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Customer Support Engineering

Presented by

AUFFRET Herv
Indication / Warning / Maintenance System

Trouble shooting philosophy with


A320 CFDS / A340 CMS

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

AGENDA
1. Maintenance Levels
2. Line Maintenance Concept
3. A/C Information Sharing
4. Message Classification
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

5. TSM Use
6. SIL 00-028, 00-038 & 00-041

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 2

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

AGENDA
1. Maintenance Levels
2. Line Maintenance Concept
3. A/C Information Sharing
4. Message Classification
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

5. TSM Use
6. SIL 00-028, 00-038 & 00-041

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 3

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

MAINTENANCE LEVELS

1st Level

LINE MAINTENANCE

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

No Log-Book complaint
Log-Book complaint (Class 1)
LRU level only

2nd Level

No Maintenance Action required


PFR + System Report / Test +
Ref to MMEL

BASE MAINTENANCE / NIGHT STOP

Maintenance status
LRU Level

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

PFR (Class 2) +
System Report / Test

May 2005

Page 4

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

MAINTENANCE LEVELS

3rd Level

SCHEDULED CHECKS
General Class 3 Report +
System Report / Test

Class 3 faults
LRU Level

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

4th Level

SHOP MAINTENANCE

LRU removal
SRU Level

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

Trouble Shooting Data +


BITE Shop Memory

May 2005

Page 5

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

AGENDA
1. Maintenance Levels
2. Line Maintenance Concept
3. A/C Information Sharing
4. Message Classification
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

5. TSM Use
6. SIL 00-028, 00-038 & 00-041

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 6

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

LINE MAINTENANCE CONCEPT: Decision Tree applies


MEL
NO
GO
Yes

LOG BOOK

No
Crew or
Maintenance
Observation

Fault
on
PFR
Yes

Carried Forward
item

SIL 00-028 / -038/ 041/ -078


PART A (Fault Msg)
PART B (Cockpit Effect)

TSM
EFIS, LOCAL or OBSV Index
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

No

TSM
ECAM or CMS Index

FOLLOW TSM PROCEDURE

Maint Action/
LRU Removal

Yes

A/C Return to Service

Spare
Available

Yes

Failure
Isolated

No A/L Engineering
(ACMS Labels)

AIRBUS
(TSD, ACMS Labels)

No

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 7

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

AGENDA
1. Maintenance Levels
2. Line Maintenance Concept
3. A/C Information Sharing
4. Message Classification
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

5. TSM Use
6. SIL 00-028, 00-038 & 00-041

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 8

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

A/C INFORMATION SHARING


OPERATIONAL INFORMATION FOR
FLIGHT CREW : A/C DISPATCH

MAINTENANCE INFORMATION FOR


MECHANIC : A/C TROUBLESHOOTING

AIRCRAFT SYSTEMS
Operational failure messages
(function lost) :

Maintenance failure messages


(LRU lost) :

"Warnings/Malfunctions"

"CMS Fault Messages"

CMC

FWCs

LOG

BOOK
POST FLIGHT
REPORT

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Warnings/Malfunctions

ECAM or
EFIS
indications

TSM

Warnings/
CMS
Malfunctions Fault

HYDB RSVR LO PRESS


-BLUE ELEC PUMP....OFF

or

LOCAL
indications

TEST>

FAULT

Fault Isolation Procedures


FAULTY LRU

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

associated to Warnings/Malfunctions
and CMS Fault Messages
May 2005

MCDU

Page 9

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

AGENDA
1. Maintenance Levels
2. Line Maintenance Concept
3. A/C Information Sharing
4. Message Classification
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

5. TSM Use
6. SIL 00-028, 00-038 & 00-041

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 10

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

MESSAGE CLASSIFICATION
MESSAGE CLASS

PRESENTED
INDICATION TO THE
FLIGHT CREW

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

INDICATION TO THE
MAINTENANCE TEAM
DISPATCH (MMEL)
CONSEQUENCES

Maintenance Status

Any evidence of fault to the flight


crew: ECAM Warning, Flag on
SD, PFD or ND, Local warnings,
System misbehaviour ...

Status light flashing at the end


of the flight; Maintenance
Status messages on SD STS
page, presented only on
ground.

POST FLIGHT REPORT

MMEL ENTRY
GO, GO IF or NO GO

To be manually issued

MMEL PREAMBLE

MMEL NOT
APPLICABLE

GO

600 Hours

UNLIMITED TIME

for time delay, restrictions etc... (See also TSM Introduction)

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

No indication to the flight


crew

AVIONIC STATUS

Can be automatically issued at 80 kts + 180 s

REF MMEL
HANDLING

NOT PRESENTED

Cockpit Effect

However, correction is
recommended to improve
the dispatch reliability

May 2005

Page 11

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

AGENDA
1. Maintenance Levels
2. Line Maintenance Concept
3. A/C Information Sharing
4. Message Classification
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

5. TSM Use
6. SIL 00-028, 00-038 & 00-041

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

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TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

TSM USE
TSM LEVEL

ATA CHAPTER LEVEL

General Indexes

ATA SECTION LEVEL

ATA Indexes

TSM Procedure

PB 101

I-ECAM

Fault
Symptoms

PB 201

XX-ECAM
I-EFIS
FAULT
ISOLATION

XX-EFIS
I-LOCAL
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

XX-LOCAL

PB 301

I-OBSV
XX-OBSV

I-CFDS

BLOCK
DIAGRAM

XX-CFDS
(XX= ATA chapter)

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 13

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

TSM USE : Indexes


A320

TROUBLE SHOOTING MANUAL


INDEX OF WARNING/MALFUNCTIONS
ECAM

PFR ATA TSM ATA


CH/SE
CH-PB101

A320

EWD WARNINGS

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

A.ICE CAPT AOA HEAT


ECAM
A.ICE CAPT PITOT HEAT
ECAM
A.ICE CAPT TAT HEAT
ECAM
A.ICE F/O AOA HEAT
30-ECAM
A.ICE F/O PITOT HEAT
ECAML INR WING HI PR
A.ICE
A.ICE F/O TAT HEAT
ECAM
ECAM
AIR
ENG 1 BLEED NOT CLOSED
36-ECAM
AIR ENG 1 HPV NOT OPEN
36-ECAM
AIR ENG 1 BLEED FAULT
ECAM
AIR ENG 1 BLEED LEAK
ECAM
EFF : ALL
ENG 2 BLEED NOT CLOSED
ECAM
01/94
XXX

30-00

30-

30-00

30-

30-00

30-

30-00
30-00

30-

30-00
30-00

3030-

36-00
36-00
36-00

CFDS MESSAGES

ATA

SOURCE CLASS CH-PB101

ACARS MU (1RB)
ACCELEROMETER
CFDS
ACCLRM 1 12CE1
ACCLRM 1 12CE1
ACCLRM 2 12CE2
ACCLRM 2 12CE2
ACCLRM 3 12CE3
ACCLRM 3 12CE3

232434 ACARSMU
313316 FDIU

23-ECAM
2
31-

279216
279216
279216
279216
279216
279216

2
2
2
2
2
2

27-ECAM
27-ECAM
27-ECAM
27-ECAM
27-ECAM
27-ECAM

ADIRU1
ECAM
ADIRU1 (1FP1)/GPWC (1WZ)
ECAM
ADIRU1 (1FP1)/ OVER TEMP
CFDS
ADIRU1 OR ADIRS CDU
ECAM
ADIRU1 OR AOA SENSOR 3FP1
ECAM
EFF : ALL

341234 ADR 1

34-

341234 GPWC

34-

341234 ADR 1

34-

341234 IR 1

34-

EFCS 1
EFCS 2
EFCS 1
EFCS 2
EFCS 1
EFCS 2

36-

I-ECAM36-00
Page
36-00

TROUBLE SHOOTING MANUAL


INDEX OF CFDS FAULT MESSAGES

361
36Jan

I-EFIS
I-OBSV

I-CFDS
341234 ADR 1

27Page 1
Jan 01/94

XXX

I-LOCAL

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

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TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

TSM USE : Fault symptoms

A320
TROUBLE SHOOTING MANUAL
AUTO FLIGHT FAULT SYMPTOMS

A320
FAULT
ISOLATION
C PROCEDURE

CFDS FAULT MESSAGES


WARNINGS/MALFUNCTIONS
SOURCE

MESSAGE

ATA

EWD WARNING(S)

UBLE SHOOTING MANUAL


O FLIGHT FAULT SYMPTOMS
FAULT
ISOLATION
C PROCEDURE

CFDS FAULT MESSAGES


SOURCE

MESSAGE

ATA

CFDS MESSAGES

AUTO FLT AP OFF


P205

AFS

FMGC 1 (1CA1)

228334

1 22100
T 810 805

AFS

AFS: FAC2/P-B SW 12C 226634

226600 P 243
T 810

837

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

22-ECAM
EFF : ALL

Page 101
Jan 01/94

XXX

22-CFDS
Page 101
Jan 01/94

34-EFIS
EFF : ALL

Page 101
Jan 01/94

XXX

22-LOCAL
EFF : ALL

22-OBSV
Page 101
Jan 01/94

Page 101
Jan 01/94

XXX

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

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TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

TSM USE : Fault isolation


A320
TROUBLE SHOOTING MANUAL
TASK 21-26-00-810-808
Monitoring Discrete Output to Extract Fan

TASK 21-26-00-810-805

1. Possible Causes
- FAN EXTRACT, AVCNS VENT (7HQ)
- Wiring between the pin C of the extract fan and the AEVC (2HQ)
2. Job Set-up Information
A. Referenced Information
REFERENCE

DESIGNATION

AMM 21-26-00-710-803

Operational test of the Avionics-Equipment


Ventilation System
Removal of the Extract Fan (7HQ)
Installation of the Extract Fan (7HQ)

AMM 21-26-51-000-804
AMM 21-26-51-400-804
ASM 21-26/01

3. Fault Confirmation
A. Job set-up
Get access
Open access door 810
B. Test
(1) Do the test of the avionics equipment ventilation (Ref. AMM TASK 21-26-00-710-803).
4. Fault Isolation
A. If the test gives the maintenance message EXTRACT FAN (7HQ)/AEVC (2HQ) :

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

(1) Do a check to make sure that there is ground at pin C of the extract fan

FAULT CONFIRMATION

FAULT ISOLATION

5. Close-up
Close Access

21-26-00
EFF : ALL

Page 213
Jan 01/94

XXX

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

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TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

TSM USE : Task supporting data

A320
TROUBLE SHOOTING MANUAL
PCU VALVE BLOCK

A320

EXT

TROUBLE SHOOTING MANUAL


FLAPS TASK SUPPORTING DATA

RET
functions

FLIGHT WARNING
COMPUTER 1
(REF 3-53-00)
26VAC

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

SYSTEM 2

FLIGHT WARNING
COMPUTER 2
(REF 3-53-00)
26VAC
SYSTEM 2

X INPUTS.

Flap Power Distribution - Block Diagram


Figure 306

age shows the synchro angles in decimal and hexadecimal values of the

LH
27-50-00
EFF : ALL

SHOOTING DATA
Cs have TROUBLE SHOOTING DATA for a given fault which shows :
antennae messages
mplementary information, if applicable; The complementary information is

27-50-00

Page 308
Jan 01/94

LL

XXX

Page 308
Jan 01/94

XXX

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

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TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS

AGENDA
1. Maintenance Levels
2. Line Maintenance Concept
3. A/C Information Sharing
4. TSM Use
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

5. SIL 00-028, 00-038 & 00-041

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 18

TROUBLE SHOOTING PHILOSOPHY WITH A320 CFDS/A340 CMS


SIL 00-028 (A320), 00-038 (A340), 00-041 (A330)

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

SILs issued to cover BITE deviations

Part A

PFR Failure Messages

Part B

PFR Cockpit Effects

Part C

Class 3 Fault Messages

Part D

CFDS/CMS Anomalies (Interactive Mode)

Part E

AI Envelope Filter

PART E covers items (Cockpit Effect and Fault messages) that


AIRBUS recommend to filter from the PFR.

Purpose:

Reduce number of items in the PFR


Improve PFR pertinance

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 19

AIRBUS S.A.S. All rights reserved. Confidential and


proprietary document.
This document and all information contained herein is the sole
property of AIRBUS S.A.S.. No intellectual property rights are
granted by the delivery of this document or the disclosure of
its content. This document shall not be reproduced or
disclosed to a third party without the express written consent
of AIRBUS S.A.S. This document and its content shall not be
used for any purpose other than that for which it is supplied.
The statements made herein do not constitute an offer. They
are based on the mentioned assumptions and are expressed
in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS S.A.S. will be pleased to
explain the basis thereof.

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

AIRBUS, its logo, A300, A310, A318, A319, A320, A321,


A330, A340, A350, A380, A400M are registered trademarks.

Troubleshooting with A320 CFDS / A340 CMS - REFERENCE 952.1003/05

May 2005

Page 20

A340-500/600
TECHNICAL TRAINING MANUAL
ONBOARD MAINTENANCE SYSTEMS
A340-500/600 T2 MAINTENANCE COURSE (ELECTRICS/
AVIONICS)

This Page Intentionnaly Left Blank

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 reserved


No 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.

This Page Intentionnaly Left Blank

A340-500/600 TECHNICAL TRAINING MANUAL

ONBOARD MAINTENANCE SYSTEMS

Table Of Contents

CENTRAL MAINTENANCE SYSTEM PRESENTATION . . . . . . . . . . . . . 2


CENTRAL MAINTENANCE SYSTEM MESSAGES PRESENTATION . 14
CMS MENUS PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
MENU NORMAL MODE D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
MENU INTERACTIVE MODE D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
MENU SERVICING D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
MENU AVIONICS CONFIGURATION D/O . . . . . . . . . . . . . . . . . . . . . . . 74
MESSAGE D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
MESSAGE PROCESSING D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
BACK UP FUNCTIONS D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
PRINTER PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
PRINTER D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
UP AND DOWN LOADING SYSTEM PRESENTATION. . . . . . . . . . . . 112
UP AND DOWN LOADING SYSTEM D/O . . . . . . . . . . . . . . . . . . . . . . . 118
ON BOARD MAINTENANCE SYSTEM TEST . . . . . . . . . . . . . . . . . . . . 126
ON BOARD MAINTENANCE SYSTEM LINE MAINTENANCE . . . . . 134
ON BOARD MAINTENANCE SYSTEMS BASE MAINTENANCE . . . 150

A340-500/600 T2 MAINTENANCE COURSE (ELECTRICS/AVIONICS)


TABLE OF CONTENTS
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A340-500/600 TECHNICAL TRAINING MANUAL

CENTRAL MAINTENANCE SYSTEM PRESENTATION


CMS PHILOSOPHY
CJanEuNaTrRAyL03M/0A5INTENANCESYSTEMPRESENTATOIN

The Central Maintenance System (CMS) includes the Built-In Test Equipment
(BITE) of all electronic systems and two fully redundant Central Maintenance
Computers (CMCs).
The CMS is used for short term trouble shooting, Line Replaceable Unit
(LRU) removal and system failure analysis or test.
The CMCs centralize and memorize warnings generated by the Flight Warning
Computers (FWCs) and failure messages produced by the aircraft system
BITEs.
The CMS enables maintenance personnel to perform system operational tests,
functional checks and read out of BITE memory through the MCDU.
Reports can be printed on-board, saved on a floppy disk via the Multipurpose
Disk Drive Unit (MDDU) or transmitted to ground through the Air Traffic
Service Unit (ATSU).
CMS data can also be loaded into the CMCs through the MDDU.

A340-500/600 T2 MAINTENANCE COURSE (ELECTRICS/AVIONICS)


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CENTRAL MAINTENANCE SYSTEM PRESENTATION / CMS PHILOSOPHY


A340-500/600 T2 MAINTENANCE COURSE (ELECTRICS/AVIONICS)
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CENTRAL MAINTENANCE SYSTEM PRESENTATION


BITE PHILOSOPHY
A system is composed of LRUs which can be:
- computers,
- sensors,
- actuators,
- and probes.
A function of the system computer is to detect and memorize any failure
occurring within the systems, it is called the Built-In Test Equipment (BITE).
The BITE memory content of each system is sent to the CMCs.

A340-500/600 T2 MAINTENANCE COURSE (ELECTRICS/AVIONICS)


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CENTRAL MAINTENANCE SYSTEM PRESENTATION / BITE PHILOSOPHY


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CENTRAL MAINTENANCE SYSTEM PRESENTATION


TESTS
A BITE can perform 4 types of test:
- POWER UP TEST, which are safety tests, they check the system integrity.
They are carried out on the ground after a power cut,
- CYCLIC TESTS, which are executed in flight and do not disturb system
operation. It is a permanent monitoring of the system,
- SYSTEM TESTS, which enable the maintenance staff to check that the
systems are safe for flight and enable trouble shooting. They are carried out on
the ground,
- SPECIFIC TESTS, which are available for some systems. They generate
stimuli to various command devices such as actuators or valves. As they have
major effects on the aircraft, they are only executed on the ground.
SYSTEM TESTS and SPECIFIC TESTS are initiated manually via the CMCs.

A340-500/600 T2 MAINTENANCE COURSE (ELECTRICS/AVIONICS)


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CENTRAL MAINTENANCE SYSTEM PRESENTATION / TESTS


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CENTRAL MAINTENANCE SYSTEM PRESENTATION


CENTRAL MAINTENANCE COMPUTER
Two CMCs are provided:
- number one is active,
- and number two is a hot standby.
A pushbutton is provided for manual transfer from one to the other.
The CMCs continuously scan the buses from the aircraft systems.
During flight, if a failure message from a BITE is present on a bus, the CMCs
copy and store it.
The CMCs also store warning messages generated by the FWCs during flight
operation.
The CMS operator's interface is the MCDU.
Only two of the three MCDUs available can be operated simultaneously.

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CENTRAL MAINTENANCE SYSTEM PRESENTATION / CENTRAL MAINTENANCE COMPUTER


A340-500/600 T2 MAINTENANCE COURSE (ELECTRICS/AVIONICS)
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CENTRAL MAINTENANCE SYSTEM PRESENTATION


OPERATION MODES
The CMS operates in two modes, a normal mode and an interactive mode.
In normal mode, the CMS records fault messages from system BITEs and
warnings from the FWCs.
In the interactive mode, which is available on the ground only, the CMS allows
the operator to retrieve trouble shooting data and to initiate system tests.

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CENTRAL MAINTENANCE SYSTEM PRESENTATION / OPERATION MODES


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CENTRAL MAINTENANCE SYSTEM PRESENTATION


SYSTEM TYPES
The systems are of three different types depending on their complexity.
Most of the systems are type 1 systems.
Type 1 systems can memorize failures that occurred during the last 64 flights.
They are connected to both CMCs by an ARINC 429 output bus and to CMC 1
by an ARINC 429 input bus.
This enables on ground trouble shooting and interactive testing of the systems
and their components.
The type 2 systems only memorize failures from the last flight.
The output connection is an ARINC 429 bus.
A discrete input allows initiation of the system test.
The TYPE 3 systems do not generate failure messages.
A discrete output indicates the system status.
A discrete input permits initiation of the test or reset.

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FAILURE CLASSES
CJanEuNaTrRAyL03M/0A5INTENANCESYSTEMMES AGESPRESENTATOIN

Failures are divided into three classes depending on the effect they have on the
flight.

CLASS 1 FAILURE
Class 1 failures are the failures which have an operational
consequence to the current flight.
Some of them are displayed as a warning in real time on the ECAM
and available on the MCDU.

CLASS 2 FAILURE
Class 2 failures are the failures which have no operational
consequence on the current flight.
Some affected systems are identified on the ECAM status page.
As for class 1 failures, the maintenance team can identify them on the
post flight report.

CLASS 3 FAILURES
Class 3 failures have neither operational nor safety consequences on
the aircraft. They are not indicated to the flight crew during flight.
They are only available on ground through the MCDU class 3 report.

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INTERNAL / EXTERNAL FAILURES
Failure messages transmitted to the CMCs can be internal or external.

INTERNAL FAILURES
If a failure appears within a system, the BITE will send an internal
failure message to the CMCs.

EXTERNAL FAILURES
The BITE of each system interfacing with the affected system will
send an external failure message to the CMCs.

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FAILURE MESSAGES STRUCTURE
The maintenance messages are all made up of one or several parts.
Each part includes the following data :
- the name of the suspected component,
- its FIN if it is a LRU,
- complementary information if necessary.

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TYPES OF MESSAGE
Any part is given in one of these five forms depending on the failure reported:
An "LRU (FIN)" message appears when:
- either the computer declares itself suspect,
- or a computer or a system receiving its signals declares the affected computer
as suspect.
An "LRU (FIN) COMPLEMENTARY INFO" message appears when the
suspected computer is generating several signals. The complementary info
helps to identify the suspected signal.
A "WRG : SIGNAL NAME" message appears when a wiring failure is
identified, with the name of the transmitted signal.
An "LRU (FIN) SPLY" message appears when an LRU supply loss is
identified without ambiguity.
Specific messages are used for some faulty situations that would require a too
complex BITE to identify the affected LRU.
In these cases, only the operator can identify the faulty LRU. The procedure
required is in the Maintenance Manual.

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AMBIGUOUS / MULTIPLE FAULTS
In the case of ambiguous faults, up to three possible failures may be indicated
in the most probable order.
A "/" sign separates the message parts.
In some cases of multiple faults, a BITE may generate a single maintenance
message which concerns several defective components.
A "+"sign separates the faulty components.

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CMS MENUS PRESENTATION


CMS MCDU MENUS
CJanMuSarMEy0NU3/0S5PRESENTATION

The functions are displayed on a ground and a flight menu.


The flight menu presents only a part of the ground menu.
The CMS menu switches to flight mode, when at least 3 engines are running
for 180 seconds with the flight number inserted (or the aircraft speed is above
80 knots). The ground menu comes back during roll-out, when the aircraft
speed is below 80 knots for more than 30 seconds.

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FLIGHT LEGS
A flight LEG starts at startup of the third engine plus three minutes, if the flight
plan is available in the Flight Management System (FMS), or speed higher
than 80 knots if the flight plan is not available.
At the beginning of a new LEG, the content of the POST FLIGHT REPORT is
transferred to the previous flight report memory.

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NORMAL MODE
In normal mode, the CMCs memorize the fault messages from type 1 and type
2 systems and the fault status from type 3 systems.
The three types of system have a different behavior depending on flight phases
in the normal mode:
- type 1 systems receive CMC data for flight phase synchronization. They
memorize failure messages at the start of each flight LEG until 80 knots +30s
after touch down.
- type 2 systems only memorize failure messages when the aircraft is airborne
(i.e. as soon as the landing gear is not compressed). - type 3 systems transmit a
permanent signal if they are faulty.
In the normal mode, several functions provide aircraft status reports.
The CURRENT FLIGHT REPORT function is available on the flight menu.
It provides the list of ECAM warnings/cautions and faults related to class 1 and
class 2 failures recorded during the current flight.
The POST FLIGHT REPORT function is available on the first page of the
ground menu.
It provides the list of ECAM warnings/cautions and faults related to class 1 and
class 2 failures recorded during the last flight.
The PREVIOUS FLIGHT REPORT function is available on the first page of
the ground menu.
It gives the list of the POST FLIGHT REPORTS over the last 63 previous
flights.

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INTERACTIVE MODE
The SYSTEM REPORT/TEST function of the ground menu enables access to
the interactive mode.
In the interactive mode, which is available on the ground only, the CMS allows
the operator to retrieve troubleshooting data and to initiate system tests.

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COMPLEMENTARY FUNCTIONS
Several complementary functions are available via the MCDU menus.
The AVIONICS STATUS function is accessible on both flight and ground
menus.
It provides a real time list of the systems affected by a fault.
The CLASS 3 REPORT function is available on the second page of the ground
menu.
It provides the list of class 3 faults.
The REPORTS PROGRAMMING function allows an automatic print or
download of the POST FLIGHT REPORT at engine shut down.
The report filter can also be activated from here.
The REPORTS FILTERS function allows spurious messages in the flight
reports to be filtered.
This filter can be inserted either manually via the MCDU or by uploading in
the CMCs.
The AVIONICS CONFIGURATION REPORTS function manages the
inventory of the aircraft computer part numbers and software diskettes.
The SERVICING REPORT function provides reports with different
parameters which have to be periodically checked and which may induce
servicing actions.
The UTC/DATE INIT function is accessible on both flight and ground menus.
It appears after a long power interrupt of the CMCs.
It enables initialization of the backup clock in case of main clock failure.

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MENU NORMAL MODE D/O


GENERAL
MJanEuNaUrNyO0R3/0M5ALMODED/O

This is the Multipurpose Control & Display Unit (MCDU) menu page which
presents the systems connected to the MCDU.
From the MAINTENANCE MENU displayed on 2 pages, all the Normal
Mode Central Maintenance System (CMS) reports can be shown.
These reports will be explained in the following topics, supposing the aircraft
on ground and engines shut down.

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POST FLIGHT REPORT

topic.

The POST FLIGHT REPORT displays the Electronic Centralized Aircraft


Monitoring (ECAM) messages such as WARNINGS/CAUTIONS and
MAINTENANCE STATUS messages, and also CLASS 1 and 2 FAULT
messages which occurred during the last flight and have been memorized in
the Central Maintenance Computer (CMC).
It can display a maximum of 64 warnings and 64 faults.
The first item of the POST FLIGHT REPORT, are the ECAM messages. The
first page contains only one of these messages.
If there are several messages, they will be displayed 2 at a time only, on the
following pages. In this example, there are 2 ECAM message pages.
The ECAM messages are displayed in the order of acquisition by the CMC,
minute by minute. The last message memorized is displayed first.
If there is no warning, the NO WARNING message will be displayed.
From each "warning messages" item page, we can access the first "fault
messages" item page by pressing the right arrow key. The first page contains
only one message.
If there are several messages, they will be displayed 2 at a time only, on the
following pages. In this example there are 2 fault message pages.The number
of ECAM message item pages and FAULT message item pages is not
necessarily the same.
The fault messages are displayed in the order of acquisition by the CMC,
minute by minute. The last message memorized is displayed first.
If there are no failures, the NO FAULT message will be displayed.
From each fault message item page, it is possible to go back to the first
warning message item page by pressing the left arrow key.
In our example, the prompt (<) before the second fault message means that this
fault is also detected by other systems as external failures. These systems are
called IDENTIFIERS.
The IDENTIFIERS page lists the fault message and the name of the systems,
other than the source, which detected the fault. A maximum of 6 systems can
be displayed.
This screen shows a summary of the main pages of the MCDU described in the
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POST FLIGHT REPORT PRINT
All the information presented on the POST FLIGHT REPORT on different
MCDU screens, is printed together on one page.
Extra information is added in this POST FLIGHT REPORT print out. In flight,
this report is called the CURRENT FLIGHT REPORT. It can be printed at any
time.
The ECAM and FAULT messages concerning the same event and recorded in
the same minute are printed side by side.
The header presents general information about the flight and the report print
out.
The cockpit effects list presents the ECAM messages.
If a warning is generated during a flight phase inhibit it will not be presented to
the crew. On the Post Flight Report Cockpit Effects, the warning will be
presented and "NOT DISPLAYED" added to the message.
The time of warning or fault message occurrence and the name of the flight
phase are displayed.
The FAULTS list presents intermittent failures and permanent failures called
hard failures with their source and their identifiers.

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PREVIOUS FLIGHT REPORTS
The PREVIOUS FLIGHT REPORTS item gives access to the previous POST
FLIGHT REPORTS affected by failures, with a maximum of 64 previous
flights.
It will display a maximum of 252 warning and fault messages.
This report presents the list of the previous flights, 4 per page, and allows
access to the corresponding PREVIOUS FLIGHT REPORTS. The flights are
presented in reverse order on the MCDU screen.
To study the details of these reports, please refer to the POST FLIGHT
REPORT topic.
In case of CMC removal/installation, if the new CMC comes from another
aircraft, the previous POST FLIGHT REPORTS concerning this aircraft will
not be displayed.
If the new CMC comes from the shop, a pseudo flight (00) is created to
indicate the date of the first computer installation on the aircraft.

AVIONICS STATUS
In flight or on ground, the AVIONICS STATUS report displays the identity of
systems affected by, at least, one CLASS 1 or 2, internal or external failure at
the moment of the request.
The entire report can be printed.
This is the list of systems affected by a failure. If no systems are affected, the
NO FAULT message is displayed.
On ground, a prompt (<) indicates that a direct access to interactive mode of
the selected system is possible.
If the SYSTEM REPORT/TEST mode is selected on one of the other MCDUs,
the "DUAL SYSTEM ACCESS" message is displayed on the scratchpad line.
This screen shows a summary of the main pages of the MCDU described in the
topic.

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CLASS 3 REPORT
This report displays the list of the systems affected by class 3 faults and the
failures by system on request. This report is created, on ground only, by the
CMC upon selection.
A page tells the operator to check that all systems are in normal configuration
and enables the CLASS 3 REPORT to be printed.
The affected systems list is the one shown on the MCDU.
To see the list of the class 3 failures sent to the CMC by a computer, you have
to select the corresponding adjacent line key.
If there are no failures, the NO FAULT message will be displayed.
In the complete CLASS 3 REPORT print out, class 3 failures and affected
systems are printed side by side.
The header presents general information about the aircraft identification and
the report print out.
A list presents the systems affected by at least one CLASS 3 fault.
A list presents the associated CLASS 3 fault messages.

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COMPLEMENTARY FUNCTIONS
Filtering and Report programming functions are available via the second page
of the maintenance menu.
The SERVICING REPORT and AVIONICS CONFIGURATION REPORT
will be studied in dedicated modules.

REPORTS PROGRAMMING
This function allows automatic printout and transmission via the Air
Traffic Service Unit (ATSU), of the POST FLIGHT REPORT at the
end of the flight.
It also allows the activation of the report filter.
In the displayed configuration, printout and transmission are
automatic, but the filter is not activated.

REPORTS FILTERS
Remember that this function allows spurious messages in the POST
FLIGHT REPORT to be filtered.
The purpose of this item is to print the content of the filter database
and to transmit the filter database to the opposite CMC. The
programming of the filter can be manually performed via a password
at engineering level.
This screen shows a summary of the main pages of the MCDU
described in the topic.

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MENU INTERACTIVE MODE D/O


GENERAL
MJanEuNaUrIyN0T3E/0R5ACTIVEMODED/O

This module is developed by supposing that the aircraft is on ground and


engines shut down.
From the first page of the MCDU Maintenance Menu, the access to the
interactive mode through the System report/Test function is gained. This
function ensures the dialog between the MCDUs and each system, type 1, 2, or
3, connected to the Central Maintenance Computers (CMCs), on ground only.
The page displayed by the CMC gives the list of all the systems sorted by
function in the ATA chapter sequence. This list is displayed on 6 pages, which
are shown in the following figures.
Each function allows access to the related computers or units dealing with that
function.

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TYPE 1 SYSTEM TYPICAL MENU
This is a typical type 1 system menu. However, most of the radio-navigation,
navigation and communication systems, which are interchangeable with other
aircraft, may have a different menu presentation.
The following items shown in the table are always available.

LAST LEG REPORT


The purpose of this item is to present the internal and external class 1
and 2 fault messages, concerning the system, that appeared during the
last flight.

PREVIOUS LEGS REPORT


The purpose of this item is to present the internal and external fault
messages, concerning the system that appeared during the previous 64
flights. This item is the sum of the LAST LEG REPORT items over
several flights.

LRU IDENT
The purpose of this item is to present the part number of the selected
system. The serial number and the data base number can also be
indicated for certain systems.

GROUND SCANNING
The purpose of this item is to reconfigure the computer BITE as being
in flight.
Fault messages Class 1or 2, internal and external Fault messages,
detected by the BITE during the activation of this function, are
displayed in real time.

TROUBLE SHOOTING DATA


The purpose of this item is to present internal snapshot data
concerning any failure of any class for airline engineering use.
In most cases, it is coded data and sometimes can be accessed from
other reports as, LAST LEG REPORT, PREVIOUS LEGS REPORT,
TEST and GROUND REPORT.

CLASS 3 FAULTS
The purpose of this item is to present the class 3 fault messages,
concerning the system, that appeared during the last flight.

TEST
The purpose of this item is to initiate tests from the MCDU and
display the test results with their failure class. If the test takes more
than 1 second, TEST IN PROGRESS xxS and the maximun waiting
time are displayed.
If several types of test exist for a system, they must be displayed in
line 2R, 3R, 4R or even on a sub-menu page accessible from line key
6R.
Tests are divided into 3 groups :
- Basic or system tests, which have no effect on the aircraft, are
accessibles via key 2R.
- Complementary tests, which affect the A/C and require safety
precaution, are accessibles via key 3R.
- Additional tests, which are menu guided tests, are accessibles via
key 4R.

GROUND REPORT
The purpose of this item is to present the internal fault messages
which appeared since the last flight at the moment of the request.

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SPECIFIC DATA
The purpose of this item is to display specific information in order to
help the trouble shooting.
If only one type of specific data exists in the system, the exact name
will be displayed in place of SPECIFIC DATA. If more than 2 types
of SPECIFIC DATA exist in a system, they must be displayed on a
sub-menu page accessible from line key 6R.

MENU INTERACTIVE MODE D/O / GENERAL


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TYPE 1 SYSTEM EXAMPLE MENU
To describe the contents of the different items of a type 1 system, it has been
chosen the Electric Power Generation System (EPGS), part of the AC
ELECTRICAL GENERATION function.
The Ground and Auxiliary Power Control Unit (GAPCU) is the interface unit
between the EPGS and the CMCs, but as the EPGS is controlled by 6
computers (1 GAPCU and 5 GCUs), an intermediate page is added to choose
the computer from which we have selected the report.
The EPGS menu, which contains most of the type 1 system items, is shown on
the figure and will be explained in the following subtopics.

LAST LEG REPORT


This report presents only 2 messages at a time.
The fault messages are recorded by the system with the Universal
Time Coordinated (UTC) at which the fault occurred, the 6 digit ATA
reference and the class of the failure.
When no failure has been recorded during the last flight, NO FAULT
DETECTED message is displayed on the MCDU.

PREVIOUS LEGS REPORT


As the LAST LEG REPORT, this report presents only two messages
at a time.
The fault messages is identical to the LAST LEG REPORT plus the
date at which the failure occurred and the leg number.
In addition, the identification of the A/C where the failure occurred is
included in the header.

TROUBLE SHOOTING DATA


This report presents snapshot coded information.
The information presented is aircraft configuration and system
configuration.
If no failure has been recorded by the system, NO FAULT
DETECTED message is displayed on the MCDU.

CLASS 3 FAULT
This report presents only 2 messages at a time.
The class 3 faults are recorded during the last flight. Only the time
and the ATA reference are presented.

SYSTEM TEST
This item, which is a system test, enables initialization of the power
up test, among other things.
All faults detected and presented by the system will be analyzed and
reported by this test. If the test is OK, "TEST OK "is displayed on the
MCDU.

GROUND REPORT
The characteristics of this report are the same as those of the LAST
LEG REPORT but limited to the internal failures of any class.
The following screens represent a summary of the main screens
shown in this topic.

LRU IDENT
This report presents: the name, the part number and, in this example,
the serial number of the electronic Line Replaceable Units (LRUs)
which are included in the EPGS.
Only 2 are displayed at a time, and in this example, on 3 pages.

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TYPE 2 SYSTEM TYPICAL MENU
Unlike the Type 1 Systems, there is no Menu Mode for the Type 2 Systems.
These functions are presented on the MCDU by the CMC (Pseudo mode
Menu).
The following items shown in the table are always available.

LAST LEG/GND REPORT


The purpose of this item is to present the class 1 and 2 fault messages,
concerning the system that appeared during the last flight and on
ground.

LRU IDENT
The purpose of this item is to present the part number of the selected
system.

CLASS 3 FAULTS
The purpose of this item is to present the class 3 fault messages
concerning the system during the last flight.

TEST
The purpose of this item is to initiate the system test from the MCDU
and to display the test result with its failure class. If the test takes
more than 1 second, the CMC displays TEST IN PROGRESS xxS
with the maximum waiting time.

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TYPE 2 SYSTEM EXAMPLE MENU
To describe the contents of the different items of a type 2 system, we have
chosen the Battery Charge Limiter 1(BCL 1) , part of the DC ELECTRICAL
GENERATION function.
This is the BCL 1 menu.

LAST LEG/GND REPORT


This report, formatted by the active CMC, presents, only 2 at a time,
the fault messages with the 6 digit ATA reference and the class of the
failure, which are permanently transmitted by the system.
In case of failure detected on ground, after touch down, the fault
message will be preceded by "GND".

LRU IDENT
This report, formatted by the active CMC , presents the part number
of the BCL 1.

CLASS 3 FAULTS
This report formatted by the active CMC, presents, only 2 at a time,
the class 3 fault messages with the 6 digits, ATA reference, which are
permanently transmitted by the system.

TEST
During the progress of the test, some information is provided on the
MCDU.
If the test is OK, the CMC displays "TEST OK" on the MCDU
screen.
The following screens represent a summary of the main screens
shown in the topic.

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TYPE 3 SYSTEM TYPICAL MENU
This is a typical type 3 system menu. The menu is fully generated by the active
CMC.

TEST AND RESET


The only possible item is TEST function or RESET function.
In case of failure, the CMC displays the name of the tested or reset
component. If the test or reset is OK the CMC displays "TEST or
RESET OK".

TYPE 3 SYSTEM EXAMPLE MENU


To describe the contents of the different items, we have chosen 2 examples:
Generator Control Unit (GCU) EMERGENCY and then Transformer Rectifier
(TR) 1, in the AC and DC GENERATION function.

GCU EMR MENU


If the test is OK the CMC displays "TEST OK" on the MCDU screen.
If the test is not successful the respective messages will appear on the
MCDU screen.

TR 1 MENU
If the reset is not successful, the fault message shown on the figure is
displayed.

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MENU SERVICING D/O


GENERAL
MJanEuNaUrSyE0R3V/0I5CINGD/O

This function provides reports with different parameters, which have to be


periodically checked, and which may induce servicing actions. The servicing
report is accessible through the MCDU.
It can also be printed, dumped if a data loader is installed, or transmitted to the
Air Traffic Service Unit (ATSU) via the Aircraft Communication Addressing
and Reported System function (ACARS function).

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REPORT
The report is available either in flight or on ground.
The servicing report is composed of the different items listed in the table as:
- Engines
- Integrated Drive Generator (IDG)
- APU
- Hydraulic
- Fuel
- Landing gear
- Oxygen
- Door and slide bottles
- Water/waste
- Air conditioning
The servicing report can be presented in 3 ways. These are: complete format,
coupon mode printout and MCDU presentation that will be shown next.

COMPLETE FORMAT
In this case the report is composed of all servicing and summary items
presented on two pages.
The report shown in the next figure is presented as an example.

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REPORT (CONTINUED)
COUPON MODE
The purpose of this is to present to the user only items needing action.
First, a SUMMARY COUPON is printed, followed by the items
where a parameter is under the minimum or above the maximum
value of a threshold.
If a servicing item status is "CHECK" in the summary coupon, the
summary coupon will be followed by the servicing item coupon,
otherwise the status is OK.

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REPORT (CONTINUED)
MCDU PRESENTATION
The servicing report, which is displayed on MCDU is complete and
therefore includes all parameters. It consists of 11 MCDU pages.
Pressing the up and down arrow keys gives you access to the next (or
previous) pages that make up the servicing report.

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PROGRAMMING
It is possible to program, through the MCDU, certain functions related to the
servicing report. You can program a complete report or a coupon mode report.
You can also program the automatic transmission to the printer, the ATSU via
the ACARS function, and the Multipurpose Disk Drive Unit. Non programmed
printouts, dumps or transmissions to the ground have to be made manually.

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THRESHOLD AND TEXT INSERTIONS
The airline engineering first needs to define the various thresholds which will
be used for the servicing report. The purpose of these thresholds is to
automatically trigger a coupon if they are exceeded. The airline can also add
comments and information texts between the coupons.
Report threshold and text insertions are made on a personal computer using
software called a Maintenance Option Tool (MOT). Then, when this
programming is made, it is loaded in the Central Maintenance Computers
(CMCs) using the data loader, if installed.
The servicing report thresholds and information texts database is printed
automatically after uploading.
Manual printing of the servicing report thresholds and information texts data
base can be done through an MCDU menu.
The report shown in the next figure is presented as an example.

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MENU AVIONICS CONFIGURATION D/O


GENERAL
MJanEuNaUrAyV0I3O/0N5ICSCONFIGURATIOND/O

This function is used to manage the inventory of the aircraft computer part
numbers and software diskettes. It is only available on ground and with the
Central Maintenance Computer 1 (CMC1).
From the CMS MCDU MENU, the function AVIONICS CONFIGURATION
REPORTS enables access to:
- the EQUIPMENT CONFIGURATION REPORT
- DISKETTE CONFIGURATION REPORT, and
- CONFIGURATION CHANGE

EQUIPMENT CONFIGURATION REPORT


This item displays the list of computer part numbers and, for some, the serial
number and/or the data base number.
The part number and serial number are directly read from the computer
memory or On Board Replaceable Modules, thus no updating is necessary.

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MENU AVIONICS CONFIGURATION D/O


EQUIPMENT CONFIGURATION REPORT CONTD
They are displayed on the MCDU or they can be printed.

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DISKETTE CONFIGURATION REPORT
The purpose of this item is to record and check the version of these floppy
disks. On each aircraft, a set of floppy disks is available in the cockpit. They
contain databases necessary for the operation of some computers.
The diskette configuration report is first defined by the airline engineering
using a Maintenance Option Tool (MOT), then loaded in CMC1.
The CMC will keep this report updated because it can read the data base
numbers directly from the computers.
This report is displayed on the MCDU or can be printed.

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MENU AVIONICS CONFIGURATION D/O


DISKETTE CONFIGURATION REPORT CONTD
Pushing the line key adjacent to Avionics Configuration Reports gives you
access to the different MCDU screens as presented in the following example.

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CONFIGURATION CHANGE
This function is designed to validate the part number, data base number and
software reference changes through the Central Maintenance System (CMS),
and is presented on the MCDU only if new part numbers are detected by the
CMS.
The philosophy is that if a person changes a computer part number, creating a
new part number then the change is checked and validated on the MCDU by
another person called the controller.
The items of equipment that are listed are those for which the change has not
yet been validated. A password will be entered to validate the new part
number.
After validation, the equipment disappears from the list. It is still available in
the Equipment Configuration Report.
The configuration change report can be printed through the MCDU.
The screens and reports are presented as an example.

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PROGRAMMING
It is possible to program the automatic transmission of the configuration
change report, to the printer, the ATSU via the ACARS function, or the data
loader.
Non programmed printouts, dumps or transmissions to the ground have to be
made manually.

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MESSAGE D/O
GENERAL
MJanEuSaArGyE03D/05O

A maintenance message is generated by the system BITE each time a fault is


detected and isolated. This message is memorized in the BITE memory and
transmitted to the Central Maintenance Computers (CMCs).
The maintenance message must indicate, as directly as possible, the faulty Line
Replaceable Unit (LRU). Each message is limited to a maximum of 48
characters in 2 lines of 24 characters.
It can be composed of one or several parts depending on the number of
suspected LRUs.
In addition, the ATA 6-digit reference of the suspected LRU is provided. Even
if the message is composed of several suspected LRUs, only one suspected
element is faulty.
Each part of the maintenance message is composed in accordance with the
syntax presented in the next figure.

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MESSAGE D/O
MESSAGE CATEGORIES
Any part of these maintenance messages necessarily belongs to one of the 5
categories presented as follows.

CATEGORY 1
When a computer requires maintenance, this may be detected and
declared by the computer itself, or a system using the computer.
In this case an LRU(FIN) message appears.

CATEGORY 2
In this category, the primary suspected element is a computer
generating several signals. The complementary information makes it
possible to identify the suspected signal. This signal may be
controlled on the aircraft.
In this case LRU Functional Item Number (FIN) complementary
information messages appear, for example as LRU(FIN) SIGNAL
NAME, LRU(FIN) BUS NAME and LRU(FIN) DISCRETE NAME.

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MESSAGE D/O
MESSAGE CATEGORIES (CONTINUED)
CATEGORY 3
Wiring is only indicated when the conclusion of the BITE analysis is
a wiring fault. The wiring can always be involved even if there is no
mention of wiring in the message.
In this case wiring signal name messages appear. Some of these
messages are shown on the following figure.

CATEGORY 4
These are cases where precise identification of the faulty LRU would
require a too complex BITE.
In this case SPECIFIC messages appear.
In this type, only an analysis of the problem by the technicians makes
it possible to identify the component involved.
The procedure to be followed is described in the TROUBLE
SHOOTING MANUAL (TSM).

CATEGORY 5
The part of the message belongs to this type when the loss of LRU
power supply is unambiguously identified. The LRU power supply
must then be precisely checked before LRU replacement.
In this case LRU(FIN)Sply messages appear.
It should be noted that the LRU itself may be one of the causes for
this loss of supply.

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MESSAGE D/O
MESSAGE CONSTRUCTION
In case of ambiguous faults, up to 3 possible faulty LRUs may be indicated in
the most probable order, each possibility being separated by the slash sign ("/
"). Only one component is effectively responsible.
In some cases of multiple faults, it is possible that a BITE generate a single
maintenance message, which may concern several defective components.
These components are then separated by the plus sign ("+"),
LRU1(FIN)+LRU2(FIN).
The ATA reference next to the message corresponds to the first suspected
component.
When the "FIN" part of the message is absent, this means that no LRU is
directly involved in this part.
The possible combinations are shown as follows, for example:
LRU1(FIN)/LRU2(FIN)
LRU1(FIN) BUS NAME/LRU2(FIN)
Two examples are shown in case of LRU1 (FIN)/WRG type. LRU2 BUS
NAME TO LRU1...
And LRU1 (FIN)/SPECIFIC/SPECIFIC.
And lastly, SPECIFIC/LRU1 (FIN).

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MESSAGE D/O
MESSAGE HANDLING
Each Central Maintenance System message is covered by the TSM and is an
entry point to trouble shooting.

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GENERAL PARAMETERS
MJanEuSaArGyE03P/0R5OCES INGD/O

The Central Maintenance Computer (CMC) acquires and dispatches general


information to the type 1 systems. and is the interface between the main clock
and the system BITEs, which use time and date data. If the main clock has
failed, the CMC back-up clock takes over.
The CMC is the interface between the Flight Management Guidance and
Envelope Computers (FMGECs) and the systems, which use Flight Number
and City Pair, such as the Air Traffic Service Unit (ATSU) and the Aircraft
Condition Monitoring System (ACMS) only.
The CMC is the interface between the Digital Flight Data Recording System
(FDRS) and the system BITEs which use the Aircraft Identification.
In addition to its own warnings, the CMC processes the FDRS and ACMS
warnings, which are sent to the Flight Warning Computers (FWCs).
The CMC is the interface between the FWCs and the system BITEs concerning
the flight phases.
The CMC transmits the aircraft configuration, which is processed by pin
programming to all type 1 system BITEs. This configuration is used to know
the installation of optional equipment.
The CMC processes the DC1, DC2 and NULL maintenance phases
independently from the flight phases and transmits them to all type 1 systems.
These maintenance phases control the memorization of the BITE data and the
leg management.
For the constitution of these maintenance phases, the CMC receives the
information included in the table shown in the next figure:
Type 2 systems process their own FLIGHT/GROUND condition and
consequently manage their own data, whereas in type 1 systems, this condition
is given by the maintenance phases sent by the CMC.
The CMC must process a FLIGHT/GROUND condition to manage type 2
system BITE data. It (the CMC) considers type 2 systems 'in flight' after takeoff and on ground' after "landing gear compressed".
Note: for type 1 systems, the flight condition is given by the NULL
maintenance phase while the ground condition is given by the DC1+DC2
maintenance phases, sent by the CMC.
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CENTRAL MAINTENANCE COMPUTER /TYPE 1
SYSTEM
The fault processing, memorization and transmission to the CMC is different
in each maintenance phase.

DC2 MAINTENANCE PHASE


When the leg starts, in the type 1 system computer, the contents of the
LAST FLIGHT memory are transferred to the PREVIOUS FLIGHTS
memory. The GROUND and the CLASS 3 FAULT memories are
erased in the CMC, and the contents of the POST FLIGHT memory
zone are transferred to the PREVIOUS FLIGHT memory zone.
When an internal class 1 or class 2 fault occurs, after detection and
isolation of the faulty Line Replaceable Unit (LRU), the BITE
processes a fault message, which is stored in the system BITE
memory and transmitted to the CMC, where it is also memorized.
At the same time, if there is a warning message, it is also memorized
by the CMC.
The AVIONICS STATUS zone memorizes the name of the system
affected as long as an external or internal fault is present.
If an internal class 3 fault occurs, it is memorized in the system BITE
memory.

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DC1 MAINTENANCE PHASE


When an internal or external class 1 or class 2 fault occurs, after
detection and isolation of the faulty LRU, the BITE processes a fault
message, which is stored in the system BITE memory and transmitted
to the CMC, where it is also memorized.
At the same time, if there is a warning message, it is also memorized
by the CMC.
The AVIONICS STATUS zone memorizes the name of the system
affected as long as the fault is present.
If a class 3 fault occurs, it is only memorized in the system BITE
memory.
At the end of the flight, DC1/NULL transition, the CMC reanalyzes
the fault message consolidation, to determine if it is HARD OR
INTERMITTENT, and processes the POST FLIGHT REPORT,
according to the spurious message filter, which is applied.

NULL MAINTENANCE PHASE


The system BITE transmits to the CMC, fault messages of any class,
which are due to faults detected in the last flight.
This is used to feed the "class 3 zone" when the CLASS 3 REPORT is
requested.
When an internal fault of any class occurs, after detection and
isolation of the faulty LRU, the BITE processes a fault message
which is stored in the system BITE ground memory only.
The AVIONICS STATUS zone memorizes the name of the system
affected as long as an external or internal fault is present. If an
internal class 3 fault occurs, it is memorized in the system BITE
memory.

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CENTRAL MAINTENANCE COMPUTER/TYPE 2
SYSTEM
For type 2 systems, the leg starts at take-off.

FLIGHT MAINTENANCE PHASE


When the leg starts, the flight and ground system BITE memories are
erased.
When an internal or external fault of any class occurs, after detection
and isolation of the faulty LRU, the BITE processes a fault message,
which is stored in the system BITE memory and transmitted to the
CMC, where it is also memorized, except for class 3 faults.
At the same time, if there is a warning message, it is also memorized
by the CMC.
The AVIONICS STATUS zone memorizes the name of the system as
long as the fault is present.

GROUND MAINTENANCE PHASE


The system BITE transmits to the CMC, fault messages of any class,
which are due to internal faults detected in the last flight. This is used
to feed the "class 3 zone" when the CLASS 3 REPORT is requested.
The type 2 system fault message consolidation is reanalyzed by the
CMC at the DC1/NULL transition to process the Post Flight Report.
When an internal fault of any class occurs, after detection and
isolation of the faulty LRU, the BITE processes a fault message in the
system BITE ground memory and transmits it to the CMC to update
the AVIONICS STATUS zone.
The AVIONICS STATUS zone memorizes the name of the system as
long as the fault is present.

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CENTRAL MAINTENANCE COMPUTER/TYPE 3
SYSTEM
The type 3 system BITE has no memory.

DC 1+ DC 2 MAINTENANCE PHASE
When a type 3 system unit fails, the system status is sent to the CMC.
The CMC processes the class 1 fault message and stores it in its
CURRENT FLIGHT memory zone. At the same time, if there is a
warning message, it is also memorized.
The AVIONICS STATUS zone memorizes the name of the system as
long as the fault is present.
The CMC consolidates the fault status at DC1/NULL transition to
process the POST FLIGHT REPORT.

NULL MAINTENANCE PHASE


The system status is continuously sent to the CMC, but only the
AVIONICS STATUS zone is updated (No memorization).
The AVIONICS STATUS zone memorizes the name of the system as
long as the fault is present.

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CORRELATION
The purpose of correlation is to group all the fault messages related to the same
event.
The association provided between fault messages and ECAM messages on the
Post Flight Report print-out, is also a correlation: it is based on time and on the
ATA references.
When a fault message "A" appears, the CMC opens a correlation item.
During 1 mn, it associates all the fault messages with the same ATA chapter
identification, taking the first 3 or 4 digits, and memorizes, in the correlation
item, only the name of the first 6 systems (called IDENTIFIERs) which sent
the fault messages.
The CMC also associates the fault messages generated by other systems,
operationally affected by this failure, which is an external failure for them.
Remember that the fault messages are always memorized in their own system
BITE memories.
After 1 mn, the IDENTIFERS item is closed. 9 correlation items can be opened
at the same time.
If the message "A" is an internal fault message, it is displayed with its
associated source.
If it is an external fault message, it is displayed only if there is no internal
message concerning the same event. Otherwise, the internal fault will be
displayed instead.

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BACK UP FUNCTIONS D/O


NORMAL OPERATION
BJanAuCaKryUP0F3U/0N5 CTOINSD/O

In normal operation, the main clock provides date and time data to the ECAM
and the Aircraft System computers through Central Maintenance Computer
(CMC) 1 or CMC 2. The latter cyclically check and validate the time and the
date from the clock every second.

ABNORMAL OPERATION
In case of main clock failure, the active CMC internal clock takes over.
The CMC internal clock supplies time and date to the ECAM and the Aircraft
System computers.
In addition, if a long power interrupt affects both CMCs, for more than 5
seconds, the Universal Time Coordinate (UTC)-DATE INIT item is added in
the Central Maintenance System menu. In this case time and date are no longer
provided to the ECAM and Aircraft System computers.
These functions enable the crew to initialize the time and date.
In this menu, UTC and date can be initialized by entering data in the
scratchpad and by pressing the corresponding INIT key.
Supposing that you have already initialized the date and entered the UTC in the
scratchpad, you have to validate it by pressing the correct key.

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PRINTER PRESENTATION
GENERAL
PJRanuINaTrEyR0P3R/0E5SENTATION

The printer is used for printing Central Maintenance System reports and other
system reports.
It is loaded with a 8.5 inch (216 mm) wide paper roll.

CONTROLS
The printer face features two pushbutton switches and two annunciator
pushbutton switches.
The TEST switch is used to perform a functional test of the printer.
The SLEW switch is used to feed the paper out.
The PAPER ALARM switch includes an amber caution light which illuminates
if a new paper roll is required.
The OFF switch is used to switch the printer ON or OFF. It includes a status
indicator light which illuminates if the printer is set OFF.

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PRINTER D/O
GENERAL

CENTRAL MAINTENANCE SYSTEM

Several systems can be connected to the printer, which uses a multiplexed


input receiver, so that the printer is in communication with only one of the
possible source systems at a time.
The input data is transmitted on ARINC 429 buses and is ready to be printed.
The output data is transmitted on a single low speed ARINC 429 bus to
indicate the printer status (Ready, Busy, etc...).
The printer is usually connected to the following systems:
- the Flight Management Guidance and Envelope Computers (FMGECs).
- the Central Maintenance System (CMS).
- the Engine Interface and Vibration Monitoring Units (EIVMU).
- the Air Traffic Service Unit (ATSU).
- the Aircraft Condition Monitoring System (ACMS).
Some examples of prints are given hereafter.

The CMS is connected to the printer in order to print fault reports for
maintenance in flight or on ground.
When the last engine is shut down, a Post Flight Report may be automatically
printed.
It is possible to print data displayed on the MCDU by pressing the Print line
select key.

PJRanuINaTrEyR0D3/0O5

FLIGHT MANAGEMENT GUIDANCE AND ENVELOPE


COMPUTERS
The FMGECs are connected to the printer so the following types of report can
be printed:
- Flight plans,
- take-off data,
- wind data
- and flight reports.
The print function allows various Flight Management (FM) reports to be
printed, either automatically or manually.
The FM pre-flight report becomes available when the current flight phase is
PREFLIGHT, whether or not any data has actually been entered.

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ENGINE INTERFACE VIBRATION MONITORING UNIT


Each EIVMU automatically constitutes a report in case of an excessive
vibration level or upon a manual request, before the flight, via the CMS in
interactive mode.
The report is stored in the EIVMU in a volatile memory. Therefore it may be
lost before printing in case of a power supply interruption.
The report is printed on ground as soon as the engine shuts down.
The MCDU page is accessed from the MCDU EIVMU main menu page and
allows frequency analysis acquisition requests. When all the values are
correctly entered the request is validated by pressing on the RETURN key.

AIR TRAFFIC SERVICE UNIT


The ATSU is connected to the printer in order to print:
- The data elaborated by itself received from the ground and from peripheral
computers and the data entered by the MCDUs.

AIRCRAFT CONDITION MONITORING SYSTEM


The ACMS collects data from aircraft systems and formats it to suit various
standard reports, which can be printed.
The ACMS report prints can be done manually via the MCDU or
automatically.
Depending on programming, some reports can be triggered and then printed by
the remote ACMS print push button.
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UP AND DOWN LOADING SYSTEM PRESENTATION


GENERAL
UJanPAuaNrDy0O3/0W5NLOADINGSYSTEMPRESENTATION

The Data loading system includes:


- a Data Loading Selector (DLS) located on the overhead panel to select the
target computer,
- a Multipurpose Disk Drive Unit (MDDU) to upload or download data from
or to a disk unit,
- a Data Loading Routing Box (DLRB) to route the input/output data between
the disk unit and the target computer.

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UPLOADING FUNCTION
The onboard computers use the uploading function to update their data bases
or to modify part of their operational software.
The operator selects the target computer using the "PREV" or "NEXT"
pushbutton of the DLS.
A 3.5 inch disk, containing the data to be transferred, is inserted in the MDDU
and the MDDU sends the data to the target computer via the DLRB.

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DOWNLOADING FUNCTION
The downloading function is used to transfer to a 3.5 inch disk the data
recorded by certain computers during aircraft operation.
This disk-stored data can be directly analyzed on the ground by the airlines on
a suitable data processing tool.
The DLS is used to select the target computer from which the data has to be
downloaded.

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GENERAL
UJanPAuaNrDy0O3/0W5NLOADINGSYSTEMD/O

The up and down data loading system is defined as an interface between the
onboard computers and the ground-based data processing stations (PCs).
The system has two functions, a main uploading function and a downloading
function.
From a data processing media (3.5 inch disk), the onboard computers use the
uploading function to update their databases or to modify part of their
operational software (no OBRM on the front face of the computers).
The downloading function is used to transfer to a 3.5 inch disk the data
recorded by certain computers during aircraft operation. This disk-stored data
can be directly analyzed on ground by the airlines.
Note that all the computers involved by the system use the uploading function.
Only a limited number also use the downloading function.
Interconnection between the onboard data loader, called Multipurpose Disk
Drive Unit (MDDU), and the onboard computers using the system, called
target computers, is mainly ensured by input and output ARINC 429 buses.
Loading operation is basically controlled by the Data Loading Routing Box
(DLRB) by means of the Data Loading Selector (DLS).

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SYSTEM DESCRIPTION
DLRB/DLS
The interface between the DLRB and the DLS is achieved through
two RS422 bi-directional serial links (for dialog and maintenance
purposes) and two discretes.
The DLS sends user commands to the DLRB and displays the result
of these commands on its LCD screen. The list of the computers
displayed on the DLS is extracted from the DLRB database. This
database has to be uploaded to fit the aircraft configuration (by
selecting the DLRB itself in the list of targets).
The DLRB and the DLS only operate in ground condition, right hand
main landing gear shock absorber compressed, according to the
discrete signal sent by Landing Gear Control and Interface Unit 1
(LGCIU 1).
Note that the DLS ON/OFF selector switch is used to activate the
DLRB through the ON/OFF discrete and not to command the DLS
power supply. The DLS power is supplied by the DLRB through the
POWER SUPPLY discrete.

LOAD ENABLE
A LOAD ENABLE discrete, depending on the state of the LGCIU 1
discrete signal, is wired to each target computer to enable the loading
functions on ground and inhibit them in flight.

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TARGET COMPUTERS
The target computers can be separated into two groups.
Most of the computers (up to 26) belong to the first group.
These computers are connected to the DLRB by two ARINC 429
buses. The DLRB routes the data to be transferred between the
MDDU and the computer selected on the pull-down menu of the
DLS.
The three computers belonging to the second group have direct
ARINC 429 links with the MDDU. In addition, these computers are
internally programmed so that they will not consider the LOAD
ENABLE discrete signal for downloading operations.
As a consequence, for the computers of the second group, the
downloading function is also operational in flight.

SYSTEM TYPES
The DLRB/DLS is a type 3 system. Note that the DLS BITE is first
processed by the DLRB (via RS422).
The MDDU is a type 2 system with the following particularity:
Instead of a discrete, this is the Central Maintenance Computer
(CMC) to MDDU ARINC 429 bus, required for downloading
operations, which is also used by the CMC to activate the MDDU
test.

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SEMI-AUTOMATIC LOADING OPERATION
The semi-automatic loading mode is used, on ground only, for either uploading
or downloading operations.
Before performing a semi-automatic loading operation, refer to the relevant
procedure for the corresponding system in the Aircraft Maintenance Manual
(AMM).
The operator actions are limited to:
- first, selecting the target computer on the pull-down menu of the DLS (e.g.
FMGEC 1 for NAV database uploading),
- then, inserting in the disk drive the relevant disk containing the configuration
file in which is defined the data to be transferred.
1) Until the disk is inserted in the drive, the system is in the standby state and
the "<< MDDU READY >>" message is displayed on the MDDU.
Once the disk is inserted, several automatic actions occur with associated
MDDU messages.
2) The MDDU is activated and reads the configuration file ("READY"
message).
3) The MDDU processes the information contained in the configuration file
and a bi-directional protocol dialog is initiated through the ARINC 429 buses
between the MDDU and the target computer ("WAIT RESPONSE" message).
4) As soon as the dialog is established, the data is transferred ("TRANSF IN
PROG" message).
5) When the data transfer is terminated and no anomalies are detected, the
"TRANSF COMPLETE" message is displayed to inform the operator that the
transfer is successfully completed.
Then, in case of uploading, the operator has to check on the relevant MCDU
page that the reference of the uploaded software corresponds to the software
reference of the disk used for uploading.
Note that, for a semi-automatic downloading, a quick and automatic uploading
is first performed to configure the target computer before downloading. That is
the reason why, whatever the target computer is, semi-automatic downloading
is never possible in flight.

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MANUAL LOADING OPERATION
The manual loading mode is only used, either on ground or in flight, for
specific downloading operations (e.g. POST FLIGHT REPORT DUMP from
the CMCs or SAR unload from the Data Management Unit (DMU) part of the
Flight Data Interface and Management Unit (FDIMU)).
A manual downloading operation differs from a semi-automatic downloading
operation by the two following main points:
- no selection is made from the DLS. The data to be transferred is manually
selected on the relevant MCDU page
- the configuration file contained in the inserted disk only defines the label of
the target computer. Note that, in case of an empty or unformatted disk,
downloading is nevertheless possible following a successful identification
procedure between the MDDU and the target computer.

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GENERAL
OJanNuaBrOAyR0D3/0M5AINTENANCESYSTEMTEST

The On board Maintenance System (OMS) BITE is split into a Central


Maintenance System (CMS) BITE, an up and down data loading system BITE
and a report printing system BITE.
The CMS BITE is located in both Central Maintenance Computers (CMCs).
They report their related failure information to each other and to their integral
maintenance function.
The up and down data loading system BITE is located in the Data Loading
Routing Box (DLRB) and the Multipurpose Disk Drive Unit (MDDU). Each
one provides an interface with the CMC. The DLRB reports its own failures
and those related to the Data Loading Selector (DLS). The MDDU reports its
own failures only.
The report printing system BITE is located in the onboard printer. It provides
an interface with the CMC and reports its failures to it.
The OMS system BITE information is available through the MCDU SYSTEM
REPORT TEST page ATA 45 MAINTENANCE.

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CMS MCDU MENU CAPABILITY
The CMS can be interrogated for failure report display and testing by selection
of the ATA 45 MAINTENANCE ON BOARD MAINT SYSTEM key on the
SYSTEM REPORT / TEST page.
The selection of one of the 2 CMCs gives access to the related CMC BITE
page.
Each CMC is a type 1 computer with a BITE menu providing a GROUND
SCANNING and specific functions like TEST and CURRENT REPORT.
The TEST function permits the operator to trigger an automatic test of the
CMC internal circuits as well as of the ARINC 429 and / or discrete interface
with peripheral systems. Note that the master CMC cannot be tested, "no
prompt" appears adjacent to the TEST line Key. Only the slave CMC test is
enabled.
The CURRENT REPORT displays information related to the aircraft
configuration (PIN program etc...), to the uploading of CMC data bases from a
data loader, to the peripherals status and to the value of the discrete ports.

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REPORT PRINTING SYSTEM MCDU MENU
CAPABILITY
The PRINTER can be interrogated for failure report display and testing by
selection of the ATA 45 MAINTENANCE ON BOARD MAINT SYSTEM
key on the SYSTEM REPORT / TEST page.
The selection of PRINTER gives access to the related PRINTER BITE page.
The PRINTER is a type 2 computer with a BITE menu providing a specific
TEST function.
When the TEST is initiated, a power up test of the on board printer is done and
a test pattern is printed out to check the print head condition, the input ports
status, the printer P/N and the paper advance motor.

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UP/DOWN DATA LOADING SYSTEM MCDU MENU
CAPABILITY
The MDDU and DLRB-DLS can be interrogated for failure report display and
testing by selection of the ATA 45 MAINTENANCE ON BOARD MAINT
SYSTEM key on the SYSTEM REPORT / TEST page.

MDDU - MCDU MENU CAPABILITY


The selection of the MDDU gives access to the related MDDU BITE
page.
The MDDU is a type 2 computer with a BITE menu providing a
specific TEST function.
The test function permits a check of the MDDU internal circuits. Note
that to perform this test, a test disk stored in the flexible panel of the
COAT storage compartment must be inserted in the MDDU before the
test is activated.

DLRB DLS - MCDU MENU CAPABILITY


The selection of the DLRB-DLS gives access to the related DLRBDLS BITE page.
The DLRB-DLS is a type 3 system with a BITE menu providing a
specific TEST function.
This self-test allows the maintenance operator to check the internal
status of the DLRB and of the DLS through the DLRB BITE facility.
It is identical to the test performed systematically at power-up.

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PROCEDURE TO LOAD THE DATA BASE OF THE CMC
(DLS/DLRB)
OJanNuaBrOAyR0D3/0M5AINTENANCESYSTEMLINEMAINTENANCE

The Central Maintenance Computer (CMC) data base is made up of a CMC


filter database, a servicing report database and a diskette configuration
database. Each database must be individually prepared prior to the loading of
the entire CMC database, by using the appropriate MAINTENANCE TOOL.

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PROCEDURE TO LOAD THE DATA BASE OF THE CMC
(DLS/DLRB) (CONTINUED)
LOADING OF THE DATA BASE OF THE CMC
Note:
This procedure is similar for any computer, which can receive
uploads through the up and down loading system
Switch the DLS ON and check that MDDU is ready.
Check that the targeted CMC is not selected on the DLS.
Reset both CMCs by using their respective circuit breaker.
Select the targeted CMC through the DLS.
Insert the prepared disk into the MDDU, monitor the data base
transfer and make a check on completion . Note that if a problem
occurs during the uploading procedure and that the "TRANSFER
COMPLETE" indication is not shown at the end, you must do the
procedure again in order to ensure that the computer is fully loaded
with data.
Deselect the targeted CMC on DLS.
Perform the same procedure for the opposite CMC.
Wait for completion of the automatic data base content printout and
remove the disk.
Deselect the target CMC and switch the DLS OFF.

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PROCEDURE TO LOAD THE DATA BASE OF THE CMC
(DLS/DLRB) (CONTINUED)
DO A CHECK ON THE MCDU OF THE REFERENCE OF THE
DATA LOADED INTO BOTH CMCS
From the SYSTEM REPORT/TEST page get access to the target
CMC bite menu.
Make sure that the data base reference shown on the LRU
IDENTIFICATION page is the same as the disk data base reference.
Note: The three first digits refer to the CMC filter Data Base
Number (DB/N), the three following ones refer to the servicing
report data base and the three last digits to the diskette
configuration data base.
Return to the SYSTEM REPORT/TEST page. Perform the same
check for opposite CMC.

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ENABLE/DISABLE OF THE FLIGHT REPORT FILTER
From the second page of the MAINTENANCE MENU access the first
REPORTS PROGRAMMING page.
Push the FILTER ACTIVATED toggle key to activate or inhibit the flight
report filtering. Check the MCDU programming display for confirmation: YES
(activation) or NO (inhibition).

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ENABLE/DISABLE OF THE SERVICING REPORT
(COUPON OR COMPLETE MODE)
From the second page of the MAINTENANCE MENU access the second
REPORTS PROGRAMMING page.
Push the SERVICING COUPONS toggle key to change the SERVICING
REPORT programming. Check the MCDU programming display for
confirmation: YES (coupon mode active) or NO (complete mode active).

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PROCEDURE TO INSTALL PAPER IN THE PRINTER
REMOVAL OF THE SPOOL
NOTE:
If there is still paper on the spool:
- cut the paper,
- Slew the engaged paper until it is fully out.

INSTALLATION OF THE PAPER ROLL


Install the new paper roll in the two grooves.
Engage the paper tip in the gap between the two paper guides and
push it until it engages automatically.
Close the door and check that the paper feeds automatically.

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GENERAL
OJanNuaBrOAyR0D3/0M5AINTENANCESYSTEMSBASEMAINTENANCE

Menu
The Onboard Maintenance System (OMS), beside its basic functions, provides
the maintenance operator with a compilation of LRU P/N, data base numbers
and, software references installed on the aircraft, called AVIONICS
CONFIGURATION DATABASE.
On the A/C, when one of these LRU, software or database is changed or
updated, the CMS detects this new configuration, thanks to the AVIONICS
CONFIGURATION DATABASE. It displays it through an onboard printed
coupon. Then the AVIONICS CONFIGURATION DATABASE may be
updated and validated through the following task.

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VALIDATION OF AN AVIONICS CONFIGURATION
CHANGE
Menu
NOTE: The validation of the Avionics configuration change is done in the
active CMC only. There is no automatic validation transmission to the
slave CMC.
From the second page of the MAINTENANCE MENU access the AVIONICS
CONFIGURATION REPORTS page.
NOTE: Make sure that all systems are powered and not in interactive
mode, to allow the active CMC to check the actual avionics configuration.
Pushing the START key launches the CMC avionics configuration reports
construction.
Push the CONFIGURATION CHANGE key to access to the corresponding
page.
NOTE: This line is displayed only if the active CMC has detected a
configuration change.
The CONFIGURATION CHANGE page(s) shows all changes detected by the
active CMC, one change per page. The VALIDATE key will validate the LRU
change displayed on the page. This key is protected by a passcode.
Switch off the two other MCDUs and enter the access code "XXX" on the
scratchpad to be able to validate the change.
Push the VALIDATE key to access the CONFIGURATION VALIDATION
page.
Push the VALIDATE CHANGE key and check for confirmation.
You can now transmit to the slave CMC, the active CMC as memorized the
AVIONICS CONFIGURATION DATABASE. This allows you to use the slave
CMC in case of active CMC failure.
Put the aircraft back into its initial configuration.

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AIRBUS S.A.S.
31707 BLAGNAC CEDEX, FRANCE
AI/STDC
REFERENCE FWU04451
JANUARY 2005
PRINTED IN FRANCE
AIRBUS S.A.S. 2002
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS