A330 Family: A330/A340 Enhanced Cabin A340-500/600

In-Service Information
Ref.: ISI 23.73.00097

Issue: 2
A330 Family
A330/A340 Enhanced
Cabin A340-500/600
Cabin Intercommunication
Data System & Smoke
Detection Function (CIDS/SDF)
Troubleshooting Guidelines
Guidelines for troubleshooting system
_
A330/A340 Enhanced Cabin & A340-500/600

CIDS & SDF GUIDELINES FOR TROUBLESHOOTING SYSTEM
Please note:
• These instructions do not amend or supersede any information contained in the Aircraft Maintenance
Manual (AMM), or the Trouble Shooting Manual (TSM), or the Master Minimum Equipment List (MMEL).
• This booklet will not be updated and the AMM and TSM remain the principle references.
• For additional information, please, refer to:

AMM & TSM 23-73-00
AMM & TSM 26-10-00, 26-15-00, 26-16-00, 26-17-00 & 26-18-00
Procurement
Operators are invited to contact their Resident Customer Support Manager or their Customer Support
Director (CSD) at Airbus Central Entity, who will initiate or coordinate the necessary actions to procure
these guides, in line with the status of documents received in the company.
Refer to the SIL 00-032 for the details on ISI documentation.
A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 003

Introduction
_
This booklet has been issued in order to inform the A330 and A340
with Enhanced Cabin operators of the potential capabilities of the CIDS
related to intensive trouble analysis and investigation tasks and operators
of A330 with Enhanced Cabin and Smoke Detection Function (SDF)
of the potential capabilities of the smoke detection function CIDS-SDF
related to intensive trouble analysis and investigation tasks. As CIDS
plays an important role in the operational chain, appropriate knowledge
of the system’s function and operations is mandatory.
Notes:
This ISI does not apply to aircraft fitted with Classic CIDS
(DIR P/N Z010H-).
This ISI applies to aircraft fitted with enhanced CIDS
(DIR P/N Z013H-).
Table of contents
_
Glossary
1 General Overview
A CIDS Introduction 011
B Part Number Identification 012
C CIDS Architecture 013
D Components location 014
I Directors 015
II Cockpit components 016
III DEU A 019
IV DEU B 021
V Flight Attendant Panel (FAP) 022
E Circuit breakers 023
2 Components details
A Directors 025
I Introduction 026
II Switch Over logic 027
III Power Up sequence 028
IV H/W & S/W improvements 030
V Interchangeability 031
B Smoke Detection 037
I Introduction 038
II Power supply 039
III Aural & Visual indications 040
IV Detectors 041
V Lavatory 044
VI Cargo 045
VII Fire extinguishing 046
C Decoder Encoder Units (DEUs) 048
I DEU A 049
II DEU B 050
III DEU A&B - Connection Box 051
D Handsets 052
I Introduction 053
II Interchangeability 054
III Operational recommendations 056
E Flight Attendant Panel (FAP) 057
I Introduction 058
II Architecture 060
III Keys colours 061
IV CAM 062
V OBRM & iPRAM 064
VI Hardkeys 065
VII Page Display philosophy 066
VIII Standard pages 067
IX Interchangeability 087
X Passwords 091
F AAP, ACP & AIP 092
I Additional Attendant Panel (AAP) 093
II Area Call Panel (ACP) 094
III Attendant Indication Panel (AIP) 095
G Passenger Service Unit (PSU) 096

Table of contents
_
3 CIDS Functions
A Passenger Address 098
B Cabin and Flight Crew Interphone 100
C Service interphone 102
D Cabin illumination 103
E Emergency evacuation 105
F Passenger call 107
G Air conditioning 109
H Doors & slides 110
I In Flight Entertainment (IFE) 111
J Emergency Power Supply Unit (EPSU) 112
K Potable water & waste 113
L Galley cooling 114
M Cabin Ready Function, Sterile Cockpit
and Cabin & Cockpit Alerting System 115
N Passenger Lighted Signs 116
O Smoke Indication
(with DIR Z013H00xxxxx series) 117
4 CIDS BITE
A Introduction 119
B Failures annunciation 122
C List of ECAM warning
& maintenance status 123
D MCDU CIDS 125
I Access & Main Page 126
II Last Leg Report 127
III Previous Legs Report 128
IV Line Replaceable Unit (LRU) Identification 129
V Class 3 faults 130
VI System tests 131
VII Power Up test 132
VIII Operational Tests 134
IX Trouble Shooting Data 135
X Ground Scanning 136
XI Ground Report 137
XII System configuration 138
E MCDU CIDS Simulator on the FAP 139
F MCDU SDF 140
I Access 141
II Main Menu 142
III Last Leg Report 143
IV Previous Legs Report 144
V Line Replaceable Unit (LRU) Identification 145
VI Class 3 faults 146
VII System tests 147
VIII Ground Scanning 148
IX Smoke Warning test 149
X Trouble Shooting Data
& Smoke Warning report 150
Table of contents
_
5. Dispatch and troubleshooting advices

A Introduction 152
B Fault Message Classification 153
C Troubleshooting Philosophy
& Recommendations 156
D Common Maintenance Procedures 158
E Minimum Equipment List (MEL) 159
I Repair Interval 160
II Maintenance status CIDS 161
III Interphone 162
IV Handset 163
V PA/Loudspeaker/PAX Call 164
VI DEUs A & B 165
VII FAP unit 166
VIII FAP functions, PRAM & CAM 167
IX ACP, AIP, AAP 168
X Cabin signs 169
XI Lavatory Smoke Detection 171
XII FWD Cargo Smoke Detector 172
XIII Aft & Bulk Cargo Smoke Detector 173
F Smoke Event 174
I Smoke warning investigation 175
II Prevent false smoke event 177
III Smoke related troubleshooting 178
G CIDS Event 180
I PSU Troubleshooting 181
II CIDS TOP/MID Line Troubleshooting 182
III PA & Interphone 186
H CIDS/SDF Deviations 187
6. Documentation & Contacts

A Documentation 189
B Contacts 191

Glossary
_
AAP Additional Attendant Panel

A/C Aircraft
ACMS Aircraft Condition Monitoring System
ACP Area Call Panel
AIBU Advanced Integrated Ballast Unit
(Cabin Light)
AIP Attendant Indication Panel
AMM Aircraft Maintenance Manual
AMU Audio Management Unit
ARINC Aeronautical Radio Incorporation
ASPSU Autonomous Stand-by Power Supply
Unit
BITE Built-In Test Equipment
CAN Controller Area Network
CAM Cabin Assignment Module
CCAL Cabin and Cockpit Alerting System
CIDS Cabin Intercommunication Data
System
CMC Central Maintenance Computer
CPC Cabin Pressure Controller
CVMS Cabin Video Monitoring System
DEU Decoder/Encoder Unit
DIR CIDS Director
ECAM Electronic Centralized Aircraft
Monitoring
ECS Environmental Control System
EIS Electronic Instrument System
EIVMU Engine Interface and Vibration
Monitoring Unit
ELMU Electrical Load Management Unit
EMLS Emergency Lighting System
EPSU Emergency Power Supply Unit
ESS Essential
EVAC Evacuation
EWD Engine/Warning Display
FAP Flight Attendant Panel
FSA Fly Smart by Airbus
FSB Fasten Seat Belt
FWC Flight Warning Computer
IBU Integrated Ballast Unit (Cabin
Light)
Glossary
_
ICY Interchangeability
IFES In-Flight Entertainment System
ILCB Indicate Light Control Box
IPCU Ice Protection Control Unit
IPRAM Integrated Pre-recorded
Announcement Module
LAV Lavatory
LGCIU Landing Gear Control & Interface
Unit
LRU Line Replacement Unit
LVDS Low Voltage Differential Signalling
MMEL Master Minimum Equipment List
MCDU Multipurpose Control Display Unit
OBRM On Board Replaceable Module
PA Passenger Address
PAX Passenger
PCU Passenger Control Unit
PES Passenger Entertainment System
PISA Passenger Interface and Supply
Adapter
PRABM Pre-recorded Announcement
& Boarding Music
PSS Passenger Service System
PSU Passenger Service Unit
PTT Push to Talk
RLPSU Reading Light Power Supply Unit
RTS Return to Seat
SDAC System Data Acquisition Concentrator
SDCU Smoke Detection Control Unit
SDF Smoke Detection Function
SFCC Slat Flap Control Computer
SRPSU Slide Release Power Supply Unit
TSM Trouble Shooting Manual
VC Ventilation Controller
VCC Video Control Center
VCU Video Control Unit
VSC Vacuum System Controller

1. General Overview
A. CIDS Introduction
B. Part Number Identification
C. CIDS Architecture
D. Components location
E. Circuit Breakers
_
The Cabin Intercommunication Data System (CIDS) (ATA 23-73) is the microprocessor-based cabin
management system, which provides most of the required cabin related functions for the cockpit, cabin
crew, passengers and maintenance teams.
CIDS is the cabin network used to accomplish the functional control, operation, data transmission, testing
and monitoring of various cabin systems.
The systems controlled by CIDS are:

- Passenger Address (PA)
- Cabin and Flight Crew Interphone
- Service Interphone
- Pre-recorded Announcement and Boarding Music control (PRABM)
- Passenger Entertainment System (PES/IFES)
- Passenger Lighted Signs
- Passenger Call
- Cabin Illumination
- Passenger Reading Lights
- Passenger Service System (PSS)
- Lavatory Smoke Indication
- Cabin Ready Signalling
- Air Conditioning
- Emergency Evacuation Signalling (EVAC)
- Sterile Cockpit
- Potable Water Indication & Preselection
- Waste Indication
- Vacuum System Control (VSC)
- Doors and Escape Slides Pressure Monitoring
- Cabin and Cockpit Alerting System (CCAL)
- Emergency Power Supply Unit (EPSU)
- Built-In Test Equipment (BITE)
- MCDU Test and Fault Display
Latest generation of CIDS does include the functions of the SDCU:

- Lavatory Smoke Detection
- Cargo Smoke Detection
- Cargo Fire Extinguisher Monitoring
As an option it is possible to install passenger areas (e.g. Lavatories) in the lower deck. For this CIDS
provides additional CIDS data bus and equipment.
The components related to each of the above functions are described in Chapter 2.
Most of these systems are interfaced and controlled by a central control unit called the director.
For redundancy there are two directors, one active and one in hot stand-by.

B. Part Number identification

_
CIDS is designed in a modular way, whereby the number of installed
components will be adapted to the aircraft type, layout and functional
requirements. These main components are:
Components Number PN Root FIN (location)
Director 2 Z013H 101RH & 102RH
DEU Type A Up to 63 Z033H 200RHx
DEU Type B Up to 15 Z043H 300RHx
FAP Up to 10 Z133H/Z145H e.g. 120RH
AAP Up to 30 Z121H “e.g. 123RH+126RH”
ACP Up to 30 - 340RHxx
AIP Up to 30 Z111H 320RHxx
Top Lines 6+4 Non Applicable Non Applicable
Mid Lines 2+2 Non Applicable Non Applicable
CAM 1 Z053H 115RH
IPRAM 1 Z163H 117RH
OBRM 1 Z063H 116RH
CIDS Equipment P/N format: ZXXYH0000000
XX: Equipment Designation
Y: Fleet Basic CIDS: Y=0 SA

Y=1 LR
Enhanced CIDS: Y=3 LR
Y=4 SA
Y=5 A380
For AAP and AIP the ‘Y’ is 1 because the models are the same
for Basic and Enhanced CIDS
C. CIDS Architecture
_

_
I. Directors
II. Cockpit components
III. DEU A
IV. DEU B
V. Flight Attendant Panel (FAP)
_
I. Directors
722VU Norm. Power CBs

743VU Ess. Power CBs

_
_

_
_
III. DEU A

_
III. DEU A
_
IV. DEU B

_
V. Flight Attendant Panel (FAP)
E. Circuit breakers
_
Here are the FIN number of the circuit breakers related to different
components:
Designation Panel Fin

SDF/DIR 2 ESS 742VU 103WH
SDF/DIR 1 ESS 742VU 101WH
CIDS DIR 1 ESS 743VU 1401RH
CIDS DIR 2 ESS 743VU 1402RH
CIDS DIR 1 NORM 722VU 601RH
CIDS DIR 2 NORM 722VU 602RH
SDF/DIR 1 NORM 722VU 102WH
SDF/DIR 2 NORM 722VU 104WH
CIDS DEU A L1 FWD ESS 743VU 1403RH
CIDS DEU A R1 FWD ESS 743VU 1404RH
CIDS DEU A L2 FWD ESS 743VU 1405RH
CIDS DEU A R2 FWD ESS 743VU 1406RH
CIDS DEU A L1 AFT ESS 743VU 1407RH
CIDS DEU A R1 AFT ESS 743VU 1408RH
CIDS DEU A L2 AFT ESS 743VU 1409RH
CIDS DEU A R2 AFT ESS 743VU 1410RH
CIDS DEU A C1 FWD ESS 743VU 1411RH
CIDS DEU A C2 FWD ESS 743VU 1412RH
CIDS DEU A C1 AFT ESS 743VU 1413RH
CIDS DEU A C2 AFT ESS 743VU 1414RH
CIDS DEU B L ESS 743VU 1415RH
CIDS DEU B R ESS 743VU 1416RH
CIDS FLT ATTND PNL ESS 743VU 1417RH
DEU B L AFT NORM 722VU 615RH
DEU B R AFT NORM 722VU 616RH
DEU B L FWD NORM 722VU 613RH
DEU B R FWD NORM 722VU 614RH
FLT ATTND PNL NORM 722VU 617RH
CIDS DEU A L FWD NORM 5001VE 603RH
CIDS DEU A R FWD NORM 5001VE 604RH
CIDS DEU A L MID NORM 5001VE 605RH
CIDS DEU A R MID NORM 5001VE 606RH
CIDS DEU A C FWD NORM 5001VE 609RH
CIDS DEU A C MID NORM 5001VE 610RH
CIDS DEU A L AFT NORM 5005VE 607RH
CIDS DEU A R AFT NORM 5005VE 608RH
CIDS DEU A C AFT NORM 5005VE 612RH

2. Components details
A. Directors
B. Smoke Detection
C. Decoder Encoder Units (DEUs)
D. Handsets
E. Flight Attendant Panel (FAP)
F. AAP, ACP & AIP
G. Passenger Service Unit
A. Directors
_
I. Introduction
II. Switch Over Logic
III. Power Up Sequence
IV. H/W & S/W Improvements
V. Interchangeability

A. Directors
_
I. Introduction
All related cabin systems are connected via data-busses to a master unit
called CIDS Director (DIR). The system has two redundant directors.
One director is in hot-standby mode, the other is in active mode.
The hot-standby director has disabled outputs versus active director.
The functions of the Director are provided by its following modules

and circuits:
Bus Interface
Processing module
Circuit
Power supply Digital/analog

circuits (audio) circuit
BITE/WATCHDOG DIR Discrete

input/output
circuits
circuits
Data transfer
Serial input/output
interface to second
circuit
director
Mandatory layout
memory and working
memory
A. Directors
_
I. Introduction
Interfaces:
The CIDS components are connected to each other and to other
systems by three types of interfaces: discrete interfaces, data bus
interfaces and audio interfaces

A. Directors
_
I. Introduction
A. Directors
_
II. Switch Over logic
A switch over procedure is provided in case of any Director internal

failure. The CIDS is designed so that if the active Director (usually DIR 1)
is faulty then the second Director (usually DIR 2) become the active
Director.
To ensure this switch over mechanism, CIDS DIR 1 and DIR 2 are inter-
connected between each others with:
-4 Discretes: 2 to exchange the active/passive status of each
Directors, the 2 others to exchange the fault status of each Directors.
-1 ARINC 429 link: to exchange BITE results to be used by the newly
active Director after the switch over.
DIR 1 DIR 2
The DIR 1 faults likely to trigger a switch over are

• DIR 1 faults detected by its BITE
• Faults without BITE interaction:
Power supply fault
Central Processing Unit fault
• DIR 1 working with Mandatory layout

A. Directors
_
II. Switch Over Logic
A switchback from DIR 2 to DIR 1 will only happen if:

• DIR 1 is powered after DIR 2 has been active
• DIR 1 performs a power-up procedure without failure
A. Directors
_
III. Power Up sequence
Starting the CIDS only on ESS power will make the CIDS detect
an “Emergency Mode” and start emergency operation without
performing the BITE tests.
Refer to AMM Task 23-73-00-861-001-A to appropriately energize

the CIDS.
The full BITE function is given only when both ESS and NORMAL
power types are connected (e.g. not with A/C with servicing bus
only).

A. Directors
_
IV. H/W & S/W improvements
A330 /A340 Enhanced Cabin CIDS Hardware and Software Evolution

Source ISI 23.73.00015
A. Directors
_
IV. H/W & S/W improvements
A340-500/600 Enhanced Cabin CIDS Hardware and Software Evolution

Source ISI 23.73.00015

A. Directors
_
Reference doc: IPC & ISI 23.73.00015
Restriction:
If new DIR PN Z013H000151A is installed with a CIDS OBRM
Z063H000053A/63A or previous versions, the LRU Identification
will indicate the old DIR PN Z013H000051A
Mixability: Mixable, but it is recommended to install the most recent

Director PN in position 1 (101RH)
A. Directors
_
Mixability: -x50C, -x51A and –x151A are not mixable with –x253A

A. Directors
_
Mixability: Mixable, but it is recommended to install the most recent

Director PN in position 1 (101RH)
B. Smoke Detection
_
I. Introduction
II. Power Supply
III. Aural & Visual indications
IV. Detectors
V. Lavatory
VI. Cargo
VII. Fire extinguishing

B. Smoke Detection
_
I. Introduction
The Smoke Detection Function (SDF) is integrated into the enhanced

CIDS-DIR LRU PN Z013H01xxxxx series, and is replacing the previous
Smoke Detection Control Unit (SDCU).
Cargo: The Cargo Smoke Detectors are fitted in pairs per cavity
to confirm smoke event detection.
Four smoke detectors (2 cavities) in the FWD compartment
Four smoke detectors (2 cavities) in the AFT compartment
Two smoke detectors (1 cavity) in the BULK compartment
Lavatory: only one smoke detector is installed per lavatory.

B. Smoke Detection
_
II. Power supply
CIDS-SDF power supply architecture
LAVATORY:
The Smoke Detectors installed in the lavatories are supplied through
DEU-B.
AVIONIC and CARGO COMPARTMENT

The Smoke Detectors installed in the avionic & cargo compartments are
supplied by their own C/Bs.
• 105WH – ESS C/B – for CAN BUS A & C
• 106WH – NORM C/B – for CAN BUS B & D

B. Smoke Detection
_
III. Aural & Visual Indications
The smoke-detection system provides visual and aural warnings

in the cockpit in case of Smoke Warning Events.
It also provides visual and aural warnings in the cabin in the case
of smoke event detected in the lavatories.
Smoke Indication in case of Cargo alert

B. Smoke Detection
_
Smoke Indication in case of Lavatory alert

B. Smoke Detection
_
Overhead Panel Indication
Standard:
On 212VU
CARGO SMOKE Section on OVHD panel
Element Colour Description
FWD SMOKE Red Smoke alarm in FWD cargo compartment
FWD DISCH (indication) Amber Low pressure bottle 1
FWD cargo compartment fire extinguishing bottle

FWD DISCH (switch) N/A
discharge
AFT SMOKE Red Smoke alarm in AFT cargo compartment
AFT DISCH (indication) Amber Low pressure bottle 1
AFT cargo compartment fire extinguishing bottle

AFT DISCH (switch) N/A
discharge
Manual test command (PTT) of smoke detection system
TEST N/A in LDCC/Avionics compartment and optional in flexible
compartments
B. Smoke Detection
_
IV. Detectors
Lavatory Cargo
smoke ambient
detector smoke
detector
Cargo smoke detection

and fire extinction cavity
Lavatory smoke
detection cavity
Lavatory PN PPC1200-00 Cargo PN PMC1102-02 or PMC3100-00
Smoke Detector units are based on optical detection on their

surrounding air. As a consequence, these S/D are progressively
contaminated by dust.
In case the contamination threshold (90%) is reached, the S/D declares

itself contaminated to the CIDS-SDF, which then reports this status
by a class 3 fault “CONTAMINATION” for maintenance purpose.
Note:
Lavatory Optical Smoke Detector are not designed
for detecting cigarette smoke (refer to ISI 26.10.00005).

B. Smoke Detection
_
V. Lavatory
The lavatory smoke detectors are optical and

connected via a CAN bus to a DEU type B and
linked via the CIDS middle line bus to the CIDS
directors.
Reset of a Smoke Alert:

If there is no more smoke detected, the CIDS-SDF resets all visual
and acoustical indications automatically. To reset the visual and acoustic
indication in the cabin manually you have to push the “SMOKE RESET”
button either on the “SMOKE DETECTION” page on the FAP touch
screen, the FAP hard key subpanel or on the AAP. This affects only the
cabin aural indications. The indications on the FAP & AAP stay
as long as the smoke is detected.
Location of the Lavatory Smoke Detectors

B. Smoke Detection
_
VI. Cargo
The cargo smoke detectors are connected via 2 CAN buses (A & B)
to both CIDS-SDF channels. There are two detectors per cavity.
Location of the Cargo Smoke Detectors

B. Smoke Detection
_
The cargo compartment fire extinguishing system is supplied

by two bottles. The percussion of the bottle is controlled from
the cockpit (see next page the location of the button).
It is a single-shot fire-extinguishing system, and includes:
• Two bottles with the extinguishing agent
One with a fast release mechanism of the extinguishing agent
One fitted with a flow meter to slowly release the fire extinguishing
• Each bottle has 2 squibs for extinguishing to FWD and 2 squibs
for extinguishing to AFT LDCC
• The pipes from the bottles to the compartments
• Two push-button switches (4WX for FWD and 6WX for AFT/BULK)
to activate the system
• One SMOKE/DISCH indication lights (3WX).
• The CIDS-SDF unit to monitor the pressure of the bottles & the squibs.
The Smoke Detection Function continuously monitors the bottle

pressure condition, the two cartridges and the wiring. In case low
pressure detected, the discrete LOW PRESS FIRE EXTINGUISHING BTL
1/2 output will be set.
Note:
• The fire extinction
is triggered neither
automatically nor
by the SDF.
• It is recommended to
clean the S/D following
fire extinguisher
release.
B. Smoke Detection
_


_
I. DEU A
II. DEU B
III. DEU A&B - Connection Box
_
I. DEU A
DEUs A have interfaces via PSU for the following Passenger functions:
• Cabin Illumination
• Reading Lights
• PAX call button & indication
• PA & Boarding music
• NS/PED/NM, FSB and RTS signs
Each DEU A is controlled by the active director.

The DEUs A are connected via connection-boxes or termination-boxes
to the DIR using CIDS data bus “top lines”.


_
II. DEU B
DEUs B are used for

• Lavatory smoke detection and
• Attendant functions:
PA & Interphone (handsets)
Attendants indications & controls (AAP, AIP, ACP)
Slide and door pressure sensors
Emergency Power Supply Unit (EPSU)
ASPSU, IPCU, SRPSU
Each DEU B is controlled by the active director.

The DEUs B are connected via connection-boxes or termination-boxes
to the DIR using the CIDS data bus “middle lines”.
_
III. DEU A & B - Connection box
Each DEU owns a unique identifier on its top/middle line. It is used

by the CIDS to address individually each DEU.
Those individual addresses are set by the coding switches
of the Connection box:
Example: High Low

3 9
(See Components Location p.16)
The last connection-box connected to a middle or top line is a dedicated

connection box terminating the line. It is called Termination box. If fitted
before the end of the line, all DEU behind it will be lost by the CIDS.
Connexion box P/N: Z233H0000110
Termination box P/N: Z233H0010110
Note:
• If possible remove/install/swap DEU only, without changing
the connection box and coding.
• If necessary to remove/install/swap connection box, ensure
to adapt address setting
• Prevent swapping connection and termination box.

D. Handsets
_
I. Introduction
II. Interchangeability
III. Operational Recommendations
D. Handsets
_
I. Introduction
Handsets are installed in the cockpit and at the cabin attendant stations.
They are used for the Cabin and Flight Crew Interphone functions and
for Passenger Announcements. An integrated keyboard is used to make
different types of calls and announcements.
It owns an integrated keyboard and a “Push To Talk Button”.
Refer also to chapter 3 for details on PA and Interphone functions.
There are three generations of Handsets:
• Holmberg handset P/N N40‐1A/B series: 89-01 series improvement
following TFU 23.73.00.089 (lack of reliability)
• Holmberg handset P/N 89‐01 series
• Becker handset ST3100 series
P/N N40 P/N 89-01 P/N ST3100

D. Handsets
_
II. Interchangeablility
Reference Doc: ISI 23.73.00009
Prerequisite:
If Replaced and Installed Handsets must have the same
hardkeys layout and colours definition. This interchangeability
condition is valid for all following interchangeability
summaries.
Note: Mixability is allowed between every series

D. Handsets
_
II. Interchangeablility
Fleet standardization:
• To reduce spares stock, handsets P/N can be standardized between
Classic/Enhanced CIDS A/C and between Cabin configurations thanks
to N40-1A/B series:
Through allowed Interchangeabilities
Through RFC/RMO or STC if necessary (not similar keyboard layout
in particular)
N40-1A/B series improvements:
Reference VSIL Title Date Applicable Series
DISCHARGE ELECTRODES
D9240-44-09 11/11 N40
MODIFICATION
D9240-44-10 RELEASE BUTTON IMPROVEMENT 11/11 N40

D. Handsets
_
III. Operational recommendations
Reference documents:
HOLMCO VSIL Ho-P6091-ROP-0000-01A
CCOM chapters 03-040 PA System
To prevent reliability impacts due to misuse, Cabin Crew must take care
of the following operational recommendations while using the handsets:
• Avoid overstretch on handset coil cord. In particular, stay close

to the attendant loudspeaker near to the bracket of the used handset.
This will help improving the echo cancellation mechanism.
• Always hold the handset in hand, close to both ear and mouth.
Indeed, in addition to preserve handset coil cord and housing, this will
allow a better reception of the voice signal by the oriented mike inside
the handset (for surrounding noise cancellation purpose), and will result
in an easier and more intelligible PA.
• Slide the handset in its bracket soft and smooth, without applying
too much pressure.
• Avoid pinching the coil cord while stowing the attendant seats.
Note:
As described in MEL - Handset section, the MEL can
be applied to allow dispatch in case of inoperative Handset.
E. Flight Attendant Panel (FAP)
_
I. Introduction
II. Architecture
III. Keys Colours
IV. CAM
V. OBRM & IPRAM
VI. Hard keys
VII. Page Display Philosophy
VIII.Standard Pages
IX. Interchangeability
X. Passwords

E. FAP
_
I. Introduction
The FAP is used to control different cabin Systems and the CIDS,
to indicate the status of different systems and for on-board changes
of the CAM data.
It has a touch screen Display Unit, a Sub Panel (which contains hard
keys, an USB Interface and a headset-plug), and slots for memory
cards.
The FAP has an optional additional PC card installed. The PC can
be used for airline applications, e.g. OMTS, ALNA,… Using the same
touch screen, the PC card is independent from CIDS.
FAP “Z133H Series”

E. FAP
_
I. Introduction
Multi-Purpose FAP “Z145H Series”
Note: that the master FAP is the only FAP device where
IPRAM, CAM and OBRM can be installed.

E. FAP
_
II. Architecture
The FAP has data bus interfaces to the:

CIDS
• Director 1
• Director 2
• Further FAP
PC card
• OMTS/ALNA
The FAP has discrete interfaces to the:

• Director 1 & Director 2 for FAP reset
• Emergency Lighting System (EMER)
• In Flight Entertainment System (IFE)
E. FAP
_
III. Keys colours
In order to indicate degree of severity of the events and warnings shown

in the FAP, a colour code is implemented in the buttons, text and figures.
Text and Figure Colour Codes
Alert, command in emergency condition or marking a dangerous situation;

Red
e.g. Open Doors, Smoke Indication…
Amber Warnings or messages with raised priority.
White Neutral messages or text. E.g. FAP headline.
Green OK-Messages or positive system responses.
Key/Button Colour Codes
Grey Unpressed/Available keys (status indication: not activated)
Light grey Function key disabled/not available (status indication: not activated)
Green Pressed key (status indication: activated)
Light green Function key disabled (status indication: activated)
Amber Caution/Hints (steady and flashing)
Red Alarm

E. FAP
_
IV. CAM
Cabin Assignment Module
Defines many of the system properties and all cabin layout and zoning
information. CAM Data are changed by replacement of the CAM with
a reprogrammed CAM (see ISI 23.73.00018 e.g.).
Up to three pre-defined layouts can be saved in a CAM, and each
of them can have its own Modified Layouts stored (See example
with 2 layouts in chapter FAP - Layout selection).
When a layout modification is done on a FAP page, the Save button

has to be pushed to take the modification into account and to save
them into the associated Modified Layout. The number of performed
modifications is automatically counted and displayed on the LAYOUT
SELECTION page.
Generally the CIDS works with the Last Used Layout, which is stored
both in the DIR and the CAM, and marked.
Additionally a Mandatory Layout is available to each Director in case

of unreadable CAM and no Last Used Layout in the DIR Memory.
CAM replacement: If the new CAM is virgin, DEFAULT Layout 1

will be loaded. Otherwise the Last Used Layout will be used.
CAM-Part Number (12 characters)
Z 0 5 3 H 0 1 0 1 0 1 0
CAM Data Customer Index

Version
CAM H/W Model Source Code Identifies the CAM
Identifies
Identifies the changes
Identifies the H/W Model of the CAM Identifies the des- data version
source of CAM (corrections)
tination of CAM (A/C layout per
data (program- within a CAM
data (customer) customer)
mer) data version
E. FAP
_
IV. CAM
Note: The Mandatory Layout allows:

• All cabin one zone DIRECT PA only
• All cabin one zone BRT-DIM1-DIM2 light control
• Doors/Slides without pressure indication
• No temperature page
• No water & waste page
• Smoke page: smoke alert, but without location

E. FAP
_
V. OBRM & iPRAM
On Board Replaceable Module

Contains the system software. Major changes of the CIDS functions
are done by the replacement of the OBRM (DIR S/W, FAP S/W).
Integrated Pre-Recorded Announcement & Boarding Music

(optional)
Stores Pre-Recorded announcement and boarding music audio data.
P/N:
Customization possibilities:
• Standard Card = Silver Card P/N Z163H0000103
4 music channels + 9 languages:
Arabic
Cantonese
English
French
German
Italian
Japanese
Mandarin
Spanish
• Customized Card = Gold Card (A/L customized records, more

languages, recent boarding music)
E. FAP
_
VI. Hardkeys
EMER Allow to switch on/off the emergency lighting system
PED POWER Allow to switch on/off the PED power.
LIGHTS MAIN ON/OFF Allow to switch ON/OFF the general cabin illumination
Allow to switch full bright the lavatory lighting system for maintenance
LAV. MAINT
purpose
Allow to clean the FAP display by temporarily de-activating
SCREEN 30 SEC. LOCK anytouchscreen action for 30 seconds.
Allow to launch an EVAC command or an EVAC request depending
EVAC CMD on the EVAC selector switch position in the cockpit
EVAC RESET Allow to switch off the EVAC indication (EVAC tone, AIP, ACP)
Allow to reset LAV smoke alert indication (Chimes, Lavatory call lights,
SMOKE RESET/SMOKE AIPs, ACPs) when a push-button. Only for indication when only a LED.
FAP-PC RESET (FAP
Allow a manual reset of the PC card
RESET)
Allow to switch on/off the “Passenger Systems” IFE, ISPSS
PAX SYS and Connectivity
Note:
USB key slot does not provide any connectivity
to the CIDS. A connection to the PC card is optional
in FAP P/N Z145H0xyz111

E. FAP
_
VII. Page Display philosophy
The CIDS related FAP pages can be activated in two ways.

• The first one is the normal mode, which means, that the relevant page
is selected manually. If there is a message for an other page, the user
receives a clear indication (Info Row + Caution Light flashing), that
shows him there is an important message in the queue (no time out).
• The second one is the automatic mode, which means that the
respective page is displayed automatically. If there are more than one
auto message available the user receives a hint (Caution Light flashing
+ Info Row) as described in normal mode.
Note:
To get to the display off status, if further auto page events
are in the queue, every auto page event has to be quit by
pressing the ‘Screen off’ button. Due to the pressing of this
button the respective system page has to be displayed
automatically. This procedure has to be repeated as long
as an auto page event is in the queue.
E. FAP
_
VIII. Standard pages
aution/Info Row
C
Audio - External PRAM
Audio - Integrated PRAM
Cabin Lighting
Doors/Slides
Cabin Temperature
Water/Waste
Smoke Detection
Seat Settings
Humidifier/Dehumidifier
System Info
Cabin Programming
Layout Selection
Level Adjustment
Light Preset
Lights Programming
MCDU Simulator Menu
Software Loading
FAP Set-Up

E. FAP
_
Caution/Info Row
CAUT-Button can have 3 modes:

Button off: no event (or all event disappeared)
Active flashing: new auto event (s)
Active steady: no new auto event (s) and all old event
(pages) have been selected or quit
by CAUT button pressed
Info Row can have 2 status:

Info Row not displayed: no event or all respective pages
have been manually selected
Info Row displayed: new auto event and page is not
selected
E. FAP
_
Audio - External PRAM
The Audio page allows the users to reproduce individual or in group

pre-recorded announcements and boarding music. The source of this
announcements is external PRAM.

E. FAP
_
Audio - Integrated PRAM
The Audio page allows the users to reproduce individual or in group

pre-recorded announcements and boarding music. The source
of this announcements is the IPRAM Flash Card.
E. FAP
_
Cabin Lighting
The Cabin Lighting system is described in the 3.D Cabin Illumination.

E. FAP
_
Doors / Slides
The Doors/Slides system is described in the 3.H Doors & Slides.

E. FAP
_
Cabin Temperature
The Cabin Temperature system is described in the 3.G Air conditioning.

E. FAP
_
Water/Waste
The Water/Waste system is described in the 3.K Potable Water

Indication and Preselection.
E. FAP
_moke Detection
S
The Smoke Detection system is described in the 2.B & 3.P Smoke
Detection.
All cabin related smoke alerts (e.g. lavatory and crew rest compartments)
are indicated on the FAP with the respective location.

E. FAP
_
Seat Settings
Thanks to the Seat Setting FAP page the crew members are able
to modify some aspects of individual or group seats. It is possible
to enable or disable reading lights of a single or a group of seats,
to inhibit calls of a single or a group of seats.
E. FAP
_
Humidifier/Dehumidifier
Related to the Air conditioning system the FAP allows to show

the current status of the Humidifier and Dehumidified as well as control
them.

E. FAP
_
System Info
The System Info. FAP page displays any message concerning CIDS
and connected systems not shown on any other functional page.
E. FAP
_
Cabin Programming
Via the Cabin Programming FAP page it is possible to move the borders
between the cabin classes which is applicable for all seat row related
cabin functions such as Signs, PA, Lighting, etc.
To properly program a cabin zone, please, refer to AMM 23-73-00
PB201 CONF00

E. FAP
_
Layout Selection
Via the Layout Selection FAP page the user is allowed to choose one
cabin layout (CIDS and/or SDF) out of a maximum of three pre-defined
and three modifiable cabin layouts. This function is only available
on ground with a respective access code.
E. FAP
_
Level Adjustment
Through the Level Adjustment FAP page, engineering & maintenance

crew is able to modify loudspeakers announcement and chime level
in the cabin zones, attendant areas, rooms, and lavatories. The function
is protected by an access code and the function is available both in flight
and on ground.

E. FAP
_
Light Preset
The Lights Preset FAP page can be used to load a cabin preset and light
the cabin with it.
Note that Lights Preset is not a FAP Standard page.
E. FAP
_
Lights Programming
The Lights Programming FAP page is an optional function that allows

to constitute different scenarios e.g. like boarding, lunch, sun rise,
etc. Different light sources in the cabin driven by the CIDS on different
channels produce these effects. The scenarios are preset in the CAM
and are tunable by the customer onboard.
The function can be used via different modes.
Note that Lights Programming is not a FAP Standard page.

E. FAP
_
MCDU Simulator Menu
The MCDU Simulator Menu page is described in 4.E & 4.F MCDU
Simulator on the FAP.
Note: Only with OBRM version 55B/65B or subsequent.
E. FAP
_
Software Loading
The Software Loading is described in the 2.E.IV OBRM & IPRAM.

If the software on the OBRM card and the loaded software in the Directors
or FAPs is not the same, the mismatch will be shown in amber.
If this page is completely green then the Software Download was
successful. The page is protected by an access password (refer to FAP
Passwords page 2.E.X).

E. FAP
_
Set-Up
The FAP Set-Up page is used to adjust display brightness,

FAP loudspeaker and headset volume
Note:
When replacing the CAM or OBRM by means of these
windows, DO NOT FORGET to access the Layout Select Page
and SW Download Page and perform the data download
manually !!!
• otherwise the CAM will be loaded only with the next CIDS
power up
• the OBRM is never loaded automatically
E. FAP
_
Reference Doc:
ISI 23.73.00015
Part Number:
Z133H0 x y z uvw
Z145H0 x y z uvw
Software Version
FAP Type
Hardware Version Customer Version:
• Hardkeys layout
• Colours definition
Prerequisite:
Replaced FAP and Installed FAP must have the same
hardkeys layout and colours definition. This interchangeability
condition is valid for all following interchangeability
summaries.
FAP Z133 types:

0: Basic FAP
1: Basic + PC card + Hub
2: Basic + Hub
3: Basic + iPRAM capability
4: Basic + PC card + Hub + iPRAM capability
5: Not installed on A330/A340 Family
6: Basic + PC-Card Type 2 +Hub (replaces PN Z133H01yzuvw)
7: Basic + PC-Card Type 2 + Hub + I-PRAM capability (replaces PN
Z133H04yzuvw)
FAP Z145 types:

0: Basic + iPRAM capability + 1 PC card (CIDS)
3: Basic + iPRAM capability + 2 PC cards (CIDS + Trusted Domain – TD)
4: Basic + iPRAM capability + 2 PC cards (CIDS + Non Trusted Domain
– NTD)
6: Basic + iPRAM + 2 PC cards (CIDS + Trusted Domain – TD + Non
Trusted Domain – NTD)

E. FAP
_
E. FAP
_

E. FAP
_
E. FAP
_
X. Passwords
The following system pages are protected by a password:
FAP Page Default Password Related AMM Task
Software Loading 654 23-73-00-869-801-A
Layout Selection 456 23-73-00-860-801-A
Cabin Programming 456 23-73-00-860-802-A
Level Adjustment 456 23-73-00-860-803-A
MCDU Emulator 456 23-73-00-869-802-A
The passwords are defined on the CAM and are modifiable by request
of the Airline. In that case the new password will be mentioned
in the related AMM task.
If the CAM is not readable, the default is code 000.
There is no limitations in number of incorrect password inputs.
FAP display out of sleep:

If you push the SCREEN OFF button, it switches off the screen. The screen
is also switched off, if no input is made for more than 10 minutes.
If the screen is switched on by touching the screen or by an auto event,
you may first have (it is optional) to enter a password (111 by default).
Only the SMOKE page comes up without any password protection.
If activated, this out-of-sleep password is defined into the CAM.
Reference Doc: ISI 23.73.00007

F. AAP, ACP & AIP

_
I. Additional Attendant Panel (AAP)
II. Area Call Panel (ACP)
III. Attendant Indication Panel (AIP)
F. AAP, ACP & AIP
_
I. Additional Attendant Panel (AAP)
• Reference doc: ISI 23.73.00015
• The AAP enables the attendants to control certain cabin systems

and the CIDS via membrane switches.
• They are installed near the doors in the pressurised area of the cabin.
• Their keypad layout can be customized.

F. AAP, ACP & AIP

_
II. Area Call Panel (ACP)
• The ACPs give a long-range visual indication about the system

information (for example: LAV Smoke Location/PAX Calls).
• The ACP has five separately controlled fields. Each contains colored
LEDs. The lights are visible from the front and the rear of the ACP.
• The five fields operate separately to indicate the different system

information. The lights start continuously or flashing. They controls
as a far-call, to inform cabin attendants of: PAX-call, interphone call,
lavatory smoke.
F. AAP, ACP & AIP
_
III. Attendant Indication Panel (AIP)
• The AIP display shows dial and call information from the PA/Interphone
system and other system-related information (e.g. LAV Smoke
Location/ PAX Calls). The AIPs are installed near all attendant stations
in the pressurized area of the cabin.
• It is connected to the DEU B who provides the 28VDC.
INDICATOR LIGHT
ACTIVATED FUNCTION
Red Green
LAVATORY SMOKE DETECTION FLASHING
EVACUAUTION SIGNALLING FLASHING
SERVICE INTERPHONE
PASSENGER CALL
PRERECORDED INTERPHONE
*STERILE COCKPIT INDICATION STEADY
CABIN INTERPHONE
- EMERGENCY CALL from Cockpit FLASHING
- ALL ATTND CALL from Cockpit STEADY
- ALL ATTND CALL from Cabin STEADY
- NORMAL CALL from Cockpit STEADY
- NORMAL CALL from Cabin STEADY

G. Passenger Service Unit (PSU)

_
The PSU consists of:
Reading-light switches and reading lights,
PAX call button and call light,
Loudspeakers,
Non-Smoking (NS), PED (optional), Fasten Seat Belt (FSB) signs
• It is linked to the DIR via DEU A and Passenger Interface and Supply
Adapter (PISA).
PISA PISA
NS & FSB illuminated signs:

3. CIDS Functions
A. Passenger Address
B. Cabin and Flight Crew Interphone
C. Service Interphone
D. Cabin Illumination
E. Emergency Evacuation
F. Passenger Call
G. Air Conditioning
H. Doors & Slides
I. In Flight Entertainment (IFE)
J. Emergency Power Supply Unit (EPSU)
K. Potable Water & Waste
L. Galley Cooling
M. Cabin Ready Function, Sterile Cockpit
and Cabin & Cockpit Alerting System
N. Passenger Lighted Signs
O. Smoke Indication (with DIR Z013H00xxxxx
series & SDCU)
_
The Passenger Address (PA) System allows Cabin & Flight crews
to dispatch messages (e.g. Safety announcements) to the Passengers
in cabin.
It operates with different priorities. If two announcements occur

at the same time, only one announcement will be heard, according
to the following rule:
Function priority levels: Source priority levels:

1. DIRECT PA and PA 1. AMU
from AMU 2. Cockpit Handset
2. All remaining PAs 3. Purser Handset (Option)
4. Attendant Handsets
5. PRAM (Option)
6. IFE (Option)
In case of low cabin-pressure or engine on (high oil-pressure) the volume

of a PA announcement is increased. The volume is also increased
in case of a data bus failure (top line).
If a cabin handset is in use, the volume of the PA announcement

in the respective handset area is decreased to avoid a feedback.
There is also a volume decrease in the cockpit door area, if during a PA
the cockpit door is opened in order to avoid a feedback with the cockpit.
_


_
The Cabin & Flight Crew Interphone allows phone communication
between all attendant stations and the cockpit.
There can be one or more calls initialized at the same time.
In conference mode the communication is possible between more than

two interphone stations.
The Interphone System operates with different priorities. If two calls

occur at the same time, only one Call will succeed, according
to the following rule:
Function priority levels: Source priority levels:

1. Emergency Call 1. AMU
2. Calls from cockpit 2. Cockpit Handset
3. All attendant call 3. Purser Handset (Option)
4. Normal call 4. Attendant Handsets
5. PRAM (Option)
6. IFE (Option)
_

C. Service Interphone
_
• The Service Interphone allows telephone communication between
ground crew, cockpit crew and cabin crew, when the CIDS
is activated.
• The link from the director to the service interphone jacks

can be established when a jack is plugged:
automatically by extending and compressing the landing gear
for more than 10 seconds
manually by pressing the service interphone override switch
(e.g. during heavy maintenance with retracted landing gears)
D. Cabin illumination
_
• The illumination in the different areas is controlled by the Cabin
Illumination function. The adjustment of the light intensity in the PAX
area can be controlled with the cabin lighting page of the FAP
and with AAPs. However, some automatic behaviours are pre defined
(whatever the customized light configuration) and occur in the following
situations:
Event Light setting
CIDS deactivated, signal lost, DEU A

CIDS controlled lights on with full brightness
or Top Line lost
CIDS activation Lavatory lights dimmed, others stay with full brightness
Oil pressure high & cockpit door open Light intensity dimmed in the FWD entrance area
Low cabin pressure/Excessive altitude All light on with full brightness
The light control can be assigned in the CAM.

Light control can be individual for different cabin areas, entry areas
or rooms (e.g. crew rest).
Several light sources can be assigned to each area.
The light control can be either with classic BRT-DIM1-DIM2-NIGHT
controls or with individual light scenario functions.
Note: Light scenario assignments might provide a “MAINT” light to check

all light sources in the cabin.

D. Cabin illumination
_
E. Emergency evacuation
_
• The Emergency Evacuation Signaling (EVAC) system controls
the evacuation signalling in all cabin areas and the cockpit.
It is activated from the cockpit or the cabin during an emergency
evacuation.
• An EVAC alert can be initiated all the time from the cockpit. To allow
an EVAC alert from the FAP/AAP, the cockpit EVAC selector switch
has to be in position “CAPTAIN & PURS”. If the switch is in “CAPTAIN”
position, any EVAC alert from the FAP/AAP will initiate a “EVAC
request” into the cockpit only.
Note:
Pushing the EVAC/Reset button on the FAP hard key panel
or AAP only cancels visual and aural indications in the related
cabin zone.

E. Emergency evacuation
_
F. Passenger call
_
• The passenger call function controls the passenger call activation
and the illumination of passenger call lights.
• A passenger call is started by pushing the passenger call button which
is installed at each seat row PSU/Seat arm rest and in each lavatory.
• After call activation, the director switches on the respective ACP light
segment and a message on the AIP shows the location of the call.
A call chime is also heard from all loudspeakers in the CAM assigned
cabin area after every call activation.
Optional the FAP Seat Setting page (see 2.E.VIII) allows to inhibit single
seats from PAX call, e.g. in case of loose contact switches.
Reset:
All the indications can be reset by pushing the call button a second time,
or by pushing the “CALL RESET” button on the Seat Setting page
of the FAP or on the AAP. The “CALL RESET” can be for the whole cabin
or zone wise assigned.
The chime in cabin areas can be inhibited by pushing the “CHIME INHIB”
button on the Seat Setting page of the FAP. All other call indication
will remain active.
Note: For any cabin configuration the CAM and the IFE database
assignment have to be aligned to allow a successful PAX call from
the seat arm rest.

F. Passenger call
_
G. Air conditioning
_
• The CIDS has the capability to do a fine adjustment of the temperature
in the separate cabin zones from the Cabin Temperature page
on the FAP (and optional AAP controls).
• Master temperature setting is selected in the cockpit, only fine

adjustment is possible through the FAP.

H. Door & slides

_
• The DOOR/SLIDES page of the FAP shows the status of each door
(open/close) and slide (armed/disarmed) and the status of each door
bottle and slide bottle (pressure).
Reference doc: ISI 52.10.00020

I. In Flight Entertainment (IFE, optional)
_
• The CIDS director transmits system information and PA related
announcements from and to the IFE system.
• The IFE interface receives system information and PA related audio
signals from the CIDS director. The IFE additionally sends system
information to the director.
• CIDS transmits the following system information to the IFE:
Activation/deactivation of PAX Calls
Activation/deactivation of NS/NM, FSB and RTS signs
Layout data
Illumination data (depending on the IFE type)
Landing gear down and compressed
Landing gear down and locked
Oil pressure low
Cabin pressure low
Excession altitude
Slats out
Flaps out
All doors closed
• CIDS receives the following system information from the IFE:
Activation/deactivation of PAX Calls
Activation/deactivation of reading lights
• In case of PA from IFE (Video or audio only), the IFE transmits
the audio signals to the CIDS director. From the director the signals
are transmitted via the DEU type A directly or via PISA
to the loudspeakers.
• In case of PA from the CIDS (handset/IPRAM/cockpit), the CIDS
overrides the IFE audio in PAX headsets.

J. Emergency Power Supply Unit

(EPSU, ASPSU, SRPSU and IPCU)
_ • The EPSU supplies electrical power to the emergency lighting system.
• The Centralized Maintenance System (CMS) transmits respective
signals via director and DEU type B to the EPSU, if one of the following
BITE test is initiated via the MCDU:
System test
Battery capacity test
• The EPSU does the test. When the test is finished, the results
are transmitted via DEU type B to the director, which sends the results
to the CMS. The test results are indicated on the MCDU
Same function for ASPSU, SRPSU and IPCU.

IPCU faults are also indicated on the FAP System Info page if service
might be affected, e.g. for lavatories or galleys.
K. Potable water & waste
_
• The potable water indication & pre-selection system shows the filling
level of the water tank on the FAP.
• It also gives the commands for the pre-selection of the water quantity
if the option is activated in the CAM. The pre-selection value is stored
in the CIDS Director and kept against CIDS reset.
• The indication and pre-selection is done on the WATER/WASTE page
of the FAP.
• The waste indication system shows the filling level of the waste tanks
on the Water/Waste page of the FAP.
• The operation and indication is performed via the FAP page.

L. Galley cooling
_
Failures of the Galley cooling system are provided from the Ventilation
Controller to the CIDS Director. Fault messages are shown on the FAP
System Info page.
M. Cabin ready, sterile cockpit and cabin
& cockpit alerting system
_
Cabin Ready:
Reference doc: Reference doc: ISI 23.73.00023
• The crew sets the cabin ready signal when all cabin systems
are supposed to be in the correct condition for take off or landing.
When all pre-conditions defined in the CAM are met, and the signal
is set by pushing the “CABIN READY” key on the FAP, then the cabin
ready message is displayed at the cockpit ECAM panel. Several sets
of conditions can be selected. They are defined in the CAM.
• The status is indicated on:
the ECAM upper display unit, on the take-off check-list (on 2min.
after both engines running) and on the landing check-list (on below
2000ft and landing gear extended), or on the ECAM lower display
unit as status message
on the CABIN STATUS page on the FAP the cabin ready button
is illuminated
Sterile Cockpit:
The sterile cockpit command is used by the flight crew if they
do not want to be disturbed. The sterile cockpit command is activated/
deactivated with the cockpit switch. The cockpit switch sets a ground
signal to the director. Via DEU type B the director switches on the
respective ACP light segment and the related message is shown
on the AIP.
Cabin & Cockpit Alerting System (optional):

• The Cockpit and Cabin Alerting System is used to indicate a possible
severe incident to cabin or cockpit crew members. It activates
visual and audio indications in the cockpit, if the respective button
in the cabin is pushed (cabin alert). Vice versa, visual and acoustical
indications in the cabin are activated, if the respective button
in the cockpit is pushed (cockpit alert).
• Cabin push buttons are connected through DEU-B.

N. Passenger lighted signs

_
Controlled from cockpit switch. NS switch for NS/Exit signs.
FSB switch for FSB(RTS) signs.
Non Smoker aircraft with NS signs ON all the time.
In case of decompression the NS and FSB signs go ON automatically,
the RTS signs in the lavatories go OFF.
Automatic announcements via PRAM/IPRAM are possible
No Mobile signs are controlled additionally by the OMTS.
Note: the signs in the passenger PSUs are controlled by the CIDS
but powered by 115VAC. If the CIDS (PISA, DEU-A, top line, DIR) fails,
the NS/FSB signs in the PSU will come on automatically after a timeout
of 180 sec.
O. Smoke indication (with DIR
Z013H00xxxxx series)
_
Smoke events are detected by the smoke detectors. Depending

on the aircraft generation the smoke detectors are connected to the SDCU
which provides smoke alerts to the CIDS DIR Z013H00xxxxx,
or to the CIDS SDF, CIDS DIR Z013H01xxxxx.
In both cases CIDS is performing the cabin smoke alert indication
in the cabin via FAP, AAP, ACP, AIP, chime and PAX call light.
With the smoke reset button the smoke indication on ACP, AIP,
chime and PAX call light an be reset.

4. CIDS BITE
A. Introduction
B. Failures annunciation
C. List of ECAM warning & maintenance Status
D. MCDU CIDS
E. MCDU CIDS Simulator on the FAP
F. MCDU SDF
A. Introduction
_
EEPROM
Last Leg Report Failures in last flight 1)

ZONE 1
Previous Legs Report Failure in last in-flights
Clear
Language 1)
ZONE 5 Class 3 Report Class 3 failures in last flight
Internal failures detected

Ground on ground
ZONE 3
Report Data of internal failures
detected on ground
Coded
Trouble Shooting Information Data of failures in the last flight 2)
ZONE 2
Data & the last in-flights
ZONE 4 For shop use only
RAM
Data for Ground Scanning displayed in clear Language

ZONE 6 GND SCAN
Including coded information
ZONE 7 Test Items Test Result Data 2)
Ground Memory: zones 3, 6, & 7/Flight Memory: zones 1, 2, & 5

1) Information transmitted permanently to the CMC
on the ground and in flight (Normal Mode)
2) Information transmitted to the CMC on the ground
on request (Interactive Mode)
Only On Ground detected failures handling (OOG failures):

Some failures are only detectable on ground. Those failure
are transmitted to zone 1 and 2 or 5 at the start of a flight leg.
OOG’s flag is cleared if, at power-on or manually activated
test (Interface & Power-Up test), the OOG is not existing
anymore.
Caution:
OOG’s flag is read during Ground Scanning (Zone 6) and OOG
failures are displayed at the beginning of the report. Therefore
after Ground Scanning, existing failures must be confirmed
thru an CIDS Interface & Power-Up test.

A. Introduction
_
The CIDS has an extensive self-monitoring capability. When electrical
power is connected to the CIDS, a power-up test of the system
is started. The FAP displays a system power-up page which shows
a progress bar during the boot phase. After power-up CIDS activates
the assigned page (e.g. cabin status) or shows the screen saver
(with time out).
The BITE finds at least 95% of the failures and isolates at least 85%.
These failures are written into the BITE memory of the directors
and are sent to the Centralized Maintenance Computer (CMC) in normal
and interactive mode. The display units of the CMC are called MCDUs.
There are three MCDUs in the cockpit. Note that a MCDU page
can be displayed directly on the FAP.
The indication of the failures depends on their importance.

Example:
• The CIDS caution light comes on (flashing)
• The messages are shown on the FAP and/or on the ECAM
in the cockpit (data to the ECAM is transferred via SDAC)
The CIDS also memorizes failures which are reported from

the connected systems and sends the failure messages to the CMC.
Parts of the failure messages (ATA references, FIN’s and locations)
are stored in the Cabin Assignment Module (CAM). The failure handling/
memorization is done in relation to the flight phases. The flight phase
data is sent from the CMC to the CIDS. The failures are classified
as class 1, 2 or 3 and identified as internal or external failures.
A. Introduction
_
Normal Mode:
In the normal mode only failures (class 1, 2 and 3) which are detected
during the current/last flight are sent continuously to the CMC.
It is started when the system is supplied with power. If a failure is detected
during a flight, the related failure message is stored in the BITE memory
and transmitted continuously to the CMC until the start of the next flight.
A disappearance of the failure has no effect, the failure is still in the BITE
memory.
Interactive Mode:
The interactive mode gives a dialogue between the CIDS and the CMC.
This is only possible when the A/C is in ground configuration.
On request from the MCDU, the CIDS sends menu pages related
to the MCDU keys.
Each A/C has a printer. Printouts from the CIDS related menus
are possible on the ground. You can make a data print from the MCDU.
For additional information about:

MCDU (Ref. 45-11-00)
Printer (Ref. 45-40-00)
System Report/Test:
The system report/test is a part of the main maintenance menu
and gives a dialogue between the MCDU and each system connected
to the CMCs. This is only possible when the A/C is in ground
configuration. The SYSTEM REPORT/TEST menu has 6 pages.
Push the up or down arrow keys on the MCDU keyboard until you
get the SYSTEM REPORT/TEST ATA 23 COM (& 33 LIGHTS) page.
To get to the CIDS main page, push CABIN> then <CIDS 1 or CIDS 2>.

B. Failures annunciation
_
Depending of the class type and operational consequences,
CIDS faults may be indicated differently in the Cockpit or in the Cabin:
Fault type Cockpit Indication Cabin Indication
ECAM Warning Caution Light on the FAP

Class 1 Aircraft
Master Caution or Master
Associated FAP Pages triggered
Warning
Typically no indication in the Cabin (exception:

Class 2 Aircraft Maintenance Status “NOT ALL POWER CONNECTED” on the FAP
=> Service Bus!? => no BITE!
Class 3 faults Only on request on the MCDU (“Class 3 Menu”)
Test Types to confirm and locate faults:
1. Power-Up Test
2. Continuous test, monitoring, “GROUND SCANNING” (via CFDS/MCDU)
3. manually activateable test, “INTERFACE + POWER-UP TEST” (via CFDS/

Test Types:
MCDU)
4. manually activateable test (via CFDS/MCDU)
5. audible/visual tests, “OP Test” (via CFDS/MCDU) no BITE messages

C. List of ECAM warning
& maintenance status
_
ECAM WARNING
Upper ECAM:
E/WD message Description

Smoke detected in the flight crew rest
SMOKE FLT REST SMOKE
compartment (FCRC)
Loss of smoke detection function in the flight
SMOKE FLT REST DET FAULT
crew rest compartment (FCRC)
Smoke detected in the cabin crew rest
SMOKE CAB REST SMOKE (if installed)
compartment (CCRC)
Loss of smoke detection function in the cabin
SMOKE CAB REST DET FAULT (if installed)
crew rest compartment (CCRC)
SMOKE DET FAULT Loss of smoke detection function
SMOKE AVNCS VENT SMOKE Smoke detected in the Avionics Bay
SMOKE AVIONICS DET FAULT Loss of smoke detection in Avionics Bay
SMOKE FWD CARGO SMOKE Smoke detected in FWD cargo compartment
SMOKE FWD CRG DET FAULT Smoke detected in FWD cargo compartment
Smoke detected in AFT/BULK cargo
SMOKE AFT/BULK CARGO SMOKE
compartment
Loss of AFT / BULK cargo compartment smoke
SMOKE BULK CRG DET FAULT
detection
Loss of AFT / BULK cargo compartment smoke
SMOKE AFT CRG DET FAULT
detection
SMOKE LAVATORY SMOKE Smoke detected in a lavatory
SMOKE LAVATORY DET FAULT Loss of lavatory smoke detection

Smoke detected in the passenger broadband
SMOKE PAX BBAND SMOKE (if installed)
system
Loss of Passenger Broadband smoke detection
SMOKE BBAND DET FAULT (if installed)
system
SMOKE IFE BAY SMOKE (if installed) Smoke detected in the IFE bay
SMOKE IFE BAY DET FAULT (if installed) Loss of smoke detection in the IFE bay
Smoke detected in the VCC equipped with
SMOKE CAB VIDEO SMOKE (if installed)
autonomous smoke detection system (if installed)
Smoke detected in the Video Control Center 1(2)
SMOKE CAB VIDEO 1(2)(3)(4) SMOKE (if installed)
(3)(4) (if installed)
SMOKE CAB VIDEO 1(2)(3)(4) DET FAULT (if in- Loss of smoke detection in the Video Control
stalled) Center 1(2)(3)(4) (if installed)
SMOKE FWD CRG BTL1 FAULT Squib fault of FWD cartridge of bottle 1
SMOKE FWD CRG BTL2 FAULT Squib fault of FWD cartridge of bottle 2
SMOKE FWD CRG BTL1 FAULT SMOKE AFT CRG
Low pressure of fire extinguishing bottle 1
BTL1 FAULT

C. List of ECAM warning

& maintenance status
_
SMOKE AFT CRG BTL1 FAULT Squib fault of AFT/BULK cartridge of bottle 1
SMOKE AFT CRG BTL2 FAULT Squib fault of AFT/BULK cartridge of bottle 2
SMOKE FWD CRG BTL2 FAULT SMOKE AFT CRG
Low pressure of fire extinguishing bottle 2
BTL2 FAULT
Smoke detected in the BULK Rest Compartment
SMOKE BULK REST SMOKE (if installed)
(if installed)
Loss of smoke detection in the BULK Rest
SMOKE BULK REST DET FAULT (if installed)
compartment (if installed)
MAINTENANCE STATUS:
Maintenance Status Description
SMOKE Loss of redundancy (class 2 failure)
ECAM WARNING
Upper ECAM:
E/WD message Description

COM CIDS 1+2 FAULT Fault detected by both CIDS 1&2
COM CIDS PA FAULT Fault affecting the PA system
Lower ECAM:
INOP SYS message Description
CIDS 1+2 INOP SYS
CIDS PA INOP SYS
MAINTENANCE STATUS:
Maintenance Status Description
“CIDS1” or “CIDS2” Class 2 failures
Notes:
• Maintenance Status are only displayed in flight phases 1 and 10 (i.e. engine not running).
It means that when one system sends a maintenance status to be displayed, the FWC will
delay it until flight phase 10 pending the system keeps on sending the fault. But the alert
will be reported in the PFR at the time when the maintenance status has been computed
for Maintenance action.
• As Maintenance Status, the “SMOKE”, “CIDS1” and “CIDS2” messages do not prevent
dispatch, dispatch is possible under MEL.
• FCOM Supplementary Procedure ID PRO-SUP-24-x provide flight crew reset procedures
for CIDS & SDF.
D. MCDU CIDS
_
I. Access & Main Page
II. Last Leg Report
III. Previous Legs Report
IV. LRU Identification
V. Class 3 Faults
VI. System Tests
VII. Power Up Test
VIII. Operational Tests
IX. Troubleshooting Data
X. Ground Scanning
XI. Ground Report
XII. System Configuration

D. MCDU CIDS
_
I. Access & Main Page
This page shows the subsequent selectable pages:

- <LAST LEG REPORT
- <PREVIOUS LEGS REPORT
- <LRU IDENT
<GND SCANNING
- <TROUBLE SHOOT DATA
- CLASS 3 FAULTS>
- SYSTEM TESTS>
- EPSU BAT CAP TEST> (Ref. 33-51-00)
- OP TESTS> - GROUND REPORT>
- SYSTEM CONFIG>
D. MCDU CIDS
_
II. Last Leg Report
This page shows the failure messages that came on during the last flight
and it shows the subsequent data:
- The date of the last flight,
- The time when the failure occurred,
- The ATA reference,
- The identity of the unserviceable LRU,
- The class of the failure (1 or 2).
This page can show a maximum of two failures. If there are more failures,
you must push the next page key on the MCDU keyboard.

D. MCDU CIDS
_
III. Previous Legs Report
This page is a sum of the LAST LEG REPORTS and shows the failure
messages that came on during the 63 flights before.
This page shows the subsequent data:
- The aircraft identification,
NOTE: CIDS monitors the aircraft identification parameter and updates

it for all new records. This is necessary if a director is changed from
one aircraft to another. In this case there may be two identifications
on a page. The related aircraft identification is shown above the related
failure message.
- The leg number (1-63),
- The date of the flight when the failure occurred,
- The class of the failure (1 or 2),
- The identity of the unserviceable LRU.
D. MCDU CIDS
_
IV. LRU Identification
When you push the <LRU IDENT line select key, the LRU
IDENTIFICATION page comes on. This page shows the identity
of all the electronic LRUs which can report their part number
and serial number.

D. MCDU CIDS
_
V. Class 3 Faults
This page shows each class 3 failure message that came on during
the last flight and shows:
- The identity of the unserviceable LRU.
D. MCDU CIDS
_
VI. System Tests
This page shows the subsequent legends:

- DIR STATUS
- INTERFACE + POWER-UP TEST
- ILLUMINATION TEST (Ref. 33-25-00)
- EPSU SYS TEST (Ref. 33-51-00)
- ASPSU SYS TEST (REF. 52-72-00)
- IPCU SYS TEST (REF. 30-73-00)

D. MCDU CIDS
_
VII. Power up test
Interface + Power-Up Test if active director is selected
When you push the <INTERFACE + POWER-UP TEST line select key,
the INTERFACE + POWER-UP TEST page with the messages DIRx
ACTIVE and TEST IN PROGRESS 6 MIN comes on.
The CIDS does a power-up test of certain CIDS components and starts
the internal BITE of the associated systems. It can last up to 6 minutes.
If there is a failure, the subsequent data about this failure come on:
- The ACTIVE DIR,
- The class of the failure (1, 2 or 3) with a prompt > (if applicable)
to get access to the trouble shooting data or to the sub-menus
for the class 3 failures.
This page can show a maximum of two failures. If there are more failures
D. MCDU CIDS
_
VII. Interface + Power-Up Test if passive director is selected
When you push the <INTERFACE + POWER-UP TEST line select key,
the INTERFACE + POWER-UP TEST page with the messages DIRx
PASS., DIR TEST ONLY and TEST IN PROGRESS 30 S comes on.
The passive director tests itself, all power related conditions,

all FAP/CAM/Dir. interlink and ARINC/ETHERNET items.

D. MCDU CIDS
_
VIII. Operational Tests
This page shows the subsequent legends:

- <LOUDSPEAKERS ACTIVATION
- <READING LT + ACP + PAX CALL + SIGN LAMPS ACTIVATION
(a)When you push the <LOUDSPEAKERS ACTIVATION line select key,

all CIDS loudspeakers are supplied with a test tone until you push
the <RETURN line select key.
(b)When you push the LAMPS ACTIVATION line select key, all lamps
in the READING LTs, ACPs, PAX CALLs and SIGNS are illuminated until
you push the <RETURN line select key.
NOTE: There is no CAM relation, all DEU outputs are activated.
NOTE: After the test (when you push the <RETURN line select key)
the system performs a reset, the communication between the MCDU
and CIDS stops.
D. MCDU CIDS
_
IX. Trouble Shooting Data
This page shows:

- The date and the time of the message in clear language,
- Snapshot data at the moment of the fault (e.g. aircraft configuration
etc.) shown in hexadecimal code.
NOTE: The TROUBLE SHOOTING DATA Report contains data of system

faults which occurred in flight.

D. MCDU CIDS
_
X. Ground Scanning
The GND SCANNING does an analysis of the CIDS status

at this time and in case of a failure all existing internal and external
failures are shown.
This page shows:
- The date and the time at which the failure occurred,
- The class of the failure (1, 2 or 3) with a prompt > to go to the trouble
shooting data.
you have to push the next page key on the MCDU keyboard.
Each failure which is detected during the monitoring mode is written
at the end of the report. The page counter is updated automatically.
When you push the <RETURN line select key, the memory of the GND
SCANNING is reset.
After activating the GND SCANNING mode it is necessary
to wait approx. 3 min. to make sure that all failures are detected.
D. MCDU CIDS
_
XI. Ground Report
The contents of this page are identical to those of the LAST LEG
REPORT.
This page shows the internal failure messages that come on when
the aircraft is in ground configuration. Failures detected during the last
flight which are still valid are not shown in the GROUND REPORT.

D. MCDU CIDS
_
XII. System Configuration
The SYSTEM CONFIGURATION page shows:

- The current date,
- The UTC - The aircraft identification,
- The ACTIVE DIR,
- The CAM P/N,
- The ACTIVE LAYOUT,
- The LAST CAM MODIFICATION,
- <LSP VOLUME REPORT.
(a)When you push the <LSP VOLUME REPORT line key the system
shows pages where the CAM defined loudspeaker volume is shown.
E. MCDU CIDS Simulator on the FAP
_
A simulation of the MCDU is available on the FAP. However,
it gives only access to the active DIR (no SDF, no passive DIR
and no LAV page for Vacuum Status) and it is not accessible in Flight.
The page is inaccessible when the MCDU is being used, and vice versa.
The page is protected by a password (Refer to FAP Passwords page
2.E.X).

F. MCDU SDF
_
I. Access
II. Main Menu
III. Last Leg Report
IV. Previous Legs Report
V. LRU Identification
VI. Class 3 Faults
VII. System Tests
VIII. Ground Scanning
IX. Smoke Warning Test
X. TSD & Smoke Warning Report
F. MCDU SDF
_
I. Access
• To access to the SYSTEM REPORT/TEST/FIRE PROT page,

apply the following steps:
Push the MCDU MENU mode key

Push the line key adjacent to the CMS indication.
Push the line key adjacent to the SYSTEM REPORT/TEST indication.
Push the line key adjacent to the FIRE PROT indication.
Notes:
The active SDF board only can be accessed through
the MCDU, which usually means SDF 1. To access SDF 2
MCDU menu, SDF 1 needs to be deactivated.

F. MCDU SDF
_
II. Main Menu
This page shows the subsequent selectable pages:

- <LAST LEG REPORT,
- <PREVIOUS LEGS REPORT,
- <LRU IDENT,
- <GND SCANNING,
- <TROUBLE SHOOT DATA,
- <CLASS 3 FAULTS,
- <SYSTEM TESTS,
- <SMOKE WARN TEST,
- <GROUND REPORT,
- <SPECIFIC DATA (Smoke Warning Report)
- <RETURN (when you push this line select key you go back to the Main
page).
F. MCDU SDF
_
III. Last Leg Report
• When you push the <LAST LEG REPORT line select key, the LAST
LEG REPORT page comes on. This page shows the failure messages
that came on during the last flight and it shows the subsequent data:
The data of the last flight,
The time when the failure occurred,
The ATA reference,
The identity of the unserviceable LRU,
The class of the failure (1 or 2).
• This page can show a maximum of two failures. If there are more
failures, you must push the next page key on the MCDU keyboard.
If there are no failures found during the last flight, the message
NO FAULT DETECTED is shown in the centre of the screen.

F. MCDU SDF
_
IV. Previous Legs Report
• When you push the <PREVIOUS LEGS REPORT line select key,
the PREVIOUS LEGS REPORT page comes on.
• This page is a sum of the LAST LEG REPORTS and shows the failure
message that came on during the 63 flights before.
• This page shows the subsequent data:
The aircraft identification.
The Leg number (1-63),
The date of the flight when the failure occurred,
The time when the failure occurred,
The ATA reference,
The class of the failure (1 or 2),
The identity of the unserviceable LRU.
failures, you must push the next page key on the MCDU keyboard.
If there are no failures found during the last 63 flights, the message
NO FAULT DETECTED is shown in the centre of the screen.
F. MCDU SDF
_
V. LRU Identification
• When you push the <LRU IDENT line select key, the LRU
IDENTIFICATION page comes on. This page shows the identity
of all the electronic LRUs which can report their part number and serial
number. The system must be running about 5 minutes, so that
the SDF has collected all P/N and S/N via Can Bus traffic

F. MCDU SDF
_
VI. Class 3 Faults
• When you push the CLASS 3 FAULTS> line select key, the LAST LEG
CLASS 3 FAULTS page comes on. This page shows each class 3
failure message that came on during the last flight
F. MCDU SDF
_
VII. System Tests
• The system provides a system test covering all LRUs connected

to the system and signals received by the system (i.e. the computer
housing the BITE and all its own peripherals such as sensors, ARINC
buses from peripheral computers, etc...).
• This test will:

restart the Power Up test (or a test fully equivalent)
Perform a check of the smoke detectors
Perform a check of the Fire Extinguishing equipment
Reset latched failures
• SDF power-up time lasts up to 400s.

Note: On the screen we show “Test in Progress 400s”.

F. MCDU SDF
_
VIII. Ground Scanning
• When you push <GROUND SCANNING line select key, the GROUND
SCANNING page comes on. The GND SCANNING does an analysis
of the SDF status at this time and in case of a failure all existing internal
and external failures are shown.
• This page shows:

The date and the time at which the failure occurred,
The ATA reference,
The identity of the unserviceable LRU,
The class of the failure (1,2 or 3) with a prompt > to get access
to the trouble shooting data.
failures, you have to push the next page key on the MCDU keyboard.
Each failure which is detected during the monitoring mode is written
at the end of the report. The page counter is updated automatically.
If there is no fault detected, the message NO FAULT DETECTED
is shown. When you push the <RETURN line select key, the memory
of the GND SCANNING is reset.
• After activating the GND SCANNING mode it is necessary to wait

approx. 3 min. to make sure that all failures are detected.
F. MCDU SDF
_
IX. Smoke Warning Test
• If the key “SMOKE WARNING TESTS” is pressed (in the menu page)
a Test Menu come into view:
Note:
Page layout depends on aircraft configuration
• If selected, the active CIDS-SDF channel (only) performs a test of the

selected area (FWD or AFT LDCC, Avionics, LAV…) smoke detectors.
Test request
CAN Bus (+ DEU-B for LAV) Smoke

CIDS-SDF
Detectors
Test results
• If at least one smoke detector per cavity is operative and in normal

operation, the CIDS-SDF will set the corresponding ARINC 429
outputs to the FWC and set the corresponding discrete smoke
output(s) to the smoke warning lamps on the overhead panel.
• If all smoke detectors of the same cavity are failed the corresponding
outputs will not be set and the according maintenance message
will be displayed on the result page and be stored in the BITE
of the CIDS-SDF.
• The test will be finished when either all respective indications are
confirmed or the MCDU line key adjacent to “RETURN” is selected.

F. MCDU SDF
_
X. TSD & Smoke Warning Report
Troubleshooting Data
• When you push the “TROUBLE SHOOT DATA” line select key,
the “TROUBLESHOOTING DATA” page comes on. This page shows:
• The date and the time of the message in clear language,
• Snapshot data at the moment of the fault (e.g. aircraft configuration
etc.) shown in hexadecimal code.
Note:
The TROUBLESHOOTING DATA Report contains data
of system faults which occurred in flight.
Smoke Warnings Report

• When the key “SPECIFIC DATA” is pressed (in Main Menu) the System
will transmit the subsequent page:
5. Dispatch and
troubleshooting advices
B. Fault Message Classification
C. Troubleshooting Philosophy & Recommendations
D. Common Maintenance Procedures
E. MEL
F. Smoke Event
G. CIDS Event
H. CIDS /SDF Deviations
A. Introduction
_
Aircraft Maintenance Manual:
The AMM contains information required to service, repair, replace,
adjust, inspect and check equipment and systems on the aircraft.
These tasks are normally performed on the ramp or in the maintenance
hangar. Information required for the maintenance of equipment off
the A/C (shop maintenance) is contained in the Vendor or Manufacturer
Component Maintenance Manuals (CMMV or CMMM).
Trouble Shooting Manual:

The philosophy for the TSM is to provide coverage of all probable aircraft
faults. This includes guidance for trouble shooting faults monitored and
displayed by the aircraft systems. Faults not monitored by the aircraft
systems are also covered.
Monitored faults:
• ECAM warnings
• EFIS flags
• LOCAL warnings
• CMS fault messages
Non-monitored faults:
• Crew or maintenance observations
_
General:
Maintenance message classification is based on fault consequence.
All faults can be divided into three groups:
- the faults leading to an operational event in the cockpit
- the faults leading to an operational event in the cabin
- the faults leading to an ECAM MAINTENANCE STATUS
- the faults without cockpit events and cabin event.
Faults with operational cockpit event:

This event is also called a cockpit effect.
Examples of cockpit effects are: an ECAM warning, a local warning,

a flag, or any invalid function such as a missing audio signal, amber
crosses on a system page, etc.
Some of these faults have consequences on the system safety objective

and are NO GO items (i.e.: the failure must be fixed before the next
departure) or GO IF items (GO if the conditions given in the MEL
are fulfilled). The others are GO without conditions.
For some of these faults the cockpit effect does not automatically
appear to the crew when it is activated (e.g.: amber crosses on a system
page). The status regarding all these faults is given by the MEL.
When the crew take notice of a fault through the cockpit effect they can
report it in the aircraft LOG BOOK.
In order to be able to launch the proper maintenance actions, all faults:
- having a cockpit effect and
- detected by the systems are covered by a CLASS 1 maintenance
message transmitted to the CMC.
Class 1 maintenance messages are presented in the Post Flight Report

at the end of the flight.


_
Faults with operational cabin event without cockpit effect:
This event is also called a cabin effect.
Example of cabin effects are: message displayed in the cabin

on the Forward Attendant Panel (FAP), caution lights, chimes, etc.
Few of these fault have consequences on the system safety objective.

In case they have consequences on the system safety objective,
they are listed in the MEL and are GO IF.
The others faults with operational cabin event without cockpit effect have
no impact on system safety objectives and are GO without conditions
and not listed in MEL. However, they have in most of cases an impact
on operation for transport of passenger.
When the cabin crew take notice of a fault through the cabin effect,
they can report it in the CABIN LOGBOOK and may report it to cockpit
crew, depending on operator policies. In order to be able to launch
the proper maintenance actions in both cases, all faults:
• having a cabin effect and
• detected by the systems are covered by a CLASS 1 maintenance
message transmitted to the CMC.
Class 1 maintenance messages are presented in the Post Flight Report

at the end of the flight.
_
Faults triggering an ECAM MAINTENANCE STATUS:
These faults have no consequence on the system operating conditions.
They are always GO without any restriction. However by correcting them
before the next scheduled maintenance task it is possible to significantly
increase the dispatch reliability of the aircraft and/or to reduce the
maintenance costs. In order to reach this objective it is considered that
these faults should be fixed at the first opportunity and not later than
800 flight hours.
Maintenance Status corresponds to class 2 maintenance messages,

presented on the Post Flight Report.
In order to launch at the first opportunity the proper maintenance action,

it is recommended to check the MAINT STS at every long stop
at the main maintenance base. The respect of the maximum 800FH
delay can be ensured by systematic repair of all class 2 faults every
A check, or record and count the flight hours of each class 2 failure
displayed
on the PFR. For operators equipped with ACARS, the ground station
can also process the PFRs automatically transmitted after each flight,
and issue a report when a class 2 message is generated on more than
3 flights every 7 days.
Faults without cockpit event and cabin event:

These faults have no consequence on the system operating conditions
and the crew is not aware of them. These faults neither have impact
on operation.
All faults detected by the systems without cockpit event and cabin event
are covered by a CLASS 3 maintenance message.
These messages are recorded in each system BITE (class 3 report).

Class 3 fault are UNLIMITED TIME dispatch faults, which means that
they may remain uncorrected within an unlimited time frame.

C. Troubleshooting Philosophy
& Recommendations
_
Note:
See next page for TSD
Decoder details
C. Troubleshooting Philosophy
& Recommendations
_
A CIDS Unit should be replaced only when resulting from
a TSM task or as per Airbus advice.
As Maintenance Status, the “SMOKE”, “CIDS1” and “CIDS2”

messages do not prevent dispatch, dispatch is possible under MEL.
For each Operational Interruption reported to Airbus, Airbus needs

the following info in the OI report:
• Symptoms and fault messages (+date & time)
• Reference of TSM and AMM tasks performed
• P/N and S/N in the case of equipment removal or swap
Thereby, Airbus will be able to understand the following links:
Maintenance Removed Repair Improvements

Symptoms
Action Equipment Findings Identification
TSD Decoder:
In order to help the airlines to carry out Troubleshooting Data
Decoding and simplify the analysis of complex hardware failures,
a Troubleshooting Data Decoder tool is available FOC, as described
in ISI 23.73.00008.
Note:
A CIDS Interface & Power Up Test should be preferred
to a CIDS Reset. It does not spent more time than Reset
and provides fault messages to be investigated if the issue
is confirmed.
Though, if a CIDS Reset is performed, ensure to wait 10sec
before pushing back the C/B.

D. Common Maintenance Procedures

_
Procedure AMM Task
Energize the CIDS 23-73-00-861-801-A
De-energize the CIDS 23-73-00-862-801-A
CIDS Interface and Power-Up test 23-73-00-740-801-A
Ground Scanning 23-73-00-740-802-A
Removal of the CIDS Director 23-73-34-000-801-A
Installation of the CIDS Director 23-73-34-400-801-A
Removal of the Handset/Cradle 23-73-44-000-801-A
Installation of the Handset/Cradle 23-73-44-400-801-A
OBRM Download procedure 23-73-00-869-801-A
Replacement of the Cabin Assignment Module 23-73-19-960-801-A
Deactivation of a CIDS-DIR 23-73-00-040-802-A
Reactivation of a CIDS-DIR 23-73-00-440-802-A
Operational test of the PA system 23-73-00-710-802-A

Operational test of the Cabin and Flight Crew
23-73-00-710-803-A
Interphone System
Cabin Layout Selection 23-73-00-860-801-A
Cabin Zones Programming 23-73-00-860-802-A
SDF BITE System Test 26-10-00-740-801-A
Read-Out of the SDF BITE for channel 1 and 2 26-10-00-740-803-A

Operational Check of Cargo-Compartment
26-16-00-710-803-A
Smoke-Detection by PTT
E. MEL
_
I. Repair Interval
II. Maintenance Status CIDS
III. Interphone
IV. Handset
V. PA/Loudspeaker/PAX Call
VI. DEUs A&B
VII. FAP unit
VIII. FAP functions, PRAM & CAM
IX. ACP, AIP, AAP
X. Cabin Signs
XI. Lavatory Smoke Detection
XII. FWD Cargo Smoke Detector
XIII.Aft & Bulk Cargo Smoke Detector

E. MEL
_
I. Repair Interval
• Reference doc: MMEL
No standard interval is specified.

Items in this category shall be repaired within
the time interval specified in the “Remarks and
Exceptions” column of the operator’s approved
MEL.
Repair Interval A Whenever the time interval is listed as flight
days, the time interval begins on the flight day
following the day of discovery.
Where a time period is specified in number
of flights or flight hours, it shall start at the
beginning of the first flight following
the discovery of the failure.
Items in this category shall be rectified within

three consecutive calendar days, excluding
the day of discovery.
Repair Interval B For example, if it were recorded at 13:00 on
January 26th, the 3-day interval begins at 00:01
on January 27th and ends at 23:59 on January
29th.

ten consecutive calendar days, excluding
the day of discovery.
Repair Interval C For example, if it were recorded at 13:00
on January 26th, the 10-day interval begins
at 00:01 on January 27th and ends at 23:59
on February 5th.

Repair Interval D one hundred and twenty consecutive
calendar days, excluding the day of discovery.
E. MEL
_
II. Maintenance status CIDS
• CIDS function
Ref: 23-73-01-01A Cabin Intercommunication Data System Function
Repair interval: - Nbr installed: 1 Nbr required: 1 Placard: No
The CIDS function must be operative.
Notes:
1. Failure of a single CIDS director is indicated by a MAINTENANCE message on the STATUS SD page.
2. In the case of disturbance of the CIDS function, the deactivation of the affected CIDS director may
recover normal operation of the CIDS function.
Refer to AMM TASK 23-73-00-040-802-A

E. MEL
_
III. Interphone
• Interphone
Ref: 23-40-02A Flight Crew Interphone System
Repair interval: - Nbr installed: 1 Nbr required: 1 Placard: No
Must be operative for each person on cockpit duty
Ref: 23-40-03A Flight Crew to Ground Communication System
Repair interval: C Nbr installed: 1 Nbr required: 0 Placard: No
May be inoperative
Notes:
Refer to Ops Proc 23-40-03A Flight Crew to Ground Communication System
Ref: 23-40-04A Service Interphone Jack
Repair interval: D Nbr installed: 15 Nbr required: 0 Placard: No
One or more may be inoperative

E. MEL
_
IV. Handset
• Cockpit Handset
Ref: 23-73-06-01A Cockpit Handset
Repair interval: C Nbr installed: 1 Nbr required: 0 Placard: Yes
Must be operative for each person on cockpit duty
• Cockpit Handset
Ref: 23-73-06-02A Cabin Handset
Repair interval: C Nbr installed: - Nbr required: 4 Placard: Yes
One or more may be inoperative provided that one handset is operative at each pair of floor level
exit doors.
Refer to Ops Proc 23-73-06-02A Cabin Handset
Ref: 23-73-06-03A CRC Handset (if installed)
Repair interval: D Nbr installed: - Nbr required: 0 Placard: No
One or more may be inoperative provided that one loudspeaker is operative in the associated crew
rest compartment
Refer to Ops Proc 23-73-06-03A CRC Handset (if installed)
Note: Refer as well to Service Interphone and PA, Interphone & Handset advices.

E. MEL
_
V. PA/Loudspeaker/PAX Call
• Passenger Call
Ref: 23-73-04-01A Lavatory Call
Repair interval: C Nbr installed: - Nbr required: 0 Placard: No
One or more may be inoperative.
Ref: 23-73-04-02A Passenger Call
• Loudspeakers
Ref: 23-73-05-01A Cabin Loudspeaker
Repair interval: C Nbr installed: - Nbr required: - Placard: No
One or more may be inoperative provided that no seat is occupied from which a passenger cannot
clearly hear a passenger announcement.
Ref: 23-73-05-02A Lavatory Loudspeaker

Refer to Ops Proc 23-73-05-02A Lavatory Loudspeaker
Ref: 23-73-05-03A CRC Loudspeaker (if installed)

Refer to Ops Proc 23-73-05-03A CRC Loudspeaker (if installed)
Note: Refer as well to PSU troubleshooting advices.

E. MEL
_
VI. DEUs A&B
• DEU A
Ref: 23-73-02-01A Cabin DEU A - Affected seat occupied

One or more may be inoperative and affected passenger seat may be occupied provided that:
1. The passenger announcement can be heard throughout the cabin during the flight, and
2. The passenger address system is used to alert the passengers when “Return to Seat / Fasten Seat
Belt / No Smoking” signs are requested.
Refer to Ops Proc 23-73-02-01A Cabin DEU-A
Ref: 23-73-02-01B Cabin DEU-A - Affected seat not occupied
One or more may be inoperative provided that the affected seats are blocked and placarded inoperative.
Ref: 23-73-02-02A Lavatory DEU A
One or more may be inoperative provided that the affected lavatory is closed and placarded inoperative.
Ref: 23-73-02-03A CRC DEU A

One or more may be inoperative provided that the affected bunk beds or seats are locked
and placarded inoperative
• DEU B
Ref: 23-73-03-01A Cabin DEU B
One or more DEU B may be inoperative provided that:

1. One DEU B and the associated handset are operative at each pair of floor level exit doors, and
2. The slide bottle pressure and door bottle pressure associated with each affected DEU B are checked
on the associated direct reading pressure gauge before the first flight of each day.
Ref: 23-73-02-02A CRC DEU B
One or more may be inoperative provided that one DEU A and one loudspeaker are operative
in the crew rest compartment

E. MEL
_
VII. FAP unit
• FAP unit
Ref: 23-74-01B FAP Display Unit
Repair interval: C Nbr installed: 1 Nbr required: 0 Placard: Yes

May be inoperative provided that the safety related messages on the FAP are considered inoperative.
Refer to Item 52-10-06 CHECK DOOR PRESSURE Message on the FAP
Refer to Item 25-62-04 CHECK SLIDE PRESSURE Message on the FAP – cabin exit
Refer to Item 25-62-05 CHECK SLIDE PRESSURE Message on the FAP – Emergency Overwing Exit
Refer to Ops Proc 23-74-01B FAP Display Unit
Ref: 23-74-02A EMER push-button on the Hard-key FAP Sub-panel

One or more may be inoperative provided that at least one EMER PB on the hard key FAP subpanel
is operative
Ref: 23-74-03A Other Controls on the Hard-key FAP Sub-panel

E. MEL
_
VIII. FAP functions/PRAM/CAM
• FAP functions
CHECK SLIDE PRESSURE
Ref: 25-62-04A
Message on the FAP – Cabin Exit
One or more may be inoperative provided that the associated slide bottle pressure is checked before
the first flight of each day
Refer to Ops Proc 25-62-04A CHECK SLIDE PRESSURE message on the FAP – Cabin Exit
CHECK SLIDE PRESSURE

Ref: 25-62-05A
Message on the FAP – Emergency Overwing Exit

One or both messages may be displayed provided that the associated slide bottle pressure is checked
before the first flight of each day.
Refer to Ops Proc 25-62-05A CHECK SLIDE PRESSURE message on the FAP – Emergency Overwing
Exit
Ref: 52-10-06A CHECK DOOR PRESSURE Message on the FAP
One or more may be inoperative

Refer to Ops Proc 52-10-06A CHECK DOOR PRESSURE Message on the FAP
• PRAM & CAM
Ref: 23-73-07-01A Pre-recorded Announcement and Music Reproducer (PRAM)

May be inoperative.
Refer to Ops Proc 23-73-07-01A Pre-recorded Announcement and Music Reproducer (PRAM)
(if installed)
Ref: 23-73-08-01A Cabin Assignment Module (CAM)
May be inoperative or missing.

E. MEL
_
IX. ACP, AIP & AAP
• ACP, AIP & AAP
Ref: 23-74-07A Area Call Panel
Ref: 23-74-08A Attendant Indication Panel
Ref: 23-74-09A Additional Attendant Panel

E. MEL
_
X. Cabin signs
• Cabin Signs
Cabin Signs (No Smoking/No Portable/Elec
Ref: 33-20-01A
Devices, Fasten Seat Belt, Return to Seat) - Passenger seat occupied

One or more may be inoperative and the affected passenger seat may be occupied provided that:
1. The passenger address system is operative, and can be heard throughout the cabin during the flight,
and
2. The passenger address system is used to alert the passengers when return to seat is requested,
seat belts should be fastened, smoking is prohibited and portable/electrical device
should be switched OFF.
Cabin Signs (No Smoking/No Portable/Elec

Ref: 33-20-01B
Devices, Fasten Seat Belt, Return to Seat) - Passenger seat not occupied

One or more “No Smoking/No Electronic Devices/Fasten Seat Belt” sign may be inoperative provided
that:
1. No passenger seat is occupied from which a passenger cannot see a readily legible “No smoking/No
Electronic Devices/Fasten Seat Belt” sign, and
2. The affected seat is blocked and placarded inoperative.
Refer to AMM 33-20-00-040-801
Note: MMEL items 33-20-02x are applicable to both PAX seats and Attendant seats.
Ref: 33-20-02A Lavatory Sign (Return to seat)

One or more may be inoperative and the affected lavatory may be used provided that:
1. The passenger address system is checked operative in the affected lavatory, and
2. The passenger address system is used to alert the occupant to return to his seat.
Refer to Ops Proc 33-20-02A Lavatory Sign (Return to seat)

E. MEL
_
X. Cabin Signs
• CRC Signs (if installed)

CRC Signs (No Smoking/No Portable/Elec
Ref: 33-20-03A
Devices, Fasten Seat Belt, Return to Seat) – CRC occupied
One or more individual signs may be inoperative and the affected bunk bed or seat may be occupied
provided that an acceptable procedure is used to notify crew members when seat or bed belts should
be fastened, smoking is prohibited and portable/electrical devices should be switched OFF.
CRC Signs (No Smoking/No Portable/Elec

Ref: 33-20-03B
Devices, Fasten Seat Belt, Return to Seat) - CRC not occupied
One or more individual signs may be inoperative provided that the affected crew rest compartment
is locked closed and placarded inoperative
Ref: 33-20-04A Leave CRC Signs (LEAVE MCR/Return To Cabin) – Affected CRC used
One or more individual signs may be inoperative and the affected bunk bed or seat may be occupied
provided that an acceptable procedure is used to notify crew members when the affected crew rest
compartment should be evacuated.
Leave CRC Signs (LEAVE MCR/Return To Cabin) – Affected CRC not

Ref: 33-20-04B
used
One or more individual signs may be inoperative provided that the affected crew rest compartment
is locked closed and placarded inoperative
E. MEL
_
XI. Lavatory Smoke Detection
Lavatory Smoke Detection System – Associated lavatory fire extin-

Ref: 26-17-01A
guishing system operative
Repair interval: B Nbr installed: - Nbr required: 0 Placard: No

One or more may be inoperative provided that:
1. The associated lavatory fire extinguishing system is operative, and
2. A procedure is used to periodically check absence of smoke in the associated lavatory
every 15 minutes
Ref: 26-17-01B Lavatory Smoke Detection System – Associated lavatory not used

One or more may be inoperative provided that:
1. The associated lavatory waste receptacle is empty, and
2. The associated lavatory door is locked closed and placarded inoperative, and
3. The lavatory is not used for storage or for any other purpose, and
4. A procedure is used to periodically check the absence of smoke in the associated lavatory.

E. MEL
_
XII. FWD Cargo SD
Note:
1. Failure of a single detector in the cavity is indicated by a MAINTENANCE message
on the STATUS SD page.
2. Depending on applicable regulation, smoke detection system may be required for dispatch.
Ref: 26-16-01A Smoke Detector in the FWD Lower Deck Cargo Compartment
Both detectors in one or both cavities may be inoperative provided that the FWD cargo compartment
is empty or does not contain flammable or combustible materials
E. MEL
_
XIII. AFT & BULK Cargo SD
Note:
1. Failure of a single detector in the cavity is indicated by a MAINTENANCE message
on the STATUS SD page.
2. Depending on applicable regulation, smoke detection system may be required for dispatch.
Smoke Detector in the AFT and the BULK Lower Deck Cargo
Ref: 26-16-02A
Compartment
Both detectors in one or more cavities may be inoperative provided that the AFT and the BULK cargo
compartments are empty or do not contain flammable or combustible materials.

F. Smoke Event
_
I. Smoke Warning Investigation
II. Prevent False Smoke Event
III. Smoke related troubleshooting
F. Smoke Event
_
I. Smoke warning investigation (1/2)
• The operator is kindly advised to report to Airbus any cases

of smoke ECAM WARNINGS with or without real smoke and provide
the following information on each event in order to allow Airbus
investigations:
• MANDATORY INFORMATION:
1. The PFR
2. The CIDS configuration at the time of the event:

a. Directors P/N
b. OBRM P/N
c. CAM P/N
3. On the FAP: a digital picture of the S/W Loading page.
4. On CIDS MCDU menu: a printout of the CIDS LRU identification page
5. On SDF 1 MCDU menu:

a. Perform a SDF System Test and provide Airbus the outputs
and associated TSD, if any.
b. Provide us the following reports:
i. Smoke warnings report
ii. LRU Identification report
iii. Last leg report
iv. Previous legs reports
v. TSD
vi. Class 3 faults
6. After deactivation of SDF1, provide the same information

as SDF 1 but through SDF 2 MCDU menu.
Note: Power down of SDF1 is performed by pulling C/B 101WH
and 102WH. As an alternative the Reset C/B on OHVD PNL 261VU:
15WH (RESET SDF Channel 1) can be used. For info: SDF2 is powered
by 103WH and 104WH, associated Reset C/B 14WH is on OVHD PNL
262VU
Note:
Even without new event/fault, SDF reports are available
in SDF BITE memory for maximum 64 legs

F. Smoke Event
_
I. Smoke Warning Investigation (2/2)
Note:
Following preliminary analysis of the event, Airbus may ask
the operator to send involved or replaced Smoke Detectors
(S/D) to Siemens for special investigation and memory read-
out.
In this case, please provide Airbus with the S/N and FIN
of the removed unit(s) and AWB of their related shipment
to Siemens for tracking purpose.
Notice: Any repair shop actions on the removed S/D

shall be prevented prior to their shipment to Siemens,
as they can erase the memory of the unit.
• COMPLEMENTARY INFORMATION:
1. QAR/DFDR data to precisely correlate Cockpit indications and actions

with SDF observed events.
2. The Cargo manifest of the flight
3. On CIDS 1 MCDU menu:

a. Perform a CIDS Interface and Power-Up Test and provide
us the outputs and associated TSD, if any.
b. Provide us the following reports:
i. Last leg report
ii. Previous legs reports
iii. TSD
iv. Class 3 faults
F. Smoke Event
_
II. Prevent false smoke event
efer to ISI 26.10.00007: Prevention

R
of aircraft smoke warnings not related to real fires in case of:
use of spray in cabin or cargo compartment (AMM Task 12-21-12-
670-006-A), extreme condensation / humidity, bleed air oil vapor,
entrapment of fumes in cargo compartment, terrestrial fires,
anti-ice/de-icing fluids into bleed air system, ingestion of engine
cleaning agent into the ECS.
nsure that faulty Cargo S/D are replaced at the earliest opportunity
E
after a “SMOKE” maintenance status associated to a S/D fault
message are observed. Otherwise, in the meantime, the related
cargo cavity will be monitored by a single S/D instead of two,
therefore preventing the confirmation logic per cavity.
nsure that the cargo S/D contamination by dust is at a satisfactory

E
level by cleaning it as soon as the pre-fault fault message
(class 3 fault “CONTAMINATION”) is triggered by the SDF.

F. Smoke Event
_
• SMOKE issue with impact on dispatch:

• A SDF System test is recommended to confirm the fault and obtain
the precise fault message(s) detailing the issue. Associated TSM then
needs to be followed.
• If no maintenance is available on board and a spurious suspected,
SDF can be reset by flight crew as per FCOM supplementary
procedure PRO-SUP-24-B-00012490.0002001.
• Lavatory (LAV) SMOKE fault:

• CIDS DIR board and DEU-B are involved in the Smoke Detection
Function of the Lavatories (refer to chapter 2.B - Smoke Detection).
• When detected, SDF LAV faults are setting a flag stored into
the memory of the connected DEU-B. After resolution, the associated
DEU-B needs to be reset to clear the fault as per AMM Sub task
23-73-00-865-059.

F. Smoke Event
_
• Smoke Detector PIN PROG ISSUE:

• In case of PIN Programming wiring issue at Cargo Smoke Detector
level (i.e. on CAN bus A and/or B), ECAM Warning SMOKE AFT/
FWD/BULK/AVNCS DET FAULT may be triggered.
• In case of PIN Programming wiring issue at Lavatory Smoke Detector

level (i.e. on DEU-B CAN bus), ECAM Warning SMOKE LAVATORY
DET FAULT may be triggered.
• Indeed, the Smoke Detectors read their CAN bus thanks to PIN PROG
inputs. In case of unreadable/inconsistent PIN PROG, the S/D set
its bus address to the default address on the CAN bus. This is then
treated by the SDF as an unexpected smoke detector on the CAN
bus lane.
• Therefore, the SDF detects a configuration inconsistency,

and all configurable (pin programmable or CAM programmable)
compartments with defined SD on this CAN bus are declared as faulty.
• In case there is one message incriminating one particular S/D, check
first the PIN PROG wiring of this S/D and possibly replace the S/D.

G. CIDS Event
_
I. PSU Troubleshooting
II. CIDS TOP/MID Line Troubleshooting
III. PA & Interphone
G. CIDS Event
_
I. PSU Troubleshooting
The architecture of the PSU allows to test the connection between

the PSU and the DIR:
Reading Light activation from pushbuttons on the overhead PSU

A
will test the local performance of the system.
Passenger announcement will test the connection from the director

A
to the PSU.
A passenger call initiated from the PSU sends a signal from the PISA
via DEU type A to the director. The director transmits a signal via
the DEU type A to the respective PISA and the related call light
comes on. Therefore, the connection between the PSU
and the director is tested back and forth.
Notes:
• Operational test of Loudspeaker can be performed
by following the AMM task 23-73-00-710-810-A.
• All DEU-A outputs are activated. If a loudspeaker does not
work with this test, the hardware and power needs
to be checked.
Note:
• Any mismatch of PAX call indication needs to be confirmed by a PSU
PAX call and its indication and as well by a seat arm rest PAX call via
IFE and its indication.
• The signs in the passenger PSUs are controlled by the CIDS but
powered by 115VAC. If the CIDS (PISA, DEU-A, top line, DIR) fails,
the NS/FSB signs in the PSU will come on automatically after
a timeout of 180 sec.

G. CIDS Event
_
II. CIDS TOP/MID Line Troubleshooting
• DEU faulty I/O:
• When booting, each DEU tests its Inputs and Outputs. If it is unable
to manage at least one of them (due to a short circuit for example),
the DEU declares itself faulty to the CIDS and all equipment connected
with this DEU are lost. CIDS TSD allows then to find which DEU pin
is faulty.
Note: TSD Decoder is available FOC to operators.

Refer to ISI 23.73.00008.
• A TOP / MID line fault is detectable in two cases:
• Line fault due to a current sensing test at power-up:

• In such a case a respective “BUS Fault message” is memorized
in the BITE memory. None of the DEUs connected to this line
will be memorized.
• Line fault due to plausibility check:

• This is the case if the CIDS Director does not receive data of any DEU
of one line. A respective “BUS Fault message” is memorized.
The respective DEUs may also be written into the BITE memory.
Notice: In conjunction with the TSM tasks related to MID

& TOP line Fault and depending of the line resistance value
measured at the CIDS Director connector, either one
of the following flow charts can be used in order to speed
up the investigations:
G. CIDS Event
_
II. CIDS TOP/MID Line Troubleshooting 1/3
FLOW CHART –
NO SHORT CIRCUIT

G. CIDS Event
_
FLOW CHART –
SHORT CIRCUIT
G. CIDS Event
_
FLOW CHART –
OPEN CIRCUIT

G. CIDS Event
_
III. PA & Interphone
• Short Power Interruption & PA:

• In case of Power Interruption bellow 200ms, the CIDS detects the SPI
and automatically recovers as soon as the power is restored without
a Power Up procedure. However, the CIDS audio board will need
500ms to recover, producing a cut in the announcement
of up to 700ms.
• It is recommended not to perform announcements during A/C power
transfer.
• Cockpit Call:
• If a call has been initiated by pressing a call button on the cockpit
call panel and this call was not accepted by the targeted attendant
handset(s), then this call will be automatically reset only after 5
minutes. Prior to that reset, all cabin attendant stations would
not be able to address the cockpit.
• Defective handset:
• One handset has to operative at each pair of exit doors, but MMEL
can be applied for others handsets if defective (refer to chapter
handset MMEL chapter 5.E.iv).
Note:
Handsets have been designed in order to be replaced in less
than 15 min, with appropriate tooling (cf. CMM).
H. CIDS/SDF Deviations
_
Refer to ISI 26.10.00008 CIDS Deviations & Spurious BITE Messages

6. Documentation
& Contacts
A. Documentation
B. Contacts
A. Documentation (1/2)
_
Reference Date Title Information
ISI
Feb-14 CIDS Equipment Part Number Evolutions Replace SIL 23-044
23.73.00015
ISI CIDS Deviations & Spurious BITE Mes-

Feb-14 Replace SIL 23-043
26.10.00008 sages
ISI Cross-References between old and new Replace

Dec-13
23.73.00009 Part Number for Cabin Handsets SIL 23-030
TFU
Sep-10 Cabin Handsets low reliability
23.73.00.089
TFU Strong / Crackling noise in Interphone and

Sept-09
23.73.00.094 Passenger Address
TFU Larsen Feedback on Cockpit Loudspeaker

Apr-14
23.73.00.100 during cabin interphone
TFU Spurious Smoke Alarm triggered by Mul-

Apr-14
26.10.00.015 ti-Criteria Smoke Detector
TFU
Apr-14 Spurious WRG CAN BUS FAULT
26.10.00.016
Ho-P6091- HOLMCORecommended Operation Prac-

Apr-12
ROP-0000-01A tices - N40 Handset with Support Bracket
VSIL HOLMCON40 handset series - discharge

Oct-11
D9240-44-09 electrodes modification
VSIL HOLMCON40 handset series - release but-

Oct-11
D9240-44-10 ton improvement
CIDS - Cabin Handset & Airline feedback -

23.73.00022 Dec-13
Questionnaire
Centralized Maintenance System (CMS) &

SIL 00-038 Jun-13
System BITE Deviations – A340

SIL 00-041 May-13
System BITE Deviations – A330

SIL 00-078 Jun-13 System BITE Deviations – A340-500/600

A. Documentation (2/2)
_
Reference Date Title Information
Introduction of new LED technology for

ISI 23.73.00016 Jul-05 Replace SIL 23-016
PSU signs.
CIDS Trouble Shooting Data (TSD) De-

ISI 23.73.00008 Nov-13 Replace SIL 23-037
coder
Replace
ISI 23.73.00023 Jan-06 Cabin Ready Function
SIL 23-041
ISI 23.73.00018 Aug-13 CAM reprogramming options
ISI 23.73.00007 Nov-13 Operator customized FAP logo
Customisation of boarding music on Air-

ISI 23.32.00001 Jan-13
craft already equipped with I-PRAM
PAX door damper low pressure CIDS

ISI 52.10.00020 Sept-13
warning
Potable Water System - Water pre-selec-

ISI 38.10.00038 Feb-14
tion value reset
Cigarette Smoke undetected in lavatory

ISI 26.10.00005 Jan-03
compartment.
Prevention of A/C Smoke Warnings not Replace

ISI 26.10.00007 Dec-13
related to real fires SIL 26-022
CARGO Smoke Warning event investiga-

ISI 26.16.00001 Sept-13
tions data
B. Contacts
_
Cabin Electronic Systems & Seats queries
Email: DL-CE-DPT-SEEC1@airbus.com
AOG/Technical queries
Email: airtac@airbus.com
Phone: +33 5 61 93 34 00
Fax: +33 5 61 93 35 00
AOG/Spares and Tools requests

Email: aog.spares@airbus.com
Phone: +49 40 5076 4001
Fax: +49 40 5076 4011
Documentation
Request for Revision (RFR) / Request for Information (RFI):
Maintenance & Repair manuals (AMM, AWM, ASM, SRM)
& Spares data (IPC, CML):
Email: td.content@airbus.com
SB embodiment reporting
sb.reporting@airbus.com
Maintenance Planning, GSE

Email: sched.maint@airbus.com
Supplier Issues
Email: supplier.operations@airbus.com
Airbus World
Email: airbusworld@airbus.com
Flight Operations
FCOM, MMEL, AFM: fltops.fbwstd@airbus.com
PERFO: fltops.perfo@airbus.com
In-Flight Desk (IFD) Spares

- For routine flying aircraft,
- Advanced planning orders, general supply requests and queries
Email: ifd.spares@airbus.com

AIRBUS S.A.S. 31707 Blagnac Cedex, France
© AIRBUS S.A.S. 2015 - All rights reserved, Airbus, its
logo and the product names are registered trademarks.
October 2017. Concept design by Airbus Multi Media
Support 20172339.
Photos by Airbus.
Printed in France by Airbus Print Centre.

A330 Family: A330/A340 Enhanced Cabin A340-500/600

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In-Service Information

Ref.: ISI 23.73.00097

A330/A340 Enhanced Cabin & A340-500/600

• For additional information, please, refer to:

Refer to the SIL 00-032 for the details on ISI documentation.

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 003

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 005

5. Dispatch and troubleshooting advices

6. Documentation & Contacts

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 007

AAP Additional Attendant Panel

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 009

The systems controlled by CIDS are:

Latest generation of CIDS does include the functions of the SDCU:

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 011

B. Part Number identification

Components Number PN Root FIN (location)

Director 2 Z013H 101RH & 102RH

DEU Type A Up to 63 Z033H 200RHx

DEU Type B Up to 15 Z043H 300RHx

FAP Up to 10 Z133H/Z145H e.g. 120RH

AAP Up to 30 Z121H “e.g. 123RH+126RH”

AIP Up to 30 Z111H 320RHxx

Top Lines 6+4 Non Applicable Non Applicable

Mid Lines 2+2 Non Applicable Non Applicable

CAM 1 Z053H 115RH

IPRAM 1 Z163H 117RH

OBRM 1 Z063H 116RH

CIDS Equipment P/N format: ZXXYH0000000

XX: Equipment Designation

Y: Fleet Basic CIDS: Y=0 SA

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 013

722VU Norm. Power CBs

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 015

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 017

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 019

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 021

Designation Panel Fin

CIDS DEU A R FWD NORM 5001VE 604RH

CIDS DEU A L MID NORM 5001VE 605RH

CIDS DEU A R MID NORM 5001VE 606RH

CIDS DEU A C FWD NORM 5001VE 609RH

CIDS DEU A C MID NORM 5001VE 610RH

CIDS DEU A L AFT NORM 5005VE 607RH

CIDS DEU A R AFT NORM 5005VE 608RH

CIDS DEU A C AFT NORM 5005VE 612RH

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 023

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 025

The functions of the Director are provided by its following modules

Power supply Digital/analog

BITE/WATCHDOG DIR Discrete

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 027

A switch over procedure is provided in case of any Director internal

The DIR 1 faults likely to trigger a switch over are

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 029

A switchback from DIR 2 to DIR 1 will only happen if:

Refer to AMM Task 23-73-00-861-001-A to appropriately energize

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 031

A330 /A340 Enhanced Cabin CIDS Hardware and Software Evolution

A340-500/600 Enhanced Cabin CIDS Hardware and Software Evolution

A330/A340 Enhanced Cabin A340-500/600 - Ref.: ISI 23.73.00097 033

Reference doc: IPC & ISI 23.73.00015

Mixability: Mixable, but it is recommended to install the most recent

• For additional information, please, refer to: