03a. A320 Family Maintenance Philosophy and Troubleshooting

TECHNICAL TRAINING A320 RECURRENT
A320 RECURRENT
AIRBUS 318/319/320/321
RECURRENT COURSE
MAINTENANCE PHILOSOPHY AND
TROUBLESHOOTING PROCEDURE
JANUARY 2016 REVISION 00 1

Table of Content
 GENERAL
 FAILURE CLASSIFICATION & INDICATION
 ACCESS TO CFDS
 PFR CORRELATION PRINCIPLE
 AIRNAV FOR TROUBLESHOOTING

A320 RECURRENT
General
Part 1

Cockpit Philosophy

Cockpit Philosophy

BITE System
A320 Family maintenance
concept is based on use of CFDS
and TSM
Main purpose of CFDS is to ease
aircraft maintenance by
compiling failure information
from system BITE and providing
system BITE test capability from
cockpit
CFDS is made of CFDIU which
interface with:
• Built in test Equipment (BITE)
of each connected LRU
• MCDU
• Portable loader (PDL) or
MDDu ( multipurpose disk
drive unit)
• ACARS or ATSU
• Printer
• Clock

CFDS Architecture
CFDIU
CFDIU receives failure messages from all
aircrafts with BITE capability. CFDIU
memorizes and manages system Faults
and complies various maintenance
report
BITE
Most aircraft system computers are
equipped with a Built-In Test Equipment
(BITE). BITE, which is an electronic device
(hard + soft), monitors permanently
system operation. When a failure is
detected, it is stored in BITE memory and
is transmitted to CFDIU. Bite is a function
in corporate in computer
MCDU
MCDU is a display unit and a keyboard
used by CFDS to display and interrogate
BITE and initiate system test. Both
MCDUs are connected to CFDS. CFDS can
be used on one MCDU at a time .
Failure Reporting
Please note:
• CFDIU generates its
flight/ground condition using
some parameters transmitted
by FWC, FAC, memorized
maintenance phases and a
discrete signal from LGCIU
• In normal operation, flight
phase information is
transmitted by FWC to CFDIU
and when a new flight number
is entered, information is given
by FAC.
• In downgraded mode, discrete
signal (NLG shock absorber
compressed) from LGCIU is
used by CFDIU as backup when
FWC are inoperative

A320 RECURRENT
Failure Classification &

Indication
Part 2

Fault Classification
Maintenance message
classification is based on fault
consequences on flight
operation:
Class 1 failures are most serious
ones and require an immediate
maintenance action subject to
MEL. May have an operational
consequence of flight.
Class 2 failures may have
consequences if a second
failure occurs. A class 2 failure
must be repaired within 10
days. No immediate
operational consequence on
flight.
Class 3 failures can be left
uncorrected until next
scheduled maintenance check.
No consequence of flight.
Fault
Classification
Summary

Class 1 Failures

Class 1 Failure
CLASS 1
Class 1 failures have an
operational consequence on
flight. You can display class 1
failures on MCDU:
• In LAST (or CURRENT) LEG
REPORT.
ECAM REPORT.
These faults are also indicated
to crew in flight:
• By ECAM system (upper
and/or lower Display Unit
(DU)).
• By local warning in cockpit.
Refer to the Minimum
Equipment List (MEL): "GO",
"GO IF" or "NO GO".
Class 2 Failure

Class 2 Failure
CLASS 2
Class 2 failures have no
immediate operational
consequence and can be
displayed on request on ECAM
STATUS page, under
MAINTENANCE title.
You can display class 2 failures
on MCDU:
REPORT.
ECAM REPORT.
A class 2 failure has to be
repaired within 10 days.
Refer to the MEL: "GO" without
condition.
Example given here concerns
CIDS fault.

Class 3 Failure
CLASS 3
Class 3 failures have no
operational consequence.
All aircraft systems remain
available.
These faults are not indicated
to crew but you can display
affected system name by at
least a class 3 failure in
AVIONICS STATUS (only
available on ground).
Do not refer to MEL.
Class 3 failures have no fixed
time for correction.
However, correction is
recommended to improve
dispatch reliability.
Class 3 failures may be
corrected during A CHECK
programmed maintenance
operations.
A320 RECURRENT
Access to CFDS
Part 3

Access to CFDS
GENERAL
On ground, all functions are available.
In flight, only CURRENT LEG REPORT
and CURRENT LEG ECAM REPORT are
available.
NOTE: CFDS menu comprises two
pages
• LAST (CURRENT ) LEG ECAM
REPORT : ECAM warning / Caution
messages seen by crew during the
last ( current) flight leg.
• LAST (CURRENT) LEG REPORT:
FAILURES recorded during last
flight (current) leg.
• PREVIOUS LEGS REPORT:
Equivalent to last LEG report but
accessible for last 64 flights
• AVIONIC STATUS: LIST in real time
of system affected by at least one
internal or external failure ( Class
1,2 or 3)
• POST FLIGHT REPORT: SUM of
LAST LEG ECAM REPORT and LAST
LEG REPORT
Access to CFDS
HOW TO ACCESS THE LIST OF SYSTEM REPORTING TO THE CFDS?
SYSTEM REPORT/TEST function is available on ground only.
It enables an interactive dialogue between CFDS and One Particular system.
Pressing line key adjacent to a system name enables access to menu of system, generally made up of below item (
SYSTEM TYPE 1 ):
• LAST LEG REPORT
• PREVIOUS LEGS REPORT
• LRU IDENTIFICATION
FOR some system, following optional function may ne available:
• TROUBLESHOOTING DATA (TSD)
• CLASS 3 FAULTS
• TEST
• GROUNDSCANNING

HOW TO USE THE CFDS

Types of systems
Systems have been divided into three categories in order to limit the complexity:
• Type 1
• Type 2
• Type 3
depending on type of interface that they may have with the CFDIU.
This system organization in three types essentially remains transparent for the operator as CFDIU manages any differences.
Nonetheless, their definitions make it possible to understand why certain menus are simplified.
Type 1 systems
These systems are characterized by an input/output interface with CFDIU of ARINC 429 bus/ ARINC 429 bus type.
Most systems are provided with this type of interface.
This type of system enables:
• Output: permanent transmission to CFDIU of maintenance messages generated during current flight or during the last
flight
• Input: an operator to dialog on ground with BITEs and therefore have access to complementary information (test,
ground report, etc.).

HOW TO USE THE CFDS

Type 2 systems
These systems are characterized by an input/output interface with CFDIU of discrete/ARINC 429 bus type.
• Output: permanent transmission to CFDIU of maintenance messages generated during current flight or during
last flight, as well as permanent transmission while on the ground of maintenance messages generated on
ground
• Input: an operator to launch on ground system test and to obtain results via output bus.
Type 3 systems
These systems are characterized by an input/output interface with CFDIU of discrete/discrete type.
• Output: permanent transmission of the operating status (OK, not OK)
• Input: an operator to launch on ground system test and to obtain result (OK, or not OK) via discrete output.
CFDIU decodes the corresponding maintenance message into plain language.

Flight/Ground Condition
Information concerning detected faults is generated
by CFDS according to flight/ground conditions.
Faults detected on ground may be due to
maintenance actions on aircraft and therefore are
not to be taken into account (e.g. loss of a system
because the circuit breaker is open).
This is reason why aircraft systems have 2 types of
memorization:
• First one for the faults detected on ground
• Second one for the faults detected in flight.
Flight/ground condition used by CFDS is specific and
has been selected so as to eliminate false faults while
covering, in best possible manner, all operations.
This is calculated by CFDIU.
Flight condition is located between first engine start
up plus three minutes (or eighty knots plus thirty
seconds if flight plan is not available in FMS) and
eighty knots plus thirty seconds after touch down.
NOTE: In case of engine run up for maintenance
purpose, a flight number (at least one character)
must be entered using MCDU to get a PFR, eighty
knots condition being never reached.
Flight/Ground Condition
Type 1 systems provided with an ARINC bus from CFDIU Nonetheless, type 2 systems having no specific function
will use this flight/ground condition defined by CFDIU during these phases, probability of occurrence of these
(correct synchronization, monitored range optimized). cases is very low.
For CFDS, a cycle is defined as a set of sequences between
two ground/flight transitions as defined by CFDS.
Type 3 systems message management (no input or output
bus) is via CFDIU which uses its own flight/ground
condition.
Conclusion:
Faults detected during flight will generate maintenance
Type 2 systems cannot receive this information (no input messages in PFR associated with this flight (if class 1 or 2
bus) and generate it by default. as defined in Para 4.D.).
For these systems, flight condition is between takeoff and Other faults, exceptionally detected on ground after flight,
landing. may generate maintenance messages in a ground report
(Ref. Para. 4.E.(3)(b)) of the associated system.
This difference only causes minor consequences for
maintainability of type 2 systems. However, if no corrections are made, effective faults will
still be present in next cycle and will consequently
In fact, only: generate maintenance messages in next PFR following the
• Faults which may be detected between startup of first ground/flight transition.
engine plus three minutes and takeoff, still present Maintenance messages are stored only once during a given
after ground/fight transition, are reported on PFR as cycle at first detection after beginning of cycle.
faults occurred in CLIMB phase (phase 5).
• Faults which may be detected between touch down
and eighty knots plus thirty seconds are not reported
on PFR on last flight (Ref. Para. 4.E.(1)).
Other Failure
Faults with operational cockpit event Faults triggering an ECAM MAINTENANCE STATUS
This event is also called a cockpit effect. Examples of cockpit effects These faults have no consequence on system operating conditions.
are: an ECAM warning, a local warning, a flag, or any invalid function They are always GO without any restriction. These faults must be
such as a missing audio signal, amber crosses on a system page, etc. fixed at first opportunity and not later than "rectification interval"
required as per MMEL section MI-00-05 "Repair Interval".
Some of these faults have consequences on system safety objective
and are NO GO items (i.e.: failure must be fixed before next The crew must make an entry into the LOG BOOK (Pilot report)
departure) or GO IF items (GO if conditions given in the MEL are because this information is provided by FWS at the end of flight, after
fulfilled). The others are GO without conditions. engines shutdown, through ECAM MAINTENANCE STATUS.
For some of these faults cockpit effect does not automatically appear In order to launch at first opportunity proper maintenance action it is
to crew when it is activated (e.g.: amber crosses on a system page). necessary to provide information to maintenance teams.
Status regarding all these faults is given by MEL. Consequently, these faults are covered by a CLASS 2 maintenance
message transmitted to CFDIU.
When crew take notice of a fault through cockpit effect they must
report it in aircraft LOG BOOK. Class 2 maintenance messages are presented in Post Flight Report at
the end of flight.
In order to be able to launch the proper maintenance actions, all
faults:
• Having a cockpit effect and Faults without cockpit event
• Detected by systems are covered by a CLASS 1 maintenance These faults have no consequence on system operating conditions
message transmitted to CFDIU. and crew is not aware of them.
Class 1 maintenance messages are presented in Post Flight Report at All faults detected by systems without cockpit event are covered by a
the end of flight. CLASS 3 fault maintenance message.
NOTE: Some of system faults having an effect in cabin are also These messages are recorded in each system BITE (class 3 report).
covered by a CLASS 1 maintenance message transmitted to CFDIU.
AIRBUS recommend through MPD (Maintenance Planning Document)
to read Class 3 failures every 750 flight hours / 6 months.
Engine system
Class 3 faults (without cockpit event) have been classified in two following categories:
• TIME LIMITED dispatch faults: which means that fault may remain uncorrected within a maximum time frame
specified by Maintenance Planning Document.
• UNLIMITED TIME dispatch faults: which means that fault may remain uncorrected within an unlimited time
frame.
All these faults are presented by FADEC BITE in 'Scheduled Maintenance Report' at aircraft level and classified "S" in
Trouble Shooting Manual.
Within class "S" faults, an (*) at the end of maintenance message will highlight UNLIMITED TIME dispatch faults.
Faults without the (*) correspond to TIME LIMITED dispatch faults.
Example:
• 'CFDIU,EIU (FLGT), J3*' is an UNLIMITED TIME dispatch fault and should be treated like any other aircraft system
CLASS 3 fault.
• 'T495L harn (En-4028 KS2)J9/ECU(En-4000Ks)' is a TIME LIMITED dispatch fault and must be corrected in
accordance with Maintenance Planning Document.
NOTE: For engines that give separate "Class 3" and "Scheduled Maintenance Report" (SMR) reports, (*) is not used
in message wording. CLASS 3 messages are classified directly as CLASS 3 in TSM and not "S".
Internal fault/external fault

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

Fault Example
A fault of ADM sensor is detected by ADIRU.

ADIRU sends a fault message (e.g. ADIRU1: NO ADM 19FP1 DATA) to
CFDIU and invalidates some parameters on its output buses (e.g.
Airspeed). This fault message is coded as internal by ADIRU.
ADIRU data users (EIS, AFS, ECAM, FADEC, ...) detect loss of airspeed
parameter.
They send fault messages to CFDIU, coded as external (e.g. EIS1: NO
ADIRU1 DATA).
CFDIU stores fault message from ADIRU and system name which have
detected fault.
PFR is:
SOURCE IDENTIFIERS
ADIRU1 : NO ADM19 FP1 DATA ADIRU1 EIS, AFS, ECAM
FADEC

Following data are recorded in PFR: 03 : TO Power up to 80 kts

Fault Example • ECAM WARNING MESSAGES: ECAM 04 : 80 kts up to lift off
WARNING MESSAGES contains:
05 : Climb
 Warning message available on upper
ECAM display unit 06 : Cruise
 Maintenance status 07 : Descent
These warning messages are associated 08 : Touch down up to 80 kts

with their ATA reference (aid for cross 09 : 80 kts up to last engine shut
referencing with maintenance message). down.
• FAULTS: Maintenance messages are listed • ATA: This is ATA chapter of first
in the PFR in the FAILURE MESSAGES suspected component. It is entry point to
part. technical documentation. It may also be
Additional information is associated with an aid in relation to corresponding
each message. warning message and with GMT.
 FLIGHT PHASE - GMT • SOURCE: source is system (for system

BITE) or computer which generated
Flight operational phases (CLIMB, maintenance message retained by CFDIU
CRUISE, etc.) are indicated in coded for this event and recorded in PFR.
form in PFR in front of warning
message. Time (GMT) is also given in • IDENTIFIER(S): identifier(s) are computers
front of warning message and which have also reacted in relation to
maintenance message. fault by generating:
 FLIGHT PHASE decoding:  External maintenance messages not

retained by CFDIU
02 : Engine start + 3 mn up to TO
Power  Cockpit effects.

A320 RECURRENT
PFR Correlation
Part 4

PFR Correlation Example:
ECAM WARNING MESSAGES

THE PURPOSE OF CORRELATION is to define fault symptoms from LogBooks
entries, and input relevant TSM task required to isolate and fix faults
GMT PH ATA
reported by crew. 1000 06 31-00 DAR(3)
Fault symptom is the result of a manual warning /failure correlation : 1030 06 21-31 CAB PR SYS 2 FAULT
It is consist in associating each cockpit effect ( logbook entries) to relevant 1045 06 31-00 DAR
failure messages ( PFR or result of the system BITE test ) FAILURE MESSAGES
GMT PH ATA SOURCE IDENT.
• Correlation between fault messages: 1000 06 31-36-52 DAR DMU
In order to limit number of fault messages printed on PFR and to give 1030 06 21-31-34 PRESS CONTR 2 CPC2
line mechanic only root cause of a fault, CFDIU correlates the fault
messages.
This correlation is based on GMT and ATA chapter of received fault DAR fails several times during flight.
messages. Example displayed after Maintenance Status "DAR" means that this
Maintenance Status was sent 3 consecutive times to CFDIU for PFR
• Correlation between fault message and ECAM warning or Maintenance recording. In order to prevent recording of 3 "DAR" messages,
Status: "occurrence counter" has been activated, and only fault message
This correlation has to be performed by line mechanic. ATA Chapter and related to first occurrence of DAR fault is recorded (GMT = 1000).
GMT have to be used (general case).If a fault appears and disappears But as a warning "CAB PR SYS 2 FAULT" has been recorded (GMT =
several times during same flight leg, corresponding fault message is 1030), followed by a new "DAR" Maintenance Status (GMT=1045),
transmitted only at first detection, but ECAM warning (for a Class 1 then in this case "occurrence counter" is reset.
fault) or the Maintenance Status (for a Class 2 fault) is displayed every If warning "CAB PR SYS 2 FAULT" would have not been recorded,
time in cockpit and transmitted every time to CFDIU. Therefore, it is "DAR" message would have been recorded at GMT=1000 with a
possible to find in PFR several times same ECAM warning or counter set to 4.
Maintenance Status but only one fault message.
CFDIU NEW
STANDARDS
CAPABILITIES
FROM CFDIU standard
10A, warning/failure
correlation is possible on
MCDU through CFDS main
page, From LAST LEG (
ECAM) Report.
If warning is correlated to
fault , a prompt (“>”) is
added on right of
corresponding fault

Fault
Example
An ECAM
warning or a
Maintenance
Status can be
associated with There is a Radio Altimeter 2 fault.
a system only RA2 is really faulty and is not able to send a fault message. Users of RA2 signals detect fault (CFDS, EFCS,
ECAM, EIS). For EFCS, loss of RA2 is a class 2 fault. Associated Maintenance Status is available (F/CTL).
shown as an
identifier in Installation of a new RA2 on aircraft will eliminate ECAM warning and Maintenance Status.
PFR, because it
is not root NOTE:
Number of identifiers is limited to 6. If more than 6 are correlated, CFDIU keeps only first six systems
cause of fault received. Remaining are ignored. It is therefore theoretically possible to have an ECAM warning or a
Maintenance Status without any indication on associated system in FAILURE MESSAGES part.


Spurious
The operators request information regarding the meaning of "spurious".
1. What is a spurious message?

2. How to identify a spurious?
3. What are the faults that Airbus consider as spurious?
4. What is the way to identify a spurious?
5. Where to find literature regarding the spurious?

Spurious
Spurious message Confirmation of spurious messages
• A message is spurious because it has been • Airbus is in charge to confirm nuisance of fault
messages and identify them as spurious
verified that no maintenance action is due
messages.
when it is triggered.
• Identification of spurious messages is also done
• A message may be spurious because its thanks to Airbus internal (vendor information /
associated monitoring detects a fault whereas laboratory tests, limitations notes) and external
there is no actual fault on aircraft. (airlines) feedbacks.
• For example when an aircraft is taxiing with • After analysis, a confirmed spurious message is
only one engine running, FWS BITE and then documented in SILs in references which are
Electronic Instrument System (EIS) BITE will updated according to these new spurious
trigger Fault Messages because they detect messages.
• Airbus recommends operators to consult SIL in
that no information is received from FADEC of
case they suspect that an item in PFR is spurious,
engine not started. These Fault Messages are
as depicted in extract of A320 Family
spurious. Maintenance Poster / Troubleshooting & dispatch
guidelines.

Spurious
Faults considered as spurious Identification of a spurious
• Several ways permit to consider a message as a spurious • Spurious messages are listed in SILs in references.
one: • CFDS/CMS Filter file, associated to SIL, covers all
 Occurrence rate of this message (if message appears spurious messages that Airbus recommend to filter from
more than once every 5 flights without any logbook PFR.
complaints), • Nevertheless, according to systems evolutions, new
 Flight phase apparition could also be a decision spurious can be detected and filter + SIL are updated
element (e.g. a monitoring activated although system accordingly.
not yet started). • Airlines can use Fault Tracking / Nuisance Fault functions
• A fault message could be spurious according to aircraft of AIRMAN to detect specific messages (nuisance
configuration, to a known mis-behavior of a system or to message tag).
optional systems not installed. • Airlines are able to customize settings of detection of
• In all cases, Airbus will classify a fault message as nuisance message and therefore may contribute to
spurious only when conditions of occurrence are known, provide in-service feedback to Airbus.
precise and reproducible.
Literature regarding spurious

• SILs in reference are document used by operators to check if a message has been identified as spurious by Airbus.
• Refer to extract from A320 Maintenance concept poster in attachment.

Maintenance
concept is
based on the
use of CFDS
and TSM.

Maintenance Level
NOTE:
• Aircraft is equipped with a high number of digital items of equipment.
• In most cases, computers may be recovered after an abnormal behavior or a detected fault,
either by a software reset (reset of microprocessor) or by interrupting power supply of its
processing parts for a short time.
• This is achieved with the normal cockpit controls (engagement levers, pushbutton switches) by
selecting related control off then on or by action on corresponding circuit breaker.

Repetitive handling
• It is recalled that TSM has been designed to isolate/troubleshoot hard faults.
• However depending on airlines organization, following can be applied "to trap" intermittent
faults:
 If test result is "TEST OK" (fault not confirmed), dispatch aircraft, then monitor reported
symptom on following flights by checking:
 Previous leg reports
 PFR/Previous PFRs (if available)
 Log book of the previous flights.
• After three occurrences of same phenomenon (even though the test is still OK), other steps
of TSM procedure must be followed and LRU involved must be removed.
• In this case, as for all LRUs removed from aircraft, AIRBUS recommend providing shop
people or suppliers with data related to removal: PFR, test result, trouble shooting data (if
available).
Fault not on PFR

Engineering Support

Engineering Support

Engineering Support

Engineering Support

A320 RECURRENT
AIRNAVX for Troubleshooting

Part 5

Cockpit Effect
After a malfunction,
crew reports cockpit
effect in log book.
Fault symptoms,
relative to cockpit
effect, can be as
follows:
1. WARNING/MALFU
NCTION + CFDS
FAILURE message
(with possible
associated
warnings and
system
IDENTIFIERS).
2. WARNING/MALFU
NCTION alone.
3. CFDS FAULT
message alone.
Entry into AIRNAVX



Troubleshooting Using ECAM Alert

Cockpit Effect
effect in log book.
Fault symptoms,
relative to cockpit
effect, can be as
follows:
1. WARNING/MALFU
NCTION + CFDS
FAILURE message
(with possible
associated
warnings and
system
IDENTIFIERS).
2. WARNING/MALFU
NCTION alone.
3. CFDS FAULT
message alone.





Troubleshooting Using Fault Message

Cockpit Effect
effect in log book.
Fault symptoms,
relative to cockpit
effect, can be as
follows:
1. WARNING/MALFU
NCTION + CFDS
FAILURE message
(with possible
associated
warnings and
system
IDENTIFIERS).
2. WARNING/MALFU
NCTION alone.
3. CFDS FAULT
message alone.


A320 RECURRENT
END OF LECTURE

03a. A320 Family Maintenance Philosophy and Troubleshooting

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03a. A320 Family Maintenance Philosophy and Troubleshooting

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TECHNICAL TRAINING A320 RECURRENT

JANUARY 2016 REVISION 00 1

 FAILURE CLASSIFICATION & INDICATION

 PFR CORRELATION PRINCIPLE

 AIRNAV FOR TROUBLESHOOTING

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Failure Classification &

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HOW TO USE THE CFDS

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HOW TO USE THE CFDS

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Internal fault/external fault

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A fault of ADM sensor is detected by ADIRU.

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Following data are recorded in PFR: 03 : TO Power up to 80 kts

 Maintenance status 07 : Descent

These warning messages are associated 08 : Touch down up to 80 kts

 FLIGHT PHASE - GMT • SOURCE: source is system (for system

 FLIGHT PHASE decoding:  External maintenance messages not

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PFR Correlation Example:

ECAM WARNING MESSAGES

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The operators request information regarding the meaning of "spurious".

1. What is a spurious message?

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Literature regarding spurious

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Fault not on PFR

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AIRNAVX for Troubleshooting

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Entry into AIRNAVX

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Troubleshooting Using ECAM Alert

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