failure may lead to the loss of apair of spoilers.

NOTE: A primary failure is displayed with a box around the failure.

SECONDARY FAILUREA secondary failure is a loss of an item of equipment or systemresulting from a primary failure.Example: Loss of a pair of spoilers after a hydraulic system failure.The titles of the system pages corresponding to the secondary failuresare indicated on the lower right part of the Engine/Warning Display(EWD) by an asterisk.

NOTE: This part can be used if necessary to display heading titlesof warnings if the left part of the EWD is full.

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TYPE OF FAILURE - GENERAL ... SECONDARY FAILURE

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ECAM ADVISORY & FAILURE RELATED MODES (3)

ADVISORY

ADVISORY MODE IN NORMAL DUAL DISPLAYThe value of some critical system parameters is monitored by anadvisory mode. In Electronic Centralized Aircraft Monitoring (ECAM)normal display, when a value drifts from its normal range, thecorresponding system page is displayed automatically in order toattract crew attention well before reaching the warning or cautionlevel. The affected parameter and the system page title pulse. Thecorresponding key light on the ECAM Control Panel (ECP) is on.Example: The CAB PRESS page will be displayed if the cabin altitudeincreases above its normal value, but is still well below the thresholdof the warning. In this case the crew may revert to manual pressurecontrol and prevent warning activation.

NOTE: An advisory may or may not lead to a failure. They aretotally independent one from the other.

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ADVISORY - ADVISORY MODE IN NORMAL DUAL DISPLAY

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ECAM ADVISORY & FAILURE RELATED MODES (3)

ADVISORY (continued)

ADVISORY MODE IN ECAM MONO DISPLAYIn ECAM MONO display mode (one ECAM LCD remaining), whena value drifts from its normal range, a white ADV message flashes inthe center of the EWD to attract crew attention. As the correspondingsystem page cannot be displayed automatically on the System Display(SD), the pilot has to fetch the information on the ECP: the associatedkey light flashes to indicate which system is concerned.

NOTE: The CAB PRESS system page is given as an example.

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ADVISORY - ADVISORY MODE IN ECAM MONO DISPLAY

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ECAM WARNINGS PRESENTATION (1)

ECAM DISPLAY WITH AIRCRAFT SYSTEM FAILURE

In case of aircraft system failure, an aural warning, the Single Chime(SC), a visual warning and the MASTER CAUTion, attract your attention.The Engine/Warning Display (EWD) indicates the title of the failure andthe actions to take. On the status and System Display (SD), the hydraulicpage is called automatically. The CLeaR P/Bs come on and as long asthe failure is not cleared, they stay on. On the hydraulic panel the FAULTlights come on, indicating the P/Bs to release out.

NOTE: In this module, parameters are given for a CFM engine. For anIAE engine, the parameters will be shown as follows: EnginePressure Ratio (EPR), EGT, N1 and N2). The graphics showan example of sequence of Electronic Centralized AircraftMonitoring (ECAM) displays in case of green hydraulic systemfault. This may be different to your aircraft configuration.

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ECAM DISPLAY WITH AIRCRAFT SYSTEM FAILURE

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ECAM WARNINGS PRESENTATION (1)

CREW CORRECTIVE ACTIONS

CORRECTIVE ACTIONSWhen you press the MASTER CAUT, it goes off. Then, actionsindicated on the EWD have to be done. First, switch OFF the PowerTransfer Unit (PTU) P/B on the hydraulic panel, and then switch OFFthe GREEN ENGine 1 PUMP P/B.

RESULTSThe corrective actions have been taken. All the FAULT lights are off.On the EWD, the messages associated to the corrective action havedisappeared. On the left hand side of the EWD, the result of the failureappears indicating that it is a primary failure. On the right hand side,the secondary failures are displayed.

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CREW CORRECTIVE ACTIONS - CORRECTIVE ACTIONS & RESULTS

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ECAM WARNINGS PRESENTATION (1)

CLEARING OF THE WARNINGS

When you press CLR, on the left hand part of the EWD the title of thefailure disappears and MEMO messages come back. The system pagecorresponding to the first secondary failure is displayed. When you pressCLR again, the title of the first secondary failure disappears. The systempage associated with the next secondary failure is displayed. When youpress CLR a third time, the title of the secondary failure disappears. TheMEMO message comes back on the right hand part of the EWD. TheSTATUS page is displayed.

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CLEARING OF THE WARNINGS

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ECAM WARNINGS PRESENTATION (1)

STATUS REMINDER AND RECALL FUNCTION

When you press CLR a last time, the STATUS reminder STS on theEWD indicates that the STATUS page is not empty and the CLR P/Bsgo off. On the status page, the cruise page (related to the present flightphase) comes back. The warning has been cleared. The ReCalL P/B letsthe crew reactivate the Liquid Crystal Display (LCD) presentation of analert inhibited either through the flight phase or by the CLR function.

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STATUS REMINDER AND RECALL FUNCTION

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EIS ABNORMAL OPERATION (3)

EIS ABNORMAL OPERATION

In order to ensure reliability of the displayed data, the ElectronicInstrument System (EIS) has three main types of reconfiguration:- In the case of single or multiple Display Unit (DU) failures,- In the case of single or multiple Display Management Computer (DMC)failures,- In the case of external (sensor/computer) source failure.

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EIS ABNORMAL OPERATION

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EIS ABNORMAL OPERATION (3)

SINGLE OR MULTIPLE FAILURE

Many failures could occur on the EIS like:- Primary Flight Display (PFD),- Navigation Display (ND),- Electronic Centralized Aircraft Monitoring (ECAM) Upper or lowerDU,- Multiple DU,- ECAM Control Panel (ECP),- System Data Acquisition Concentrator (SDAC),- Flight Warning Computer (FWC),- DMC.

PFD DU FAILUREIn the case of PFD failure (detected) or if the PFD unit is switchedoff by means of its potentiometer, the PFD is automatically displayedon the ND unit.

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SINGLE OR MULTIPLE FAILURE - PFD DU FAILURE

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SINGLE OR MULTIPLE FAILURE (continued)

PFD DU FAILURE (PFD/ND XFR)The PFD/ND transfer (XFR) P/BSW provides the crew with thepossibility to recover the ND image on the ND unit, if necessary.Display change is performed by software switching of the PFD/NDoutputs inside the DMC.

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SINGLE OR MULTIPLE FAILURE - PFD DU FAILURE (PFD/ND XFR)

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SINGLE OR MULTIPLE FAILURE (continued)

ND DU FAILUREIn the case of ND unit failure the crew has the possibility to presentthe ND image by pressing the PFD/ND XFR P/BSW.

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SINGLE OR MULTIPLE FAILURE - ND DU FAILURE

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SINGLE OR MULTIPLE FAILURE (continued)

ND DU FAILURE (PFD/ND XFR)The ND screen stays instead of the PFD screen until the PFD/NDXFR P/BSW is pressed again.

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SINGLE OR MULTIPLE FAILURE - ND DU FAILURE (PFD/ND XFR)

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SINGLE OR MULTIPLE FAILURE (continued)

UPPER ECAM DU FAILUREIn the case of an upper display (EWD) failure or if the upper displaycontrol potentiometer is turned to off, the upper display isautomatically transferred on the lower display, this mode is calledECAM single display mode.

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SINGLE OR MULTIPLE FAILURE - UPPER ECAM DU FAILURE

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SINGLE OR MULTIPLE FAILURE (continued)

UPPER ECAM DU FAILURE (SYSTEM PAGERECOVERING)In this case a system page can be recovered by pushing and holdinga system key on the ECP or by rotating the ECAM/ND XFR selectoron the switching panel in order to display the system page on the NDside.

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SINGLE OR MULTIPLE FAILURE - UPPER ECAM DU FAILURE (SYSTEM PAGE RECOVERING)

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EIS ABNORMAL OPERATION (3)

SINGLE OR MULTIPLE FAILURE (continued)

LOWER ECAM DU FAILUREIn case of lower DU failure or if the lower display is turned to off, noautomatic reconfiguration is possible, the ECAM works in singledisplay mode. Each crew member also has the possibility to presentthe SD image on the ND side only, and never on the PFD side, byrotating the ECAM/ND transfer selector switch on the switching panel.

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SINGLE OR MULTIPLE FAILURE - LOWER ECAM DU FAILURE

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SINGLE OR MULTIPLE FAILURE (continued)

BOTH ECAM DU FAILURE (ECAM ND XFR)In case of EWD unit and SD unit failure, each crew member has thepossibility to permanently present the EWD on the ND unit by rotatingthe ECAM/ND transfer selector switch on the switching panel.

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SINGLE OR MULTIPLE FAILURE (continued)

BOTH ECAM DU FAILURE (SYSTEM PAGERECOVERING)It is still possible to recover a system page by pushing and holding asystem key on the ECP.

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SINGLE OR MULTIPLE FAILURE (continued)

MULTIPLE DU FAILURE (SAME SIDE)In the case of PFD unit and ND unit failure (on the same side) noreconfiguration is possible.

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SINGLE OR MULTIPLE FAILURE - MULTIPLE DU FAILURE (SAME SIDE)

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SINGLE OR MULTIPLE FAILURE (continued)

ECAM CONTROL PANEL FAILUREIf the ECP fails, the main functions, emergency cancel (EMERCANC), clear (CLR), recall (RCL), all (ALL) and status (STS) remainavailable.

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SINGLE OR MULTIPLE FAILURE (continued)

SDAC FAILUREIn the case of a SDAC failure, there is no operational consequencedue to the redundancy of the EIS, the following message is displayedon the EWD: FWS SDAC 1 (or SDAC 2) FAULT.In case both SDACs fail the amber cautions and most of the systemdisplays are lost. The following message is displayed on the EWD:FWS SDAC 1+2 FAULT. ENG, FUEL, F/CTL and WHEEL ECAMpage data is available because it is already in ARINC 429 format andnot affected by SDAC failure.

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SINGLE OR MULTIPLE FAILURE (continued)

FWC FAILUREIn the case of a FWC failure, there is no operational consequence dueto the redundancy of the EIS, the following message is displayed onthe EWD: FWS FWC1 FAULT or FWS FWC2 FAULT. All attentiongetters and loudspeakers remain operative.If the DMCs receive no valid data from both FWCs, the message FWSFWC1 + 2 FAULT is displayed on the EWD. All other EWDmessages, aural warnings and attention getters are lost.

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SINGLE OR MULTIPLE FAILURE (continued)

DMC FAILUREIf DMC1 fails, DMC2 will automatically drive the ECAM DUs. TheCAPT has to switch to DMC3 by rotating the EIS DMC switch onthe switching panel to CAPT3 in order to recover also EFIS DUsthrough DMC3. If DMC 2 fails, the F/O has to switch to DMC3 byrotating the EIS DMC switch on the switching panel to F/O 3. Eitherthe CAPT or the F/O may select the DMC3.

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EXTERNAL SOURCE INFORMATION FAILURES

In the case of external source information failures, the lost informationappears in red on the PFD or ND. It is possible to recover certaininformation by following the EWD instructions: in this example "ATTHDG SWTG F/O" on the switching panel. This enables manual sourcereconfiguration for attitude and heading data. On the EWD, the failedcomponent is also displayed.

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EIS WARNINGS (3)

FWC 1+2 FAULT

In this case, only an Electronic Centralized Aircraft Monitoring (ECAM)message is given. There is no MASTER light and aural warning as theyare generated by the Flight Warning Computers (FWCs). The crew hasto carefully monitor the aircraft systems through the overhead panel orECAM system pages.

FWC 1(2) FAULT

As two identical FWCs are given, ECAM operation is not affected.

SDAC 1+2 FAULT

In case of System Data Acquisition Concentrators (SDACs) fault, theaural warning sounds and the MASTER CAUTion comes on. Most ofthe amber warnings are lost. The crew has to carefully monitor theoverhead panel. ENG, FUEL, F/CTL and WHEEL ECAM system pagesremain available.

SDAC 1(2) FAULT

As two identical System Data Acquisition Concentrators (SDACs) aregiven, ECAM operation is not affected.

DMC 1+2 FAULT

In case of Display Management Computer (DMC) 1 and DMC2 fault,the aural warning sounds and the MASTER CAUT comes. All ElectronicFlight Instrument System (EFIS) and ECAM images are lost. One pilotmust place the Electronic Instrument System (EIS) DMC selector switchto the position CAPT 3 or F/O 3 to have his Primary Flight Display (PFD),Navigation Display (ND) and ECAM images driven by the DMC3. Inthe position CAPT 3, INVALID DATA is displayed on F/O EFIS. In theposition F/O 3, INVALID DATA is displayed on CAPT EFIS.

DMC 1(2)+3 FAULT

In case of DMC1 and DMC3 fault, the aural warning sounds and theMASTER CAUT comes on. The CAPT (or F/O) EFIS data are definitivelylost. The message INVALID DATA is displayed on the CAPT (or F/O)EFIS, and a single warning message is activated on the Engine/WarningDisplay (EWD). DMC2 (or DMC 1 if DMC 2 fails) takes overautomatically for ECAM images.

DMC 1(2) FAULT

If the DMC1 (or DMC2) fails, the aural warning sounds and the MASTERCAUT comes on. The CAPT EFIS data are lost. The message "INVALIDDATA" is displayed on the CAPT EFIS and a single warning messageis activated on the EWD. DMC2 takes over automatically for ECAMimages. The CAPT (or F/O) has to transfer to DMC3 to recover the twoEFIS Display Units (DUs).

DMC 3 FAULT

When DMC3 fails, the aural warning sounds and the MASTER CAUTcomes on. There is no change on the six DUs but a single warningmessage is displayed on the EWD to indicate this DMC 3 fault.

OPERATING LIMITATIONS

One among SDAC, FWC, DMC and DU may be inoperative for dispatch.

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ELECTRICAL CLOCK D/O (2)

AIR PRECISION CLOCK

TESTTo test the clock, the annunciator light switch must be set to TEST.Then all the displays should show eight.

UTC AND DATEWhen the clock is in normal configuration it displays the time. Thedate is displayed by pressing the SET turn and P/B when the time ofthe day is displayed. By pressing the SET turn and P/B once more thetime of the day will be displayed again.

UTC SETTINGThe setting of the Universal Time coordinated (UTC) is done withthe UTC selector. When the selector is in SET position, the seconddigits are blanked, the minute digits flash and the hour digits arefrozen. By rotating the SET button clockwise the minutes increase,anticlockwise the minutes decrease. By pushing the SET button thehours flash, the minutes are frozen and the seconds are blanked. Byturning the SET button, hours can be adjusted. When the UTC selectoris moved from SET to INT the clock starts running from the adjustedtime with the second digits at 00. When the UTC selector is in GlobalPositioning System (GPS) position, the clock is synchronized on theGPS time, if a GPS signal is present.

DATE SETTINGThe setting of the date is done with the UTC selector. By pressing theSET button, the date is displayed. By setting the UTC selector in SETposition, the year digits flash and the month and day digits are frozen.By turning the SET button clockwise or anticlockwise, years can bemodified to obtain the chosen value. By pushing the SET button, themonths and days can be adjusted in the same way.

CHRONOMETERA first press on the CHRonometer P/B starts the chronometer, a secondpress stops it and freezes the display, and a press on the ReSeT P/Bresets it.

ELAPSED TIMETo activate the Elapsed Time (ET) function, the ET selector must beset to RUN. When set to STP, the ET counter stops, and the displayis frozen. To reset the display, the selector must be set to RST (springloaded position) and it returns to STP.

FAILUREWith a clock failure or a loss of power supply, the digital displays areno longer available. With a loss of main electrical power supply, thetime is still counted in memory through the A/C battery supply, exceptfor the CHR and ET functions.

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ELECTRICAL CLOCK D/O (2)

SMITH CLOCK

TESTTo test the clock, the annunciator light switch must be set to TEST.Then all the displays should show eight.

UTC AND DATEWhen the clock is in normal configuration, it displays the time. Thedate is displayed by pressing the DATE P/BSW, when the time of theday is displayed. The clock displays successively the day and monthand the year. By pressing the DATE P/BSW once more the time ofthe day will be displayed again.

UTC SETTINGThe setting of the UTC is done with the UTC selector. Setting thehours and minutes: the UTC switch is set to HSD. When the figurefor hours is correct, the UTC switch is set to MSM. In this position,when the figure for the minutes is correct, the UTC switch is set toHLDY. Once in the HLDY position, if the time is correct, the UTCswitch is set to the RUN position and the clock starts normal operation.

DATE SETTINGThe setting of the date is done with the UTC selector. Setting the day,month and year: the date P/BSW must be pressed, then the UTC switchis set to HSD. When the figure for the day is correct, the UTC switchis set to MSM. In this position, when the figure for the month iscorrect, the UTC switch is set to HLDY. In this position, when thefigure for the year is correct, the UTC switch is set to RUN.

CHRONOMETERA first press on the CHR P/B starts the chronometer, a second pressstops it, and a third press resets it.

ELAPSED TIMETo activate the ET function, the ET selector must be set to RUN.When set to HLD, the ET counter stops. To reset the display, theselector must be set to RESET (spring loaded position) and it returnsto HLD.

FAILUREWith a clock failure or a loss of power supply, the digital displays areno longer available. With a loss of main electrical power supply, thetime is still counted in memory through the A/C battery supply, exceptfor the CHR function.

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ELECTRICAL CLOCK D/O (2)

SEXTANT CLOCK

TESTTo test the clock, the annunciator light switch must be set to TEST.Then all the displays should show eight.

UTC AND DATEThe center window (UTC) indicates the current time: hours andminutes. Periods of 15 seconds are indicated by three horizontalsegments.The current date (month, day and year) is displayed when the SETknob is pressed. To keep the date displayed, the SET P/B must beheld pressed in. To recover the time, the SET P/B must be released.

UTC AND DATE SETTINGAn UTC selector allows date and time updating:- MO: to set months and years- DY: to set day- HR: to set hours- MIN: to set minutes- RUN: to start the UTC counterThe UTC selector must be pressed and turned to set it from RUN toMINute position. When a function is selected with the UTC selector(except RUN), you can set it with the SET P/B. When pushed, theSET P/B decreases the displays. By turning it to either side, it increasesthe displays. After setting, the selector must be set back to RUN(pushed and turned).

CHRONOMETERAn upper window, called CHR indicates the minutes provided theCHR P/B has been pressed. The seconds are indicated by a sweephand. Pressing the CHR P/B activates the chronometer, pressing it

again will stop it. The chronometer is reset by pressing the CHR P/Ba third time.

ELAPSED TIMETo activate the ET function, the ET selector must be set to RUN.When set to STOP, the ET counter stops. To reset the display, theselector must be set to RST (spring loaded position) and it returns toSTOP.

FAILUREWith a clock failure or a loss of power supply, the digital displays areno longer available. With a loss of main electrical power supply, thetime (UTC and ET) is still counted in memory through the clockbuilt-in-battery, except for the chronometer function.When power is restored:- the chronometer pointer returns to zero if previously displaced,- the UTC and ET indications reappear, indicating current value.

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CFDS FAULT PROCESSING (3)

BITE

Most aircraft system computers are equipped with a Built-In TestEquipment (BITE). The BITE, which is an electronic device (hard + soft),monitors permanently the system operation. When a failure is detected,it is stored in the BITE memory and is transmitted to the CentralizedFault Display Interface Unit (CFDIU). Memorization of the 64 previouslegs report is done by most of the BITEs.

MEMORIZATION

Memorization of failures is different when the aircraft is on ground or inflight. The full BITE functions and memorization operate in flight.On ground, the memorization is done only in the BITEs. The BITEs areprovided with flight and ground memory zones.

CFDIU

The CFDIU centralizes all information concerning aircraft system failures.Reading or printing of all the failure information is done in the cockpit.The Centralized Fault Display System (CFDS = CFDIU + BITEs)functions are accessed through the MCDUs.

CFDS MODES

Two CFDS modes are available: NORMAL and MENU modes. TheMENU MODE is available only on ground.

NORMAL MODEIn this mode, the CFDIU scans all the connected system outputs andmemorizes the failure messages in order to generate the CURRENT(LAST) LEG REPORT and the CURRENT (LAST) LEG ECAMREPORT. In flight the CFDS always operates in the normal mode.

MENU MODEIn this mode, the CFDIU dialogues with one computer at a time inorder to read the contents of its BITE memory and to initiate varioustests. This mode can only be selected on ground and interrupts thenormal mode of operation.

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CFDS FAULT PROCESSING (3)

REPORTS

LAST/CURRENT LEG REPORTA CURRENT LEG REPORT is elaborated during the flight. Afterthe flight, its title becomes LAST LEG REPORT. The purpose of thisitem is to present the failure messages, concerning all systems,occurred during the last/current flight. Each message contains the testof the failure, the ATA reference and the flight phase and time atwhich the failure occurred. A function correlates the "SOURCE"failure message with the "resulting" failure messages.SOURCE: Name of system affected by a failure.IDENTIFIER: Name of system affected by an external failure, whichis correlated with the "SOURCE" failure.The CFDIU capacity for failure messages memorization is up to 40lines.

LAST/CURRENT LEG ECAM REPORTA CURRENT LEG ECAM REPORT is elaborated during the flight.After the flight, its title becomes LAST LEG ECAM REPORT. Thepurpose of this item is to present the warning messages displayed onthe upper ECAM display unit during the last/current flight. These areprimary or independent warnings. Each message contains the ECAMwarning, the ATA reference and the flight phase and time at whichthe warning was triggered. When several identical and consecutivewarnings are transmitted, the CFDIU memorizes the first occurrenceonly and carries on counting with a maximum of 8. The occurrencecounter is displayed between brackets at the end of the message. TheCFDIU capacity for warning messages memorization is up to 40 lines.

POST FLIGHT REPORTThe Post Flight Report (PFR) is the sum of the LAST LEG REPORTand of the LAST LEG ECAM REPORT. The PFR can only be printedon ground. The list of ECAM WARNING MESSAGES and FAULT

MESSAGES with the associated time, flight phase and ATA referenceallow the maintenance crew to make a correlation for easiertrouble-shooting.Beginning of PFR recording:- if flight number inserted prior to first engine start, first engine start+ 3 minutes.- if not, aircraft speed > 80 knots.End of PFR recording:Aircraft speed < 80 knots + 30 seconds.

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REPORTS - LAST/CURRENT LEG REPORT ... POST FLIGHT REPORT

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INTERNAL/EXTERNAL FAILURES

Each BITE can make the difference between an internal and an externalfailure. Let us suppose that an Angle-Of-Attack (AOA) sensor failurehas been detected and that systems A, B and C are affected by this failure.The Air Data System (ADS) will transmit an internal failure while systemsA, B and C will transmit an external failure.

FAILURE GRAVITY

The failures are classified according to their importance:- class 1 failures are the most serious ones and require an immediatemaintenance action subject to the Minimum Equipment List (MEL).- class 2 failures may have consequences if a second failure occurs. Aclass 2 failure must be repaired within 10 days.- class 3 failures can be left uncorrected until the next scheduledmaintenance check.

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INTERNAL/EXTERNAL FAILURES & FAILURE GRAVITY

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CFDS AIRCRAFT SYSTEM TYPES (1)

TYPE 1 SYSTEMS

Most systems are type 1 systems. These systems can memorize failures,which occurred in the last 64 flight legs. Type 1 systems are connectedto the Centralized Fault Display Interface Unit (CFDIU) via an ARINC429 input bus and an ARINC 429 output bus.

SINGLE COMPUTERThe first configuration in TYPE 1 is a single computer.Example: VHF 1 Transceiver.

MULTI COMPUTERThe second configuration in TYPE 1 includes several computers inthe same aircraft system. One computer concentrates the maintenancedata of the other computers.Example: Flight Management and Guidance Computers (FMGC) andFlight Augmentation Computer (FAC) with FMGC 1 as A, FMGC 2as B and FAC 1 as C.

DUPLICATED SYSTEMA duplicated system includes two different subsystems in the samecomputer.Example: Air Data Inertial Reference Unit (ADIRU) with ADR assubsystem 1 and IR as subsystem 2.

TYPE 2 SYSTEM

Type 2 systems memorize only failures from the last flight leg. Thediscrete signal is provided to initiate the test of the system.Example: Avionic Electronic Ventilation Computer (AEVC).

TYPE 3 SYSTEM

Type 3 systems are simple systems linked to the CFDS by only twodiscrete signals. Type 3 systems cannot memorize failure messages.

The discrete input permits to initiate the test or reset. The discrete outputindicates if the system is OK or not.Example: Transformer Rectifier Unit (TRU)

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TYPE 1 SYSTEMS ... TYPE 3 SYSTEM

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CFDS FAILURE CLASSIFICATION (1)

CLASS 1

Class 1 failures have an operational consequence on the flight. You candisplay the class 1 failures on the MCDU:- in the LAST (or CURRENT) LEG REPORT.- in the LAST (or CURRENT) LEG ECAM REPORT.These faults are also indicated to the crew in flight:- by the ECAM system (upper and/or lower Display Unit (DU)).- by local warning in the cockpit.Refer to the Minimum Equipment List (MEL):"GO", "GO IF" or "NO GO".

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CLASS 1

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CLASS 2

Class 2 failures have no immediate operational consequence and can bedisplayed on request on the ECAM STATUS page, under theMAINTENANCE title. You can display the class 2 failures on the MCDU:- in the LAST (or CURRENT) LEG REPORT.- in the LAST (or CURRENT) LEG ECAM REPORT.A class 2 failure has to be repaired within 10 days. Refer to the MEL:"GO" without condition. The example given here concerns a single smokedetector fault in the Smoke Detection Control Unit (SDCU).

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CLASS 2

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CLASS 3

Class 3 failures have no operational consequence. All aircraft systemsremain available. These faults are not indicated to the crew but you candisplay the name of the systems affected by at least a class 3 failure inthe AVIONICS STATUS (only available on ground). Do not refer to theMEL. Class 3 failures have no fixed time for correction. However,correction is recommended to improve the dispatch reliability. Class 3failures may be corrected during the A CHECK programmed maintenanceoperations.

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SYNTHESIS

Class 1 and 2 failures are displayed in the LAST (or CURRENT) LEGREPORT and in the LAST (or CURRENT) LEG ECAM REPORT.AVIONICS STATUS displays, on ground, the title of the systemscurrently affected by any failure class.

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SYNTHESIS

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CFDS REPORTS (1)

GENERAL

On ground, all the functions are available. In flight, only CURRENTLEG REPORT and CURRENT LEG ECAM REPORT are available.

NOTE: Note: The Centralized Fault Display System (CFDS) menucomprises two pages.

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GENERAL

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LAST/CURRENT LEG REPORT

The LAST LEG REPORT shows failure information delivered by theBuilt-in Test Equipments (BITEs) of the aircraft systems. It can store upto 40 failures occurred during the last leg. Pressing the Slat Flap ControlComputer (SFCC) channel 1 (3L) line key allows access to the relatedIDENTIFIERS page. The LAST LEG REPORT shows the internal failures(class one and two) only. The SOURCE/IDENTIFIERS page shows thelist of systems affected by the source failure, which is an external failurefor them. On the ground, the title of this item is LAST LEG REPORT.In flight, it is CURRENT LEG REPORT. When the report is shown onseveral pages, an arrow appears on the top right-hand corner. The NEXTPAGE key helps you to see the following pages. If you select the NEXTPAGE key on the last page, you come back to the first page. When youselect the PRINT line key, all the LAST LEG REPORT is printed, evenif it contains several pages.

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LAST/CURRENT LEG ECAM REPORT

The LAST LEG ECAM REPORT shows the list of Electronic CentralizedAircraft Monitoring (ECAM) warning messages sent to the CentralizedFault Display Interface Unit (CFDIU) by the Flight Warning Computers(FWC). It can store up to 40 warnings occurred during the last leg. Onground, the title of this item is LAST LEG ECAM REPORT; in flight itis CURRENT LEG ECAM REPORT. Documentary data appears on theprint report:- the A/C identification,- date and Greenwich Mean Time (GMT),- the flight number,- the city pair.When you select the PRINT line key, all the LAST LEG ECAM REPORTis printed.

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LAST/CURRENT LEG ECAM REPORT

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PREVIOUS LEGS REPORT

At each new flight leg, the content of the LAST LEG REPORT istransferred into the PREVIOUS LEGS REPORT. This report can storeup to 200 failures over the last 64 flight legs. The PREVIOUS LEGSREPORT is displayed only on ground. Each failure message contains thesame kind of data as the LAST LEG REPORT. For example:FEB 22 131222-00-00NO FAC 1 DATA (INTM)It also contains a flight leg counter relative to the previous flight. XX isthe number of flight legs before the last flight leg. For example:01 (previous leg).

NOTE: As the leg number changes at ground/flight transition, thecontent of the LAST LEG REPORT is stored and identified inthe PREVIOUS LEGS REPORT under the LEG -01. Atflight/ground transition, the LAST LEG REPORT in thePREVIOUS LEGS REPORT is identified as 00.

"INTM" means that the failure has occurred intermittently. When youmake a print of the PREVIOUS LEGS REPORT, only the displayed pageis printed.

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AVIONICS STATUS

The AVIONICS STATUS presents the list of systems, which are currentlyaffected by a failure. This function is only available on ground. Theinformation presented is permanently updated. The message contains thename of the system presently affected by a failure, i.e. VHF3, or a NOX DATA message when the related system bus is not active. For example:NO ILS 2 DATAThe AVIONICS STATUS also indicates the class 3 failures. (CLASS 3)means that the system is affected by at least one class 3 failure. Note thatthere could also be class 1 or 2 failures. When you make a print, all theAVIONICS STATUS report is printed even if it contains several pages.

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AVIONICS STATUS

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CFDS REPORTS (1)

SYSTEM REPORT/TEST

The SYSTEM REPORT/TEST function is available on the ground only.It enables a dialogue between the CFDS and one system computer. TheSYSTEM REPORT/TEST menu page presents the list of all the systemsconnected to the CFDIU, in ATA chapter order. An example of eachsystem type is available:- in Landing Gear (L/G) for type 1 systems,- in Air Conditioning (AIRCOND) for type 2 systems,- in Electrical (ELEC) for type 3 systems.

SYSTEM REPORT/TEST-BSCU A (Type 1 system)

Type 1 systems are the most common systems. The menu they presentdepends on the system itself. In the MENU mode, the menu is transmittedby the system itself. You talk directly with the system. The menu includesthree basic functions:- the LAST LEG REPORT,- the PREVIOUS LEGS REPORT,- the LRU IDENTIFICATION,and optional functions, depending on the system for example:- TROUBLE SHOOTING DATA,- CLASS 3 FAULTS,- TEST,- GROUND SCANNING.

LAST LEG REPORTThis function presents the internal and external failure messagesconcerning this system that appeared during the last flight. Thesefailure messages contain the name of the failed Line Replaceable Unit(LRU) associated with the time at which the failure occurred and theATA reference.

PREVIOUS LEGS REPORTThis function presents the internal and external failure messagesconcerning this system that appeared during the previous 64 flights.The failure messages contain the name of the failed LRU associatedwith the time and date at which the failure occurred, the flight number(-00 to -63) and the ATA reference.

LRU IDENTIFICATIONThis function presents the Part Number (PN) of the LRUs.

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SYSTEM REPORT/TEST & SYSTEM REPORT/TEST-BSCU A (TYPE 1 SYSTEM)

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SYSTEM REPORT/TEST-BSCU A (Type 1 system) (continued)

TROUBLE SHOOTING DATAThis item presents complementary information concerning the failuresfor trouble shooting at level 3 (engineering maintenance). Thesemessages contain data constituting a snapshot of the systemenvironment at the moment of the failure or contain parameters internalto the computer (Aircraft configuration, valve positions,...). Thisinformation is presented on MCDU in hexadecimal language. Whenrequired, the Trouble Shooting Manual (TSM) gives the interpretationof the message.

CLASS 3 faultsThis item presents class 3 failure messages concerning this systemthat appeared during previous flights. These failure messages containthe name of the equipment affected by a class 3 fault associated withthe time, the date, the flight number and the ATA reference.

TESTThis item initiates system tests and shows the test results on theMCDU. The CFDIU transmits the code of the line key (TEST) to thesystem. The system BITE executes its test and may display a waitmessage to the CFDIU when the test lasts for a long time. At the endof the test, the BITE transmits the test results to the CFDIU for display.

GROUND SCANNINGThis item presents the internal and external failures concerning thissystem and which are present when the request is made (on groundonly). This report is established by forcing the operation of the BITEin system normal mode (same BITE operation as in flight).

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SYSTEM REPORT/TEST-BSCU A (TYPE 1 SYSTEM) - TROUBLE SHOOTING DATA ... GROUND SCANNING

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SYSTEM REPORT/TEST-AEVC (Type 2 system)

Type 2 systems present a menu with one basic function, the LAST LEGREPORT and optional functions depending on the system. Unlike Type1 systems, Type 2 systems do not have a Menu Mode. These functionsare presented on the MCDU by the CFDIU: you are in PSEUDO-MENUmode. You do not talk directly to the system. The system permanentlytransmits its data on the system bus, and the CFDIU reads them, exceptfor the test. The menu includes one basic function:- the LAST LEG REPORT,and optional functions depending on the system, for example here- TEST,- CLASS 3 FAULTS.

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SYSTEM REPORT/TEST-AEVC (TYPE 2 SYSTEM)

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SYSTEM REPORT/TEST-GCU EMER (Type 3 system)

Type 3 systems present only one function on their menu. Type 3 systemshave no MENU mode. The available functions are shown by the CFDIU.The only possible functions are TEST or RESET. When you make a testor a reset, the CFDIU initiates the test or the reset, receives the result andshows it on the MCDU.

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SYSTEM REPORT/TEST-GCU EMER (TYPE 3 SYSTEM)

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POST FLIGHT REPORT

The POST FLIGHT REPORT (PFR) is the sum of the LAST LEGREPORT and of the LAST LEG ECAM REPORT. It is only availableon the printer. ECAM WARNING MESSAGES show/give the LASTLEG ECAM REPORT. FAULT MESSAGES show/give the LAST LEGREPORT.

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POST FLIGHT REPORT

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GMT/DATE INIT

The GMT/DATE INIT function is available only in case of clock failureand CFDIU power interrupt. In normal operation, the CFDIU receivesthe time from the clock. In the event of main clock failure, the CFDIUtransmits the time and the date using its internal clock. The CFDIU showsthe time on the ECAM Display Unit (DU). Re initialization of the timeand the date will be only necessary after a power cut-off. It shall be carriedout on MCDU through the GMT/DATE INIT function. GMT and dateare entered by using the scratchpad.

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GMT/DATE INIT

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ACARS/PRINT PROGRAM

This item sends the automatic transmission, via the Air Traffic ServiceUnit (ATSU), or printing of the following functions:- PFR,- real time failures,- real time warnings and,- avionics data.If "YES" is selected for the send and print columns, the CFDIU willautomatically transmit or print the PFR at the end of the flight or thefailures and warnings in real time. For avionics data, "YES" in the sendcolumn, means that the system pages will be sent to the ground when theoperator requests a print. A star beside "YES" or "NO" means that theseitems are modifiable. The programming of the send column is given bythe ATSU and the programming of the print control for the avionics datais given by the system itself.

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ACARS/PRINT PROGRAM

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PFR FILTER PROGRAM

The purpose of this function is to improve the operational use of the PFR,CURRENT/LAST LEG ECAM REPORT and LAST LEG REPORT, byfiltering all the spurious or unjustified failures/messages. It concerns thePFR printed at the end of the flight as well as the real-time failure andwarning information transmitted by the ATSU.

FILTER ACTIVATEDThe filter database is activated after correct uploading. It can bedeactivated then activated again through the second page of the mainmaintenance menu by pushing line key 4L then 2L. This database isadapted from Service Information Letter (SIL) 0028 under disketteform. It must be periodically updated.

PRINT FILTER CONTENTAction on line key 3R starts the printing of the maintenance filterdatabase.

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PFR FILTER PROGRAM - FILTER ACTIVATED & PRINT FILTER CONTENT

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CFDS PHASES (2)

GROUND/FLIGHT TRANSITION

Transition to flight (Event 1) is defined at the soonest or at the latestdepending on whether the flight number has been entered by the crewbefore take-off or not:- at the soonest: First engine start + 3 minutes if flight number enteredprior to first engine start.- at the latest: Aircraft speed > 80 knots if flight number not entered priorto first engine start.At event "1", the leg number is incremented.

IN FLIGHT PHASE

From event 1 until aircraft speed has been below 80 knots for 30 seconds,type 1 and 3 systems are considered in flight.

NOTE: Type 2 systems are only considered in flight from 30 secondsafter lift off up to touch down.

In flight, the system Built-In Test Equipment (BITE) ensures:- detection (Type 1/2/3 systems) and memorization in their flight memory(Type 1/2 systems only as type 3 system BITEs do not have any memory)of internal and external faults,- transmission to the Centralized Fault Display Interface Unit (CFDIU)of internal and external faults for memorization and establishment of theCURRENT LEG REPORT.This in flight phase corresponds to the Post Flight Report (PFR) recordingtime (Beginning and end of fault and Electronic Centralized AircraftMonitoring (ECAM) warning message memorization in the CFDIU).

FLIGHT/GROUND TRANSITION

Transition to ground occurs when, after touch down, the aircraft speedhas been below 80 knots for 30 seconds. At this time, the CURRENT

LEG REPORT is renamed under the title LAST LEG REPORT and isstored in the PREVIOUS LEGS REPORT.

NOTE: As the leg has not changed, the content of the LAST LEGREPORT is identified in the PREVIOUS LEGS REPORT underthe LEG -00.

ON GROUND PHASE

On ground, the system BITEs ensure:- detection (Type 1/2/3 systems) and memorization in their groundmemory (Type 1/2 systems) of internal faults only,- transmission to the CFDIU of internal faults for monitoring andestablishment of the AVIONICS STATUS.All Centralized Fault Display System (CFDS) functions (e.g. PFRprinting) are available on request through the MCDUs.

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GROUND/FLIGHT TRANSITION ... ON GROUND PHASE

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TROUBLE SHOOTING PROCEDURE WITH CFDS (3)

COCKPIT EFFECT

After a malfunction, the crew reports the cockpit effect in the log book.The fault symptoms, relative to the cockpit effect, can be as follows:- a WARNING/MALFUNCTION + Centralized Fault Display System(CFDS) FAULT message (with possible associated warnings and systemIDENTIFIERS).- a WARNING/MALFUNCTION alone.- a CFDS FAULT message alone.

PFR

For the class 1 and 2 failures of CFDS monitored systems, the Post FlightReport (PFR) permits an access to the concerned list of faults in [email protected] this purpose, it gives the following information: Electronic CentralizedAircraft Monitoring (ECAM) WARNING message (if it exists), FAULTmessage with its SOURCE, ATA reference and IDENTIFIERS list. Whenthe PFR print is not available, this information can be retrieved throughthe MCDU (in Normal mode or Menu mode). Service Information Letter(SIL) 00-028, made of "spurious maintenance messages", and themaintenance knowledge let the airlines create a specific data base to filterthe messages to be displayed on the PFR. Once loaded into the CentralizedFault Display Interface Unit (CFDIU), this maintenance filter data basecan be activated through the MCDU.

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COCKPIT EFFECT & PFR

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TROUBLE SHOOTING PROCEDURE WITH CFDS (3)

TROUBLE SHOOTING PROCESS

AIRN@V ENTRYThe CFDS report information gives a direct access to the fault isolationprocedure task numbers through Airn@v. You have to select theTroubleshooting documentation to get access to the fault symptoms,which are the association of a warning/malfunction and/or CFDS faultmessage. The fault symptoms are divided into the five followingsections:- ECAM,- Electronic Flight Instrument System (EFIS),- LOCAL warning,- Crew & Maintenance Observation and,- CFDS.

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TROUBLE SHOOTING PROCESS - AIRN@V ENTRY

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TROUBLE SHOOTING PROCEDURE WITH CFDS (3)

TROUBLE SHOOTING PROCESS (continued)

ECAM WARNING SELECTIONTo find the reported problem (ELEC BCL 1 FAULT in this example),you have to select ECAM Warning and enter the name of the ECAMWARNING MESSAGE, which appears on the PFR (or on the ECAMDisplay Unit). You can also enter the ATA chapter to have a list ofWarnings/malfunctions, and then you select the related ECAM warningmessage.

NOTE: If required, additional Warnings/malfunctions must beselected.

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TROUBLE SHOOTING PROCESS - ECAM WARNING SELECTION

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TROUBLE SHOOTING PROCESS (continued)

CORRELATIONA Warning/malfunction with its correlated CFDS fault could haveseveral associated fault isolation procedure tasks according to thesystems, which have detected the fault. The PFR gives a SOURCEitem, which must be compared with the SOURCE item of the CFDSFault messages list in Airn@v. By selecting the appropriate faultmessage, the Airn@v system gives the right access to the fault isolationprocedure.

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TROUBLE SHOOTING PROCESS - CORRELATION

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FAULT ISOLATION PROCEDURE

The related fault isolation procedure task in Airn@v (task number24-30-00-810-805) has a presentation of possible causes and the faultconfirmation (for example by an operational test, power-up test orGROUND SCANNING). It also gives the fault isolation procedureincluding Line Replaceable Unit (LRU) removal/installation, wiringcheck, etc.... In addition, the procedure gives access to the useful aircraftdocumentation references knowing that all manuals contained in AirN@vare interconnected by hyperlinks, and all the schematics can be foundand printed easily.

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FAULT ISOLATION PROCEDURE

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PRINTER PRESENTATION (1)

GENERAL

The printer allows print-out of the Centralized Fault Display System(CFDS) reports and additional reports. The additional reports come from:- the Aircraft Integrated Data System (AIDS),- the Air Traffic Service Unit (ATSU),- the Flight Management and Guidance System (FMGS),- the Engine Vibration Monitoring Unit (EVMU).

PAPER

The paper can be inserted via an access door incorporated in thefront-panel. The printer is loaded with a 4.4 inch wide (109 mm) paperroll.

MONITORING

The printer face features a locking system and a SLEW P/BSW. TheSLEW switch is used to exit paper. In case of malfunctioning leading toincapability to achieve any print-out, the printer transmits a message tothe CFDS as long as the defect is present.

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GENERAL ... MONITORING

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PRINTER PAPER LOADING (2)

JOB SET-UP

Energize the aircraft electrical circuits.Push the SLEW P/BSW to remove the remaining paper from the printer.Open, safety and tag the 6TW PrinTeR/SupPLY C/B.

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JOB SET-UP

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PRINTER PAPER LOADING (2)

PROCEDURE

Turn the locking system to release the door.Lift the door and discard the empty roll.Clean the remaining paper off the paper cutter.Install a new roll of paper on its support and check that the paper rollturns correctly.Engage the paper under drive roller and check that paper is held tight.Close and lock the printer door.

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PROCEDURE

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PRINTER PAPER LOADING (2)

CLOSE-UP

Remove the safety clip and the tag and close the 6TW C/B.De-energize the aircraft electrical circuits.Make sure that work area is clean and clear of tools and other items.

NOTE: Using the SLEW P/B move the paper out of the slot of the papercutter and cut off the unwanted paper.

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UP & DOWN DATA LOADING SYSTEM PRESENTATION (1)

GENERAL

The data loading system is an interface between the aircraft computersand ground data processing equipment used to update software (S/W)and data base or to retrieve aircraft system data. The data loading systemincludes:- a Data Loading Selector (DLS) to select the desired computer to beloaded,- a Multipurpose Disk Drive Unit (MDDU) to upload or download data,- a stowage box with a 42 disk maximum capacity,- a Data Loading Routing Box (DLRB) to route the input/output databetween the disk unit and the target computer.

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GENERAL

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UP & DOWN DATA LOADING SYSTEM PRESENTATION (1)

UP LOADING

The aircraft system computers use the loading system to update their database, for example the Flight Management and Guidance Computer(FMGC) or to modify parts of their operational S/W, for example the AirTraffic Service Unit (ATSU). The Up loading is automatically done froma 3.5 inch disk, via an internal logic specific to each computer.

DOWN LOADING

The down loading system is used to down load, to a 3.5 inch disk, thedata recorded by some computers during aircraft operation, for examplethe Data Management Unit (DMU). Down loading is done automaticallythrough an internal logic specific to each computer.

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UP LOADING & DOWN LOADING

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UP & DOWN DATA LOADING SYSTEM UTILIZATION (2)

GENERAL

The Multipurpose Disk Drive Unit (MDDU) has two functions: uploadingand downloading. According to the operation to do, the disk, which isused, has to contain specific information (e.g. configuration file). Beforedoing an up data loading operation, refer to the relevant procedure forthe related system in the Aircraft Maintenance Manual (AMM).

NOTE: Up loading procedure will only be illustrated, down loading issimilar.

UP LOADING PROCEDURE

When you have selected the disk related to the computer to be loadedfrom the disks in the storage box, you have to select the computer bymeans of the Data Loading Selector (DLS). The MDDU READY messageis shown on the MDDU window: the system is in the standby state. Afterselecting Flight Management and Guidance Computer (FMGC) 2 on theDLS, you have to open the MDDU door, insert the disk in the data loaderdisk drive and close the MDDU door. When the disk is inserted in thedisk drive, the READY message is shown: this message acknowledgesdisk insertion. The MDDU processes the specific information containedin the disk, contacts the computer to be loaded and shows the WAITRESPONSE message until the computer is ready to receive the data. Thismessage stays permanently displayed when:- the computer is not power supplied or is out of order,- the DLS is set to the wrong computer,- the configuration file is not correct,- the Landing Gear Control and Interface Unit (LGCIU) 1 is not powered.As soon as a dialog is established between the computer to be loaded andthe data loader, the TRANSFert IN PROGress message is displayed andthe data is transferred to the computer.

NOTE: The disk should not be extracted while TRANSF IN PROGmessage is shown as damage to the disk could result.

When the data transfer is terminated and no anomalies are detected, theTRANSF COMPLETE message is shown to inform the operator that thetransfer is successfully completed.If more than one disk for the up loading is necessary , the EJECT DISKand INSERT NEXT DISK message are displayed one after the other onthe MDDU when the next disk needs to be inserted. This disk must containa configuration file identical to the previous one and its order in thesequence must be up loaded on the same computer.When you have ejected the disk from the disk drive, you have to set theON/OFF switch on the DLS to OFF. Check on one of the MCDUs thatthe software (S/W) reference shown on the Line Replaceable Unit (LRU)IDENTIFICATION page of the concerned computer agrees with the S/Wreference of the disk used for the up loading.

DOWN LOADING PROCEDURE

If there is no disk inserted in the data loader disk drive, the system is inthe standby state and does not communicate with any onboard computers.The MDDU READY message is shown on the MDDU window: thesystem is in standby state. The MDDU is activated by inserting the diskcontaining a configuration file defining the label of the computerconcerned by a down loading operation: the READY message is shownon the MDDU window. Supposing that the disk inserted is configuredto dialog with the Data Management Unit (DMU), the operator can download the reports by pushing the SELector ConTroL key on the DLS whenAircraft Integrated Data System (AIDS) is shown. After the computerhas acknowledged the request, it sorts the data to be transferred into filesand interrupts the wait phase established with the MDDU: the WAITRESPONSE message is shown on the MDDU window. Then, thecomputer downloads its information: the TRANSF IN PROG messageis shown throughout the transfer. When the data transfer is terminated

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and no anomalies are detected, the TRANSF COMPLETE message isshown to tell the operator that the transfer is successfully completed.

ABNORMAL OPERATION

Other messages shown on the MDDU window tell the operator of thetransfer status:- TRANSFER FAILURE: If the MDDU has to stop data transfer (up ordown loading) for any reason, this message is shown.- UNIT FAIL: The MDDU shows this message if a hardware (H/W)failure is detected during the self-test. In this case, the MDDU stops alloperations.- DISK ERROR: If the MDDU cannot read or write data on the disk(incorrect formatting, write-protected, disk damaged, etc), it will interruptthe operations and send this message.

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GENERAL ... ABNORMAL OPERATION

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DFDRS DESCRIPTION/OPERATION (3)

FDIU (CLASSIC)

The Flight Data Interface Unit (FDIU) receives discrete and digitalparameters and processes them. The functions of the FDIU are:- conversion,- comparison,- check and Built-In Test Equipment (BITE).The FDIU converts the input parameters into a recordable format forrecorders:- harvard biphase for the Digital Flight Data Recorder (DFDR),- bipolar return to zero for the optional Quick Access Recorder (QAR).The FDIU compares the data that it sends with the data recorded by theDFDR. The recorded data is transmitted back to the FDIU through theplayback data bus. The FDIU checks the integrity of the mandatoryparameters during the flight. After the flight, engines shutdown, only theLinear Accelerometer (LA) signal check is done. The FDIU includesBITE and monitoring functions.

DFDR

The DFDR stores data, which the FDIU has collected during the last 25hours. The data is recorded in data frames. Each frame contains datareceived during one second. The DFDR includes BITE functions. TheDFDR status signal is sent to the Centralized Fault Display Interface Unit(CFDIU) through the FDIU and to the Electronic Centralized AircraftMonitoring (ECAM) through the System Data Acquisition Concentrators(SDACs). The DFDR energization is controlled through the powerinterlock circuit. The underwater locator beacon installed on the frontface of the DFDR gives the location of the recorder if the aircraft isimmersed in water following an accident. The underwater locator beaconhas a battery, which is activated by both fresh and salt water.

QAR

The QAR stores the same data as the DFDR for on ground performance,maintenance or condition monitoring tasks. The data frames stored in theQAR are identical to the DFDR data frames. The QAR includes BITEfunctions. The QAR status signals (QAR MEDIA LOW, QAR FAIL)are sent to the lamps on its front face and to the CFDIU through the FDIU.The QAR energization is controlled through the power interlock circuit.

LINEAR ACCELEROMETER

The task of the LA is to measure the acceleration of the aircraft in allthree axes. The range of measurement is:- vertical axis (Z): -3 to +6 g,- longitudinal axis (X): -1 to +1 g,- lateral axis (Y): -1 to +1 g.The LA generates an analog signal, which is sent to the SDACs. Thissignal is digitalized and sent to the FDIU through an ARINC 429 bus.

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FDIU (CLASSIC) ... LINEAR ACCELEROMETER

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DFDRS DESCRIPTION/OPERATION (3)

FDIMU (ENHANCED)

The Flight Data Interface and Management Unit (FDIMU) combines allthe functions of the FDIU and the Data Management Unit (DMU). TheFDIMU puts together the functions of the Digital Flight Data RecordingSystem (DFDRS) and the Aircraft Integrated Data System (AIDS) intoa single Line Replaceable Unit (LRU). These two functions are controlledinside the FDIMU by two separate processor-units (FDIU-part,DMU-part), which operate independently from each other. An internaldata-bus connects the FDIU-part to the DMU-part. In enhancedconfiguration, the inputs and outputs parameters used for the DFDRS arenot send to and from the FDIU anymore but to and from the FDIU-partof the FDIMU.

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FDIMU (ENHANCED)

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DFDRS WARNINGS (3)

DFDR FAULT

Flight safety is not affected by the failure of the Digital Flight DataRecorder (DFDR) although there is only one. In this case, only anElectronic Centralized Aircraft Monitoring (ECAM) message is provided.There is no MASTER light and aural warning triggered.

FDIU FAULT

Flight safety is not affected by the failure of the Flight Data InterfaceUnit (FDIU) although there is only one. In this case, only an ECAMmessage is provided. There is no MASTER light and aural warningtriggered.

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DFDR FAULT & FDIU FAULT

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PRINT REPORT STD HEADER DESCRIPTION (3)

GENERAL

A standard header is printed on each report. It is composed of informationabout the report at the top, information about the aircraft and the flightin the middle and general data at the bottom. The header data is taken atthe time when the respective report is generated.

REPORT VALUE PRESENTATION

Each data line starts with two identification letters. The presentation ofthe values in the data lines is according to:- their sign: Negative values begin with "N" and, for positive values, "N"is replaced by "0" or another digit.- their operational range without decimal point as listed in the parameterlist associated to the header and each report (for these lists, refer toAircraft Maintenance Manual (AMM) 31-36-00).E.g.: The operational range of the Total Air Temperature (TAT) is from-60.0 to 99.9 °C. Therefore, -32.0 °C is printed out N320 and +26.5 °Cis printed out 0265. In addition, a parameter, which is invalid or notupdated, is replaced with "_" or "X" characters.

NOTE: In this document, as well as in the AMM, generic symbols forthe value fields are used:- "1" = 0 or 1,- "A" = Any character in the range from A. to.Z,- "9" = Any digit in the range from 0.to.9,- "X" = Any character or digit in the range from A.to.Z or 0.to.9.E.g.: TAT value is symbolized by "X999".

REPORT INFORMATION

3 free programmable lines are available for airline specific messages.Another line contains the report name and number.

AIRCRAFT AND FLIGHT INFORMATION

Line CC contains the following data:- A/C ID: Aircraft identification (tail number),- DATE (month/day),- UTC: Universal Time Coordinated (hours/minutes/seconds),- FROM TO: City pair identification,- FLT: Flight number. The flight number is defined by up to 8 charactersbut only the last 4 numbers are used. Only numbers are possible and thenot used positions are filled with zeros. E.g. Flight Management andGuidance Computer (FMGC) flight number AI067 is printed out 0067.

GENERAL DATA

Lines C1 and CE contain the following data:- PH: Data Management Unit (DMU) flight phase, based on flight phasefrom Flight Warning Computer (FWC),- CNT: Counter of the reports previously generated (first 3 digits) andprevious report number (last 2 digits),- CODE: Trigger condition code,- BLEED STATUS,- APU: APU bleed valve state,- TAT: Total Air Temperature,- ALT: Standard altitude,- CAS: Computed air speed,- MN: Mach number,- GW: Gross Weight,- CG: Center of Gravity,- DMU/SW: DMU software (S/W) Part Number (PN).

TRIGGER CONDITION CODETo identify the trigger condition that caused the generation of a report,a numerical code is given:- 1000: Manual selection via MCDU,

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- 2000: Flight phase dependent manual selection via Aircraft IntegratedData System (AIDS) PRINT P/B when programmed by the airline,- 3000: Start logic programmed by the airline,- 4000 to 7000: Report triggered by a combination of logic conditions(refer to AMM 31-36-00 for the detailed trigger logics associated toeach report),- 8100 and 8200: Air Traffic Service Unit (ATSU) uplink request.

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PRINT REPORT STD HEADER DESCRIPTION (3)

GENERAL DATA (continued)

BLEED STATUSBleed status is indicated with discrete coded information and numericalvalues. In the discrete coded information, 0 indicates that the valveis closed and 1 indicates that the valve is open.

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GENERAL DATA - BLEED STATUS

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

GENERAL

A report is a comprehensive set of data related to a specific event (e.g.limit exceedance of engine parameters). The parameters contained in thereports are among the parameters provided with an alpha call-up (referto Aircraft Maintenance Manual (AMM) 31-36-00 for the detailedparameter list associated to each report). The Data Management Unit(DMU) processes up to 23 different types of report:- 13 standard reports for basic aircraft, engine and APU monitoring. Thesereports have fixed trigger mechanism, fixed data collection and fixedoutput formatting. Nevertheless, certain constants and limits within fixedtrigger logics are reprogrammable. Specific trigger conditions can becreated for each report by means of the Ground Support Equipment(GSE).- up to 10 additional reports, numbered from 31 to 40, for airline specificinvestigation and trouble shooting. These reports are user programmablewith the GSE for trigger conditions, data collection, report format andoutput destination.In addition to the automatic trigger logics, all the reports can be manuallygenerated:- via MCDU,- via Aircraft Integrated Data System (AIDS) PRINT P/B (according toflight phase associations, if programmed),- via Air Traffic Service Unit (ATSU) (uplink request). Refer to AMM31-36-00 for the detailed trigger logics associated to each report.A non-volatile memory for storage of at least 10 reports per differenttype of report is provided within the DMU.

NOTE: S:- in this module, reports <01> to <11> are given for a CFMengine. They may be slightly different to your aircraftconfiguration.

- depending on the DMU, which is fitted on your aircraft, theLOAD REPORT <15> may not be applicable.

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GENERAL

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

ENGINE CRUISE REPORT <01>

This report is a collection of data over a period of time in which theaircraft met the appropriate stability criteria. The required stability periodis 100 seconds (programmable value). Basically, whatever the numberof times the stability is detected, only one report is generated per flightleg. This report contains the data with the best engine quality number(QE) over the whole flight leg. If no stability is detected, then a report isgenerated with the following message in its last line: "NO STABLEFRAME CONDITION".

NOTE: In case of ENGINE DIVERGENCE REPORT <09> generated,an engine cruise report is also generated when the first stabilityis detected, regardless of quality.

The report mainly contains operating data of both engines, includingvibration data. The report data are averages over the required stabilityperiod, except:- ESN, EHRS, ERT, ECYC: Engine general data (serial number, flighthours, running time, cycle),- AP: Autopilot status,- QE: Engine quality number used as stability indicator for this report(00: best stability, 99: worst stability),- OIQH: Oil consumption from the previous flight,- EVM, ECW1, SSEL: Engine vibration status word, engine control word,and status of Full Authority Digital Engine Control (FADEC) sensors,- data lines V3, V4: Averaged values taken from the last stable descent(i.e. descent of the last leg),- data lines V5, V6: Averaged values taken from the last stable climb(i.e. climb of the current leg).

NOTE: For engine health monitoring purposes, 3 additional sensorscan be optionally connected to the FADEC to permit recordingof the following parameters: PS13 (fan tip discharge pressure),

P25 (High Pressure (HP) compressor inlet pressure), T5 (LowPressure (LP) turbine discharge temperature).

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ENGINE CRUISE REPORT <01>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

CRUISE PERFORMANCE REPORT <02>

This report is similar to ENGINE CRUISE REPORT <01> except thatmore information is provided about the aircraft. The following data isadded:- QA: Aircraft quality number used as stability indicator for this report(00: best stability, 99: worst stability).- WFQ: Inner cell fuel quantity,- ELEV: Elevator position,- AOA, SLP: Corrected Angle-Of-Attack and side slip angle,- CFPG, CIVV: Last DMU calculated flight path acceleration and inertialvertical speed,- ROLL, YAW: Roll angle and body axis yaw rate (average),- THDG, LONP, LATP: True heading, longitude and latitude positions,- WS, WD: Wind speed and direction (average),- FT, FD: Fuel temperature and density (average),- Flight controls positions (average). E.g. RSP5: Roll spoiler 5 position.

NOTE: Data lines X1, X4, X6 are issued from system 1 (e.g. FLAPsystem 1) or left (e.g. left spoiler 5) while data lines X2, X5,X7 are issued from system 2 or right.

In addition, the trigger logic for this report differs a little bit from thelogic for ENGINE CRUISE REPORT <01> and is performedindependently (e.g. the required stability period can be different).

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CRUISE PERFORMANCE REPORT <02>

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ENGINE TAKE OFF REPORT <04>

GENERALThis report is generated while in the take off flight phase when thesum of the Exhaust Gas Temperature (EGT) for both engines ismaximum. It is used to check the trend and the stress of the enginesduring take off. Basically, one report is generated per leg(programmable frequency). The report mainly contains data of bothengines, including the maximum EGT (EGTM). The radio height(RALT), provided by radio altimeters 1 and 2, is also printed.

"T/O DELTA N1 SUMMARY" DATAHistory of the difference between the maximum value of N1 (N1MX)and the actual N1 during previous takeoffs is provided for bothengines. T/O DELTA N1 SUMMARY data is calculated a few secondsafter entry into the take off flight phase, independently from the reporttrigger.

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ENGINE TAKE OFF REPORT <04> - GENERAL & "T/O DELTA N1 SUMMARY" DATA

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

ENGINE REPORT ON REQUEST <05>

The ENGINE REPORT ON REQUEST is a time series collection ofengine parameters and is only generated on manual request. Parametersfor both engines are recorded at 1 second intervals, from 5 seconds beforethe request to 5 seconds after.

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ENGINE REPORT ON REQUEST <05>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

ENGINE GAS PATH ADVISORY REPORT <06>

GENERALThe engine gas path advisory report is generated by any of thefollowing trigger conditions:- stall condition detected on one engine,- exceedance of one of the primary engine parameters (EGT, N1, N2)detected on one engine,- fuel Shut Off-Valve (SOV) closed in flight for at least 4 seconds onone engine.The reason for exceedance is displayed (STALL, EGT, N1, N2, SHUTDOWN). Basically, 3 sets of parameters for both engines are recordedat 6 seconds intervals before the event, 1 set at the event and 5 sets at5 seconds intervals after the event. The length of the pre-event andpost-event intervals (Y1 and Y2) is programmable. The number ofdatasets to be generated after the event is also programmable (up to20). Report generation stops when this number is reached or whenthe exceedance parameters are again within their limit.

LIMIT EXCEEDANCE SUMMARYThe following data provides a summary on the exceedance thatoccurred:- E: Engine (1 or 2) on which the exceedance occurred,- MAX: Maximum value (peak) of the exceeded parameter,- LIM: Programmable limit that was exceeded,- REF: N2 at stall detection (for all other exceedance, zeros areprinted),- TOL: Time over limit during report generation,- TTP: Time to peak during report generation.

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ENGINE GAS PATH ADVISORY REPORT <06> - GENERAL & LIMIT EXCEEDANCE SUMMARY

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ENGINE MECHANICAL ADVISORY REPORT <07>

The ENGINE MECHANICAL ADVISORY REPORT is generated whenan exceedance of one of the following secondary engine parameters isdetected on one engine:- engine Oil Inlet Temperature (OIT),- engine oil pressure (OIP),- vibrations of the engine Low Pressure (LP) rotor (VB1),- vibrations of the engine High Pressure (HP) rotor (VB2).The reason for exceedance is displayed (OIT, OIP, VB1, VB2). Basically,5 sets of parameters for one engine are recorded at 4 seconds intervalsbefore the event, 1 set at the event and 4 sets at 5 seconds intervals afterthe event. The length of the pre-event and post-event intervals (Y07.1and Y07.2) is programmable.

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ENGINE MECHANICAL ADVISORY REPORT <07>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

ENGINE DIVERGENCE REPORT <09>

This report is generated while in the climb or cruise flight phases when,under stabilized conditions, any of the following engine divergenceconditions is detected:- Exhaust Gas Temperature (EGT) divergence exceeding a programmedthreshold,- nacelle temperature (TN) divergence exceeding a programmed threshold.The reason for divergence is displayed (EGT, TN). This report is intendedto detect quick degradation in engine performance. 3 sets of parametersfor both engines are recorded at 2 seconds intervals before the event, 1set at the event and 3 sets at 2 seconds intervals after the event. Inaddition, the following data is provided:- E: Divergent engine (1 or 2),- DIV: Absolute divergence value of EGT (or TN),- REF: Reference delta value of EGT (or TN).Since two engines do not behave with the same performancecharacteristics, it is necessary to establish a reference delta for thedivergence.DIV = DIFF - REF, DIFF being the actual delta value of EGT (or TN)between both engines.

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ENGINE DIVERGENCE REPORT <09>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

ENGINE START REPORT <10>

This report is generated in case of aborted engine start or EGTexceedance. The possible aborted start reasons are:- starter air valve or HP Shut-Off Valve (SOV) demand/position disagree,- EGT overtemperature,- stall,- no engine light off,- hung start,- illegal start sequence,- slow start.When effective, the reason is displayed (SAV, HPSOV, EGT, STALL,NO LIGHT OFF, HUNG, START FAIL, SLOW). "EGT" is alsodisplayed in case of exceedance. Basically, 3 sets of parameters for oneengine are recorded at 5 seconds intervals before the event, 1 set at theevent and 3 sets at 2 seconds intervals after the event. The length of thepre-event and post-event intervals (Y1 and Y2) is programmable.

NOTE: The engine start report is also generated (with 7 post-eventdatasets):- every 25 engine cycles (programmable frequency),- every flight leg for 5 consecutive flight legs from initialization(programmable number, up to 9).

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ENGINE START REPORT <10>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

ENGINE RUN UP REPORT <11>

This report is primarily generated on manual request. It contains the samedata as the ENGINE CRUISE REPORT <01> plus corrected parametersfor the ambient temperature. These corrected data are averages over aperiod of 20 seconds as well as most of the other report data (refer to theENGINE CRUISE REPORT <01> topic).

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ENGINE RUN UP REPORT <11>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

APU MAIN ENGINE START/IDLE REPORT <13>

This report is generated once at the beginning of each new APU operatinghour interval when a main engine is started with the APU. The APUoperating hour interval is programmable. The report mainly containsoperating data of the APU:- from each Main Engine Start (MES) (lines N1, S1 and N2, S2). If theAPU master switch is set to off before the second MES is terminated,lines N2 and S2 are filled with zeros,- at APU idle (lines N3 and S3). In addition, line V1 contains data fromthe previous APU start.

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APU MAIN ENGINE START/IDLE REPORT <13>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

APU SHUTDOWN REPORT <14>

This report is generated in case of abnormal APU shutdown. The possibleshutdown reasons are:- no flame,- reverse flow,- loss of DC power,- high oil temperature,- air intake not open,- generator high oil temperature,- overtemperature,- sensor failure,- no acceleration,- start time exceeded,- overspeed,- Electronic Control Box (ECB) failure,- low oil pressure,- loss of speed,- Inlet Guide Vane (IGV) failure.When effective, the reason is displayed. Basically, 20 sets of APUparameters are recorded at 1 second intervals before the event and 1 setat the event. The length of the pre-event interval (Y14.1) is programmable.

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APU SHUTDOWN REPORT <14>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

LOAD REPORT <15>

Basically, this report is generated when excessive loads are applied tothe airframe during landing. The report mainly contains aircraftaerodynamic data recorded before, at and after a hard landing. An aircraftbounce can also be detected. In that case, additional data lines T1 to T4are also generated.

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LOAD REPORT <15>

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ENVIRONMENTAL CONTROL SYSTEM REPORT <19>

The environmental control system report is generated when there is amalfunction in the air conditioning or pressurization system. The reasonfor report generation is displayed (e.g. EXCESSIVE CABINALTITUDE). The report contains engine, aircraft and environmentaldata. Basically, up to 19 sets of parameters can be recorded at 15 secondsintervals before the event and 1 set at the event. The number of pre-eventsets as well as the length of the pre-event interval (Y1) are programmable.In order to reduce the length of the report, a specific procedure is appliedfor report output:- the first pre-event dataset is generated completely as well as the at eventdataset,- within the intermediate datasets, a line is only generated if the value ofan included leading parameter has changed.E.g.: Cabin altitude (ZCB) is observed for changes in each Vx line andcauses the print out of one line when the change limit is exceeded (i.e.+/- 100 feet).

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ENVIRONMENTAL CONTROL SYSTEM REPORT <19>

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PRINT REPORT STD HEADER DESCRIPTION (3)

GENERAL

A standard header is printed on each report. It is composed of informationabout the report at the top, information about the aircraft and the flightin the middle and general data at the bottom. The even number lines arealways blank.

FREE PROGRAMMABLE LINES

The content of these three lines is free programmable to enable airlinespecific messages and is stored in the On Board Replaceable Module(OBRM) 2.

REPORT NAME

This line contains the report identification, title and number.

AIRCRAFT AND FLIGHT INFORMATION

Line CC contains the following data:- A/C ID means aircraft identification (example: F-AIWW),- DATE means date (example JUN01),- UTC means Universal Time Coordinated (example:hours/minutes/seconds),- FROM TO means city pair identification (example: LFBO (Toulouse)EDHI (Hamburg)),- FLT means flight number (example: 0019).

GENERAL DATA

Each data line starts with two identification letters. In this example CC,C1 and CE are line identifiers. Lines C1 and CE contain the followingdata:- PH 06 means flight phase 6,

- CNT 01204 means record counter. The three left most numbers are thenumbers of reports that were previously initiated, either automatically orby the remote print button. The example shows 12 reports previouslyissued and the last report was 04: Take off report.- CODE 4110 Trigger condition code,- BLEED STATUS,- Total Air Temperature (TAT) N435 means -43.5 °C,- ALT 30000 means 30.000 feet,- CAS 180 means 180 kts,- MN 7000 means 0.700 Mach,- Gross Weight (GW) 6000 means 60.000 kg,- CG 250 means Center of Gravity at 25% Mean Aerodynamic Chord(MAC),- DMU/SW BO is the Data Management Unit (DMU) software (S/W)identification and OBRM 1 S/W identification. G1 is the OBRM 2 S/Widentification.A checksum is printed in two hexadecimal characters at the end of eachdata line. In this example 97, A0 and 7D are the checksum of the datalines.

TRIGGER CONDITION CODETo identify the trigger condition that caused the generation of a report,a numerical code is provided:- 1000: Manual selection via MCDU,- 2000: Flight phase dependent manual selection via Aircraft IntegratedData System (AIDS) PRINT P/B if programmed by the airline,- 3000: Start logic programmed by the airline,- 4000 to 7000: Report triggered by a combination of logic conditions(refer to Aircraft Maintenance Manual (AMM) 31-36-00 for thedetailed trigger logics associated to each report),In this example, the code is 4110. The three left most digits are thelogic code number, which has triggered the report. The right mostdigit shows the number of the consecutive reports issued or it shows

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a "T" if the report was triggered via Aircraft CommunicationAddressing and Reporting System (ACARS).

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GENERAL ... GENERAL DATA

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PRINT REPORT STD HEADER DESCRIPTION (3)

GENERAL DATA (continued)

BLEED STATUSBleed status is indicated with discrete coded information and numericalvalues. In the discrete coded information, 0 indicates that the valveis closed and 1 indicates that the valve is open.

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GENERAL DATA - BLEED STATUS

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

GENERAL

A report is a comprehensive set of data related to a specific event (e.g.limit exceedance of engine parameters). The parameters contained in thereports are among the parameters provided with an alpha call-up (referto Aircraft Maintenance Manual (AMM) 31-36-00 for the detailedparameter list associated to each report). The Data Management Unit(DMU) processes up to 16 different types of report:- 13 standard reports for basic aircraft, engine and APU monitoring. Thesereports have fixed trigger mechanism, fixed data collection and fixedoutput formatting. Nevertheless, certain constants and limits within fixedtrigger logics are reprogrammable. Specific trigger conditions can becreated for each report by means of the Ground Support Equipment(GSE).- 3 free programmable reports, numbered from 16 to 18, for airline specificinvestigation and trouble shooting.In addition to the automatic trigger logics, all the print reports can begenerated from the MCDU. During any flight phase the relevant reportmay be generated and printed using the remote print button located onthe center pedestal.

NOTE: S:- In this module, reports are given for a CFM engine. They maybe slightly different to your aircraft configuration.- Depending on the DMU, which is fitted on your aircraft, theLOAD REPORT <15> may not be applicable.

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GENERAL

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ENGINE CRUISE REPORT <01>

The report is generated when the aircraft is in stable cruise condition. Itrecords operating conditions of engine 1 and 2 plus autopilot engagementstatus and generator load. All data is an average over 20 seconds withthe exception of:- Engine Serial Number (ESN),- oil consumption,- Engine flight hours (EHRS),- Engine cycle (ECYC).

NOTE: In this lesson the reports are given as an example and will notbe customized. They may differ from what you will actuallyfind on your aircraft. Parameters are given for a CFM engine.This may be different to your aircraft configuration.

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ENGINE CRUISE REPORT <01>

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CRUISE PERFORMANCE REPORT <02>

This report is similar to report <01> except that reports are sampled forlonger periods and more information is provided about the aircraft.

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CRUISE PERFORMANCE REPORT <02>

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ENGINE TAKE OFF REPORT <04>

This report is generated a few seconds after takeoff (TO). The numberof intervals between each engine TO report is programmable. It containsengine data at TO and radio altitude. T/O DELTA N1 SUMMARY is anhistory of N1 value compared to N1max for all the last takeoffs since thelast generated report (Code 4000). This concerns both engines. Thishistory is erased in case of engine replacement.

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ENGINE TAKE OFF REPORT <04>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

ENGINE ON REQUEST REPORT <05>

This report is generated in flight phases 1 to 3 by manual request. Theparameters recorded are taken in 1 s intervals from 5 s before the requestto 5 s after the request.

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ENGINE ON REQUEST REPORT <05>

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ENGINE GAS PATH ADVISORY REPORT <06>

This report is generated when one of the following conditions is met:- engine stall,- N1 limit exceeded,- N2 limit exceeded,- Exhaust Gas Temperature (EGT) limit exceeded,- engine auto shutdown.There is one report for each engine. 3 sets of parameters are recorded at6 s intervals before the event and 5 sets are recorded at 1 s intervals afterthe event.

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ENGINE GAS PATH ADVISORY REPORT <06>

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ENGINE MECHANICAL ADVISORY REPORT <07>

This report is generated when one of the following parameters isexceeded:- oil temperature,- oil pressure,- vibration (N1 or N2).5 parameter sets are recorded at 4 s intervals before the event and 4parameter sets at 5 s intervals after the event. There is one report for eachengine. Recording stops when exceeded parameters are back withinoperating conditions, or when the report as shown above is completed.

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ENGINE MECHANICAL ADVISORY REPORT <07>

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ENGINE DIVERGENCE REPORT <09>

This report is generated when, under similar operating conditions, thedifference between engines 1 and 2 EGT or TN (Nacelle Temperature)is greater than threshold limits. 3 parameter sets are recorded at 2 sintervals before the event and 3 parameter sets at 2 s intervals after theevent.

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ENGINE DIVERGENCE REPORT <09>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

ENGINE START REPORT <10>

This report is generated in case of engine start failure or after every F10.1number of engine cycles (F10.1 is programmable), or every leg for X10consecutive legs (X10 is programmable and X10max = 9). 3 parametersets are recorded at 6 s intervals before the event and 3 parameter setsare recorded at 2 s intervals after the event. There is one report for eachengine.

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ENGINE START REPORT <10>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

ENGINE RUN UP REPORT <11>

This report is basically a manually triggered report. It contains the samedata as the engine cruise report plus corrected parameters for the ambienttemperature. All data is an average over 20 seconds with the exceptionof:- ESN,- EHRS,- ECYC,- ERT (Engine Running Time).

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ENGINE RUN UP REPORT <11>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

APU MES/IDLE REPORT <13>

This report is generated when the engine is started with the APU. Itpresents APU parameters during and after engine start, and at APU idle.It also presents the last APU start parameters.

NOTE: MES means Main Engine Start.

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APU MES/IDLE REPORT <13>

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APU SHUTDOWN REPORT <14>

This report is generated when there is an APU auto shutdown due to adetected failure. 9 data sets are recorded at 1 s intervals before the event.

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APU SHUTDOWN REPORT <14>

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INDIVIDUAL PRINT REPORT DESCRIPTION (3)

LOAD REPORT <15>

This report is generated if excessive loads have been applied to theairframe during landing. An aircraft bounce can also be detected. Itrecords aircraft aerodynamics parameter sets before, at and after a hardlanding.

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LOAD REPORT <15>

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FREE PROGRAMMABLE REPORTS <16,17 AND 18>

These reports are generated when specific conditions programmed bythe airline are met. Each data set contains up to 12 parameters chosen bythe airline. The report does not exceed 54 sets of data. The samplingintervals, the average intervals and the history time of parameter recordingare chosen by the airline.

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FREE PROGRAMMABLE REPORTS <16,17 AND 18>

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ECS REPORT <19>

This report is generated when there is a malfunction in the air conditioningor pressurization system. It records engine, aircraft and environmentaldata at and 4 minutes before the event with 15 s intervals.

NOTE: ECS means Environmental Control System.

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ECS REPORT <19>

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COMPUTER REMOVAL AND INSTALLATION (3)

COMPUTER REMOVAL/INSTALLATION

Before starting a computer removal/installation procedure, the A/C hasto be set-up for maintenance. The first task is to make sure that the groundservice network is energized and the access door is open and accessible.Then make sure that the C/Bs listed in the removal of the computerprocedure of Aircraft Maintenance Manual (AMM) is open. The firstaction is to loosen the nut and then to lower the nut. When the nut islowered, pull the computer on its rack to disconnect the electricalconnectors and remove the computer from its rack. Before starting acomputer installation procedure, clean and do a visual inspection of thecomponent interface and of the adjacent area. First remove the blankingcaps from the electrical connectors and make sure that the electricalconnectors are clean and in the correct condition. Then install thecomputer on its rack and push it on its rack to connect the electricalconnectors. Now you can engage the nuts on the studs and tighten them.The installation is finished. You can close the C/B. The last actions ofthe computer installation are to do a test through the MCDU and to closethe access. Make sure that the work area is clean and clear of tools andother items, close the access door and remove the access platform.

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COMPUTER REMOVAL/INSTALLATION

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PUSHBUTTON REMOVAL AND INSTALLATION (3)

PUSHBUTTON REMOVAL AND INSTALLATION

Before starting a P/B removal installation procedure, make sure that thelamp capsule is in the delatched (up) position when you remove it froman alternate action switch. If the lamp capsule is not delached (up) whenyou remove it the switch cannot operate. Then open the C/B of the circuitrelated to the P/BSW. Put the removal tool lamp capsule extractor in thenotches on the side of the head of the P/BSW. Carefully pull the tool toremove the head of the P/BSW. The head stays attached to the body ofthe P/BSW by the rods that turn. Now you have to remove the body ofthe P/BSW. First, fully loosen the two screws of the body but do not lockthem. After, pull the head to remove the body. Before starting theinstallation of a P/BSW, clean and make an inspection of the componentinterface and of the adjacent area. Now, put the TOP mark in the upposition and push the body of the P/BSW fully into its housing. Torquethe two screws of the body of the P/BSW. Now, install the head in thebody of the P/BSW. To do this, push the head until it touches the stop.To finish the installation task close the C/B of the circuit related to theP/BSW. After that, make sure that the work area is clean and clear oftools and other items.

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AIRBUS S.A.S.31707 BLAGNAC cedex, FRANCE

STMREFERENCE U3T06191

MAY 2006PRINTED IN FRANCEAIRBUS S.A.S. 2006

ALL RIGHTS RESERVED

AN EADS JOINT COMPANYWITH BAE SYSTEMS