23 Communications

SINGLE AISLE
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2
COMMUNICATIONS
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
SINGLE AISLE TECHNICAL TRAINING MANUAL
COMMUNICATIONS
GENERAL EMERGENCY LOCATOR TRANSMITTER (ELT)
Communications Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 (SEXTANT)
SPEECH COMMUNICATION Emergency Locator Transmitter System D/O (3) . . . . . . . . . . . . . . . 72
Radio Management Panel Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . 14 CABIN INTERCOM DATA SYSTEM ( CIDS ) (Classic)
Audio Switching D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 CIDS Director/DEU Architecture (3) . . . . . . . . . . . . . . . . . . . . . . . . 76
Audio Management Unit Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . 18 CIDS Director Description/Operation (3) . . . . . . . . . . . . . . . . . . . . . 80
Cockpit Loudspeaker Muting Circuit D/O (3) . . . . . . . . . . . . . . . . . 20 CIDS Type A DEU Description/Operation (3) . . . . . . . . . . . . . . . . . 86
HF System Architecture D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 CIDS Type B DEU Description/Operation (3) . . . . . . . . . . . . . . . . . 88
VHF System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 CIDS DEU Mount Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 90
SELCAL and Cockpit Call System D/O (3) . . . . . . . . . . . . . . . . . . . 28 Attendant Indication Panel (AIP) D/O (3) . . . . . . . . . . . . . . . . . . . . . 92
Flight Interphone System D/O (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Area Call Panel (ACP) Indications (3) . . . . . . . . . . . . . . . . . . . . . . 100
Radio Communication D/O (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Cabin Attendant Handset Presentation (3) . . . . . . . . . . . . . . . . . . . 102
Static Discharging Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Passenger Address System Description (3) . . . . . . . . . . . . . . . . . . . 104
Speech Communication Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . 42 Passenger Address System Operation (3) . . . . . . . . . . . . . . . . . . . . 106
AIRCRAFT COM ADDRESSING & REPORTING SYS Cabin Interphone System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Service Interphone D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
(ACARS) Passenger Call System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
ACARS Architecture (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Passenger Lighted Signs D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 122
ACARS VHF 3 Operation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Prerecorded Announcement & Boarding Music D/O(3) . . . . . . . . . 126
CIDS Evacuation Signalling D/O (3) . . . . . . . . . . . . . . . . . . . . . . . 130
SATELLITE COMMUNICATION (SATCOM) CIDS Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
MCS SATCOM D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 CIDS Director Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
FAP, AAP & PTP Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
COCKPIT VOICE RECORDER (CVR) PTP SYS Test & SYS Status Pages Presentation (3) . . . . . . . . . . . 152
CVR Operational Modes D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 PTP Cabin Reconfiguration (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
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CVR Electrical Schematic (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 CABIN INTERCOM DATA SYSTEM ( CIDS ) (Enhanced)
EMERGENCY LOCATOR TRANSMITTER (ELT) (CEIS) CIDS Director/DEU Architecture (3) . . . . . . . . . . . . . . . . . . . . . . . 174
Emergency Locator Transmitter System D/O (3) . . . . . . . . . . . . . . . 64 CIDS Director Description/Operation (3) . . . . . . . . . . . . . . . . . . . . 178
CIDS Type A DEU Description/Operation (3) . . . . . . . . . . . . . . . . 184
CIDS Type B DEU Description/Operation (3) . . . . . . . . . . . . . . . . 188
MAINTENANCE COURSE - T1 & T2 Oct 14, 2005
23 - COMMUNICATIONS TABLE OF CONTENTS Page 1
CIDS DEU Mount Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . 190
FAP Pages Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
# Attendant Indication Panel (AIP) D/O (3) . . . . . . . . . . . . . . . . . . 210
# Area Call Panel (ACP) Indications (3) . . . . . . . . . . . . . . . . . . . . . 218
# Cabin Attendant Handset Presentation (3) . . . . . . . . . . . . . . . . . . 220
Passenger Address System Description (3) . . . . . . . . . . . . . . . . . . . 222
Passenger Address System Operation (3) . . . . . . . . . . . . . . . . . . . . 224
# Cabin Interphone System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . 228
# Service Interphone D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
Passenger Call System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
Passenger Lighted Signs D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Prerecorded Announcement & Boarding Music D/O(3) . . . . . . . . . 244
CIDS Evacuation Signalling D/O (3) . . . . . . . . . . . . . . . . . . . . . . . 250
CIDS Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
CIDS Director Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
FAP & AAP Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
CIDS Programming (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
MAINTENANCE PRACTICE
OPERATIONAL TEST (Classic CIDS)
BITE Test of CIDS through the PTP (3) . . . . . . . . . . . . . . . . . . . . . 276
PASSENGER ENTERTAINMENT SYSTEM (PES)
Passenger Entertainment System Presentation (1) . . . . . . . . . . . . . 292
Passenger Music Entertainment System D/O (3) . . . . . . . . . . . . . . 294
Video Entertainment System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . 296
Passenger Visual Information System D/O (3) . . . . . . . . . . . . . . . . 302
Cabin Management System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . 306
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COMMUNICATIONS LEVEL 2 (2)

SYSTEM OVERVIEW
The use of the radio system on the Single Aisle aircraft is extremely
important for the safe operation of the aircraft. While taxiing and towing,
communication is necessary with the tower to safely move the aircraft.
Basic system description and procedures will enable the student to
understand system interconnect and correctly operate the systems by
selecting frequencies and setting transmission and reception modes. In
addition, the use of the Service Interphone communications will also be
explained.
The Panels and equipment that will be explained is as follows:
- Audio Control Panel (ACP),
- Radio Management Panel (RMP),
- Audio Management Unit (AMU),
- Radio transceivers,
- Acoustic equipment that includes: Boomsets, hand mikes, and handsets.
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SYSTEM OVERVIEW


SYSTEM OVERVIEW (continued) OPERATION
When one of the Push-to-Talk (PTT) switches is depressed, the hand
RMP FREQUENCY SELECTION mike is connected, and in this case, the VHF 1 transceiver transmits.
The Radio Management Panel (RMP) is the Digital tuning head for The boomset mike is connected when a PTT is pressed in on the ACP
the Communications transceivers. They are located in the center or on the side stick.
pedestal, with an optional one installed in the overhead for the 3rd On the ACP, several reception knobs can be selected simultaneously.
observer seat. The panels have an over center ON/OFF switch. When If the reception knob is pressed in again, the receiver is disconnected
the ON/OFF switch is switched to the ON position, two frequencies and the white light goes off.
that were previously selected appear in the ACTIVE and STandBY
windows. To operate the transceiver, you might have to select a new
frequency on one of the VHF or HF transceivers. To do this, you must
select the Transceiver that you wish to transmit on. To select the radio,
the corresponding radio pushbutton must be pushed on the RMP. The
associated green LED will come on.
TRANSMISSION MODE
To connect one of the acoustical devices (microphone) to the
transmission line, the associated transmission key must be selected
on the Audio Control Panel (ACP).
When the transmission key is pressed (green light illuminated) you
are ready to transmit. This selection can be disabled when you select
another transceiver or when you press the illuminated pushbutton
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again. Only ONE transmit key can be selected at a time.

RECEPTION MODE
In order to listen on the selected transceiver, you must operate the
Audio Control Panel (ACP). On the ACP, the reception knobs allows
connection of the headsets / acoustic equipment to the transceiver
reception via the Audio Management Unit. To select a transceiver,
the corresponding reception knob must be released out. The reception
knob comes on white. To adjust the reception volume level, the
selected reception knob must be turned. Communications can now be
established.
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SYSTEM OVERVIEW / OPERATION


SYSTEM OVERVIEW (continued)
FLIGHT INTERPHONE SYSTEM OPERATION
Flight interphone selection is necessary for voice communications
between flight crew members and for ground handling, taxiing and
towing. This control is performed using the ACP. If the flight crew
needs to maintain contact and communicate with the mechanic, the
flight crew can push the MECHanic pushbutton on the CALLS panel
on the overhead.
The Flight Interphone can also act as a transceiver. Selection of the
INTerphone transmission key lights the green bars, indicating that the
flight interphone is ready to operate. Pressing and releasing the INT
reception knob illuminates the knob and enables adjustment of the
interphone audio level.
The INTerphone/RADio selector switch must be in the INT position.
The INT position enables permanent use of the flight interphone
without any further reaction and whatever radio key is selected. The
INT/RAD switch is a 3-position switch with INT being a stable
position.
The RAD selection connects the pre-selected channel to transmit. The
RAD position is a momentary contact, and is spring loaded to the
center position. This position acts like the selection of the hand
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microphone pushbutton or the Push To Talk trigger on the side-stick.

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SYSTEM OVERVIEW / FLIGHT INTERPHONE SYSTEM OPERATION


SYSTEM OVERVIEW (continued)
SERVICE INTERPHONE SYSTEM OPERATION
The service interphone system is made up of eight service interphone
jacks located around the aircraft to facilitate communications between
maintenance personnel during troubleshooting, and between
maintenance and flight crew when performing coordinated tasks; i.e.
Manual start valve operation.
The audio lines from the cockpit, cabin and interphone jacks are routed
to the amplifiers through the amplifiers in the Cabin
Intercommunication and Data System (CIDS) Directors. The system
is integrated in the CIDS directors. There are 2 modes to connect the
jacks to the service interphone. The automatic mode on ground only
with the landing gear down and compressed OR the external power
contactor connected. The other mode is mentioned in the
MAINTENANCE TIPS section.
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SYSTEM OVERVIEW / SERVICE INTERPHONE SYSTEM OPERATION


MAINTENANCE TIPS
When jacking the aircraft it might be necessary to communicate between
personnel at various points around the aircraft. Once the weight off
wheels, the service interphone system is disabled due to the logic of the
system.
The Landing Gear Control and Interface Unit (LGCIU) on ground discrete
disables all service interphone connections.
The reason for this is to eliminate potential static noise generated and
amplified through the AMU due to the length of wires acting as antennae,
into the audio system.
To re-enable the service interphone, the SerViCE INTerphone OVeRriDe
p/bsw must be switched to 'ON'. The Service Interphone Override switch
is a guarded switch located on the Maintenance Panel 50VU on the
overhead in the cockpit.
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MAINTENANCE TIPS

RADIO MANAGEMENT PANEL INTERFACES (3)

RADIO FMGC
Radio Management Panel (RMP) 1 and RMP 2 have two ARINC 429 In normal operation, the navigation systems are tuned automatically or
data buses connected to the radio communication transceivers (XCVRs): manually from the MCDUs by the FMGCs via internal relays of the
- COM BUS 1 delivers the VHF 1 frequency, onside RMPs. The RMP is thus transparent to the onside FMGC. In case
- COM BUS 2 delivers the VHF 2 frequency. of failure of one FMGC, the onside navigation systems are tuned directly
Three dialog buses are used for the exchange of information between the by the remaining FMGC.
three RMPs. Each RMP periodically transmits its context on its dialog
bus. Each RMP can control any radio XCVR but is more particularly CFDIU
dedicated to one system. Basic allocation:
The BITE functions of the system are available through the Centralized
- RMP 1 VHF 1,
Fault Display System (CFDS).
- RMP 2 VHF 2.
Possible allocation (depending on options): LGCIU
- RMP 3 HF 1, HF 2 and VHF 3.
In order to increment the fault memories in case of Centralized Fault
NOTE: Air Traffic Service Unit (ATSU) uses VHF 3 for data Display Interface Unit (CFDIU) failure, each RMP receives a discrete
transmission. giving the landing gear configuration. RMP 1 receives this discrete from
Landing Gear Control and Interface Unit (LGCIU) 1, and RMP 2 and 3
NAVIGATION from LGCIU 2.
If the standby navigation mode is selected, the navigation systems RMP FAILURE
frequencies are controlled by RMP 1 and RMP 2 only. The standby
navigation is selected in the event of failure of both Flight Management The system architecture gives access to all communication functions in
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and Guidance Computers (FMGCs). In this condition: case of failure of any RMP. But, if RMP 1 or RMP 2 fails, the onside
- RMP 1 controls VOR 1, Automatic Direction Finder 1 (ADF) and navigation systems are lost. A RMP failure is indicated by the blanking
Instrument Landing System 1 (ILS) and 2, of the display windows. If a failure occurs, the failed RMP has to be
- RMP 2 controls VOR 2, ADF 2 and ILS 1 and 2. switched off. When selected off, the RMP sends a discrete signal for
For ILS functions, Multi-Mode Receivers (MMRs) 1 and 2 always operate system reconfiguration.
on the same frequency which can be controlled from any RMP, either
directly or through the cross talk bus.

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RMP FAILURE

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AUDIO SWITCHING D/O (3)

INTRODUCTION
The AUDIO SWITCHING selector is used in case of communication
failure on CAPT or F/O channels.
NORM POSITION
This position agrees with the normal allocation of the Audio Control
Panels (ACPs).
CAPT 3 POSITION
In this position, the CAPT will use the 3rd occupant ACP. The 3rd occupant
audio equipment cannot be used.
NOTE: the message "AUDIO 3 XFRD" is displayed in green on the

ECAM MEMO display
F/O 3 POSITION
In this selector position, the F/O is switched on the 3rd occupant ACP.
The 3rd occupant Audio equipment cannot be used.
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NOTE: : the message "AUDIO 3 XFRD" is displayed in green on the

ECAM MEMO display.

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F/O 3 POSITION

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AUDIO MANAGEMENT UNIT INTERFACES (3)

ACP-AMU LINK
Three to five identical Audio Control Panels (ACPs) can be installed.
They are linked by an ARINC 429 bus to the related audio cards installed
in the Audio Management Unit (AMU). ACP-AMU link is done by
ARINC 429 buses. Only digital data are exchanged between the AMU
and the ACPs. There are no audio signals inside the ACPs.
AMU LAYOUT
Various functions such as switching, filtering and amplification are done
inside the AMU. The AMU includes several identical audio processing
cards, one for each ACP.
VOLUME CONTROL
The volume control function is achieved by digital transmission of the
knobs position to the AMU. Volume control is achieved inside the AMU.
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VOLUME CONTROL

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COCKPIT LOUDSPEAKER MUTING CIRCUIT D/O (3)

MUTING CIRCUIT
Each crew station, CAPT, F/O and 3rd occupant, has the direct muting
function managed by the Audio Management Unit (AMU). A muting
circuit is installed to avoid acoustic coupling between the loudspeakers
and the microphones. When a transmission is keyed by any push to talk
switch, a ground signal is delivered to the two loudspeaker amplifiers.
This ground signal decreases the gain and band-pass of the loudspeaker
amplifiers.
NOTE: This attenuating circuit is not operative with the Flight Warning
Computer (FWC) audio outputs.
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MUTING CIRCUIT

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HF SYSTEM ARCHITECTURE D/O (3)

HF TRANSCEIVER
The High Frequency (HF) system serves for all long-distance voice
communications between different aircraft in flight or on the ground, or
between the aircraft and one or several ground stations.
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HF TRANSCEIVER

HF SYSTEM ARCHITECTURE D/O (3)

RMP CFDS
The Radio Management Panel (RMP) controls the tuning operations For maintenance purposes, BITE is integrated in the HF XCVR. The
which are transmitted to the transceiver (XCVR) by a numeric message BITE functions of the HF XCVR are monitored by the Centralized Fault
in compliance with ARINC 429. This message can be received by the Display System (CFDS).
port A or the port B of the XCVR. The RMP does this selection by a
discrete. The message can be made of a one word of 32 bits or two words
of 32 bits for the 1KHz or 100 Hz spacing (pin prog). A microprocessor
does the decoding of the frequency selected and mode: Upper Side Band
(USB) or Amplitude Modulation (AM).
SDAC
The connection between the HF XCVR and the System Data Acquisition
Concentrator (SDAC) lets the use of the HF system in transmission mode
be recorded. The connection is obtained through the Push To Talk (PTT)
switch. In case of continuous emitting during more than one minute, the
ECAM displays in amber: COM: HF 1 EMITTING.
AMU
The HF system is linked to the Audio Management Unit (AMU) for
connection to the audio integrating and SELective CALling system. The
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Audio Control Panels (ACPs) are used for HF transmission or reception

selection mode and control of the received audio signal levels through
the AMU.
LGCIU
The Landing Gear Control and Interface Unit (LGCIU) indicates the
flight or ground status of the aircraft. This information is used by the HF
BITE, in order to count the flight legs in case of Centralized Fault Display
Interface Unit failure (CFDIU).

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CFDS

VHF SYSTEM D/O (3)

VHF TRANSCEIVER LGCIU
The Very High Frequency (VHF) system is used for all short-range voice The Landing Gear Control and Interface Unit (LGCIU) indicates the
communications between different aircraft in flight or between the aircraft flight or ground aircraft status. This information is used by the VHF
and ground stations. Optionally, aircraft can have the VHF Data Radio BITE, in order to count the flight legs in case of Centralized Fault Display
(VDR) system, to communicate via the data mode, in addition to the Interface Unit (CFDIU) failure.
voice mode.
CFDS
RMP
For maintenance purposes, a BITE is integrated in the VHF transceiver.
The Radio Management Panels (RMPs) are used for VHF frequency The BITE functions of the VHF transceiver are monitored by the
control and display. The VHF transceiver has 2 serial input ports : Serial Centralized Fault Display System (CFDS).
input port A for normal use and serial input port B in case of RMP failure.
The port selection is done through the discrete port selection information
signal. The selected frequency information sent to the VHF system is a
serial 32 bit word. The VHF requires one serial 32 bit word for complete
tuning data.
SDAC
The System Data Acquisition Concentrator (SDAC) acquires the VHF
Push To Talk (PTT) signal and sends this information to the ECAM and
the Digital Flight Data Recorder (DFDR). In case of continuous emitting,
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the ECAM displays:

- COM: VHF 1 CONT EMITTING.
AMU
The VHF system is linked to the Audio Management Unit (AMU) for
connection to the audio integrating and SELective CALling (SELCAL)
systems. The Audio Control Panels (ACPs) are used for VHF transmission
or reception selection mode and control of the received audio signal levels
through the AMU.

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CFDS

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SELCAL AND COCKPIT CALL SYSTEM D/O (3)

GENERAL
The SELective CALling (SELCAL) and CALL functions are done in the
Audio Management Unit (AMU) by the SELCAL/CALL card. This card
receives SELCAL calls from the ground stations via the communication
channels, a SELCAL code from the SELCAL code panel, calls from the
ground crew and the attendant stations and sends visual and aural
warnings.
SELCAL OPERATION
The SELCAL/CALL card has 7 inputs connected to the communication
receiver SELCAL outputs. These inputs are permanently scanned, and
when a SELCAL signal is present, a comparison is made with the code
programmed on the SELCAL code panel. When the 2 codes agree, a
message is sent to the various Audio Control Panels (ACPs), via the
corresponding audio cards. On the ACPs, the CALL light, corresponding
to the communication channel used, flashes amber. At the same time,
data is sent to the Flight Warning Computers (FWCs). The FWCs send
an audio call buzzer to the loudspeakers. The call is cancelled using the
RESET key on one ACP, or selecting the called channel and activating
the Push To Talk (PTT).
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SELCAL OPERATION

SELCAL AND COCKPIT CALL SYSTEM D/O (3)

GROUND CALL
Two types of calls may be received by the SELCAL/CALL card: ground
call and cabin attendant call.
- ground call and,
- cabin attendant call.
When the cockpit call pushbutton, located on the external power control
panel, is pressed, ground information is sent to the SELCAL/CALL card
and to the FWC. The FWC activates the buzzer signal through the
loudspeakers. The SELCAL card sends a signal through the various audio
cards to the ACPs. The MECHanical legend flashes amber for 60 seconds
on the ACPs. The visual call is automatically cancelled and the circuit
reinitialized after 60 seconds or when the RESET pushbutton is pressed
in, on any ACP. The automatic reset may be cancelled with the AMU
pin programming.
ATTENDANT CALL
When a call is made from a cabin attendant station, the Cabin
Intercommunication Data System (CIDS) generates ground information
to the SELCAL/CALL card and to the FWC. During one second, the
FWC activates the buzzer signal through the loudspeakers. The
SELCAL/CALL card sends a signal through the various audio cards to
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the ACPs. The ATTendant legend flashes for 60 seconds on the ACPs.
The visual call is automatically cancelled and the circuit reinitialized
after 60 seconds or when the RESET pushbutton is pressed in, on any
ACP. Information is also sent to the CIDS for re-initialization. The
automatic reset may be cancelled with the AMU pin programming.

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ATTENDANT CALL

FLIGHT INTERPHONE SYSTEM D/O (2)

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

The flight interphone is selected like a VHF transceiver. Selection of the
INT transmission key lights the green bars, indicating that the flight
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interphone is ready to operate. Pressing and releasing the INT reception

knob adjusts the interphone level. If done, the knob comes on white.
Placing and holding the INT/RAD switch in RAD position lets the
operator talk through the flight interphone system.

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INT KEY AND KNOB

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RADIO COMMUNICATION D/O (2)

knobs can be selected simultaneously. If the reception knob is pressed
FREQUENCY SELECTION in again, the receiver is disconnected and the white light goes off.
On the Radio Management Panel (RMP), when the ON/OFF switch is
set to ON position, two frequencies previously selected appear on the
windows. To select a new frequency in a different system, the related
key must be pressed in on the RMP. The associated green light comes
on. The desired frequency can be selected in the STand-BY/CouRSe
window using the dual selector knob. Pressing the transfer pushbutton,
activates the frequency and displays it in the active window, whereas the
previous active frequency becomes stand-by.
TRANSMISSION MODE
To connect the transmission line to the chosen transmitter, the
corresponding transmission key must be pressed in on the Audio Control
Panel (ACP). Only one transceiver can be selected at a time. This selection
can be disabled when:
- the transmission key, previously selected, is pressed in again,
- another transmitter is selected.
RECEPTION MODE
On the ACP, the reception knob makes the connection of the headset to
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the transceiver reception. To select a receiver, the related reception knob

must be released out. The reception knob comes on white. To adjust the
reception level, the selected reception knob must be turned. The
communication can now be established.
OPERATION
When the Push-To-Talk (PTT) switch is pressed in, the hand mike is
connected and the VHF1 transceiver transmits. The Boomset mike is
connected when the PTT is pressed in on the Side Stick or the PA
transmission key is pressed in on the ACP. On the ACP, several reception

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OPERATION

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STATIC DISCHARGING PRESENTATION (1)

PURPOSE
The aircraft behaves like a Faraday cage and should be discharged. The
static dischargers avoid static electricity discharging noise and ensure a
good quality of radio transmission, without interference. The purpose of
the static dischargers is:
- to discharge the static electricity accumulated by the aircraft during its
flight,
- to supply better intelligibility on the HF and VHF system (avoid static
electricity discharge noise).
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PURPOSE


LOCALIZATION OF THE STATIC DISCHARGERS
The disposition of the static dischargers is used for the dispatch of the
static electricity. There are located around the aircraft extremities.
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LOCALIZATION OF THE STATIC DISCHARGERS


STATIC DISCHARGERS INSTALLATION
If the aircraft has been struck by lightning the static dischargers are the
first elements destroyed and they can be easily replaced. Two kinds of
static dischargers are installed, depending on their localization on the
aircraft:
- one with a straight mounting installed at the trailing edges,
- one with a 30 degree angle mounting, installed at the tips.
Two types of retainer are installed:
- a flat retainer at the trailing edges,
- an angular retainer at the tips.
The two types are not interchangeable.
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STATIC DISCHARGERS INSTALLATION

SPEECH COMMUNICATION WARNINGS (3)

VHF1 (2)(3) EMITTING
When a VHF transceiver (XCVR) emits for more than 60 seconds, the
master caution light comes on amber, the single chime sounds and a
message appears on the upper ECAM display unit.
HF1 (2) EMITTING (OPTION)

When an HF XCVR, if installed, emits for more than 60 seconds, the
master caution light comes on amber, the single chime sounds and a
message appears on the upper ECAM display unit.
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HF1 (2) EMITTING (OPTION)

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ACARS ARCHITECTURE (3)

ACARS MANAGEMENT UNIT CFDIU
The Aircraft Communication Addressing and Reporting System All the fault messages and all the warnings recorded by the Centralized
Management Unit (ACARS MU) is supplied with 115 VAC from the Fault Display Interface Unit (CFDIU) can be transmitted automatically
AC BUS 1 through a circuit breaker located in the cockpit on the panel to the ACARS MU as soon as the CFDIU receives them from a system
121VU. The ACARS MU manages all tasks related to the ACARS. or a Flight Warning Computer (FWC). The CFDIU can transmit the Post
Flight Report (PFR) automatically to the ACARS MU at the end of the
VHF 3 flight. This report can also be transmitted to the ACARS MU manually.
After a dialogue in menu mode between the CFDIU and a system, any
The VHF 3 transceiver (XCVR) is normally used for ACARS data
page displayed on an MCDU by the CFDIU can be transmitted manually
transmission and reception, but it can also be used in conventional radio
to the ACARS MU.
communication mode. The VHF3 XCVR receives a voice/data discrete
signal, which determines the mode of operation: DATA mode or RADIO FMGC
mode. In DATA mode, the XCVR is keyed by the ACARS MU through
the DATA keyline. The digital data exchanged between the MU and the The ACARS MU is linked to the Flight Management and Guidance
VHF 3 XCVR are coded by 1.200 and 2.400 hertz tones. In Computer (FMGC)1 and 2. The FMGCs transmit the following messages
RADIO-COMMUNICATION mode, the XCVR can be tuned either by to the ACARS MU either automatically or manually:
the ACARS MU or by any Radio Management Panel (RMP). This is - request for flight plan initialization,
determined by the port select discrete signal sent by the ACARS MU. - request for wind messages,
- pre-flight report,
RMP - in-flight report,
- PFR.
Each RMP receives the same port select discrete signal as VHF 3 from
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Each function is rendered operational or not depending on the message

the ACARS MU. In normal condition, any RMP is able to tune the VHF
transmitted by the ACARS MU to the FMGCs.
3 XCVR. When a RMP controls the VHF 3 frequency, it sends a remote
The ACARS MU transmits the following messages to the FMGCs either
voice/data select discrete signal to the ACARS MU to force it to leave
automatically or manually:
the control of the VHF 3 frequency.
- flight plan initialization,
SDAC1 - wind message,
- advisory message related to a "request not transmitted to the ground",
The ACARS MU receives the System Data Acquisition Concentrator - request for a pre-flight report,
(SDAC)1 main bus and can use any information given by this bus. The - request for a PFR.
MU can also trigger ECAM messages. The ECAM can display messages
related to ACARS operation on EWD.

23 - COMMUNICATIONS ACARS ARCHITECTURE (3) Page 44
DMU according to a specific protocol, which is also used by the other computers
operating in conjunction with the printer.
Each report generated by the Data Management Unit (DMU) can be
programmed individually for transmission to the ACARS MU either
automatically or manually. The ACARS MU can also require generation
and transmission of any report by the DMU. The ACARS MU can send
information to the DMU when each report has been duly transmitted to
the ground.
FWC
The ACARS MU provides FWCs 1 and 2 with data indicating for ACARS
configurations. FWC 1 and 2 enable display of the corresponding
indications on the memo zone of the upper ECAM Display Unit (DU).
The DU only shows one indication even with several configurations at
the same time. These indications are:
- ACARS MSG: indicates reception of a ground message,
- ACARS STBY: indicates loss of communication with the ground,
- VHF3: VOICE: indicates that the VHF3 transceiver is not controlled
by the ACARS,
- ACARS CALL: indicates reception of a voice communication demand
with the ground.
When the FWCs are no longer given with this data by the ACARS MU,
or do not receive it in normal conditions, the ACARS MU appears on
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the faulty system list (ECAM STATUS page) and the amber ACARS
FAULT warning appears on the upper ECAM DU. The ACARS MU
receives the FWC1 main bus and can use any information given by this
bus.
PRINTER
The ACARS MU is linked to the printer. Data generated by the ACARS
MU from data transmitted by the ground and by peripheral computers
can therefore be printed, as well as data entered by the crew through the
MCDUs. The data are transmitted to the printer by the ACARS MU

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PRINTER


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ACARS ARCHITECTURE (3)

MCDU
Dialogue between one Multipurpose Control & Display Unit (MCDU)
and the ACARS MU is initiated when ACARS is selected on the MCDU
menu. On the MCDUs the follwin can be done:
- Display of data generated by the ACARS MU from data transmitted by
the ground or by peripheral computers,
- Selection of the various functions of the ACARS MU,
- Entry of data or text by the crew.
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MCDU

ACARS VHF 3 OPERATION (2)

ACARS NORMAL OPERATION
This sequence deals with the useof the Radio Management Panel (RMP)
when VHF 3 is selected. One window displays ACARS: the frequency
is then controlled by the Aircraft Communication Addressing and
Reporting System Management Unit (ACARS MU). The other window
shows a frequency value. When this value is in the ACTIVE window,
the VHF3 is in voice mode and its frequency is controlled by the RMP.
ACARS FAILURE
With the ACARS MU failed or selected OFF, the VHF 3 can only be
used with the Audio Management Unit (AMU) in normal audio
communication.
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ACARS FAILURE

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MCS SATCOM D/O (3)

- the MCDUs to display call status information, system configuration
AERO-I SATCOM PRESENTATION information for the SDU,
- the Multipurpose Disk Drive Unit (MDDU) located on the pedestal,
The function of the SATCOM system is the reception and processing of
used for up/download software,
signals via satellites supplying aeronautical services in the L-Band. Aero-I
- the Flight Warning Computer (FWC), to provide warnings and
SATCOM lets the aircraft fly within spot beam coverage to transmit and
cautions during the flight,
receive multichannel voice, fax, e-mail and circuit mode data services.
- the Audio Management Unit (AMU) to make audio transmission,
Packet mode data services and emergency calls are available world-wide
calls are initiated by selecting the associated SATCOM channel SAT
in the global beam. The system Aero-I SATCOM is composed of:
1 or SAT 2 transmission key on the Audio Control Panel (ACP),
- a Satellite Data Unit (SDU),
- the Landing Gear Control and Interface Unit (LGCIU) to transmit
- an Intermediate Gain Antenna (IGA).
air/ground information discrete outputs.
The SDU is the interface to other aircraft systems. It contains all data
The RF signal is sent to the HPA through an attenuator and it is
processing functions, as well as the modems, channel tuning synthesizers,
received from the Diplexer/Low Noise Amplifier (D/LNA).
high stability reference oscillator, to/from intermediate frequency to/from
L-band conversion and the High Power Amplifier (HPA) used to amplify IGA
the SDU generated L-band signal to a power level required for proper The IGA is powered by the SDU, and is capable of operating with
transmission to the satellite. either 115V AC or 28V DC. The IGA is an electronically steered
SDU phased array antenna. Simultaneous transmission and reception of
satellite signals (full duplex operation) gives two bands of operation:
The SDU is the heart of the SATCOM system. It does most of the
receive band, and transmit band. Beam steering of the antenna is done
data-handling, protocol, modulation/coding and
via serial transmission of phase shifter data and RF signals from the
demodulation/decoding functions of the Aircraft Earth Station (AES).
SDU and reception. The intermediate gain antenna supplies +6 dB
The SDU is connected to:
nominal gain with near hemispherical coverage.
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- the Air Data/Inertial Reference System (ADIRS) to provide the Beam

The IGA has:
Steering Unit (BSU) with relative azimuth and relative elevation
- a filter regulator to filter the DC power and data lines,
command to let the steerable beam pointing of the IGA for optimum
- an antenna control driver to make the logical control of the beam
reception and transmission,
steering, and also does the BITE functions of the IGA,
- the Centralized Fault Display Interface Unit (CFDIU) for BITE,
- a D/LNA to make the required transmit and receive filtering to get
- the Air Traffic Service Unit (ATSU) when the VHF link with ground
a common internal antenna port while using separate transmit and
station is not possible,
receive lines into the IGA,
- the Cabin Telecommunication Unit (CTU) for the cabin/passenger
- a feed network/array which contains the functional RF switching
telecommunications equipment to make the best use of resources
and radiating elements for forming the beams.
supplied by the SATCOM,

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AERO-I SATCOM PRESENTATION / IGA

MCS SATCOM D/O (3)

BITE
The SDU is interfaced with the CFDIU for BITE purposes via an ARINC
429 bus. The HPA and BSU can be tested through the SDU via ARINC
429 buses. They also give IGA and LNA status.
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BITE

CVR OPERATIONAL MODES D/O (3)

NORMAL MODE SOLID STATE CVR
The RCDR CVR ERASE P/B must be pressed for a minimum of 0.5
Depending on configuration, the A/C can has a magnetic tape Cockpit s to activate the erase function. Once activated, this function disables
Voice Recorder (CVR) or a Solid State CVR (SSCVR) which records the ability to download the previously recorded data from the Crash
into memory block unit. In normal mode, the CVR records, on four Survivable Memory Unit (CSMU) using the normal download
independent channels, the audio signals from the CAPT, F/O and 3rd function. A 400 Hz tone is sent through the audio monitor to indicate
occupant via the Audio Management Unit (AMU). Channel 4 records a successful erase. Erase is only possible, aircraft on the ground, R
the ambient noise picked up by the area microphone and fed via a and L main landing gear shock absorbers compressed and parking
pre-amplifier to the CVR. The CVR is automatically supplied when the brake applied.
aircraft is one of the configurations given below:
- in flight with engines running or stopped, NOTE: If the engines are shut down, the CVR must first be
- on the ground with at least one engine running, energized by pressing the GND CTL P/B on the RCDR
- on the ground during the first five minutes following energization of panel.
the aircraft electrical network,
- on the ground up to five minutes after second engine shutdown. TEST MODE
NOTE: The CVR can be supplied manually, by pressing the MAGNETIC TAPE CVR
ReCorDeR/GrouND ConTroL P/BSW. The CVR test is initiated by pressing the CVR TEST P/B on the RCDR
panel. A 600 Hz test tone is applied sequentially during 0.8 s to each
ERASE MODE of the four tracks. Provided the aircraft is on ground, the signal should
be heard through the headsets connected to the CVR maintenance
MAGNETIC TAPE CVR
panel. The signal should also be heard through the loudspeakers if the
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The CVR ERASE P/B must be pressed in for a minimum of two right and left main landing gear shock absorbers are compressed and
seconds to prevent inadvertent erasure. The erase head erases the the parking brake is applied.
previously recorded information on all 4 channels simultaneously,
before a new recording is made. Erase is only possible, aircraft on the NOTE: Prior to this test, the CVR must be energized by pressing
ground, right and left main landing gear shock absorbers compressed the GND CTL P/B with the engines not running.
and parking brake applied.
SOLID STATE CVR
NOTE: If the engines are shut down, the CVR must first be The SSCVR test is initiated by pressing for a minimum of 0.5 second
energized by pressing the GND CTL P/B on the RCDR the CVR TEST P/B on the RCDR panel. Once activated, this function
panel. makes an extensive set of functional tests to determine the integrity
of the system. This results in one activation of the status Light Emitting

23 - COMMUNICATIONS CVR OPERATIONAL MODES D/O (3) Page 56
Diode (LED) on the solid state CVR. This BITE indicator gives an
indication of the health of the SSCVR. If the SSCVR detects a fault,
which requires removal of the unit from the aircraft installation, the
BITE indicator will activate and will remain activated until repair is
accomplished. The BITE indicator remains inactive in all other cases.
NOTE: Prior to this test, the CVR must be energized by pressing

the GND CTL P/B with the engines not running.
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TEST MODE / SOLID STATE CVR


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CVR OPERATIONAL MODES D/O (3)

FAA/CAA OPTION
A jumper strap installed on the AMU enables Federal Aviation
Administration (FAA) /Civil Aviation Authority (CAA) recording
selection. In FAA mode, all the communications heard by the crew
members are recorded. This is obtained by the recording of side-tone
signal: Audio output. This lets, at the same time record all the
communications sent out by these crew members. In CAA mode, the
CAPT, F/O, 3rd occupant boomset microphones are "HOT " at all times
for voice/noise pick-up to reinforce the sounds picked-up by the area
mike. The mask microphones circuits are open until the oxygen pressure
switch is closed. The hand microphones are only "HOT" when the
Push-To-Talk (PTT) switch on the microphone is activated. However,
in CAA mode, as in FAA mode, the signal received in the crew's
earphones is recorded on the CVR.
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FAA/CAA OPTION

CVR ELECTRICAL SCHEMATIC (3)

IN FLIGHT RCDR/GND CTL P/BSW PRESSED AGAIN
Pressed again, the supplies of the relay 12TU and 6RK are cut off
The Cockpit Voice Recorder (CVR) is automatically supplied when the simultaneously, the blue ON light goes off and the CVR is no longer
aircraft is in flight with engines running or stopped. supplied.
ON GROUND RCDR/GND CTL P/BSW RELEASED AGAIN
Then released again, the relay 13TU is de-energized.
WITH ONE OR BOTH ENGINES RUNNING
The CVR is automatically supplied when the aircraft is on ground ONE ENGINE STARTED
with one or both engines running. If one engine is started, the CVR or solid state CVR is automatically
supplied.
UP TO FIVE MINUTES AFTER THE 2ND ENGINE
SHUTDOWN
The CVR continues running up to five minutes after 2nd engine
shutdown.
FIVE MINUTES AFTER THE 2ND ENGINE SHUTDOWN
Five minutes after the second engine shutdown, the supply of the CVR
is automatically cut off.
MANUAL MODE
RCDR/GND CTL P/BSW PRESSED
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On ground, engines shutdown, the CVR may be energized by pressing

the GrouND/ConTroL P/BSW on the ReCoDeR panel. The GND/CTL
P/BSW is a momentary type switch. When RCDR/GND CTL P/BSW
is pressed, relay 12TU is energized and held energized. This also
energizes the relay 6RK, which gets the power supply of the CVR.
RCDR/GND CTL P/BSW RELEASED
Then released, the relays 12TU and 6RK remain energized but in
addition the relay 13TU is energized.

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MANUAL MODE / ONE ENGINE STARTED

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EMERGENCY LOCATOR TRANSMITTER SYSTEM D/O (3)

GENERAL EMERGENCY LOCATOR TRANSMITTER
The ELT has a cylindrical orange-colored housing which includes
The Emergency Locator Transmitter (ELT) function is to transmit distress these components:
signals, it can be used in automatic mode installed in the aircraft, or - placards attached to the housing (Identification, expiry date and
manually, when you use the ELT in portable mode. The ELT system operating instructions, battery),
transmits on 3 frequencies, homing-signals for civil and military, and to - an electronic assembly,
satellite system. The battery-pack, installed in the ELT housing, supplies - a high-powered battery-pack,
the power to operate the system. The satellite system transmits distress - an interface,
signal to a local user terminal, when it is in range. The local user terminal - a float and a whip-antenna (referred to as antenna).
receiving range in a radius of approximately 2.500 km (1.367 nm). When The electronic assembly and the battery-pack are kept in the cylindrical
the local user terminal is not in receiving range, the satellite system stores housing, the battery-pack supplies the power to operate the ELT,
the distress signal until transmission is possible. The local user terminal installed in the aircraft, or used in portable mode. The electronic
automatically processes the distress signal to identify and show the assembly components are an activation board, which includes the
position of the aircraft to a radius of approximately 1.8 km (5.900 ft). G-switch, and a triple-frequency transmitter board. The interface
The processed data is transmitted to a mission control center. The mission includes:
control center sends the data to an applicable rescue coordination center, - an ANT connector, to connect the whip or external antenna,
where search and rescue operations are started. The civil and military - a TX indicator, to indicate a BITE test result or when ELT operates,
homing-signals are used to find the aircraft in the final stage of search - an AUTO/OFF/ON switch, to select desired mode,
and rescue operation. - a TC connector, used to connect a remote control panel, a
programming-box assembly and programming/test/reading equipment.
ELT DESCRIPTION
PROGRAMMING-BOX ASSEMBLY
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The ELT system is composed of:

- an emergency locator, installed in a support assembly which is installed The interface on the front face of the programming-box assembly
above the ceiling panel in the AFT utility area, between FRame 65 and includes:
FR66, - a connector for the connection from the remote control panel,
- a programming-box assembly, which is a part of the support assembly - a connector for the connection to the TC connector on the ELT,
and is connected by a short cable to the ELT, - a red indicator.
- a remote control panel, installed on the cockpit overhead panel, REMOTE CONTROL PANEL
- an external antenna, linked to the ELT which is installed on the upper The front panel of the remote control panel includes:
external fuselage between FR64 and FR65, - an ARMED/ON switch,
- a remote control panel, installed on the cockpit overhead panel. - an ON indicator,
- a TEST/RESET P/B.

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The ARMED/ON switch has a switch guard, to prevent inadvertent
manipulation.
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ELT DESCRIPTION / REMOTE CONTROL PANEL


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The programming-box assembly is not operated when the ELT is
ELT OPERATION started from the remote control panel, and has no effect on the signals
between the remote control panel and the ELT. If the
EMERGENCY LOCATOR TRANSMITTER
programming-box assembly becomes defective the connector from
The ELT can be operated in automatic or manual mode. When you the remote control panel can be connected directly to the TC connector.
use the ELT in portable mode it is operated manually, this is done by You can stop ELT transmission when you disconnect the
removing the antenna and connect it to the ANT connection on the programming-box assembly connector from the TC connector, the
ELT. The AUTO/OFF/ON switch, located on the front face of the AUTO/OFF/ON switch must be set to the OFF position. The
ELT has three functions: programming-box assembly has a red indicator, which comes on to
- The AUTO position for automatic operation of the ELT. An indicate the BITE test result.
automatic operation is triggered when the ELT is connected to its
system in the A/C, and the G-switch detects an impact sufficient to REMOTE CONTROL PANEL
start transmission, The remote control panel controls and indication are as follows:
- The OFF position, when the ELT is connected to its system in the The ARMED/ON switch is set to the ARMED position for automatic
A/C and requires maintenance, when the ELT is disconnected from operation of the ELT. The switch is kept in the ARMED position by
its system and removed from the A/C, or to stop transmission, a switch guard which stops accidental operation of the ELT. The
- The ON position for manual operation of the ELT. Manual operation ARMED/ON switch is set to the ON position for manual operation
is used when the ELT is connected to its system in the A/C and the of the ELT. You must lift the switch guard to set the ARMED/ON
G-switch is not triggered, but a signal must be transmitted (aircraft switch to the ON position. Pressing the TEST/RESET pushbutton
out of operation, injured passengers/crew members), when the ELT starts a BITE test of the ELT, pressing again stops operation of the
is connected to its system in the A/C and you do a self-test (BITE), ELT, and returns the ELT to its AUTO mode after a complete BITE
or when the ELT is disconnected from its system, removed from the test sequence. The ON indicator comes on when the ELT operates,
A/C and used in portable mode. or to indicate the BITE test result. When the ELT operates the ON
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An accidental operation occurs when the ELT is connected to its indicator flashes one time, then comes on continuously for 100
system in the A/C, and the G-switch starts transmission without a real seconds. After 100 seconds it flashes continuously on for 1 second
emergency (hard landing). and off for 1.5 second.
PROGRAMMING-BOX ASSEMBLY BITE TEST
The programming-box assembly automatically transfers information
and identification of the A/C to the ELT, when the programming-box This BITE test can be done by means of the ELT or the remote control
assembly is connected to the TC connector. After the data transfer panel on the front face of the ELT, the BITE test is done by, setting the
occurs, the programming-box assembly verifies the validity of the ON/OFF/AUTO switch to the AUTO position and to connect the
data transferred. When all programming and verification is completed programming-box assembly to the TC connector, or on the remote control
the programming-box assembly goes automatically into standby mode. panel, by pushing the TEST/RESET P/BSW, these actions occur:

- the red indicator comes on, on the programming-box assembly,
- the TX indicator and the buzzer operate, on the ELT,
- the ON indicator flash then comes on, on the remote control panel,
- the ELT indicator flashes then comes on, on the external power panel,
- the mechanic call-horn operates, in the nose-landing-gear well.
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BITE TEST


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GENERAL EMERGENCY LOCATOR TRANSMITTER
The ELT has an orange aluminum-alloy casing. The casing has two
The Emergency Locator Transmitter (ELT) function is to transmit distress parts, base plate and housing, and includes these components:
signals, it can be used in automatic mode installed in the aircraft, or - placards attached to the casing (Identification, strap, instruction,
manually, when you use the ELT in portable mode. The ELT system type and battery),
transmits on 3 frequencies, homing-signals for civil and military, and to - an electronic board,
satellite system. The battery-pack, installed in the ELT housing, supplies - an interface,
the power to operate the system. The satellite system transmits distress - a three cell battery-pack, to supply power to the electronic board,
signal to a local user terminal, when it is in range. The local user terminal - a two cell battery-pack, to supply power to the G-switch,
receiving range in a radius of approximately 2.500 km (1.367 nm). When - an auxiliary-antenna (referred to as antenna).
the local user terminal is not in receiving range, the satellite system stores The electronic board is installed in the front half (flight direction),
the distress signal until transmission is possible. The local user terminal and the battery-packs are installed in the rear half. The interface, on
automatically processes the distress signal to identify and show the the front face of the housing includes:
position of the aircraft to a radius of approximately 1.8 km (5.900 ft). - a remote control panel connector, to connect the remote control
The processed data is transmitted to a mission control center. The mission panel, programming and test equipment, an adapter cable and
control center sends the data to an applicable rescue coordination center, programming-dongle connector, and a maintenance-dongle which has
where search and rescue operations are started. The civil and military a maintenance identification data code programmed in its memory,
homing-signals are used to find the aircraft in the final stage of search - an ANT connector, to connect the antenna,
and rescue operation. - a red indicator, to indicate a BITE test result or when ELT operates,
- an ON/OFF/ARMED switch, to select desired mode.
ELT DESCRIPTION
REMOTE CONTROL PANEL
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The ELT system is composed of:

- an emergency locator, installed in a bracket, held in position with two The front panel of the remote control panel includes:
buckles and straps, with the interface in flight direction. The bracket is - an ON-ARMED-TEST/RESET switch,
installed above a ceiling panel in the AFT utility area, between FRame - an ON/TEST indicator.
65 and FR66,
- a remote control panel, installed on the cockpit overhead panel,
- an adapter cable attached to the bracket, and programming-dongle
connector directly connected to the remote control panel connector,
- an external antenna, linked to the ELT which is installed on the upper
external fuselage between FR64 and FR65,
- a mounting bracket.

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ELT DESCRIPTION / REMOTE CONTROL PANEL


ON-ARMED-TEST/RESET switch is set to the TEST/RESET position
ELT OPERATION to stop accidental operation, or to do a BITE test. The switch goes
back automatically to the ARMED position after you have set it to
EMERGENCY LOCATOR TRANSMITTER
the TEST/RESET position. The ON/TEST indicator comes on when
The ELT can be operated in automatic or manual mode. When you the ELT operates, or to indicate the BITE test result. When the ELT
use the ELT in portable mode it is operated manually, this is done by operates the ON/TEST indicator:
removing the antenna and connect it to the ANT connection on the - flashes two times per second during military and civil transmission,
ELT. The ON/OFF/ARM switch, located on the front face of the ELT - and, one long flash during satellite transmission.
has three functions:
- the ARM position for automatic operation of the ELT. An automatic BITE TEST
operation is triggered when the ELT is connected to its system in the
A/C, and the G-switch detects an impact sufficient to start This BITE test can be done by means of the ELT or the remote control
transmission, panel. On the front face of the ELT, the BITE test is done by, setting the
- the OFF position, when the ELT is connected to its system in the ON/OFF/ARM switch to the ARM position, or on the remote control
A/C and requires maintenance, when the ELT is disconnected from panel, by setting the ON-ARMED-TEST/RESET switch to TEST/RESET
its system and removed from the A/C, or to stop transmission, position, these actions occur:
- set to the ON position for manual operation of the ELT. A manual - the red indicator flashes one time, then comes on, and the buzzer
operation occurs when the ELT is connected to its system in the A/C operates, on the ELT,
and the G-switch is not triggered, but a signal must be transmitted - the ON/TEST indicator flashes one time, then comes on, on the remote
(aircraft out of operation, injured passengers/crew members), when control panel,
the ELT is connected to its system in the A/C and you do a self-test - the ELT indicator comes on, on the external power panel,
(BITE), or when the ELT is disconnected from its system, removed - the mechanic call-horn operates, in the nose-landing-gear well.
from the A/C and used in portable mode. An accidental operation
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occurs when the ELT is connected to its system in the A/C, and the
G-switch starts transmission without a real emergency (hard landing).
REMOTE CONTROL PANEL
The remote control panel controls and indication are as follows:
The ON-ARMED-TEST/RESET switch is set to the ARMED position
for automatic operation of the ELT. The switch is kept in the ARMED
position by a stop, which is part of the switch assembly. The
ON-ARMED-TEST/RESET switch is set to the ON position for
manual operation of the ELT. You must pull the switch to clear the
stop, and then set it to the ON position. The
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BITE TEST

CIDS DIRECTOR/DEU ARCHITECTURE (3)

DEU A PASSENGER CALL
Pushbuttons are installed on the PSU above each seat row and in the
Twenty six to thirty two type A Decoder/Encoder Units (DEUs) are lavatories.
installed above the windows in the cabin ceiling and close to the center
ceiling for the DEUs in the entrance area. The type A DEUs are connected READING/LIGHT POWER UNIT
to the directors (DIRs) via a top-line data bus (i.e. : two wire twisted and One Reading/Light (R/L) power unit for three R/L is installed in each
shielded cable). A broken wire in one top-line bus will only affect the PSU.
type A DEUs behind the crack on this bus. The type A DEUs of the other
top-line bus will work without disturbance.
PASSENGER SIGNS
The passenger signs include NO SMOKING or the optional NO
ELECTRONIC DEVICE lights, FASTEN SEAT BELT lights, NON
SMOKER ZONE lights and RETURN TO SEAT lights in the
lavatories. Furthermore, for the passenger call system, the seat row
lights are connected to the type A DEUs.
CABIN LIGHTS
The cabin lights include:
- entrance area lights,
- lavatory lights,
- attendant lights,
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- reading lights,
- cabin fluorescent strip lights.
LOUDSPEAKERS
The loudspeakers are installed in the Passenger Service Unit (PSU),
in each lavatory and near the attendant station. They are all identical
and are used for:
- passenger address announcements,
- call chimes (optional).

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DEU A / READING/LIGHT POWER UNIT


DEU B DRAIN MAST
The DIRs receive signals from the drain mast control unit via type B
Basically 4 type B DEUs (optional maximum of 6), are installed near the DEUs. If the drain mast heater or the control unit fails the CIDS CAUT
exit doors in the center ceiling (Except A321, which can be equipped light on the FAP comes on.
with 8 DEUs B). They are connected to the DIRs via a middle line data
bus. There are two supplementary DEU B mounts installed as a provision. ATTENDANT INDICATION PANEL
Type B DEU interface, may vary with different locations and with specific One Attendant Indication Panel (AIP) is installed near each attendant
airline requirements. seat for message purposes.
SLIDE PRESSURE SYSTEM (OPTIONAL) AREA CALL PANEL
The DIRs receive signals from the bottle pressure sensors via type B One basic and one optional Area Call Panel (ACP) can be connected
DEUs. If the pressure is low, the Cabin Intercommunication Data to each DEU B.
System (CIDS) CAUTion light on the Forward Attendant Panel (FAP)
comes on. ADDITIONAL ATTENDANTL PANEL
One Additional Attendant Panel (AAP) is installed near the after
DOOR PRESSURE SYSTEM (OPTIONAL) attendants station.
The DIRs receive signals from the bottle pressure sensors via type B
DEUs. If the pressure is low, the CIDS CAUT light on the FAP comes
on.
CREW INTERPHONE SYSTEM
The crew interphone system is used for the communication between
cockpit crew and cabin attendants and between each attendant station.
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NOTE: From each attendant station it is possible to communicate

with personnel at the service interphone connections.
EPSU
The Emergency Power Supply Units (EPSU) are connected to type
B DEUs for the emergency lighting system test.

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DEU B / ADDITIONAL ATTENDANTL PANEL

CIDS DIRECTOR DESCRIPTION/OPERATION (3)

GENERAL
Two identical directors (DIRs) are installed in the avionics compartment.
A memory module, called the On Board Replaceable Module (OBRM)
is plugged into the front of the DIR. This solid state memory contains
part of the operational software of the DIR. E.g.: a simple exchange of
the OBRM can provide system expansion or software updates.
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GENERAL


- the remaining non essential circuitry of the DEUs,
FUNCTIONS - the PTP,
- the FAP.
The DIR is a central control and interface component of the Cabin
The SVCE busbar also supplies, the Area Call Panels (ACPs), the
Intercommunication Data System (CIDS). The current cabin layout and
Attendant Indication Panels (AIPs) and the AAP, via DEU B.
properties of layout related equipment are stored in the DIRs. The DIR
gives the following functions: ABNORMAL POWER SUPPLY
- the handling of six data bus lines,
- the transmission of digitized audio signals, SERVICE BUS UNAVAILABLE
- the transmission of control data and commands, If service bus power is unavailable, the following items of equipment
- the adaptation of received Decoder/Encoder Unit (DEU) data, are inoperative:
- the control of other CIDS functional units, - the second DIR,
- the Forward Attendant Panel (FAP), - the non essential DEU circuits,
- the Programming and Test Panel (PTP), - the PTP and the FAP.
- the data transfer to the Passenger Entertainment System (PES),
- the service interphone system, NOTE: The AIPs and the ACPs are also inoperative because they
- the Additional Attendant Panel (AAP) via type B DEUs, are supplied with service bus power by the type B DEUs.
- the interface to cockpit and avionics compartment,
- the handling of cabin systems related inputs and outputs, PASSENGER ADDRESS OPERATION
- the control and interface of other systems, If a PA operation is done, the top line cut-off relay 106RH is no longer
- the realization of programming functions, energized, and then the ESS busbar supplies the circuitry in type A
- the realization of test functions, DEU which is necessary for PA operation.
- the activation of emergency mode with minimum power consumption.
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ESSENTIAL BUS UNAVAILABLE

NORMAL POWER SUPPLY If the ESS bus power is unavailable, circuitry in the DIRs and DEUs
switches the essential circuits to the SVCE busbar. This ensures full
The DIRs are continuously energized when the ESSential and SerViCE CIDS capabilities except for emergency mode operation.
busbars are energized. In normal operation, the ESS busbar supplies:
- the active DIR, MAIN BUSES UNAVAILABLE
- all the circuitry in DEU A which is necessary for Passenger Address If the aircraft loses main power (the SVCE bus and the ESS bus), and
(PA) operation, the emergency exit lights switch is set to arm or on, all CIDS units,
- all the circuitry in DEU B which is necessary for PA and interphone. which are supplied by ESS bus, are switched automatically to the
In normal operation, the SVCE busbar supplies: HOT BATtery bus.
- the active and the second DIRs,

BITE are stored in the DIR BITE dedicated memory. Failure indications
may be given by:
SELF-TEST - the CIDS CAUTion light,
On CIDS energization or reset, all DIR interfaces are disabled and - the ECAM warning page,
the DIRs are initialized (self-test). The self-test is repeated periodically. - the ECAM status page,
It also includes a test of the data bus lines. The power connections are - the PTP display,
arranged such that DIR 1 is normally fully active and in control of - the respective MCDU pages.
the CIDS. DIR 2 is normally partially active, in a hot-standby mode. The following items of equipment have their own BITE functions and
A failure in the initialization process in DIR 1 causes a deactivation send their BITE status to the DIR:
of the DIR 1 hardware and a switchover of control to DIR 2. If the - each DEU,
self-test of DIR 1 fails, DIR 2 takes over. At the same time, the power - the PTP,
transfer relay is de-energized. This prepares DIR 2 to be supplied - the FAP,
from the essential bus in abnormal or emergency mode. The second - the connected equipment such as PES.
contact of the relay prepares the control from DIR 2 to the top line The DEUs are able to test the connected equipment.
cut-off relay for the emergency mode.
SERVICE BUS FAILURE
The DIRs internal normal power sensing circuits are always checking
if power is available on the SVCE bus. If the power fails, as long as
DIR 1 is OK, the power transfer relay remains energized. Via the
closed contact, DIR 1 sends a signal to energize the top line cut-off
relay.
With the top line cut-off relay energized the emergency mode is
activated. In emergency mode, the power from the ESS busbar is
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disconnected from all type A DEUs as long as no PA announcements

are made.
NOTE: Type B DEUs are directly supplied from the ESS bus but
only for PA and interphone operations.
PASSENGER ADDRESS ACTIVATION
Activation of the PA system sets the DIR 1 internal NAND-gate to
0, which de-energizes the top-line cut-off relay. Power from the ESS
busbar supplies the two ESS circuits of type A DEUs. All BITE results

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BITE / PASSENGER ADDRESS ACTIVATION

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CIDS TYPE A DEU DESCRIPTION/OPERATION (3)

connected equipment. The test results are transmitted to the DIR which
GENERAL compares them with its programmed data to decide on their status. At
least 95% of possible DEU failures are automatically detected.
The type A Decoder/Encoder Units (DEUs) are located in the LH and
RH sides above the cabin windows in the ceiling. Each type A DEU is FAIL SAFE OPERATION
connected to a Cabin Intercommunication Data System (CIDS) top line
data bus. Each data bus uses a two wire twisted and shielded cable. In the event of a data bus failure the DEU maintains the current status of
the discrete cabin systems output for a certain time. After this delay the
FUNCTIONS outputs are switched to a pre-defined fail safe state, that means the four
fluorescent strip lights come on at full brightness and all other items go
Each type A DEU interfaces with:
off. All audio input/outputs are immediately switched off.
- three Passenger Service Units (PSUs),
- two loudspeakers, EMERGENCY FUNCTIONS
- four fluorescent strip lights which are part of the cabin light system.
All DEUs operate in emergency mode when the DC SerViCE bus is no
TOP LINE DATA BUS longer powered. The DEUs are then supplied from the DC ESSential
bus. The type A DEU Passenger Address (PA) circuits and type B DEU
Two top line data buses on each side of the passenger cabin connect the
interphone circuits remain operational.
type A DEUs to the directors (DIRs). A bus termination resistor is located
on the last DEU A mount of each line for impedance matching. A broken
top line can affect no more than half of the DEUs installed on one cabin
side.
CODING SWITCHES
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A coding switch on each DEU mount gives each DEU a unique address.
This method is used for the replacement of DEUs without selecting their
address.
NOTE: In the event of mount change it is necessary to select the same

code as used before on the coding switch.
CIDS POWER-UP
When the CIDS is powered-up or reset, the DIR follows a power-up
routine. This includes the initialization and testing of each DEU and

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EMERGENCY FUNCTIONS

CIDS TYPE B DEU DESCRIPTION/OPERATION (3)

GENERAL CIDS POWER-UP
The type B Decoder/Encoder Units (DEUs) are located near the exit When the Cabin Intercommunication Data System (CIDS) is powered-up
doors. Each type B DEU connects to a middle line data bus. Each data or reset, the DIR follows a power-up routine. This includes the
bus uses a two wire twisted and shielded cable. initialization and testing of each DEU and connected equipment. The test
results are transmitted to the DIR which compares them with its
FUNCTIONS programmed data to decide on their status. At least 95% of possible DEU
failures are automatically detected.
Each type B DEU interfaces with the following components and systems:
- slide pressure monitoring (optional), EMERGENCY FUNCTIONS
- door pressure system (optional),
- Additional Attendant Panel (AAP), All DEUs operate in emergency mode when the DC SerViCE BUS is no
- Emergency Power Supply Unit (EPSU), longer powered. The DEUs are then supplied from the DC ESSential
- Passenger Address (PA )/Interphone handset, BUS. The type A DEU PA circuits and type B DEU interphone circuits
- Attendant Indication Panel (AIP), remain operational.
- Area Call Panels (ACP),
- drain mast heating monitoring.
MIDDLE LINE DATA BUS

One middle line data bus on each side of the passenger cabin connects
the type B DEUs to the directors (DIRs). A bus termination resistor is
located on the last DEU B mount of each line for impedance matching.
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CODING SWITCHES
A coding switch in the DEU mount gives each DEU a unique address.
This method is used for the replacement of DEUs without selecting their
address.
NOTE: In the event of mount change it is necessary to select the same

code as used before on the coding switch.

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EMERGENCY FUNCTIONS

CIDS DEU MOUNT DESCRIPTION (3)

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

ATTENDANT INDICATION PANEL (AIP) D/O (3)

and one with 8 characters width. The outer left section is used to show
GENERAL the handset status information. The middle section is left blank and
will not be used. The outer right section will show information about
The Attendant Indication Panel (AIP) is a display panel which indicates
the desired interphone station or system function. For special high
the system information processed by the Cabin Intercommunication Data
priority calls, the full width of the top line of the display will be used.
System (CIDS). The AIP is installed near all attendant stations which
have a handset for Passenger Address (PA) and interphone purposes. LOWER ROW
The lower row of the display indicates the system information which
FUNCTIONS
is derived from the CIDS.
The AIP fulfills the following functions:
- display of handset-related information,
- interphone system messages,
- PA system messages,
- passenger (PAX)-lighted signs activation information,
- PAX call indication,
- miscellaneous information.
BITE
The circuitry of the AIP includes BITE circuitry. No internal BITE
memory is available, but a BITE output indicates the operational status
of the AIP. The presence of this output of a 1 Hz waveform indicates
"AIP OK" to the connected Decoder/Encoder Unit (DEU) B. The BITE
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capabilities include power-up tests and automatic periodic tests.
MESSAGES
The AIP has a display area with an alphanumerical display in two rows,
each with 16 characters. Additionally, red and green indicator lights are
available and used as attention getters.
UPPER ROW
The upper row of the display area is used for the indication of
information concerning the cabin and flight crew interphone system.
The upper row is divided into 3 sections, 2 sections with 4 characters
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MESSAGES / LOWER ROW


MESSAGES (continued)
HANDSET OPERATION RELATED MESSAGES (PART
1)
The texts shown for the handset operation are derived from the
combination of 2 texts shown in the outer left and right sections. The
text shown in the outer left display indicates the operational status of
the associated handset station. The following texts (max. 4 characters)
can appear: (see table 1). Texts shown in the outer right section of the
display area indicate the selected function or, if the station is called,
the designation of the calling station will be displayed. The following
texts will appear:
- PA related messages (see table 2),
- interphone related messages (see table 3),
- indications at called station (outer right section).
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MESSAGES / HANDSET OPERATION RELATED MESSAGES (PART 1)


2)
For the indications at the calling station (outer right section), see table
4. For the Indications of high priority interphone functions at all
stations (whole upper row), see table 5. The System Status Related
Messages are available and will be displayed on the lower row of the
display as long as the respective function is done, (see table 6).
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AIP INDICATOR OPERATION
The AIP indicators will be used as attention getters and they will be
operated in conjunction with the respective messages. The operation
of the AIP indicators, with respect to the different system functions,
is listed in the table 7.
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MESSAGES / AIP INDICATOR OPERATION

AREA CALL PANEL (ACP) INDICATIONS (3)

GENERAL
The Area Call Panel (ACP) is installed at each end of the cabin to the
right and left hand sides of the centerline in the ceiling. The ACP has
four separately controlled fields, each field contains colored Light
Emitting Diodes (LEDs). The lights can be seen from the front or rear of
the ACP. The following colors are the standard colors for the lamps:
- color 1: amber,
- color 2: pink (optionally green),
- color 4: blue.
The fields are activated either continuously or flashed. They are used as
cabin attendants attention getters. A call via cabin or cockpit interphone
will come on pink on the indicator, a blue light indicates PAX-seat call
and an amber light indicates a lavatory call.
OPERATION
Five discrete connections link each ACP to a nearby Decoder/Encoder
Unit (DEU) B. One is for each field and one for a common connection
to the LEDs. The DEU B switches the LEDs. Any field or combination
of fields can be flashed.
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OPERATION

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CABIN ATTENDANT HANDSET PRESENTATION (3)

GENERAL
Each attendant station has a handset for public announcement, interphone
dialing and communication. The handset rests in a cradle.
FUNCTION
The handset and cradle fulfill the following functions:
- the hook-off sensing,
- the Push-To-Talk (PTT) switching,
- the Passenger Address (PA) announcement,
- the interphone.
Handset volume adjustment: After removing the keyboard cover, two
potentiometers under the PTT button can be adjusted.
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FUNCTION

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PASSENGER ADDRESS SYSTEM DESCRIPTION (3)

GENERAL PRIORITY
The Cabin Intercommunication Data System (CIDS) directors (DIRs) The basic levels of priority are:
accept audio signals from the various Passenger Address (PA) sources - 1st priority: Flight compartment,
in the aircraft. The active DIR assigns priorities to each source. It transmits - 2nd priority: Cabin attendant stations,
the signal in digital form via the four top-line data buses to the type A
Decoder/Encoder Units (DEUs) and, optionally via the Passenger - 3rd priority: Prerecorded announcement (if installed),
Entertainment System Main MUltipleXer (PESMMUX), to each - 4th priority: Boarding music and/or entertainment system (if installed).
Passenger Control Unit (PCU). The type A DEUs send the signal to the As an option the FWD attendant station could have the 2nd level of
cabin loudspeakers for broadcasting. The announcements can be heard, priority, in this case the other attendant stations will have the 3rd level of
at each passenger seat, with a headset. priority. The levels of priority and the defined options are programmed
in the Cabin Assignment Module (CAM).
SOURCES
PA LEVEL
A PA announcement can be manually initiated from the cockpit and from
the cabin. The announcement from the cockpit can be initiated with: The volume of PA announcements can be automatically adjusted if several
- the cockpit handset, conditions are met. It is the active DIR which establishes the level
- other equipment: handmic, boomset mic, oxygen-mask mic in according to the software, sending the level setting to each individual
conjunction with the Audio Control Panels (ACPs), type A DEU. Then the type A DEUs do the required amplification. When
- the NO SMOKING and SEAT BELTS switches set to ON. an engine is running, the PA volume is increased automatically by + 6
The announcement from the cabin can be initiated with: dB. The PA volume is also increased by + 4 dB in the event of cabin
- the attendant handsets, depressurization. Depending on software, PA level may be adjustable
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- the Forward Attendant Panel (FAP): from which the prerecorded via Programming and Test Panel (PTP) menu screens.
announcements, stored in the PRerecorded Announcement and Music
(PRAM), can be selected and initiated, as the BoardinG Music (BGM),
- if a video system is installed, PA announcements can be initiated from
the Video Control Unit (VCU) (optional).
A PA announcement can be automatically initiated from the PRAM when:
- the NO SMOKING and SEAT BELTS cockpit switches are set to AUTO
and according to the airline definition,
- a cabin decompression occurs.

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PA LEVEL

PASSENGER ADDRESS SYSTEM OPERATION (3)

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

the PA transmission key must be pressed and held. It comes on green.
To switch on the PA side tone, the PA reception knob must be pressed
and released. It comes on white and controls the side tone volume. A
"PA ALL IN USE" indication appears on all AIPs.

23 - COMMUNICATIONS PASSENGER ADDRESS SYSTEM OPERATION (3) Page 106
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PASSENGER ANNOUNCEMENT FROM COCKPIT / BOOMSET/OXYGEN MASK


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

- put the handset into the cradle or,
- press the RESET button.

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CABIN INTERPHONE SYSTEM D/O (3)

same communication mode, the source with the higher priority will have
GENEAL preference. If they have the same priority, the interphone source which
was dialed first will be given preference.
The cabin and cockpit interphone system is used for the telephone
communications between the ATTeNDant stations and, between the CALL FROM THE CABIN
ATTND stations and the cockpit. A communication is always initiated
by a dial procedure with the attendant handset or by pushbuttons on the Interphone communications are done with the attendant station handsets
CALLS panel in the cockpit. which are connected to the type B Decoder/Encoder Units (DEUs). To
initiate a call, take the handset off the hook and then select the pushbutton
SYSTEM DESCRIPTION on the keyboard. When the communication link is established, all the
visual indications in the cabin are reset when the cabin handset is taken
The Cabin Intercommunication Data System (CIDS) director (DIR)
off its hook. All ATTND stations in the cabin have a RESET key to reset
accepts audio signals from the various interphone sources in the aircraft
the interphone function, and proceeds to a new dialing
and assigns priorities to each source. The DIR does telephone exchange
switching and call functions from cockpit call switch settings or the CALL FROM THE COCKPIT
attendant handset keypad entries. All this is done with reference to the
parameters defined in the Cabin Assignment Module (CAM). Chimes Calls from the cockpit are initiated from the CALLS panel which is
are transmitted via the top line data bus and the DEU A to Passenger connected to the DIRs. Connection of the cockpit to the cabin interphone
Address (PA) loudspeakers. In the cockpit, the amber light (flashing) on system is done using the CABin key and knob on the audio control panels.
the ATTendant transmission key on the audio control panel annunciate The call pushbuttons on the CALLS panel let the crew select the ATTND
interphone calls, accompanied by a buzzer sounds. In the cabin, the area station. On the A321, the CALLS panel has two additional pushbuttons:
call panels and Attendant Indication Panels (AIPs) are used for - the MIDdle pushbutton is used by the crew to select the middle station,
annunciation. - the EXIT pushbutton is used by the crew to select the exit station.
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PRIORITY ALL ATTENDANT CALL (CONFERENCE CALL)

All communication modes are handled with respect to the predefined The conference mode is used for the communication between more than
priorities listed below: two interphone sources.
- 1, emergency call,
CALL FROM COCKPIT
- 2, call from cockpit including an all call from cockpit, and a normal
call from cockpit, When the ALL key is selected on the cockpit CALLS panel, all the
- 3, all call from cabin station, called stations are switched to a common link to the calling station
- 4, normal call from cabin station. including cockpit.
Additionally, all interphone sources have interrelated priorities, as
assigned in the CAM. If more than one interphone source requests the
23 - COMMUNICATIONS CABIN INTERPHONE SYSTEM D/O (3) Page 110
CALL FROM CABIN OPTIONS
When the ALL ATTND key on the cabin handset is selected, all the
called stations are switched to a common link to the calling station CALL CHIME
except the cockpit. When an ATTND station is called from an other ATTND station or
from the cockpit, the high/low chime can be broadcast from:
EMERGENCY CALL - the loudspeakers of the called ATTND station only,
- both all ATTND and passenger loudspeakers.
CALL FROM COCKPIT
The EMERgency CALL pushbutton on the CALLS panel must be MODIFIED AREA CALL PANELS
pressed in order to initiate an emergency call from the cockpit. This Instead of two steady pink lights a steady green light can be triggered
initiates a communication between the cockpit and all cabin stations on the calling station area call panel. The steady green light is used
on a common link. for cabin ATTND to cabin ATTND calls or used for cabin information
to advise the cabin crew that the cockpit is ready to take-off or land.
CALL FROM CABIN
The EMER CALL key on one of the cabin ATTND handsets must be
pressed in order to initiate an emergency call from the cabin. The
calling handset only calls the cockpit.
CALL INDICATIONS
IN THE CABIN
When a call is initiated, visual indications are activated on the AIPs
and area call panels, associated to the called station. High/low chimes
are also broadcast in the assigned zones through the cabin
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loudspeakers.
IN THE COCKPIT
In case of an emergency call activation, the EMER CALL light on
the cockpit CALLS panel and the amber ATT light on the audio
control panels are activated, a buzzer is also broadcast. The aural and
visual cockpit indications are reset with the RESET key on the audio
control panel.

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OPTIONS / MODIFIED AREA CALL PANELS


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SERVICE INTERPHONE D/O (3)

GENERAL
The SerViCE INTerPHone SYStem is a voice communications system
on the ground, between the flight crew and the ground service personnel.
A communication can also be made between the attendant stations and
the dedicated jacks around or in the aircraft.
SYSTEM DESCRIPTION
The SVCE INTPH SYS is made of:
- eight interphone jacks,
- a SVCE INTerphone OVerRiDe switch, with an integral indicator light
located on the maintenance panel in the cockpit,
- five isolation units, If there is a short-circuit condition in a
maintenance-interphone jack-socket, the isolation unit will keep the
effects of the failure on the service interphone system to a minimum.
to the amplifiers in both Cabin Intercommunication Data System (CIDS)
directors.
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23 - COMMUNICATIONS SERVICE INTERPHONE D/O (3) Page 114
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SYSTEM DESCRIPTION

SERVICE INTERPHONE D/O (3)

middle data bus lines to the directors. After conversion to analog signals,
LGCIU AND SERVICE INTERPHONE OVERRIDE they are transmitted to the jacks through audio lines.
CONDITIONS
NOTE: When the CAB and INT keys are pressed (respectively on the
The SVCE INTPH SYS is integrated in the CIDS directors. There are 2 ACPs in the cockpit and on the handset in the cabin), speech
modes to connect the jacks to the SVCE INTPH. communications can be established between the cockpit, the
The automatic mode: cabin stations and the jacks.
On ground only, with the landing gear down and compressed or with the
ground power connected. The Landing Gear Control and Interface Units
(LGCIUs) send a ground signal to the SVCE INTPH SYS, integrated in
the directors.
The manual mode:
The SVCE INT OVRD pushbutton, on the maintenance panel, must be
pressed. Then the white ON light comes on. The aircraft is on the ground
with no signal from the LGCIUs (e.g: The LGCIUs are not supplied).
When the SVCE INT OVRD pushbutton is pressed or when the aircraft
is on jacks, a ground signal is sent to the directors.
OPERATIONS FROM COCKPIT

To establish a speech communication from the cockpit with the SVCE
INTPH jacks, the CABin key and knob on any Audio Control Panel
(ACP), must be pressed. The audio signals are transmitted to the jacks
through the Audio Management Unit (AMU), the SVCE INTPH SYS,
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integrated in the CIDS directors and the audio lines.
OPERATIONS FROM CABIN STATION(S)

To establish a speech communication from the cabin with the SVCE
INTPH jacks, the SVCE key on the cabin attendant handset must be
pressed. The message "SERV INT" is displayed on the calling station
Attendant Indication Panels (AIPs). On all other AIPs, the steady "SERV
INT IN USE" message appears. The audio signals are digitized through
the type B Decoder/Encoder Units (DEUs) and transmitted through the

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PASSENGER CALL SYSTEM D/O (3)

GENERAL OPTIONS
At Cabin Intercommunication Data System (CIDS) power-up a general The following options could be embodied upon customer request:
call reset will be initiated. Any call initiated from a passenger seat or a - two zone PAX to cabin ATTND calls,
lavatory activates aural and visual indications. If no passenger call is - three zone PAX to cabin ATTND calls,
made during boarding time, all seat row numbering lights will be steadily - PAX to cabin ATTND call via cabin ATTND station loudspeakers only,
illuminated. If a passenger call is made during boarding time, the - central reset of PAX calls for all zones from the Forward Attendant
respective seat row numbering light will flash. Panel (FAP),
- central reset of PAX calls zone wise, from the FAP and Additional
PASSENGER TO CABIN ATTND CALL FROM PASSENGER Attendant Panel (AAP),
SEAT (ONE CABIN ZONE) - PAX call indication on Attendant Indication Panels (AIP),
- chime inhibition for PAX to cabin ATTND calls.
When a passenger (PAX) seat PAX call pushbutton is pressed on the
Any of these options, once adopted, will be integrated in the Cabin
Passenger Service Unit (PSU), the following actions occur:
Assignment Module (CAM).
- the associated seat row numbering light comes on,
- a high 1 chime is broadcast over all ATTeNDant and PAX loudspeakers, 2/3 CABIN ZONES
- the blue light on all Area Call Panels (ACPs) comes on steady. When a passenger seat PAX call pushbutton is pressed on the PSU,
If several pushbuttons are pressed simultaneously, a maximum of three the following actions occur:
chimes sound. The call indications associated with an activated pushbutton - the blue visual indication of a PAX to cabin ATTND call will be
are reset when the same pushbutton is pressed a second time. effective on the ACP assigned to the PAX compartment where the
call has been initiated,
PASSENGER TO CABIN ATTND CALL FROM
- the aural call annunciation (1 high chime) will be broadcast via the
LAVATORIES (ONE CABIN ZONE)
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cabin and ATTND loudspeakers assigned to the PAX compartment

Basic version: When a lavatory call pushbutton is pressed, the following where the call has been initiated.
actions occur: PASSENGER TO CABIN ATTND CALL VIA CABIN
- the integrated call light comes on, ATTND STATION LOUDSPEAKERS ONLY
- a chime is broadcast over all ATTNDs and PAX loudspeakers,
The visual call annunciation will be effective on the ACP assigned to
- the amber light comes on steady on the respective ACP,
the PAX compartment where the call has been initiated. The aural
- the respective lavatory call amber light comes on.
call annunciation will be broadcast via the cabin ATTND loudspeakers
Pressing the respective lavatory call pushbutton a second time resets the
assigned to the PAX compartment where the call has been initiated.
associated call indications.

23 - COMMUNICATIONS PASSENGER CALL SYSTEM D/O (3) Page 118
CENTRAL RESET OF PASSENGER CALLS FOR ALL
ZONES FROM THE FAP
A specific central reset button for all PAX calls from all zones is
installed on the FAP. Both aural and visual indications are reset when
this pushbutton is pressed.
CENTRAL RESET OF PASSENGER CALLS ZONE WISE
FROM THE FAP AND AAP
A central reset button for the forward section is installed on the FAP.
A central reset button for the aft section is installed on the AAP.
PASSENGER CALL INDICATION ON AIP
The seat row number with a LH or RH reference or the location of
the respective lavatory will be displayed in clear text on the AIPs. A
second call received will be displayed after reset of the first call, if
more than one call and if designed for any AIP. The respective
indications disappear when the call has been reset by pushing the
CALL button again. If two or three zones PAX call is selected, the
individual calls will be indicated only on the AIPs which are assigned
to that particular PAX compartment call zone.
CHIME INHIBITION FOR PASSENGER TO CABIN
ATTND CALLS
A CHIME INHIBIT button installed on the FAP for chime inhibition.
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The button must be pushed in order to inhibit the call chimes. If the
button is pushed again the call chime is activated again. Only the
chime is inhibited, visual indications remain unaffected.
CALL FROM PCU
If a Passenger Entertainment System (PES) is installed on the aircraft
with the Passenger Services System (PSS) embodied, a PAX to cabin
ATTND call can be initiated from the Passenger Control Unit (PCU).
The results of this call are the same as the one defined when the call
is initiated from the PSU with all possible options.

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OPTIONS / CALL FROM PCU


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PASSENGER LIGHTED SIGNS D/O (3)

indication: One low chime is broadcast via all cabin and all ATTND
GENERAL loudspeakers when the signs are switched on/off.
No Smoking (NS) signs on is achieved by a 3-position switch AUTOMATIC MODE
(ON/AUTO/OFF) in the flight compartment for NS and EXIT signs in There is no automatic mode in the basic version.
the passenger compartment. Fasten Seat Belt (FSB) and return to seat
signs on is achieved by a 2-position switch (ON/OFF) in the flight EXCESSIVE ALTITUDE
compartment for FSB signs in the passenger compartment and the return
to seat signs in the lavatories. A class divider will be installed in the cabin In case of excessive altitude the FSB, return to seat, NS and the EXIT
when more than one cabin zone is adopted. signs switch on automatically.
NS AND EXIT SIGNS OPTIONS
MANUAL MODE The following options can be embodied upon customer request:
- flashing mode of passenger light signs,
In manual mode, the 3-position switch installed in the flight
- chime activation at signs "ON" operation only,
compartment can be set in the ON/OFF position for
- automatic FSB signs control at landing gear down and locked,
activation/deactivation of the NS and EXIT signs. Visual indication:
- automatic FSB signs control when slats and flaps are activated,
the NS at the seat rows and the EXIT signs are switched on/off. Aural
- automatic NS signs control when slats and flaps are activated,
indication: one low chime is broadcast via all passenger and all
- combined NS/seat row numbering signs.
attendant (ATTND) loudspeakers when the signs are switched on/off.
AUTOMATIC MODE Assignment Module (CAM).
For the automatic mode, the 3-position switch installed in the flight FLASHING MODE OF PASSENGER LIGHTED SIGNS
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compartment has to be set in the AUTO position. When the landing

The FSB and NS will flash for approximately five seconds, when the
gear is down and locked the NS and EXIT signs are switched on. The
related switches in the flight compartment are set to the ON position.
visual and aural indications are the same as in the manual mode.
After expiration of this time period the signs will remain on and steady
FSB AND RETURN TO SEAT SIGNS until they are switched off.
CHIME ACTIVATION AT SIGNS ON OPERATION
MANUAL MODE
ONLY
The2-position switch installed in the flight compartment can be set
The passenger attention low-chime broadcast through the passenger
in the ON/OFF position for activation/deactivation of the FSB and
and cabin attendant station loudspeakers will be initiated only when
return to seat signs. Visual indication: the FSB signs at the seat rows
the SEAT BELTS or the NO SMOKING signs are switched on.
and the return to seat signs at the lavatories are switched on/off. Aural

23 - COMMUNICATIONS PASSENGER LIGHTED SIGNS D/O (3) Page 122
AUTOMATIC FSB SIGNS CONTROL AT LANDING
GEAR DOWN AND LOCKED
The FSB signs in the passenger compartment and the return to seat
signs in lavatories will come on if the SEAT BELTS switch in the
flight compartment is in the auto position and the landing gear is down
locked.
AUTOMATIC FSB SIGNS CONTROL WHEN SLATS
AND FLAPS ARE ACTIVATED
The FSB signs in the passenger compartment and the return to seat
signs in lavatories will come on if the SEAT BELTS switch in the
flight compartment is in AUTO position and the slats and flaps are
activated.
AUTOMATIC NS SIGNS CONTROL WHEN THE SLATS
The NS signs in the passenger compartment will come on if the NO
SMOKING switch in the flight compartment is in the AUTO position
and the slats and flaps are activated.
COMBINED NS/SEAT ROW NUMBERING SIGNS
A combined NS and seat row numbering sign will be installed in each
Passenger Service Unit (PSU). The additional NS signs are activated
in parallel to the basic signs installed on the PSUs.
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NO ELECTRONIC DEVICE SIGNS

At customer request, the NS signs can be replaced by the no electronic
device signs.

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OPTIONS / NO ELECTRONIC DEVICE SIGNS


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PRERECORDED ANNOUNCEMENT & BOARDING MUSIC D/O(3)

play. Both reproducers are controlled from the audio module installed
GENERAL on the FAP. The PRAM is automatically initialized at aircraft power-up
when the reproducer receives 115V AC. The PES audio reproducer is
The function of the Prerecorded Announcement and Music (PRAM)
powered when the PES ON/OFF pushbutton is selected on the audio
reproducer is to play prerecorded messages. It also plays Boarding Music
module in the FAP.
(BGM) programs on a cassette tape to the passengers through the aircraft
Passenger Address (PA) system. The PRAM is controlled by the audio PRERECORDED ANNOUNCEMENTS OPERATION
module, which is a part of the Forward Attendant Panel (FAP). It is
installed in the cabin at the forward attendant station. The PRAM and During the initialization, the Light Emitting Diode (LED) display on the
the audio module are connected with two ARINC 429 data buses through audio module is not shown. The least significant digit LED of the
the Cabin Intercommunication Data System (CIDS) active director (DIR) announcer display on the audio module in the FAP will show "0" when
to receive and transmit control data. The PRAM reproducer is installed the initialization is complete. The operation procedures to program and
in the aft avionics compartment. play the announcements are controlled via keys on the audio module in
the FAP:
PRERECORDED ANNOUNCEMENTS ENTER:
When the ENTER pushbutton is pushed, the cursor moves into the MEMO
The PRAM reproducer has two cassette decks. Up to 256 prerecorded
1 position. The required message is keyed-in on the keyboard and appears
announcements are stored on two tapes in the prerecorded announcement
on the MEMO 1 display. When the ENTER pushbutton is pushed again,
reproducer (each minimum 30 s). The PRAM has the capability to produce
the keyed-in data is accepted. The READY light comes on when the
an emergency announcement in the event of a rapid cabin decompression.
PRAM has found the corresponding announcement. The required
An emergency announcement is stored in a solid state stored voice. A
messages for the MEMO 2 and 3 displays are keyed-in the same way as
ground signal from a rapid decompression, triggers, the emergency
for the MEMO 1 display. The messages keyed-in into the MEMO 1, 2
announcement. All functions are remotely controlled from the audio
and 3 display are alternately played from tape deck A and B.
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module in the FAP (except the output level of normal and emergency
CLEAR:
announcements). They are adjustable at the front of the reproducer. The
When the cursor has moved into the related position (MEMO 1, 2 or 3)
prerecorded announcements can be controlled from the audio module in
and the CLEAR pushbutton switch is pushed, the display clears.
the FAP.
START NEXT:
BOARDING MUSIC (BGM) When the START NEXT pushbutton switch is pushed the message shown
on the MEMO 1 display moves up to the ON ANNOUNCE display. The
There are two sources for the BGM: the PRAM and the Passenger MEMO 2 display message then moves up to the MEMO 1 display. The
Entertainment System (PES) audio reproducer. The choice of the BGM message shown on the MEMO 3 display moves up to the MEMO 2
channels is established by each customer. The two cassette decks in the display.
PRAM, give four music channels. The cassette tapes are used alternately. START ALL:
When one is playing the other one rewinds in order to give continuous
23 - COMMUNICATIONS PRERECORDED ANNOUNCEMENT & BOARDING MUSIC D/O(3) Page 126
All messages keyed in into MEMO 1, 2 and 3 will be announced
continuously until the last announcement has finished.
STOP:
When the STOP pushbutton switch is pushed, the message announcement
stops immediately.
BGM OPERATION
The BGM from the PRAM or the PES audio reproducer, when it is
installed, is controlled from the audio module in the FAP with the
following keys: ON/OFF, SEL and VOLUME.
ON/OFF:
When the ON/OFF pushbutton switch is pushed, the light in the
pushbutton switch comes on. Channel 1 is automatically displayed on
the BGM channel display. When the ON/OFF pushbutton is pushed again,
the light goes off.
SEL:
When the SEL pushbutton switch is pushed, the system selects one of
the available channels. These are displayed in a numerical ascending
code (four channels in the mono mode, two in the stereo mode).
VOLUME:
The LEDs on the volume display show the volume level (2 dB steps).
When the (-) pushbutton switch is pushed the volume level decreases.
When the (+) pushbutton switch is pushed the volume level increases.
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OPTIONS
The No Smoking (NS) and Fasten Seat Belt (FSB) announcements can
be stored in the PRAM and can automatically be broadcast through the
PA system in the cabin when the NO SMOKING and SEAT BELTS
switches are set to AUTO position in the cockpit, and the landing gear
and/or flaps/slats conditions are met.

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OPTIONS


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CIDS EVACUATION SIGNALLING D/O (3)

- the ON indicator light in the COMMAND pushbutton switch comes
GENERAL on,
- the EVAC horn gives an intermittent signal.
The EVACuation signaling system is used to supply aural and visual
On the FAP and on the AAP:
signals in the cabin and in the cockpit for evacuation, following a request
- the EVAC indicator lights flash.
from the flight crew or attendants if an emergency condition occurs. The
From the attendant loudspeakers:
system can be controlled either from the cockpit or from the cabin. In
- the EVAC tone is heard as an intermittent signal.
the cockpit, a control panel and a horn for aural indications are installed.
On all the Attendant Indication Panels (AIPs) "EVACUATION ALERT"
The control panel contains:
message is displayed associated with optionally a flashing red light. In
A COMMAND guarded pushbutton to start the signaling or for a complete
this configuration, one of the following actions can be done at a time:
reset with two labels:
- Using the EVAC COMMAND pushbutton, all messages are cancelled
- EVAC: Which flashes red when the system is activated,
in the cockpit and in the cabin,
- ON: Which comes on white when the pushbutton is pressed in.
- Using the EVAC HORN SHUT OFF, the EVAC horn is silenced,
A HORN SHUT OFF pushbutton to turn off the horn in the cockpit.
- Using, on the FAP, the RESET pushbutton, the EVAC tone stops from
A 2-position switch:
the forward attendant loudspeakers,
- CAPTain & PURSer: lets the system be triggered either from the cockpit
- Using, on AAP, the RESET pushbutton, the EVAC tone stops on the
or the cabin,
relevant attendant loudspeakers.
- CAPT: The system can only be triggered from the cockpit.
In the cabin, the system can be controlled from the Forward Attendant ACTIVATION FROM THE CABIN
Panel (FAP) or Additional Attendant Panel (AAP). The system
configuration is defined by each customer. The following keys are used IN COCKPIT: SWITCH TO CAPT & PURS POSITION
for this purpose: The EVAC CAPT PURS/CAPT switch to the CAPT PURS position.
- RESET: Cancels the evacuation tone in the corresponding door area The system can be activated from any of the attendant stations by
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attendant loudspeakers, using the FAP/AAP CMD key. When the CMD key is pressed, the
- EVAC: Signals the EVAC signaling activation (EVAC alert signal), following actions will occur:
- CMD: Used to activate the EVAC signaling and to display an EVAC - the EVAC indicator light in the COMMAND pushbutton switch, on
COMMAND indication. the overhead panel, flashes,
- the EVAC horn, in the cockpit broadcasts an intermittent signal,
ACTIVATION FROM THE COCKPIT
- the CMD indicator light in the EVAC CMD key comes on, on the
The system can be activated by using the COMMAND guarded related panel,
pushbutton on the EVAC panel located on the overhead panel. The - the EVAC indicator light comes on, on all attendant panels,
following indications will occur: - the EVAC tone is heard as an intermittent signal, from all attendant
- the EVAC indicator light in the COMMAND pushbutton switch flashes, loudspeakers,

23 - COMMUNICATIONS CIDS EVACUATION SIGNALLING D/O (3) Page 130
- the "EVACUATION ALERT" message is displayed on all the AIPs
associated with optionally a flashing red light.
In this configuration, one of the following actions can be done at a
time:
- pressing the RESET key on one attendant panel, cancels the EVAC
tone from the relevant attendant area loudspeakers,
- pressing the EVAC CMD pushbutton on the related panel cancels
all EVAC messages in the cockpit and in the cabin.
IN COCKPIT: SWITCH TO CAPT POSITION
The EVAC CAPT PURS & CAPT switch to the CAPT position. When
one of the EVAC CMD pushbuttons is selected in the cabin, the
following actions occur:
- the CMD indicator light in the related EVAC CMD key comes on,
- the EVAC indicator light in the COMMAND pushbutton switch, on
the overhead panel, in the cockpit, flashes,
- the EVAC horn broadcasts an intermittent signal for approximately
3 seconds.
In this configuration:
- pressing the EVAC CMD pushbutton on the corresponding panel,
cancels the green indicator light on that panel and the EVAC message
and the horn in the cockpit.
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ACTIVATION FROM THE CABIN / IN COCKPIT: SWITCH TO CAPT POSITION


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CIDS WARNINGS (3)

GENERAL
All BITE results are stored in the director (DIR) BITE dedicated memory
with failure indication shown on the Cabin Intercommunication Data
System (CIDS) CAUTion light, the ECAM EWD, the STATUS page on
the ECAM SD, the MCDU and the Programming and Test Panel (PTP).
Some failures or combination of failures cause immediate indication on
ECAM and single chime activation. A failure in the initialization process
in DIR 1 causes:
- display of the STatuS reminder on the EWD,
- display of CIDS 1 message on the STATUS page (on request).
NOTE: The STATUS page does not appear automatically after a

warning.
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23 - COMMUNICATIONS CIDS WARNINGS (3) Page 134
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GENERAL

CIDS WARNINGS (3)

CIDS 1 + 2 FAULT
If a failure of:
- both directors,
- 50% of all type A Decoder/Encoder Units (DEUs),
- 20% of adjacent type A DEUs zone wise,
- all type B DEUs with connected handset,
happens, the single chime sounds, the ECAM MASTER CAUT comes
on in the cockpit and the CIDS CAUT light comes on, on the Forward
Attendant Panel (FAP). The failure message is shown on the ECAM
EWD, and on request, on the STATUS page. A "CIDS FAIL" (check
CIDS functions) message is displayed for cabin crew on the PTP for all
cases. The related message is sent to the Centralized Fault display System
(CFDS)/PTP:
- DIR (via DIR 1 + 2),
- 50% type A DEUs,
- 20% type A DEUs in (x) zone,
- all type B DEUs with handset.
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CIDS 1 + 2 FAULT

CIDS WARNINGS (3)

CIDS CAUTION ON ECAM
When a CIDS caution message is displayed on the ECAM, the detailed
failure message is memorized in the PTP and available on ground on
request. The caution messages on the ECAM are the STS reminder on
the EWD, and the class 2 maintenance message on the STATUS page
which is displayed on request. The DIR continues to send CIDS caution
message to the System Data Acquisition Concentrator (SDAC) until the
fault is corrected. The CIDS caution message on the ECAM is displayed
if one DIR fails.
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CIDS CAUTION ON ECAM

CIDS WARNINGS (3)

CIDS CAUTION LIGHT ON FAP
Some CIDS caution message or failure signals also activate the CIDS
CAUT light on the FAP.
NOTE: The CIDS CAUT light can be reset in flight, but comes on again
on the ground (landing gear down and locked). The light cannot
be reset on the ground. When a CIDS CAUT occurs, the
respective failure message is displayed on the PTP.
The CIDS CAUT light comes on if :
- both DIRs fail,
- 50% of all type A DEUs fail,
- 20% of adjacent type A DEUs fail zonewise,
- all type B DEUs with a connected handset fail,
- no data from Smoke Detection Control Unit (SDCU) channel 1 and 2,
- the lavatory smoke detector fails (option),
- lavatory fire extinguisher bottle pressure low (by SDCU) (option),
- the heater of the drain mast fails,
- the control unit of the drain mast fails,
- the slides bottle pressure is low,
- the doors bottle pressure is low,
- CIDS top bus,
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- CIDS mid bus,

- DEU-A,
- DEU-B,
- FAP, PTP, Cabin Assignment Module (CAM),
- no data from CAM,
- no data from FAP,
- no data from PTP.

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CIDS CAUTION LIGHT ON FAP

CIDS DIRECTOR INTERFACES (3)

- PES ON/OFF relay,
DIRECTOR INTERFACES - relay board annunciator light test and interface,
- exit signs relay.
Here is the list of director (DIR) interfaces described in this module:
- Centralized Fault Display Interface Unit (CFDIU),
NOTE: The Cabin Intercommunication Data System (CIDS) DIRs 1
- System Data Acquisition Concentrators (SDACs),
and 2 have the same interfaces and the same computations. The
- Audio Management Unit (AMU),
outputs of the director in stand-by mode are disabled, except
- cockpit handset,
the BITE test which can be carried out by the CFDIU.
- service interphone boomsets,
- calls panel, CFDIU
- signs panel, Low speed ARINC 429 data buses are used for BITE data transmission
- oil low pressure relay, to the CFDIU.
- Landing Gear Control and Interface Units (LGCIUs),
- Slat Flap Control Computers (SFCCs), SDAC
- Flight Warning Computers (FWCs), A high speed ARINC 429 data bus is used for transmission of doors
- service interphone override pushbutton, position information from SDAC 1 for activation of the row numbering
- Forward Attendant Panel (FAP), light, after a passenger call during boarding. Four discrete signals are
- Programming and Test Panel (PTP), sent to the SDACs for CIDS operation status information:
- other DIR, - No Smoking (NS) signs,
- cockpit door switch, - Fasten Seat Belt (FSB) signs,
- EVACuation panel, - CIDS operation status,
- EVAC horn, - CIDS caution.
- cabin pressure relay,
AUDIO MANAGEMENT UNIT
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- excessive altitude pressure switches,

- Smoke Detection Control Unit (SDCU), Audio and discrete lines are used for transmission or reception of the
- audio reproducer, Passenger Address (PA) announcements or interphone
- video System Control Unit (SCU), communications. Discrete lines are used for activation or deactivation
- Prerecorded Announcement Module (PRAM), of the PA, interphone, attendant call and attendant call reset functions.
- Passenger Entertainment System (PES) and Passenger Service System COCKPIT HANDSET
(PSS),
A cockpit handset is connected to the directors for PA announcements
- Decoder/Encoder Units (DEUs) B,
to the cabin.
- DEUs A,
- top line cut-off relay,
- pin programming,
23 - COMMUNICATIONS CIDS DIRECTOR INTERFACES (3) Page 142
SERVICE INTERPHONE BOOMSETS FAP
Boomsets are connected to the DIRs for service interphone Low speed ARINC 429 data buses are used for transmission and
communications. reception of the controls, status and BITE system information.
CALLS PANEL PTP
Discrete lines are used for activation of calls to the cabin attendants Low speed ARINC 429 data buses are used for transmission and
or to the ground mechanic with dedicated visual and aural indications. reception of data regarding the cabin programming, system test
activation and system status.
SIGNS PANEL
Discrete lines are used for manually or automatically activating or DIRECTORS
deactivating the info signs in the cabin. Low speed ARINC 429 data buses are used for data exchange between
the active and standby DIRs. The discrete lines are used for the
OIL LOW PRESSURE RELAY
synchronization of the two DIRs.
A discrete signal is used to automatically increase or decrease the PA
level in the cabin when the engines are started or stopped. COCKPIT DOOR SWITCH
The cockpit door switch discrete signal is used to automatically dim
LGCIU
the lights and attenuate the PA level, at the entrance door, when the
Two discrete lines are used for incrementation of the fault memory engines are running and the door is open.
or activation or deactivation of the service interphone and NS/FSB
signs when the info switches are in the auto position. EVAC PANEL
Discrete lines are used to activate or deactivate aural and visual
SFCC
indications in the cockpit and cabin after activation of the EVAC
Discrete signals are used for automatically activating or deactivating system.
the NS/FSB info signs in the cabin.
EVAC HORN
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FWC
An analog signal activates the EVAC aural signal.
A discrete line is used for activation of aural warnings in the cockpit,
through the FWC. CABIN PRESSURE RELAY
The cabin pressure relay discrete signal is used to automatically
SERVICE INTERPHONE OVERRIDE PUSHBUTTON
increase the PA level in the cabin in case of rapid cabin decompression
A discrete line is used to activate or deactivate the service interphone when the cabin altitude is above 14.000 feet.
system when the aircraft is in flight or on the ground with the landing
gear not compressed and the external power plug not connected. EXCESSIVE ALTITUDE PRESSURE SWITCHES
Discrete lines are used to automatically activate or deactivate the NS,
FSB, return to seat and EXIT signs in the cabin, when the cabin
altitude is above 11.300 feet.
SDCU DEU A
Low speed ARINC 429 data buses are used for transmission of the Four bi-directional top data bus lines are used for the transmission of
smoke detection warnings information to the FAP and of the smoke the controls, audio data, BITE and status information of the various
detectors status to the PTP and CFDIU through the DIRs. passenger cabin systems.
AUDIO REPRODUCER TOP LINE CUT-OFF RELAY
Audio lines are used for broadcasting the Boarding Music (BGM) in The top line cut-off relay discrete signal is used to activate or
the cabin. Discrete signals from the DIRs are used to interrupt the deactivate the top line cut-off relays when the emergency mode is
program and to initiate the audio reproducer test, to select the BGM activated, in order to cut the supply of the type A DEUs and decrease
channel and to control the volume of the music. the power consumption.
VIDEO SCU PIN PROGRAMMING
Audio and discrete lines are used for transmission of the video sound Discrete signal is used to determine the active or standby DIR.
to the dedicated zone, according to the keyline control. Low speed
PES ON/OFF RELAY
ARINC 429 data buses are used for status and BITE system
transmission. A discrete signal is used to power the PES: Main Multiplexer (MMUX)
and the PES reproducer.
PRAM
RELAY BOARD ANNUNCIATOR LIGHT TEST AND
Audio and discrete lines are used for the broadcasting of the BGM
and prerecorded passenger address announcements, manually or INTERFACE
automatically activated by controls. The low speed ARINC 429 data Discrete lines are used for activation or deactivation of the indicator
buses are used for transmission of the BITE and status system and lights when a function or system is activated or deactivated.
also for remote control and selection of the prerecorded announcements EXIT SIGNS RELAY
with the PRAM page of the PTP.
Discrete line is used for activation or deactivation of the EXIT signs
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PES &PSS when the NS signal, from the signs panel, or the SIGNS ON signals,
Audio and discrete lines are used for PA announcement distribution from the excessive altitude pressure switches, are activated or
according to the PA zone keyline. Low speed ARINC 429 data buses deactivated.
are used for control, monitoring and BITE system transmission. The
DIRs transmit a discrete signal to the main multiplexer PES unit in
order to initiate the test of the system.
DEU B
Two bi-directional middle data bus lines are used for the transmission
of the controls, audio data, BITE and status system information of the
attendant cabin systems.
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DIRECTOR INTERFACES / EXIT SIGNS RELAY

FAP, AAP & PTP INTERFACES (3)

FAP INTERFACES
The Forward Attendant Panel (FAP) is connected to the directors (DIRs)
through two ARINC 429 low speed data buses.
Through these buses, the FAP transmits data for controlling and
monitoring of the cabin systems and receives data from the active DIR
for signaling. The FAP also transmits, through these lines, its BITE
information:
- a discrete signal is transmitted to the Emergency Power Supply Units
(EPSUs) for activation of the emergency lighting,
- discrete signals connect the FAP and type B Decoder/Encoder Units
(DEUs) for EVACuation activation, reset and indication,
- an analog signal connects the FAP and the water quantity transmitter
for potable water quantity indication,
- an analog signal connects the FAP with the vacuum system controller
for waste quantity indication,
- discrete signal, out of the FAP, for lavatory lighting, passenger reading
lights and cabin attendant work lights,
- a discrete signal for activation of the lavatory water heater,
- a discrete signal for switching on the heating on the FWD and AFT
waste service panel.
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23 - COMMUNICATIONS FAP, AAP & PTP INTERFACES (3) Page 146
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FAP INTERFACES


AAP INTERFACES
The Additional Attendant Panel (AAP) is connected to the relevant type
B DEU, for the control of the cabin systems, through RS 232 lines. The
AAP receives 28V DC power supply from the relevant type B DEU.
Discrete signals connect the AAP to the relevant type B DEU for
activation of the EVAC system signaling, reset and indication. A discrete
signal controls the relevant lavatory water heater. A discrete signal, out
of the AAP, is used for call indication reset.
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AAP INTERFACES


PTP INTERFACES
The PTP is connected to the DIRs through ARINC 429 low speed buses.
A discrete, out of the PTP, initiates the system or battery test of the
EPSUs. The PTP receives a discrete signal which indicates the result of
the system/battery test.
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PTP INTERFACES

PTP SYS TEST & SYS STATUS PAGES PRESENTATION (3)

GENERAL
The following sequence deals with the Programming and Test Panel
(PTP) SYSTEM STATUS and SYSTEM TEST functions. After pressing
the DiSPLay ON pushbutton, the first page gives access to 3 main parts:
- SYSTEM STATUS to get information on the Cabin Intercommunication
Data System (CIDS) and on all connected cabin systems,
- SYSTEM TEST to test CIDS as well as all connected cabin systems,
- PROGRAMMING to change the zoning, (not explained in this module).
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23 - COMMUNICATIONS PTP SYS TEST & SYS STATUS PAGES PRESENTATION (3) Page 152
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GENERAL


SYSTEM STATUS
The SYSTEM STATUS function lets the current status of the CIDS be
monitored. This includes the CIDS and the interfaces to other systems.
In case of no failure, the message is "OK" E.g.: "CIDS OK". In case of
failure, the message is indicated first. E.g.: "SLIDE PRESS LOW".
Selecting the membrane switch next to the failure message gives more
details on the related failure. For maintenance/cabin crew support, the
following systems functions are also monitored:
- lavatory smoke system (detectors and lavatory fire extinguisher
pressure),
- slide bottle pressure,
- doors bottle pressure,
- drain masts,
- doors closed/slides armed status.
NOTE: If an optional system/function is not requested by the customer,

it will not be monitored or shown on the display.
MAINTENANCE
The MAINTENANCE page gives access to the same items as the
Centralized Fault Display System (CFDS) SYSTEM REPORT/TEST
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concerning the CIDS:

- last leg report,
- previous legs report,
- Line Replaceable Unit (LRU) identification,
- fault data,
- class 3 faults,
- ground scan.
In flight, only the "CURRENT LEG REPORT" item is displayed and
available.

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SYSTEM STATUS / MAINTENANCE


SYSTEM STATUS (continued)
LAST LEG REPORT
This display shows the LAST/CURRENT LEG REPORT, with the
date and time of the failure occurrence, the ATA chapter and the name
of the failed unit. It contains class 1+2 failures.
PREVIOUS LEGS REPORT
This display shows the previous legs. It contains class 1+2 failures.
The various failed units can be:
- director (DIR) 1,
- DIR 2,
- Decoder/Encoder Unit (DEU) A,
- DEU B,
- CIDS top bus,
- CIDS middle bus,
- PTP,
- Forward Attendant Panel (FAP),
- System Data Acquisition Concentrator (SDAC) 1+2,
- Emergency Power Supply Units (EPSUs),
- Smoke Detector Control Unit (SDCU) channel 1+2,
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- Cabin Assignment Module (CAM).
NOTE: The PREV LEG report contains the fault information of the
last 64 flight legs and includes the date, time and ATA
chapter.
LRU IDENTIFICATION
The Part Number of the relevant unit is shown.

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SYSTEM STATUS / LRU IDENTIFICATION


- video system.
SYSTEM STATUS (continued)
GROUND SCAN
FAULT DATA The GROUND SCAN indicates all class 1 and 2 failures which are
This display contains the same DATA as "TROUBLE SHOOTING present on ground. For the continuously monitored systems, the ground
DATA" when using the MCDU with the CFDS. It shows: memory will be updated when the failure has been cancelled. For
- the date, non-monitored systems, the update will occur after a DIR power-on
- the leg number, or after a test activation via the PTP or MCDU.
- the hour,
- the number of occurrences,
- a 6 digits code which gives a more precise failure identification.
For example, code 240A07 means DEU A 200RH07 discrete output
or wiring connection pin J2-2.
NOTE: Failures are marked with "LEG 03".

CLASS 3 FAULTS
This display shows class 3 fault messages from the following items:
- CFDIU,
- SDCU channel 1,
- SDCU channel 2,
- SDAC 1,
- sign lamp,
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- call lamp,
- Attendant Indication Panel (AIP),
- Additional Attendant Panel (AAP),
- reading light,
- reading light Printed Circuit Board (PCB),
- power reading light PCB,
- work light FWD, MIDdle, AFT,
- work light PCB FWD, MID,
- power PCB FWD, MID, AFT,
- Passenger Entertainment System (PES) Main Multiplexer (MMUX),
- announcement reproducer,
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SYSTEM STATUS / GROUND SCAN


SYSTEM TEST
The SYSTEM TEST function is used for the test on ground only of the
following units: :
- active DIR,
- CIDS bus,
- DEU A,
- DEU B,
- CAM,
- PTP,
- FAP,
- AAPs,
- AIPs,
- loudspeakers,
- sign lamps,
- Area Call Panels (ACPs),
- passenger call lamps,
- reading/work lights,
- emergency light battery,
- drain masts.
NOTE: Test of the passive director (DIR) 2 is only available via the
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MCDU. (ACT) indicates that director 1 is active.

The RESET function initiates a CIDS power on reset including the
complete power on test. The complete power on test is only done if there
is at least one cabin door open. If there is a failure, it can be read using
the automatically displayed SYSTEM STATUS/MAINTENANCE mode
on the PTP.

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SYSTEM TEST


SYSTEM TEST (continued)
READING/WORK LIGHTS TEST
See ATA 33 for more explanations about EMERGENCY LIGHT
BATTERY test.
NOTE: The reading/work lights test also includes the test of the
decoration lights, if the system is installed.
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SYSTEM TEST / READING/WORK LIGHTS TEST

PTP CABIN RECONFIGURATION (3)

PTP CABIN RECONFIGURATION
This presentation deals with the use of the Programming and Test Panel
(PTP) for cabin reconfiguration. The programming function is used to
change the ZONING or to make a CABIN PROGRAMMING. For the
ZONING mode, no access code is required. But for the CABIN
PROGRAMMING mode, an access code is required. The ZONING
function is used for the selection of the number of zones inside the cabin
as well as the various No Smoking (NS) areas and the class divider. The
class divider is a device which separates the cabin zones. Each cabin zone
begins with a NS zone.
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23 - COMMUNICATIONS PTP CABIN RECONFIGURATION (3) Page 164
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PTP CABIN RECONFIGURATION


PTP CABIN RECONFIGURATION (continued)
CABIN ZONES
For CABIN ZONES programming, the end seat-row number of each
zone has to be entered. The specific functions will then be
automatically adapted. The NS zones begin in accordance with the
respective cabin zones. The NS signs in these zones come on steady.
Here are three asymmetrical cabin zones. The FWD zone ends at
seat-row 03 Right/04 Left, the MIDdle zone ends at seat row 14R/16L
and the AFT zone starts at seat row 15R/17L. In case of symmetrical
cabin zones the numbers will appear only in the right hand positions
of the menu without left hand or right hand separations.
NOTE: Symmetrical or asymmetrical cabin zones are customer

options.
To increase the FWD zone by 3 seat rows on the right section select
06 for the end of the FWD zone. The FWD zone ends now at seatrow
06R/04L and the MID zone starts at seat row 07R/05L. If a change
was made, the flashing message "PARAMETER SAVING" appears.
With the message "PARAMETER SAVED" the saving of the new
configuration to layout M (Modifiable) and into the director (DIR) is
completed. The MODIFICATION counter is incremented and
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displayed (Here M = 019).

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PTP CABIN RECONFIGURATION / CABIN ZONES


PTP CABIN RECONFIGURATION (continued)
NO SMOKING (NS) ZONES
The NS ZONES function gives the seat row numbers of the end of
the NS zones for each cabin zone. The NS zones are modified using
the keyboard in the same way as for the cabin zones.
NOTE: : Entering a zero (0) deletes the NS zone in the respective

cabin zone.
If the layout of cabin zones is changed, the NS zones layout follows
automatically. The number of seat rows in each NS zone will remain
constant except if the cabin zone is smaller than the NS zone. In case
of symmetrical NS zones, the numbers will appear only in the right
hand positions of the menu without left hand or right hand separations.
CLASS DIVIDER (DIV)
There can be passive class dividers without sign lamps or active with
sign lamps. The CLASS DIVIDER programming is used for BITE
related current sensing. In case of cabin reprogramming, the class
divider should be moved manually.
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PTP CABIN RECONFIGURATION / CLASS DIVIDER (DIV)


CAM LAYOUT SELECTION
The CABIN PROGRAMMING function is protected by an access code.
Note that each code digit is marked by a * sign. The Cabin Assignment
Module (CAM) LAYOUT SELECTION function is used for the selection
of a new CAM layout. When activating the Cabin Intercommunication
Data System (CIDS), the last selected layout is loaded from the CAM
into the DIR memory. The programmed layouts are marked with a "<"
or ">" sign. The number of the last selected layout flashes. A new layout
can be selected by pressing the related labeled key. Then this number
flashes and the layout is downloaded into the DIR. The CIDS system
will then be completely updated. The CAM shown here includes three
fixed layouts 1, 2 and 3 (a maximum of 3 fixed layouts can be
programmed) and the modifiable layout M. If layout 1, 2 or 3 are loaded
and modified, they are saved into layout M. The key M should be pressed
in order to load the layout M. If no CAM is available, the last downloaded
layout is maintained in the DIR. If no CAM is available and the last
downloaded layout is defective, the CIDS works with its own layout. In
these cases, the failure message "CIDS FAIL" appears on the SYSTEM
STATUS page.
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CAM LAYOUT SELECTION


STEPS TO MODIFY A SELECTED CABIN LAYOUT
Load the desired layout 1, 2, 3 or M into DIR: Layout 2 is shown as
example.
Select "ZONING" on the PTP:
- by programming steps, the layout data (cabin zones, no-smoker zones,
class divider) is modified in the memory of the DIR (in the RAM),
- after completing the programming, press "RETurn" on the PTP, PTP
displays "PARAMETER SAVING",
NOTE: Note: If "RET" is NOT pressed, the system will operate with
the modified data, until a power interruption causes a restart of
the system. In this case the modified data will be lost and the
old layout "2" will again control the function of the CIDS.
- this stores the modified data in the CAM, layout "M" and in the memory
of the DIR: Electrical Erasable Programmable Read Only Memory
(EEPROM),
- reselection of layouts 1 - 2 - 3 is possible, but "M" holds the modified
"2" version, until a new programming is made.
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STEPS TO MODIFY A SELECTED CABIN LAYOUT


GENERAL CABIN LIGHTS
The cabin lights include:
The Cabin Intercommunication Data System (CIDS) includes: - entrance, windows & ceiling lights,
- the central control components, the DIRectors, - lavatory lights, equipped with LED technology and fluorescent lamp,
- the main user interface, the Flight Attendant Panel (FAP), - attendant lights, equipped with LED technology,
- and the data interfaces, the Decoder/Encoder Units (DEUs). - reading lights, equipped with LED technology.
The cabin interphone and some Passenger Address (PA) audio are
transmitted in a bi-directional way via the Audio Management Unit LOUDSPEAKERS
(AMU) between the cockpit and the DIRs. The cockpit handset is directly The loudspeakers are linked to the Passenger Interface Supply
linked to the DIRs via 1 discrete signal and 2 analog signals. The touch Adapters (PISAs) installed in the Passenger Service Units (PSUs),
screen FAP controls and indicates the status of the CIDS. The and directly connected to DEUs A and stand alone PISAs, close to
PRerecorded Announcement and Music (PRAM), Cabin Assignment the attendant station and in each lavatory. They are all identical and
Module (CAM) and On Board Replaceable Module (OBRM) flash cards are used for:
are integrated into the FAP. - passenger address announcements,
- call chimes (optional).
DEU A
NOTE: One PISA is installed in each PSU.
Maximum of sixteen type A DEUs are installed above the windows in
the cabin ceiling and close to the center ceiling for the DEUs in the PASSENGER CALL
entrance area. Each DEU type A is controlled by the active DIR. The Pushbuttons are fitted in the PSUs above each seat row and in the
DEUs type A are connected to one of the two data-bus top lines (i.e. : lavatories.
two wire twisted and shielded cable). A broken wire in one top-line bus
READING/LIGHT
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will only affect the type A DEUs behind the crack on this bus. The type
A DEUs of the other top-line bus will work without disturbance. Reading lights are supplied by the active CIDS DIR via type A DEUs
and PISAs.
PASSENGER SIGNS
The passenger signs; equipped with Light Emitting Diode (LED) ATTENDANT LIGHT
technology; include NO SMOKING or the optional NO Attendant lights are supplied by the active CIDS DIR via type A DEUs
ELECTRONIC DEVICE lights, FASTEN SEAT BELT lights, NON and the stand alone PISAs.
SMOKER ZONE lights and RETURN TO SEAT lights in the
lavatories. Furthermore, for the passenger call system, the seat row
lights are connected to the type A DEUs.

DEU B AAP
One Additional Attendant Panel (AAP) is installed near the aft (and
A maximum of 8 type B DEUs are installed near the exit doors in the middle for A321) attendant stations.
center ceiling. They are connected to the DIRs via a middle line data bus.
DEU B location may vary with specific airline requirements. POTABLE & WASTE WATER SERVICE PANEL
Due to the door switch on potable or waste water service panel, the
SLIDE PRESSURE SYSTEM
service door open information is sent to the FAP, through a discrete
The DIRs receive signals from the bottle pressure sensors via type B signal to the DEU B, and to the active DIR.
DEUs. If the pressure is low, the message CHECK SLIDE PRESSURE
is displayed on the located zone of the DOORS/SLIDES page on the DRAIN MAST CONTROL UNIT
FAP. The DIRs receive signals from the drain mast control unit via the type
B DEUs. If the drain mast heater or the control unit fails, a related
DOOR PRESSURE SYSTEM
message is displayed and the CAUTion light on the FAP comes on.
The DIRs receive signals from the bottle pressure sensors via type B
DEUs. If the pressure is low, the message CHECK DOOR PRESSURE WASTE LIQUID LEVEL SENSOR
is displayed on the located zone of the DOORS/SLIDES page on the The Liquid Level Sensor (LLS) is installed in the upper section of the
FAP. waste holding tank, it is connected electrically to the DEUs B. When
the waste holding tank content level is at full, the liquid level sensor
CREW INTERPHONE SYSTEM
sends a discrete signal to DEUs B.
The cabin crew interphones are linked to the type B DEUs via 1
discrete and 2 analog audio signals. WASTE LIQUID LEVEL TRANSMITTER
The Liquid Level Transmitter (LLT) is installed in the bottom section
NOTE: From each attendant station it is possible to communicate of the waste holding tank, it is connected electrically to the DEUs B.
with personnel at the service interphone connections. It monitors the contents level in the waste holding tank, the liquid
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EPSU level transmitter sends an analog signal to DEUs B.

The Emergency Power Supply Units (EPSUs) are connected to type FLUSH CONTROL UNIT
B DEUs for the emergency lighting system test. The Flush Control Unit (FCU) is an electronic assembly installed on
AIP the supporting frame of the toilet assembly. The unit controls the time
and sequence of the toilet operation during the flush cycle.
One Attendant Indication Panel (AIP) is installed near each attendant
seat for message purposes. VACUUM GENERATOR
ACP The vacuum generator sends an overheat signal to the type B DEUs
via a discrete line.
One basic and one optional Area Call Panel (ACP), equipped with
LED technology, can be connected to each DEU B.

LAVATORY SMOKE DETECTOR
The lavatory smoke detectors are connected to the type B DEUs via
Controller Area Network (CAN) bus.
WATER QUANTITY TRANSMITTER
The water quantity transmitter transmits an analog signal to the type
B DEUs.
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DEU B / WATER QUANTITY TRANSMITTER


GENERAL FUNCTIONS
For redundancy, the system has two identical directors (DIRs). In normal The DIR is a central control and interface component of the CIDS. The
operation, DIR 1 is active and DIR 2 is in hot stand-by. DIR 2 receives current cabin layout and properties of layout related equipment are stored
and computes the same data as DIR 1 but its outputs are disabled. The in the DIRs. The DIR provides the following functions:
director commands cabin equipment via Decoder/Encoder Units (DEUs). - the transmission of digitized audio signals,
The cargo smoke system is linked by Controller Area Network (CAN) - the transmission of control data and commands,
buses. The Flight Attendant Panel (FAP) is linked by ethernet buses. - the adaptation of received DEU data,
Each DIR is separated in two parts: - the control of other CIDS functional units,
- the DIR main functions with the integrated Vacuum System Control - the control of the FAP,
(VSC) function, - the data transfer to the Passenger Entertainment System (PES),
- the smoke detection board. - the service interphone system,
Both parts work independently with segregated hardware and software. - the control of the Additional Attendant Panel (AAP) via type B DEUs,
System reconfiguration for the installation of options, cabin - the interface to cockpit and avionics compartment,
reconfiguration or Cabin Intercommunication Data System (CIDS) - the handling of cabin systems related inputs and outputs,
expansion is limited to software database changes. These databases are - the control and interface of other systems,
the On Board Replaceable Module (OBRM) and Cabin Assignment - the realization of programming functions,
Module (CAM), downloaded from the FAP to the DIRs, at the power-up. - the realization of test functions,
The CIDS is also designed to detect internal and external faults. The - the activation of emergency mode with minimum power consumption.
CIDS is a Type 1 system. The DIRs are connected by ARINC data buses
to the Centralized Fault Display System (CFDS) for maintenance
purposes. In the normal mode, the SerViCE BUS supplies the FAP, all
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DIRs, and all DEUs with 28V DC. The system operates at full capacity.
In the emergency mode, only the ESSential BUS supplies 28V DC to the
CIDS. The type A DEUs, which are connected to the top lines, are then
only supplied with power when a Passenger Address (PA) signal is
present. If there is no PA signal, the DIR operates the top line cut-off
relays to stop the power supply to the DEUs.

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FUNCTIONS


NORMAL POWER SUPPLY PASSENGER ADDRESS OPERATION
If a PA operation is done, the top line cut-off relay is no longer
The DIRs are continuously energized when the ESS and SVCE BUS are energized, and then the ESS BUS supplies the circuitry in type A
energized. In normal operation, the ESS BUS supplies: DEUs which is necessary for PA operation.
- the active DIR,
- all the circuitry in DEU A which is necessary for PA operation, ESSENTIAL BUS UNAVAILABLE
- all the circuitry in DEU B which is necessary for PA and interphone. If the ESS BUS power is unavailable, circuitry in the directors and
In normal operation, the SVCE BUS supplies: DEUs switches the essential circuits to the SVCE BUS. This fulfills
- the active and the second DIRs, full CIDS capabilities except for emergency mode operation.
- the remaining non essential circuitry of the DEUs,
- the FAP. MAIN BUSES UNAVAILABLE
The DEUs type A, are only supplied with power when there is an audio If the aircraft loses main power: the SVCE BUS and the ESS BUS,
signal. If there is no audio signal, the director operates the Top Line and the emergency exit lights switch is set to arm or on, all CIDS
cut-off relay to stop the power supply to the DEUs. The DEU A power units, which are supplied by ESS BUS, are switched automatically to
transfer relay supplies DEUs A. the HOT BATtery BUS.
NOTE: The SVCE BUS also supplies, the Area Call Panels (ACPs), BITE
the Attendant Indication Panels (AIPs) and the AAP, via DEU
SELF-TEST
B.
On CIDS energization or reset, all DIR interfaces are disabled and
ABNORMAL POWER SUPPLY the DIRs are initialized (self-test). The self-test is repeated periodically.
It also includes a test of the data bus lines. The power connections are
SERVICE BUS UNAVAILABLE
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arranged such that DIR 1 is normally fully active and in control of

If SVCE BUS power is unavailable, the following items of equipment the CIDS. DIR 2 is normally partially active, in a hot-standby mode.
are inoperative: A failure in the initialization process in DIR 1 causes a deactivation
- the second DIR, of the DIR 1 hardware and a switchover of control to DIR 2. If the
- the non essential DEU circuits, self-test of DIR 1 fails, DIR 2 takes over. At the same time, the power
- the FAP. transfer relay is de-energized. This prepares DIR 2 to be supplied
from the ESS BUS in abnormal or emergency mode.
NOTE: The AIPs and the ACPs are also inoperative because they
are supplied with SVCE BUS power by the type B DEUs.

SERVICE BUS FAILURE
The DIRs internal normal power sensing circuits are always checking
if power is available on the SVCE BUS. If the power fails, the
following action occurs:
- as long as DIR 1 is OK, the power transfer relay remains energized,
- via the closed contact, DIR 1 sends a signal to energize the top line
cut-off relay.
With the top line cut-off relay energized the emergency mode is
activated. In emergency mode, the power from the ESS BUS is
disconnected from all type A DEUs as long as no PA announcements
are made.
NOTE: Type B DEUs are directly supplied from the ESS BUS but
only for PA and interphone operations.
PASSENGER ADDRESS ACTIVATION
Activation of the PA system causes the top-line cut-off relay
de-energization by the DIR 1. Power from the ESS BUS supplies the
ESS circuits of type A and B DEUs, and DIRs.. All BITE results are
stored in the DIR BITE dedicated memory. Failure indications may
be given by the following items:
- the CIDS CAUTion light,
- the ECAM warning page,
- the ECAM status page,
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- the respective MCDU pages.

The following items of equipment have their own BITE functions and
send their BITE status to the DIRs:
- each DEU,
- the FAP,
- the connected equipment such as PES.
The DEUs are able to test the connected equipment.

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CIDS TYPE A DEU DESCRIPTION/OPERATION (3)

GENERAL TOP LINE DATA BUS
Top line data buses link the directors (DIRs) to type A Decoder/Encoder One top line data bus on each side of the passenger cabin connect the
Units (DEUs) for passenger related functions. One twisted pair of cable type A DEUs to the directors. Top lines are bi-directional serial high-speed
on each cabin side connects all type A DEUs installed on the same side. data buses.
FUNCTIONS NOTE: Note: The last connection box on the top line includes a bus
termination resistor for impedance matching.
The Cabin Intercommunication Data System (CIDS) uses each type A
DEU to control cabin lighting, signs and cabin loudspeakers according CONNECTION BOX
to cabin parameters programmed in the Cabin Assignment Module
(CAM). The passenger functions are centralized in the Passenger Service Each connection box is connected to a DEU. It gives the DEU its own
Unit (PSU). The Passenger Interface and Supply Adapter (PISA) is the address by the two coding switches. This method enables replacement
PSU interface with the DEU A. A PISA is integrated into each PSU. Each of DEUs without selecting their address.
DEU can control up to 6 PISAs and 2 stand alone PISAs. One PISA
interfaces with: CIDS POWER-UP
- reading light switches and Light Emitting Diode (LED) reading lights, When the CIDS is powered-up or reset, the DIR follows a power-up
- passenger call buttons and call lights/seat row numbering lights, routine. This includes the initialization and testing of each DEU and
- loudspeakers, connected equipment. The test results are transmitted to the DIR which
- No Smoking (NS) and Fasten Seat Belt (FSB) signs. compares them with its programmed data to decide on their status. At
One stand alone PISA interfaces with: least 95 % of possible DEU failures are automatically detected.
- Return To Seat (RTS) signs,
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- loudspeaker, FAIL SAFE OPERATION

- passenger call button and call light.
Each type A DEU interfaces with: A broken wire in one top-line bus will only affect the type A DEUs behind
- PISAs and STA PISAs, the crack on this bus. The sound level of the operable top line is increased
- loudspeakers, to make sure that the Passenger Address (PA) distribution is fulfilled for
- fluorescents strips and ballasts units, the other (not operable) top line side. An open circuit disables all DEUs
- NS and FSB signs. after the break in the line.
EMERGENCY FUNCTIONS
All DEUs operate in emergency mode when the DC SerViCE bus is no
longer powered. The DEUs are then supplied from the DC ESSential

bus. The type A DEU PA circuits and type B DEU interphone circuits
remain operational.
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EMERGENCY FUNCTIONS


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CIDS TYPE B DEU DESCRIPTION/OPERATION (3)

GENERAL MIDDLE LINE DATA BUS
Middle line data buses link the directors (DIRs) to type B One middle line data bus on each side of the passenger cabin connects
Decoder/Encoder Units (DEUs) for cabin crew related functions. One the type B DEUs to the DIRs. Note that the last connection box on the
twisted pair of cable on each cabin side, above the ceiling, connects all middle line includes a bus termination resistor for impedance matching.
type B DEUs installed on the same side. Middle lines are bi-directional serial high-speed data buses.
FUNCTIONS CONNECTION BOX

Up to 8 type B DEUs can be installed in the cabin. The Cabin Each connection box is connected to a DEU. It gives the DEU its own
Intercommunication Data System (CIDS) uses each type B DEU to control address by the two coding switches. This method enables replacement
the different devices needed by the cabin crew and the aircraft systems. of DEUs without selecting their address.
The Attendant Indication Panels (AIPs), located in the cabin crew stations,
indicate (in written form) Passenger Address (PA), INTerPHone (INTPH) CIDS POWER-UP
and other system information to the cabin crew. The Additional Attendant
When the CIDS is powered-up or reset, the DIR follows a power-up
Panel (AAP), located in the aft cabin, to remote control of light, evac and
routine. This includes the initialization and testing of each DEU and
reset. The Area Call Panels (ACPs) located on the ceiling near the cabin
connected equipment. The test results are transmitted to the DIR which
crew stations, draw the cabin crew attention by colored lights. Each cabin
compares them with its programmed data to decide on their status. At
crew station has a handset for passenger address and interphone functions.
least 95 % of possible DEU failures are automatically detected.
The following equipments are connected to type B DEUs:
- drain mast control unit, FAIL SAFE OPERATION
- Emergency Power Supply Units (EPSUs),
A failure of one middle line disables all cabin crew functions in the middle
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- slide and door sensors,

- call lights, line side.
- lavatory smoke detectors,
- waste service panel, EMERGENCY FUNCTIONS
- potable water service panel, All DEUs operate in emergency mode when the DC SerViCE bus is no
- flush control unit, longer powered. The DEUs are then supplied from the DC ESSential
- Liquid Level Sensor (LLS), bus. The type A DEU PA circuits and type B DEU INTPH circuits remain
- Liquid Level Transmitter (LLT), operational.
- potable water quantity transmitter,
- vacuum generator overheat signal.

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EMERGENCY FUNCTIONS

CIDS DEU MOUNT DESCRIPTION (3)

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

connection box of each line, for impedance matching.
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DEU MOUNT DESCRIPTION

FAP PAGES PRESENTATION (1)

- SCREEN 30 sec LOCK to lock the touch function of the screen and
GENERAL be able to clean it,
- EVACuation CoMmanD to initiate an emergency evacuation,
The Flight Attendant Panel (FAP) is the main user interface with the
- EVAC RESET to reset the evacuation lights and audio alert,
Cabin Intercommunication Data System (CIDS). It programs, monitors
- SMOKE RESET to reset the audio smoke alert,
and indicates the status of the CIDS and related cabin systems. It has a
- FAP RESET.
touchscreen and a sub panel.
The following switches are installed on the sub panel:
FAP TOUCHSCREEN - EMERgency (for emergency lights),
The FAP display structure is made of different pages related to the - PAX SYStem to cut off the In-Flight Entertainment (IFE) system
different systems connected to the CIDS. The FAP has its own normally enabled upon power-up (if installed).
software to build the screens using data from the DIRectors. On the The following interfaces are installed on the sub panel:
top left hand corner of the touchscreen, the CAUTion button will turn - USB plug for personal computer connections,
from grey to amber in case of CIDS fault. A message related to this - headphone plug to listen to PRerecorded Announcement and Music
caution will be shown on the heading row to indicate which page to (PRAM) before broadcasting.
select. In some cases, system pages will come up automatically under
failure detection. The Screen Off button, set in the lower left corner, NOTE: Some system pages are protected by a password.
lets switch off the touchscreen. It is also switched off, if no input is
made for more than 10 minutes. The screen is switched on again, if
you touch the screen or in case of an auto event. At the bottom of the
touchscreen, the system and function keys are used to navigate through
the different pages.
FAP SUB PANEL
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The sub panel is used for major functions, which have to operate
independently from the FAP touchscreen. It contains all hard keys
and some interfaces, and it is protected under a transparent cover. The
following hard keys are installed on the sub panel:
- Portable Electronic Device (PED) POWER to switch the portable
electronic device power ON or OFF in all class seats (if installed),
- LIGHTS MAIN ON/OFF to switch the main cabin lights ON or OFF
(100% or 0%),
- LAVatory MAINTenance standing for lavatory maintenance to
switch lavatory lights on (100%),

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GENERAL / FAP SUB PANEL


CABIN STATUS PAGE
This page is used to give an overview of the current cabin status. This
page is shown by using the Cabin Status button on the bottom RH corner
of the touchscreen. The following system overview pages are available
by pressing the FAP system keys or the respective aircraft symbols on
the screen:
- AUDIO page,
- CABIN LIGHTING page,
- DOORS/SLIDES page,
- CABIN TEMPERATURE page,
- WATER/WASTE page.
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CABIN STATUS PAGE


AUDIO PAGE
This page gives access to the BoardinG Music (BGM) and to the
prerecorded announcement messages systems. The BGM controls and
displays are: ON/OFF, CHANnel select and VOLume control. The
PRERECORDED ANNOUNCEMENT controls and displays are: MEMO
keys for ENTER, up/down (memo search), CLEAR ALL, STOP, PLAY
NEXT, PLAY ALL, and SELECT keys for Previous and Next Page,
Open/Close, Direct Play and up/down (select search). The page also has
switches for CABIN SETTINGS:
- Passenger Address (PA) Level (+/- 6 dB with the engines stopped),
- Call Reset to reset passenger calls,
- Chime Inhibit (passenger calls turn on the call lights without chimes).
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AUDIO PAGE


CABIN LIGHTING PAGE
This page is used to control the cabin lighting in the different cabin zones.
Refer to ATA chapter 33 for more information.
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CABIN LIGHTING PAGE


DOORS/SLIDES PAGE
This page shows the doors/slides status on the aircraft:
- a red symbol indicates a door unlocked/open,
- a green symbol indicates a door locked and its escape slide armed,
- an amber symbol indicates a door locked but its escape slide disarmed.
The words "SLIDE DISARMED" are also shown in amber near the
associated symbol.
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DOORS/SLIDES PAGE


CABIN TEMPERATURE PAGE
This page is used for remote control of the air conditioning system. The
page indicates the selected target and actual temperature of the FWD and
aft cabin areas. Note that the temperatures are displayed in degrees Celsius
but, as an option, can beshown in degrees Fahrenheit. FWD and aft areas
can be individually selected and controlled. The RESET switch resets
the temperature control to the cockpit selected values.
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CABIN TEMPERATURE PAGE


WATER/WASTE PAGE
This page is used to give indications on the water and waste tank filling
and system status. Refer to ATA chapter 38 for more information.
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WATER/WASTE PAGE


SMOKE DETECTION PAGE
This page indicates cabin related smoke alert and smoke sensor faults.
Refer to ATA chapter 26 for more information.
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SMOKE DETECTION PAGE


SYSTEM INFO PAGE
This menu gives the status indication of several cabin systems (CIDS
Internal, Ice Protection, Miscellaneous). Additionally, this menu appears
during all flight phases if there is a message for the cabin crew. An amber
light, next to a system switch, indicates that a fault status message is
loaded. The message is shown by pushing the related switch.
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SYSTEM INFO PAGE

# ATTENDANT INDICATION PANEL (AIP) D/O (3)

and one with 8 characters width. The outer left section is used to show
GENERAL the handset status information. The middle section is left blank and
will not be used. The outer right section will show information about
The Attendant Indication Panel (AIP) is a display panel which indicates
the desired interphone station or system function. For special high
the system information processed by the Cabin Intercommunication Data
priority calls, the full width of the top line of the display will be used.
System (CIDS). The AIP is installed near all attendant stations which
have a handset for Passenger Address (PA) and interphone purposes. LOWER ROW
The lower row of the display indicates the system information which
FUNCTIONS
is derived from the CIDS.
The AIP fulfills the following functions:
- display of handset-related information,
- interphone system messages,
- PA system messages,
- passenger (PAX)-lighted signs activation information,
- PAX call indication,
- miscellaneous information.
BITE
The circuitry of the AIP includes BITE circuitry. No internal BITE
memory is available, but a BITE output indicates the operational status
of the AIP. The presence of this output of a 1 Hz waveform indicates
"AIP OK" to the connected Decoder/Encoder Unit (DEU) B. The BITE
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capabilities include power-up tests and automatic periodic tests.
MESSAGES
The AIP has a display area with an alphanumerical display in two rows,
each with 16 characters. Additionally, red and green indicator lights are
available and used as attention getters.
UPPER ROW
The upper row of the display area is used for the indication of
information concerning the cabin and flight crew interphone system.
The upper row is divided into 3 sections, 2 sections with 4 characters
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MESSAGES / LOWER ROW


1)
The texts shown for the handset operation are derived from the
combination of 2 texts shown in the outer left and right sections. The
text shown in the outer left display indicates the operational status of
the associated handset station. The following texts (max. 4 characters)
can appear: (see table 1). Texts shown in the outer right section of the
display area indicate the selected function or, if the station is called,
the designation of the calling station will be displayed. The following
texts will appear:
- PA related messages (see table 2),
- interphone related messages (see table 3),
- indications at called station (outer right section).
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2)
For the indications at the calling station (outer right section), see table
4. For the Indications of high priority interphone functions at all
stations (whole upper row), see table 5. The System Status Related
Messages are available and will be displayed on the lower row of the
display as long as the respective function is done, (see table 6).
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AIP INDICATOR OPERATION
The AIP indicators will be used as attention getters and they will be
operated in conjunction with the respective messages. The operation
of the AIP indicators, with respect to the different system functions,
is listed in the table 7.
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MESSAGES / AIP INDICATOR OPERATION

# AREA CALL PANEL (ACP) INDICATIONS (3)

GENERAL
The Area Call Panel (ACP) is installed at each end of the cabin to the
right and left hand sides of the centerline in the ceiling. The ACP has
four separately controlled fields, each field contains colored Light
Emitting Diodes (LEDs). The lights can be seen from the front or rear of
the ACP. The following colors are the standard colors for the lamps:
- color 1: amber,
- color 4: blue.
The fields are activated either continuously or flashed. They are used as
cabin attendants attention getters. A call via cabin or cockpit interphone
will come on pink on the indicator, a blue light indicates PAX-seat call
and an amber light indicates a lavatory call.
OPERATION
Five discrete connections link each ACP to a nearby Decoder/Encoder
Unit (DEU) B. One is for each field and one for a common connection
to the LEDs. The DEU B switches the LEDs. Any field or combination
of fields can be flashed.
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OPERATION

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# CABIN ATTENDANT HANDSET PRESENTATION (3)

GENERAL
Each attendant station has a handset for public announcement, interphone
dialing and communication. The handset rests in a cradle.
FUNCTION
The handset and cradle fulfill the following functions:
- the hook-off sensing,
- the Push-To-Talk (PTT) switching,
- the Passenger Address (PA) announcement,
- the interphone.
Handset volume adjustment: After removing the keyboard cover, two
potentiometers under the PTT button can be adjusted.
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FUNCTION

23 - COMMUNICATIONS # CABIN ATTENDANT HANDSET PRESENTATION (3) Page 221
PASSENGER ADDRESS SYSTEM DESCRIPTION (3)

GENERAL PRIORITY
The Cabin Intercommunication Data System (CIDS) directors (DIRs) The basic levels of priority arethe following ones:
accept audio signals from the various Passenger Address (PA) sources - 1st priority: Flight compartment,
in the aircraft. The active DIR assigns priorities to each source. It transmits - 2nd priority: Cabin attendant stations,
the signal in digital form via the two top-line data buses to the type A
Decoder/Encoder Units (DEUs) and, optionally via the Passenger - 3rd priority: Prerecorded announcement,
Entertainment System Main Multiplexer (PESMMUX), to each Passenger - 4th priority: BGM and/or entertainment system (if installed).
Control Unit (PCU). The type A DEUs send the signal to the cabin As an option the FWD attendant station could have the 2nd level of
loudspeakers for broadcasting. The announcements can be heard, at each priority, in this case the other attendant stations will have the 3rd level of
passenger seat, with a headset. priority. The levels of priority and the defined options are programmed
in the Cabin Assignment Module (CAM) flash card integrated into the
SOURCES
FAP.
A PA announcement can be manually initiated from the cockpit and from
PA LEVEL
the cabin. The announcement from the cockpit can be initiated with:
- the cockpit handset, The CIDS transmits the PA announcements and the BGM to all passenger
- other equipment: handmic, boomset mic, oxygen-mask mic in related loudspeakers. When an engine is running, the PA volume is
conjunction with the Audio Control Panels (ACPs), increased automatically by + 6 dB, and by + 4 dB in the event of cabin
- the No Smoking (NS) and Fasten Seat Belts (FSB) switches set to ON. depressurization, monitored by the Cabin Pressure Controller (CPC). The
The announcement from the cabin can be initiated with: PA volume is also increased in case of a data bus failure (top line). If
- the attendant handsets, during a PA announcement the cockpit door is opened, there is a volume
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- the Flight Attendant Panel (FAP); from which the prerecorded decrease of the PA announcement in the cockpit door area, to avoid a
announcements, stored in the PRerecorded Announcement and Music feedback with the cockpit. The CIDS gives the possibility to change the
(PRAM) flash card (optional) integrated into the FAP, can be selected volume of chimes and announcements in all defined cabin areas
and initiated, as the BoardinG Music (BGM). Instead of the flash card, independently. To change the settings in one area, the LEVEL
PRAM-audio cassette/compact disc reproducer can be optionally installed. ADJUSTMENT page must be selected on the FAP. The related Adjust
- the Video Control Unit (VCU) if a video system is installed (optional). button must be pushed on the LEVEL ADJUSTMENT page to open the
A PA announcement can be automatically initiated from the PRAM when: related VOLUME ADJUSTMENT subpanel. To select the respective
- the NS or FSB cockpit switches are set to AUTO and the landing gear location the up/down buttons must be pushed on the VOLUME
is down and locked or slats and flaps are activated, ADJUSTMENT subpanel. The volume of announcements and chimes is
- a cabin decompression occurs. increased/decreased by pushing the related plus/minus button on the
subpanel.

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PA LEVEL


PASSENGER ANNOUNCEMENT FROM COCKPIT
HANDMIC
To select an announcement using the handmic, the Passenger Address
(PA) transmission key located on the Audio Control Panel (ACP)
must be pressed and held. It comes on green and connects the
microphone audio to the PA system. Then, pressing the Push-To-Talk
(PTT) SW on the mic, keys the PA system, overriding lower priority
PA sources and broadcasting the speech through the cabin
loudspeakers and the passenger (PAX) headsets. To get the side tone
and to control the volume, when using the headset, the PA reception
knob must be pressed and released. It comes on white. A "PA ALL
IN USE" indication appears on all Attendant Indication Panels (AIPs).
BOOMSET/OXYGEN MASK
To make an announcement using the boomset or the oxygen mask,
the PA transmission key must be pressed and held on the ACP. It
comes on green. The handmic has also the same priority. To switch
on the PA side tone, the PA reception knob must be pressed and
released. It comes on white and controls the side tone volume. A "PA
ALL IN USE" indication appears on all AIPs.
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HANDSET
A handset is mounted on the cockpit center pedestal and contains a
PTT SW. Pressing on the PTT SW keys the PA system, overriding
lower priority PA sources and broadcasting the speech over all PA
loudspeakers and PAX headsets. A "PA ALL IN USE" indication
appears on all AIPs. The fastest way to make a PAX announcement
from the cockpit is, to pick-up the handset, push the PTT SW and talk.

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PASSENGER ANNOUNCEMENT FROM COCKPIT / HANDSET


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

- put the handset into the cradle or,
- press the RESET button.

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# CABIN INTERPHONE SYSTEM D/O (3)

same communication mode, the source with the higher priority will have
GENEAL preference. If they have the same priority, the interphone source which
was dialed first will be given preference.
The cabin and cockpit interphone system is used for the telephone
communications between the ATTeNDant stations and, between the CALL FROM THE CABIN
ATTND stations and the cockpit. A communication is always initiated
by a dial procedure with the attendant handset or by pushbuttons on the Interphone communications are done with the attendant station handsets
CALLS panel in the cockpit. which are connected to the type B Decoder/Encoder Units (DEUs). To
initiate a call, take the handset off the hook and then select the pushbutton
SYSTEM DESCRIPTION on the keyboard. When the communication link is established, all the
visual indications in the cabin are reset when the cabin handset is taken
The Cabin Intercommunication Data System (CIDS) director (DIR)
off its hook. All ATTND stations in the cabin have a RESET key to reset
accepts audio signals from the various interphone sources in the aircraft
the interphone function, and proceeds to a new dialing
and assigns priorities to each source. The DIR does telephone exchange
switching and call functions from cockpit call switch settings or the CALL FROM THE COCKPIT
attendant handset keypad entries. All this is done with reference to the
parameters defined in the Cabin Assignment Module (CAM). Chimes Calls from the cockpit are initiated from the CALLS panel which is
are transmitted via the top line data bus and the DEU A to Passenger connected to the DIRs. Connection of the cockpit to the cabin interphone
Address (PA) loudspeakers. In the cockpit, the amber light (flashing) on system is done using the CABin key and knob on the audio control panels.
the ATTendant transmission key on the audio control panel annunciate The call pushbuttons on the CALLS panel let the crew select the ATTND
interphone calls, accompanied by a buzzer sounds. In the cabin, the area station. On the A321, the CALLS panel has two additional pushbuttons:
call panels and Attendant Indication Panels (AIPs) are used for - the MIDdle pushbutton is used by the crew to select the middle station,
annunciation. - the EXIT pushbutton is used by the crew to select the exit station.
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PRIORITY ALL ATTENDANT CALL (CONFERENCE CALL)

All communication modes are handled with respect to the predefined The conference mode is used for the communication between more than
priorities listed below: two interphone sources.
- 1, emergency call,
CALL FROM COCKPIT
- 2, call from cockpit including an all call from cockpit, and a normal
call from cockpit, When the ALL key is selected on the cockpit CALLS panel, all the
- 3, all call from cabin station, called stations are switched to a common link to the calling station
- 4, normal call from cabin station. including cockpit.
Additionally, all interphone sources have interrelated priorities, as
assigned in the CAM. If more than one interphone source requests the
23 - COMMUNICATIONS # CABIN INTERPHONE SYSTEM D/O (3) Page 228
CALL FROM CABIN OPTIONS
When the ALL ATTND key on the cabin handset is selected, all the
called stations are switched to a common link to the calling station CALL CHIME
except the cockpit. When an ATTND station is called from an other ATTND station or
from the cockpit, the high/low chime can be broadcast from:
EMERGENCY CALL - the loudspeakers of the called ATTND station only,
- both all ATTND and passenger loudspeakers.
CALL FROM COCKPIT
The EMERgency CALL pushbutton on the CALLS panel must be MODIFIED AREA CALL PANELS
pressed in order to initiate an emergency call from the cockpit. This Instead of two steady pink lights a steady green light can be triggered
initiates a communication between the cockpit and all cabin stations on the calling station area call panel. The steady green light is used
on a common link. for cabin ATTND to cabin ATTND calls or used for cabin information
to advise the cabin crew that the cockpit is ready to take-off or land.
CALL FROM CABIN
The EMER CALL key on one of the cabin ATTND handsets must be
pressed in order to initiate an emergency call from the cabin. The
calling handset only calls the cockpit.
CALL INDICATIONS
IN THE CABIN
When a call is initiated, visual indications are activated on the AIPs
and area call panels, associated to the called station. High/low chimes
are also broadcast in the assigned zones through the cabin
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loudspeakers.
IN THE COCKPIT
In case of an emergency call activation, the EMER CALL light on
the cockpit CALLS panel and the amber ATT light on the audio
control panels are activated, a buzzer is also broadcast. The aural and
visual cockpit indications are reset with the RESET key on the audio
control panel.

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OPTIONS / MODIFIED AREA CALL PANELS


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# SERVICE INTERPHONE D/O (3)

GENERAL
The SerViCE INTerPHone SYStem is a voice communications system
on the ground, between the flight crew and the ground service personnel.
A communication can also be made between the attendant stations and
the dedicated jacks around or in the aircraft.
SYSTEM DESCRIPTION
The SVCE INTPH SYS is made of:
- eight interphone jacks,
- a SVCE INTerphone OVerRiDe switch, with an integral indicator light
located on the maintenance panel in the cockpit,
- five isolation units, If there is a short-circuit condition in a
maintenance-interphone jack-socket, the isolation unit will keep the
effects of the failure on the service interphone system to a minimum.
to the amplifiers in both Cabin Intercommunication Data System (CIDS)
directors.
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23 - COMMUNICATIONS # SERVICE INTERPHONE D/O (3) Page 232
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SYSTEM DESCRIPTION

# SERVICE INTERPHONE D/O (3)

middle data bus lines to the directors. After conversion to analog signals,
LGCIU AND SERVICE INTERPHONE OVERRIDE they are transmitted to the jacks through audio lines.
CONDITIONS
NOTE: When the CAB and INT keys are pressed (respectively on the
The SVCE INTPH SYS is integrated in the CIDS directors. There are 2 ACPs in the cockpit and on the handset in the cabin), speech
modes to connect the jacks to the SVCE INTPH. communications can be established between the cockpit, the
The automatic mode: cabin stations and the jacks.
On ground only, with the landing gear down and compressed or with the
ground power connected. The Landing Gear Control and Interface Units
(LGCIUs) send a ground signal to the SVCE INTPH SYS, integrated in
the directors.
The manual mode:
The SVCE INT OVRD pushbutton, on the maintenance panel, must be
pressed. Then the white ON light comes on. The aircraft is on the ground
with no signal from the LGCIUs (e.g: The LGCIUs are not supplied).
When the SVCE INT OVRD pushbutton is pressed or when the aircraft
is on jacks, a ground signal is sent to the directors.
OPERATIONS FROM COCKPIT

To establish a speech communication from the cockpit with the SVCE
INTPH jacks, the CABin key and knob on any Audio Control Panel
(ACP), must be pressed. The audio signals are transmitted to the jacks
through the Audio Management Unit (AMU), the SVCE INTPH SYS,
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integrated in the CIDS directors and the audio lines.

To establish a speech communication from the cabin with the SVCE
INTPH jacks, the SVCE key on the cabin attendant handset must be
pressed. The message "SERV INT" is displayed on the calling station
Attendant Indication Panels (AIPs). On all other AIPs, the steady "SERV
INT IN USE" message appears. The audio signals are digitized through
the type B Decoder/Encoder Units (DEUs) and transmitted through the

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PASSENGER CALL SYSTEM D/O (3)

GENERAL OPTIONS
At Cabin Intercommunication Data System (CIDS) power-up a general The following options could be embodied upon customer request:
call reset will be started. Any call started from a passenger seat or a - two zone PAX to cabin ATTND calls,
lavatory activates aural and visual indications. If no passenger call is - three zone PAX to cabin ATTND calls,
made during boarding time, all seat row numbering lights will be - PAX to cabin ATTND call via cabin ATTND station loudspeakers only,
continuously lighted. If a passenger call is made during boarding time, - central reset of PAX calls for all zones on the AUDIO page, on the
the respective seat row numbering light will flash. Flight Attendant Panel (FAP),
- central reset of PAX calls zone wise, on the AUDIO page, on the FAP
PASSENGER TO CABIN ATTND CALL FROM PASSENGER and on the Additional Attendant Panel (AAP),
SEAT (ONE CABIN ZONE) - PAX call indication on Attendant Indication Panels (AIPs),
- chime inhibition for PAX to cabin ATTND calls.
When a passenger (PAX) seat call P/B is pressed on the Passenger Service
Unit (PSU):
Assignment Module (CAM) flash card into the FAP.
- the associated seat row numbering light comes on,
- a high 1 chime is broadcasted over all attendant (ATTND) and PAX 2/3 CABIN ZONES
loudspeakers, When a passenger seat PAX call P/B is pressed on the PSU:
- the blue Light Emitting Diode (LED), on all Area Call Panels (ACPs) - the visual annunciation (blue) of a PAX to cabin ATTND call will
comes on continuously. be effective on the ACP assigned to the PAX compartment where the
If several P/Bs are pressed simultaneously, a maximum of three chimes call has been initiated,
sound. The call indications associated with an activated P/B are reset - the aural call annunciation (1 high chime) will be broadcasted via
when the same P/B is pressed a second time. the cabin and ATTND loudspeakers assigned to the PAX compartment
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where the call has been initiated.

PASSENGER TO CABIN ATTND CALL FROM
LAVATORIES (ONE CABIN ZONE) PASSENGER TO CABIN ATTND CALL VIA CABIN
ATTND STATION LOUDSPEAKERS ONLY
Basic version: When a lavatory call P/B is pressed:
The visual call annunciation will be effective on the ACP assigned to
- the integrated call light comes on,
the PAX compartment where the call has been initiated. The aural
- a chime is broadcasted over all ATTNDs and PAX loudspeakers,
call annunciation will be broadcasted via the cabin ATTND
- the amber LED comes on continuously on the respective ACP,
loudspeakers assigned to the PAX compartment where the call has
- the respective lavatory call amber LED comes on.
been initiated.
Pressing the respective lavatory call P/B a second time resets the
associated call indications.

CENTRAL RESET OF PASSENGER CALLS FOR ALL The results of this call are the same as the one defined when the call
ZONES FROM THE FAP is initiated from the PSU with all possible options.
A specific Call Reset button for all PAX calls from all zones is
localized on the AUDIO page on the FAP. Both aural and visual
indications are reset when this P/B is pressed.
CENTRAL RESET OF PASSENGER CALLS ZONE WISE
FROM THE FAP AND AAP
A central reset button for the forward section is localized on the
AUDIO page on the FAP. A CALL RESET button for the aft section
is installed on the AAP.
PASSENGER CALL INDICATION ON AIP
The seat row number with a LH or RH reference or the location of
the respective lavatory will be shown in clear text on the AIPs. A
second received call will be shown after reset of the first call, if more
than one call if designed at any AIP. The respective indications
disappear when the call has been reset by pushing the CALL button
again. If two or three zone PAX calls are selected, the individual calls
will be indicated only on the AIPs which are assigned to that particular
PAX compartment call zone.
CHIME INHIBITION FOR PASSENGER TO CABIN
ATTND CALLS
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A chime Inhibit button is set on the AUDIO page on the FAP for
chime inhibition. The button must be pushed in order to inhibit the
call chimes. If the button is pushed again the call chime is activated
again. Only the chime is inhibited, visual indications remain
unaffected.
CALL FROM PCU
If a Passenger Entertainment System (PES) is installed in the aircraft
with the Passenger Services System (PSS) embodied, a PAX to cabin
ATTND call can be initiated from the Passenger Control Unit (PCU).

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OPTIONS / CALL FROM PCU


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PASSENGER LIGHTED SIGNS D/O (3)

GENERAL FASTEN SEAT BELT AND RETURN TO SEAT SIGNS
No Smoking (NS) signs lighting is achieved by a 3 position NO MANUAL MODE
SMOKING SW (ON/AUTO/OFF) in the flight compartment for NS and The 2 positions SEAT BELTS SW installed in the flight compartment
EXIT signs in the cabin. Fasten Seat Belt (FSB) and Return To Seat can be set in the ON/OFF position for activation/deactivation of the
(RTS) signs lighting is achieved by a 2 position SEAT BELTS SW FSB and RTS signs. Visual indication: The FSB signs at the seat row
(ON/OFF) (AUTO third position in option) in the flight compartment signs and the RTS signs at the lavatories are switched on/off. Aural
for FSB signs in the cabin and the RTS signs in the lavatories. indication: One low chime is broadcast via all cabin and all ATTND
loudspeakers when the signs are switched on/off.
NO SMOKING AND EXIT SIGNS
AUTOMATIC MODE
MANUAL MODE
There is no automatic mode in the basic version.
In manual mode, the 3 position NO SMOKING SW installed in the
flight compartment can be set in the ON/OFF position for NOTE: The AUTO third position is available as an option on the
activation/deactivation of the NS and EXIT signs. Visual indication: SEAT BELTS SW and the signs will, normally be activated
The NS at the seat rows and the EXIT signs are switched on/off. Aural at SLAT/FLAP extension, if in AUTO position.
indication: One low chime is broadcast via all passenger and all
ATTeNDant loudspeakers when the signs are switched on/off. All the EXCESSIVE ALTITUDE
NS signs (including cabin crew NS signs) can be switched on by
selecting the NON SMOKER A/C button on the CABIN In case of excessive altitude the FSB, RTS, NS and the EXIT signs switch
PROGRAMMING page of the Flight Attendant Panel (FAP), all NS on automatically.
and attendant NS signs are switched on, regardless of the position of
OPTIONS
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the cockpit switches. This does not affect the EXIT signs.
AUTOMATIC MODE The following options can be embodied upon customer request:
- flashing mode of passenger lighted signs,
For the automatic mode, the 3 position NO SMOKING SW installed - chime activation at signs "ON" operation only,
in the flight compartment has to be set in the AUTO position. When - automatic FSB signs control at landing gear down and locked,
the landing gear is down and locked the NS and EXIT signs are - automatic FSB signs control when slats and flaps are activated,
switched on. The visual and aural indications are the same as in the - automatic NS signs control when slats and flaps are activated,
manual mode. - combined NS/seat row numbering signs.
Assignment Module (CAM) flash card.

FLASHING MODE OF PASSENGER LIGHTED SIGNS NO ELECTRONIC DEVICE SIGNS
The FSB and NS will flash for approximately five seconds, when the At customer request, the NS signs can be replaced by the no electronic
related switches in the flight compartment are set to the ON position. device signs.
After expiration of this time period the signs will remain on and steady
until they are switched off.
CHIME ACTIVATION AT SIGNS ON OPERATION
ONLY
The passenger attention low-chime broadcast through the passenger
and cabin attendant station loudspeakers will be started only when
the FSB or the NS signs are switched on.
AUTOMATIC FASTEN SEAT BELT SIGNS CONTROL
AT LANDING GEAR DOWN AND LOCKED
The FSB signs in the passenger compartment and the RTS signs in
lavatories will come on if the SEAT BELTS SW in the flight
compartment is in the AUTO position and the landing gear is down
locked.
AUTOMATIC FSB SIGNS CONTROL WHEN SLATS
The FSB signs in the passenger compartment and the RTS signs in
lavatories will come on if the SEAT BELTS SW in the flight
compartment is in AUTO position and the slats and flaps are activated.
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AUTOMATIC NS SIGNS CONTROL WHEN THE SLATS

The NS signs in the passenger compartment will come on if the NO
SMOKING SW in the flight compartment is in the AUTO position
and the slats and flaps are activated.
COMBINED NS/SEAT ROW NUMBERING SIGNS
A combined NS and seat row numbering sign will be installed in each
Passenger Service Unit (PSU). The additional NS signs are activated
in parallel to the basic signs available on the PSUs.

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OPTIONS / NO ELECTRONIC DEVICE SIGNS


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reproducer. The PES music (or video) is a cabin distribution network,
GENERAL which supplies the In-Flight Entertainment (IFE) and the Passenger
Service System (PSS) functions to the passenger seats. The IFE transmits
The PRerecorded Announcement and Music (PRAM) can be a flash card
all installed audio programs and video sounds to the passengers. In
type, directly plugged into the Flight Attendant Panel (FAP), or an audio
addition, the director transmits PA announcements to the IFE. On the
cassette/compact disc audio reproducer type. The function of the PRAM
FAP, the PAX SYStem key let switch the power distribution of the IFE
is to play prerecorded messages. It also plays BoardinG Music (BGM)
system on/off. The IFE transmit the PA announcement to the headsets
programs to the passengers through the aircraft Passenger Address (PA)
and the passenger can hear the audio programs through the headset
system. The selection of prerecorded announcement and/or boarding
connected to the jack on the Passenger Control Unit (PCU).
music is made on the AUDIO page of the FAP installed in the cabin at
the forward attendant station. The PRAM audio reproducer is installed OPTIONS
in the after avionics compartment, connected with ARINC 429 data buses
to the Cabin Intercommunication Data System (CIDS) active director to The No Smoking (NS) and Fasten Seat Belt (FSB) announcements can
receive and transmit control data. The FAP, including the PRAM flash be stored in the PRAM and can automatically be broadcast through the
card is linked to the CIDS director via ethernet bus. The Full Authority PA system in the cabin when the NS and FSB switches are set to AUTO
Digital Engine Control (FADEC) interface is for an automatic audio level position in the cockpit, and the landing gear and/or flaps/slats conditions
increase (+ 6 dB) at engine start. The Cabin Pressure Controller (CPC) are met, through respectively the Landing Gear Control and Interface
interface is for automatic announcement and audio level increase (+ 4 Unit (LGCIU) and the Slat Flap Control Computer (SFCC).
dB) in case of cabin depressurization.
FLASH CARD
PRERECORDED ANNOUNCEMENTS
PRERECORDED ANNOUNCEMENTS OPERATION
The prerecorded announcements can be stored in different media, as tape, The PRAM is controlled from the AUDIO page of the FAP, which
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compact disc or flash card. The PRAM has the capability to produce an gives access to the prerecorded announcement messages:
emergency announcement in the event of a rapid cabin decompression - Play All, key and display to start all previously entered
thanks to a ground signal from the rapid decompression sensor. All the announcements,
functions are remotely controlled from the AUDIO page on the FAP, - Play Next, key and display to start the announcement which has
except the output level of normal and emergency announcements for been entered in the first input field,
audio cassette/compact disc audio reproducer type. They are adjustable - Stop, key and display to terminate previously started announcement.
at the front of the reproducer. The activation of a prerecorded announcement sends a "PA IN USE"
message to the Attendant Indication Panel (AIPs).
BOARDING MUSIC
There are two sources for the BGM: The PRAM audio reproducer or
flash card and the Passenger Entertainment System (PES) audio
BGM OPERATION
The BGM is controlled from the AUDIO page of the FAP, which
gives access to the BGM:
- ON/OFF button and indication, to start or stop BGM operation,
- CHANnel select buttons, with channel display to choose the channel,
- VOLume control buttons, with volume display to adjust the volume.
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FLASH CARD / BGM OPERATION


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CASSETTE/COMPACT DISC AUDIO REPRODUCER
PRERECORDED ANNOUNCEMENTS OPERATION
The PRAM is controlled from the AUDIO page of the FAP, which
gives access to the prerecorded announcement messages:
- when the Enter button is pushed, the cursor moves into the MEMO
1 position. The required message is keyed-in on the keyboard and
appears on the MEMO 1 display. When the Enter button is pushed
again, the keyed-in data is accepted. The required messages for the
MEMO 2 or 3 (4, 5, 6) displays are keyed-in the same as for the
MEMO 1 display,
- when the cursor has moved into the related position (MEMO 1, 2,
3, 4, 5, 6) and the Clear button is pushed, the display clears,
- when the Play Next button is pushed the message shown on the
MEMO 1 display moves up to the ON ANNOUNCE display. The
MEMO 2 display message then moves up to the MEMO 1 display.
The message shown on the MEMO 3 display moves up to the MEMO
2 display (etc...),
- when the Play All button is pushed, all messages keyed on MEMO
1, 2, 3, 4, 5, 6 will be announced continuously until the last
announcement has finished,
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- when the Stop button is pushed, the message announcement stops

immediately.
BGM OPERATION
The BGM is controlled from the audio page of the FAP, which gives
access to the BGM:
- ON/OFF button and indication, to start or stop BGM operation,
- CHANnel select buttons, with channel display to choose the channel,
- VOLume control buttons, with volume display to adjust the volume.

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CASSETTE/COMPACT DISC AUDIO REPRODUCER / BGM OPERATION

CIDS EVACUATION SIGNALLING D/O (3)

GENERAL ACTIVATION FROM THE COCKPIT
The EVACuation signaling system is used to send aural and visual signals The system can be activated by using the COMMAND guarded P/BSW
in the cabin and in the cockpit for evacuation, following a request from on the EVAC panel 21VU installed on the overhead panel. The following
the flight crew or attendants if an emergency condition should happen. indications will happen:
The system can be controlled either from the cockpit or from the cabin. - the EVAC indicator light in the COMMAND P/BSW flashes in red,
- the ON indicator light in the COMMAND P/BSW switch comes on
COCKPIT CONTROL
white,
In the cockpit, a control panel and a horn for aural indications are - the EVAC horn gives an intermittent signal.
installed. The EVAC control panel contains: On the FAP and on the AAP:
A COMMAND guarded P/BSW to start the signaling or for a complete - the EVAC RESET button and EVAC indicator light flash in red on the
reset with two labels: respective, FAP hardkey panel and AAP.
- EVAC: Which flashes red when the system is activated, From the attendant loudspeakers:
- ON: Which comes on white when the P/BSW is pressed in. - the EVAC tone is heard as an intermittent signal.
A HORN SHUT OFF P/B to silence the horn in the cockpit. On all the Attendant Indication Panels (AIPs) the "EVACUATION
A two positions switch: ALERT" message is shown associated with flashing red light. In this
- CAPT & PURSer is used to trigger the system either from the cockpit configuration, only one of the following actions can be done at a time:
or the cabin, - by using the EVAC COMMAND P/BSW, all messages are cancelled
- CAPT: The system can only be triggered from the cockpit. in the cockpit and in the cabin,
CABIN CONTROL - by using the EVAC HORN SHUT OFF, the EVAC horn is silenced,
- by using, on the FAP, the EVAC RESET button, the EVAC tone stops
In the cabin, the system can be controlled from the Flight Attendant
from the forward attendant loudspeakers,
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Panel (FAP) or Additional Attendant Panel (AAP). The system

- by using, on AAP, the RESET button, the EVAC tone stops on the
configuration is defined by each customer. The following keys are
relevant attendant loudspeakers.
used for this purpose:
- EVAC RESET (on FAP) or RESET (on AAP): Cancels the ACTIVATION FROM THE CABIN
evacuation tone in the related door area attendant loudspeakers,
- EVAC ComManD (on FAP) or EVAC (on AAP): Signals the EVAC IN COCKPIT: SWITCH TO CAPT & PURS POSITION
signaling activation (EVAC alert signal), The system can be activated from the forward attendant station by
- EVAC CMD (on FAP) or CMD (on AAP): Is used to activate the using the FAP EVAC CMD button, or from the others stations by
EVAC signaling and to show an EVAC COMMAND indication. using the CMD AAP key. When the EVAC CMD button or CMD
key is pressed, the following alerts will happen:
NOTE: The CMD key available on the AAP is installed as an option.

- on the overhead panel, the EVAC indicator light in the COMMAND NOTE: The system shown on the illustration is in EVAC Alert
P/BSW flashes, triggered from cockpit configuration.
- in the cockpit, the EVAC horn broadcasts an intermittent signal,
- on the FAP, the EVAC CMD button light comes on green, and the
EVAC RESET button comes on red and flashes,
- on the related AAP, the CMD indicator light in the key comes on
green, and the EVAC indicator light comes on red,
- the EVAC signaling tone sound as an intermittent signal from all
attendant loudspeakers,
- on all the AIPs, the "EVACUATION ALERT" message comes on
and the red indicator light flashes.
In this configuration, only one of the following actions can be done
at a time:
- pressing the EVAC RESET button on the FAP or RESET key on
the AAP, resets all visual and aural indications in the related zone,
- pressing the EVAC COMMAND P/BSW in the cockpit, or the EVAC
CMD on the FAP, or the CMD key on the AAP, cancels all EVAC
messages in the cockpit and in the cabin.
IN COCKPIT: SWITCH TO CAPT POSITION
When one of the EVAC CMD button on the FAP or CMD key on the
AAP is selected in the cabin, the following alerts happen:
- the EVAC CMD button light on the FAP, and the CMD key indicator
light on the AAP come on green,
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- the EVAC red indicator light in the COMMAND P/BSW, on the

overhead panel 21VU, flashes,
- the EVAC horn broadcasts an intermittent signal for approximately
3 seconds.
In this case, the pilots will decide if the evacuation alert has to be
activated. If there is no activation by the crew members, in this
configuration:
- pressing the EVAC CMD button on the FAP or CMD key on the
AAP, cancels the green indicator light on the panels, the EVAC
message and the horn in the cockpit.

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ACTIVATION FROM THE CABIN / IN COCKPIT: SWITCH TO CAPT POSITION


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CIDS WARNINGS (3)

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

warning.
MAJOR CIDS FAULTS (CLASS 1)

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Class 1 CIDS faults are:

- CIDS DIR 1 and 2 fault,
- a top line bus failure,
- a middle line bus failure,
- 10 % of Decoder/Encoder Units (DEUs) type A failed,
- 50 % of DEUs type B with failed connected handsets.
In each case the cockpit display will be:
MASTER CAUT light (amber), single stroke chime, and an ECAM
message CIDS 1+ 2 FAULT on the EWD (inhibited in flight phases 3,
4, 5, 7 and 8). CIDS 1+2 message will be added to the INOP SYStem

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NON CRITICAL CIDS FAULTS

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CIDS DIRECTOR INTERFACES (3)

GENERAL NOTE: The Cabin Intercommunication Data System (CIDS) DIRs 1
and 2 have the same interfaces and the same computations. The
Here is the list of director (DIR) interfaces described in this module:
outputs of the director in stand-by mode are disabled, except
the BITE test which can be carried out by the CFDIU.
- System Data Acquisition Concentrators (SDACs),
- Audio Management Unit (AMU), CFDIU
- cockpit handset,
- service interphone boomsets, Low speed ARINC 429 data buses are used for BITE data transmission
- calls panel, to the CFDIU.
- signs panel,
- Full Authority Digital Engine Control (FADEC), SDAC
- Landing Gear Control and Interface Units (LGCIUs), A high speed ARINC 429 data bus is used for transmission of doors
- Slat Flap Control Computers (SFCCs), position information from SDAC 1. This information is used by the DIR
- Flight Warning Computers (FWCs), to activate the row numbering light, after a passenger call during boarding.
- service interphone override P/BSW, 5 discrete signals are sent to the SDACs for CIDS operation status
- Flight Attendant Panel (FAP), information:
- other DIR, - No Smoking (NS) signs,
- cockpit door switch, - Fasten Seat Belt (FSB) signs,
- EVACuation panel, - portable electronic device signs,
- EVAC horn, - CIDS operation status,
- PRerecorded Announcement and Music (PRAM) audio reproducer - CIDS caution.
(optional),
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- Decoder/Encoder Units (DEUs) B, AMU

- DEUs A,
- top line cut-off relay, Audio and discrete lines are used for transmission or reception of the
- pin programming, Passenger Address (PA) announcements or interphone communications.
- indicator light control box, Discrete lines are used for activation or deactivation of the PA, interphone,
- exit signs relay, attendant call and attendant call reset functions.
- cargo smoke detectors,
- In-Flight Entertainment (IFE),
COCKPIT HANDSET
- Air Conditioning System Controllers (ACSCs), A cockpit handset is connected to the DIRs for PA announcements to the
- Cabin Pressure Controllers (CPCs), cabin.
- motor start relay vacuum generator.
CALLS PANEL SERVICE INTERPHONE OVERRIDE P/BSW

Discrete lines are used for activation of calls to the cabin attendants or A discrete line is used to activate or deactivate the service interphone
to the ground mechanics with dedicated visual and aural indications. system when the aircraft is in flight or on the ground with the landing
gear not compressed and the external power plug not connected.
SIGNS PANEL
FAP
Discrete lines are used for manually or automatically activate or deactivate
the info signs in the cabin. Ethernet buses are used to control and monitor different cabin system
and the CIDS, and to indicate system status. The FAP can also be used
FADEC to access the Centralized Fault Display System (CFDS) reports. Discrete
line is used for reset.
A discrete signal is used to automatically increase audio level in the cabin
when engine is running. DIRECTORS
LGCIU Low speed ARINC 429 data buses are used for data exchange between
the active and standby directors. The discrete lines are used for the
Two discrete lines are used for incrementation of the fault memory or
synchronization of the two DIRs.
activation or deactivation of the service interphone and NS/FSB signs
when the info switches are in the auto position. COCKPIT DOOR SWITCH
NOTE: Note: The AUTO position on the SEAT BELTs switch is The cockpit door switch discrete signal is used to automatically dim the
available as an option. lights and attenuate the PA announcement level, at the entrance door,
when the engines are running and the cockpit door is open to avoid
SFCC acoustic feedback with the cockpit.
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Discrete signals are used for automatically activate or deactivate the EVAC PANEL
NS/FSB info signs in the cabin.
Discrete lines are used to activate or deactivate aural and visual indications
NOTE: Note: The AUTO position on the SEAT BELTs switch is in the cockpit and cabin after activation of the EVAC system.
available as an option.
EVAC HORN
FWC
An analog signal activates the EVAC aural signal.
An ARINC 429 bus gives to the CIDS Smoke Detection Function (SDF)
information to the FWCs in order to give indications on the ECAM upper
display unit. A discrete line is used for activation of aural warnings in
the cockpit, through the FWC.
PRAM EXIT SIGNS RELAY

Audio and discrete lines are used for the broadcasting of prerecorded A discrete line is used for activation or deactivation of the EXIT signs
messages and BoardinG Music (BGM) programs. The low speed ARINC when the NS signal, from the signs panel, or the SIGNS ON signals, from
429 data buses are used for transmission of the BITE and status system. the Cabin Pressure Controller (CPC), are activated or deactivated.
NOTE: The PRAM can optionally be an audio cassette/Compact Disc CARGO SMOKE DETECTORS
audio reproducer type.
The cargo smoke system is linked by Controller Area Network (CAN)
DEU B buses, for the cargo compartment smoke detection indication.
Two bi-directional middle data bus lines are used for the transmission of IFE (OPTIONAL)
the controls, audio data, BITE and status system information of the cabin
Arinc 429, audio and discrete lines are used for music and video
crew systems.
distribution for the passengers.
DEU A
ACSC
Two bi-directional top data bus lines are used for the transmission of the
Arinc 429 data buses lets individual control of FWD and aft temperature
controls, audio data, BITE and status information of the various passenger
zones of the aircraft through the FAP.
cabin systems.
CPC
TOP LINE CUT-OFF RELAY
Discrete line is used for an automatic announcement and audio level
The top line cut-off relay discrete signal is used to activate or deactivate
increase (4 dB) in case of cabin depressurization. Analog line is used to
the top line cut-off relays when the emergency mode is activated, in order
transmit cabin pressure data for vacuum generator control.
to cut the supply of the type A DEUs and decrease the power
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consumption. MOTOR START RELAY VACUUM GENERATOR

PIN PROGRAMMING Discrete line is linked to the motor starting relay to activate the vacuum
generator according to the altitude.
Discrete signal is used to determine the active or standby director.
INDICATOR LIGHT CONTROL BOX

Discrete lines are used for activation, deactivation, test or dimming of
the EMERgency CALL, SerViCE INTerPHone and PA indication light,
from the ANNunciator LighT P/BSW via the indicator light control box.

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MOTOR START RELAY VACUUM GENERATOR

FAP & AAP INTERFACES (3)

FAP INTERFACES
The Flight Attendant Panel (FAP) is connected to the directors (DIRs)
through ethernet data buses to control and monitor different cabin systems
and the Cabin Intercommunication Data System (CIDS). The FAP
receives discrete signals from DIRs for FAP reset. To activate emergency
lights, the FAP is also connected to the emergency lighting system via
discrete signals.
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FAP INTERFACES

FAP & AAP INTERFACES (3)

AAP INTERFACE
The Additional Attendant Panel (AAP) processing module is connected
to the relevant type B Decoder/Encoder Unit (DEU), through RS 232
data buses, to let the attendants to control certain cabin system. The AAP
receives 28V DC power supply from the relevant type B DEU. The AAP
is connected to the relevant type B DEU for:
- activation of the EVACuation system signaling, reset and indication,
- local Light control/adjustment,
- SMOKE RESET command and indication (optional),
- CALL RESET (optional).
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AAP INTERFACE

CIDS PROGRAMMING (3)

hardware (OBRM flash card) to load the new software version. The FAP
GENERAL "SOFTWARE LOADING" page will show the CIDS hardware and
software details as follows:
The cabin programming is made from the Flight Attendant Panel (FAP).
- DIRs and FAP Part Numbers (PN), Serial Numbers (SN) and Functional
The Cabin Intercommunication Data System (CIDS) is customizable. A
Item Number (FIN),
system reconfiguration for the installation of options, cabin
- active OBRM PN and software PN,
reconfiguration or CIDS expansion is limited to software database
- in slot OBRM PN and software PN.
changes: the On Board Replaceable Module (OBRM) and the Cabin
Assignment Module (CAM). The OBRM defines the operating software
NOTE: Note: When the 'active' and 'in slot' data is different, it is
of the CIDS, and all connections to the related systems and emergency
highlighted in amber. If there is no difference, it is highlighted
functions. The CAM defines the cabin layout. According to the program,
in green.
the directors (DIRs) will consider the various cabin features and options
validated by the CAM software and will make sure that the CIDS operates
properly. This software is in the CAM A part. The CAM also has another
essential role: To define all messages and page layouts of the FAP screen.
It is known as CAM B. During the CIDS power-up, the DIRs will compare
CAM and OBRM layout with their memories. If they find a difference,
OBRM and CAM data will be downloaded. In the case of a total FAP
failure combined with loss of the CAM and the OBRM flash cards, the
CIDS will operate in restricted operating mode (basic functions active),
thanks to the simplified operating software and cabin layout memory
stored in the DIRs. The CIDS programming can operate on:
- SOFTWARE LOADING,
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- CABIN PROGRAMMING,
- LAYOUT SELECTION,
- LEVEL ADJUSTMENT.
NOTE: Note: The FAP pages are protected from unauthorized use by
a password except for the FAP SET-UP page.
SOFTWARE LOADING
To load the CIDS software, the SOFTWARE LOADING page on the
FAP should be used (SW Load button). This page is protected by an
access code and is only available on ground. Plug in new data storage
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SOFTWARE LOADING


CABIN PROGRAMMING
The CIDS makes the cabin zone boundaries and the no smoking zone
boundaries changes. This programming function is possible on ground
and in flight. To relocate these zone boundaries, select the Cabin Prog
button and the area Smoke Prog buttons on the FAP CABIN
PROGRAMMING page. Zone boundaries are situated between two seat
rows. Each cabin zone has to contain a minimum of one seat row. The
NON SMOKER A/C ON/OFF button is used to set the entire cabin as a
no smoking area. Thus the Smoke Prog buttons are disabled. To save the
changes, push the Save button. The change is saved in the CAM as a
modified layout. Without saving the new entries, the previous settings
stay valid.
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CABIN PROGRAMMING


LAYOUT SELECTION
The CAM can contain up to three pre-programmed cabin layouts and 3
additional modified layouts. These layouts are selectable on the FAP
LAYOUT SELECTION page, which is available on ground and in flight,
and protected by an access code. Each time new settings are saved, a
modified layout is created under the basic layout used before
modifications. If new settings are applied to a modified layout, saving
the new layout parameters will increment the modified layout count
number. The selected layout is highlighted by a colored bar. Use the
UP/DOWN buttons to select a layout and the Load button to activate it.
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LAYOUT SELECTION


LEVEL ADJUSTMENT
The CIDS is used for the adjustment of volume of chimes and
announcements changes in all defined cabin areas independently. To
change the settings in one area, the FAP LEVEL ADJUSTMENT page
has to be selected via the Level Adjust button. Then select CABIN
ZONES, ATTENDANT AREAS or LAVATORY Adjust button. Push
the UP/DOWN buttons on the VOLUME ADJUSTMENT subpanel to
select the area (e.g. FIRST CLASS) and then push the +/- buttons to
adjust the volume. The adjustment goes from -6 to +6 dB related to the
nominal volume. The Default button resets all modifications to the CAM
default values. To save the changes, push the Save button. Without saving
the new entries, the previous settings stay valid.
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LEVEL ADJUSTMENT


FAP SET-UP
The CIDS enables the brightness of the screen to be changed and to adjust
the volume settings for the FAP internal loudspeaker and headphone. To
change the settings, the FAP SET-UP page has to be selected via the FAP
Set-up button. The TOUCHSCREEN CLICK ON/OFF button makes the
FAP emit a key click through the internal loudspeaker each time a button
is selected. It becomes green when selected. Push the related +/- buttons
to adjust the display brightness and the internal loudspeaker or headphone
volume. The Default button resets all the FAP SET-UP modifications to
the CAM default values. To save the changes, push the Save button.
Without saving the new entries, the previous settings stay valid.
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FAP SET-UP

BITE TEST OF CIDS THROUGH THE PTP (3)

JOB SET-UP (1/2)
The aircraft has to be put in maintenance configuration.
Energize the aircraft electrical circuits.
Do the EIS start procedure, only for the upper and lower ECAM Display
Units (DUs).
Make sure Passenger Entertainment System (PES), video/music is
energized, if installed.
Make sure that at least one cabin door is open.
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JOB SET-UP (1/2)


JOB SET-UP (2/2)
Make sure that the EMERgency EXIT LighT switch (SW) on the SIGNS
panel 25VU is in the OFF position.
Make sure that C/Bs listed in AMM on panels 49VU, 121VU , 122VU
and 2001VU are closed.
NOTE: Several C/Bs have to be checked on 49VU, 121VU , 122VU

and 2001VU C/B panels, but the number and name depend on
aircraft equipment.
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JOB SET-UP (2/2)


PROCEDURE(1/5)
On the panel 49VU:
- open the C/Bs DIR ESS/1 and DIR ESS/2.
On the panel 121VU:
- open the C/Bs DIR 1/BAT and DIR 2/BAT,
- open the C/Bs DIR NORM/1 and DIR NORM/2.
On the Forward Attendant Panel (FAP), the Cabin Intercommunication
Data System (CIDS) CAUTion light comes on.
On the Programming and Test Panel (PTP), the CIDS DEGRADATION
message comes on.
In the cockpit, on the upper ECAM display, the message COM CIDS
1+2 FAULT comes on, through the cockpit loudspeaker a single chime
is heard, and the MASTER CAUT comes on amber.
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PROCEDURE(1/5)


PROCEDURE(2/5)
On the ECAM Control Panel (ECP), push the STatuS P/B, the message
INOP SYS CIDS comes on on the lower ECAM DU.
On the panel 121VU, after approximately 10 s, close the C/B DIR
NORM/1 and DIR NORM/2, after that on the panel 49VU close the C/Bs
DIR ESS/1 and DIR ESS/2, the CIDS CAUT light goes off, then close
the C/B DIR 1/BAT and DIR 2/BAT on the panel 121VU.
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PROCEDURE(2/5)


PROCEDURE(3/5)
Wait approximately 5 min before starting the next test step. After that,
on the FAP the CIDS CAUT light is still off, and in the cockpit on the
upper and lower ECAM DUs, all CIDS FAULT messages are off.
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PROCEDURE(3/5)


PROCEDURE(4/5)
On the PTP push the DiSPLay ON membrane SW, the CIDS menu pages
comes on.
Push the SYSTEM STATUS related membrane SW, the page comes on
with system OK messages.
Push the CONTinuous related membrane SW until the MAINTENANCE
message comes on
Push the MAINTENANCE related membrane SW, the page comes on.
Push the CONT related membrane SW until the GROUND SCAN
message comes on.
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PROCEDURE(4/5)


PROCEDURE(5/5)
Push the GROUND SCAN related membrane SW, the page comes on
with NO FAILURE message.
Push the RETurn related membrane SW until the SYSTEM STATUS
page comes on, thereafter, push the CONT related membrane SW until
the MAINTENANCE message comes on.
Push the MAINTENANCE related membrane SW until, the page comes
on.
Push the CONT related membrane SW, the CLASS 3 FAULTS message
comes on.
Push the CLASS 3 FAULTS related membrane SW, this occurs that the
CLASS 3 FAULTS page comes on with NO FAILURE messages comes
on.
To finish, push the DSPL ON membrane SW, the CIDS menu page comes
on.
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PROCEDURE(5/5)


CLOSE UP
Do the EIS stop procedure and de-energize the aircraft electrical circuits
NOTE: If some reading lights be inoperational after the test: Switch

off the reading lights on the FAP for approximately 10 seconds,
and then on again.
If the NS signs in a Non Smoker A/C configuration do not come
on: Set the NS switch to the AUTO or ON position and then
back again.
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CLOSE UP

PASSENGER ENTERTAINMENT SYSTEM PRESENTATION (1)

GENERAL PES VIDEO
The Passenger Address (PA) and entertainment system comprises the The PES video shows prerecorded video movies and video announcements
following basic functions: through different Display Units (DUs) in the passenger compartment.
- Passenger Entertainment System (PES), The video is transmitted to the video System Control Unit (SCU) from
- PES video, the Video Tape Reproducers (VTRs). The video sound is transmitted to
- PRerecorded Announcements and Music system (PRAM). the MAIN MUX and to the CIDS. Therefore video sounds can be heard
The PES comprises the PES music, the PA announcement and the from the headset through the PCU or from the loudspeakers. The in-seat
passenger service. video DUs are supplied through the MAIN MUX.
PES PRAM
The PES transmits prerecorded music programs, PA information, video The PRAM can be:
and video sounds to the passengers. The audio signals can be heard - an audio tape reproducer,
through headphones connected to the Passenger Control Units (PCUs). - a compact disc reproducer,
The PCU allows several music channels and video audio channels to be - a flash card directly plugged in the Flight Attendant Panel only.
selected and the volume to be adjusted. The PCU also allows the reading Reproducers or flash card contain prerecorded announcements and BGM
lights and passenger calls to be remotely controlled through the Passenger supplied to the CIDS DIRs. The announcements are also sent to the MAIN
Services System (PSS). All prerecorded announcements (video and sound) MUX. The PRAM is controlled from the FAP.
and the PA messages, heard in the headphones through the PCUs, have
priority over the music and video sound entertainment channels. The PA
announcements and messages are also broadcast through the loudspeakers
and headsets, via the Cabin Intercommunication Data System (CIDS).
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The PES audio reproducers supply music channels to the MAIN

MUltipleXer (MAIN MUX) and BoardinG Music (BGM) channels to
the CIDS directors (DIRs). The CIDS broadcasts the BGM through the
loudspeakers. BGM channel and volume control is performed on the
Flight or Forward Attendant Panel (FAP). The MAIN MUX is connected
to the Centralized Fault Display System (CFDS) to ensure the PA BITE
function.

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PRAM

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PASSENGER MUSIC ENTERTAINMENT SYSTEM D/O (3)

transducer to drive a stereo pneumatical headset, or a jack for an electrical
MAIN MULTIPLEXER headset, or both.
The MAIN MUltipleXer generates a Radio Frequency (RF) signal which AUDIO REPRODUCER
contains the audio information from the audio reproducer(s), and video
System Control Unit (SCU), Passenger Address (PA) announcements The audio reproducers provide different music programs from cassettes
from the Cabin Intercommunication Data System (CIDS) and video tape or compact disks, to the MAIN MUX. The audio reproducers also
signals from the video SCU. If PA announcements are to be made, the send one music program, among 4 music programs, for BoardinG Music
CIDS sends a keyline signal to the audio reproducer and to the Video (BGM), to the CIDS DIRs. The BGM program selection is done through
Tape Reproducers (VTRs) , through video SCU, to stop them. A coaxial 3 keylines from the CIDS DIR. BGM program selection and volume are
cable transmits the RF signal to the Seat Electronic Boxes (SEBs), controlled from the Flight or Forward Attendant Panel (FAP).
according to the zone selection through the Wall Disconnect Boxes
(WDBs). The SEBs only transmit the selected audio signal to the headsets BITE
through the Passenger Control Unit (PCU). A zone selection, for PA
The BITE is used for detection and isolation of system and component
announcements and video sounds, for a maximum of 2 zones, is made
faults. All BITE data of the Passenger Entertainment System (PES) music
through keylines. Passenger Services System (PSS) digital data is
is assembled in the MAIN MUX. It transmits the BITE data through an
exchanged between the MAIN MUX and the PCU. The MAIN MUX
ARINC 429 data bus to the Centralized Fault Display System (CFDS).
transmits this data through an ARINC 429 data bus to the CIDS directors
The BITE data transmission to the CFDS is made continuously in normal
(DIRs).
mode and on request in interactive mode. In interactive mode, the BITE
WDB is connected to the MCDU through the CFDS. The MAIN MUX starts
an automatic self-test after power-up and a manual self-test after
Each WDB supplies a maximum of 2 SEB columns. transmission of the related MCDU commands.
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SEB
The SEB changes the combined RF audio signal back to its original
analog form and only transmits the selected program to the PCU. Each
SEB supplies a maximum of 3 PCUs. The SEBs receive PCU selected
data and transmit it to the CIDS DIR, through the WDB and the MAIN
MUX.
PCU
The PCU allows the passengers to select the channel, to adjust the volume
and to hear music and video sounds. Each PCU has a stereophonic
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BITE

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VIDEO ENTERTAINMENT SYSTEM D/O (3)

VCC VTR
The video System Control Unit (SCU) with the Video Tape Reproducers The VTR supplies audio and video signals to the video SCU. The VTRs
(VTRs) compose the Video Control Center (VCC). The video SCU are remotely controlled from the video SCU. On the front panel of the
controls the Passenger Entertainment System (PES) video. The video VTRs, all the operation controls are installed. The following video systems
SCU receives video and audio signals from the VTRs. It generates a are possible:
Radio Frequency (RF) signal which contains the video signals and sends - VHS,
it through the Tapping Units (TUs) to the related Display Units (DUs). - SVHS,
The video SCU operates in the following formats: - BETA,
- PAL, - VIDEO 8,
- SECAM, - high band video 8.
- NTSC. The following signal formats are possible:
The video SCU sends the video sounds to the Main Multiplexer (MAIN - PAL,
MUX) and to the Cabin Intercommunication Data System (CIDS) - SECAM,
directors (DIRs). The passengers can hear the video sounds through - NTSC.
headsets connected to the Passenger Control Units (PCUs) or from the
loudspeakers. Each Passenger Address (PA) announcement overrides the TAPPING UNIT
PES video sounds in the related zones and stops the VTRs. In case of a
The TUs distribute the video signals to the DUs in each cabin zone. Each
rapid cabin decompression, the video SCU stops the video transmission
TU can supply a maximum of 2 displays. Each TU has a pin-coded
and controls the retraction of the DUs installed in the hatrack. The
address to give a unique address to the unit. This enables the video SCU
interface between the optional Cabin and Passenger Management System
to control each DU individually.
(CPMS) and the video SCU allows the following functions:
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- remote control of the video system, camera control unit and Passenger BITE
Visual Information System (PVIS),
- display of news and advertisements provided by the CPMS, The BITE is assembled into the video system. All the PES video BITE
- preview of video programs. data is transmitted through an ARINC 429 data bus to the MAIN MUX
The PVIS is an option that receives information which is processed, via the CIDS DIRs. The MAIN MUX sends this data through an ARINC
formatted and transmitted as video signals to the video SCU. It transmits 429 data bus to the Centralized Fault Display System (CFDS). The video
this information to the DUs. Optional video cameras convert optical SCU starts an automatic self-test after power-up and a manual self-test
images into video signals compatible with the video system. This signal after transmission of the MCDU command. In CFDS interactive mode,
is sent to the video SCU and can be shown on the DUs. The cameras can the BITE is connected to the MCDU through the CFDS, to show the
be remotely controlled from the CPMS. maintenance data, start a test or to show the Line Replaceable Unit (LRU)

23 - COMMUNICATIONS VIDEO ENTERTAINMENT SYSTEM D/O (3) Page 296
identification. The BITE failure transmission to the CFDS is made
continuously in normal mode, and on request in interactive mode.
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BITE


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VIDEO ENTERTAINMENT SYSTEM D/O (3)

DISPLAY UNITS
DUs are installed in the cabin. Each DUs is connected to the nearest TU.
Each DU can operate with these formats:
- PAL,
- SECAM,
- NTSC.
A retraction/extention mechanism is used to move the overhead DUs,
installed in the hatrack, into stowed or viewing position. Each DU is
automatically energized in the viewing position, and de-energized in the
stowed position. The DUs move automatically into the stowed position
when:
- an electrical power loss occurs for more than 200 ms,
- a mechanical resistance occurs while the DU moves down,
- a rapid cabin decompression occurs,
- the VCC master switch is switched off.
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DISPLAY UNITS

PASSENGER VISUAL INFORMATION SYSTEM D/O (3)

PRESENTATION
The Passenger Visual Information System (PVIS), provides continuously
updated flight and destination information to the passengers on the video
Display Units (DUs). Information is given to the passengers either in text
form or/and in multicolored maps. Several modes can be selected:
- MAP mode: Map display,
- INFO mode: Flight information pages,
- LOGO mode: Logo display,
- AUTO mode: Automatic cycling of the modes.
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23 - COMMUNICATIONS PASSENGER VISUAL INFORMATION SYSTEM D/O (3) Page 302
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PRESENTATION

PASSENGER VISUAL INFORMATION SYSTEM D/O (3)

send data to the DIU. Certain parameters requiring an input (destination,
DIU flight time,...) can be entered either by the cabin staff or loaded from
FMGC.
The PVIS comprises the Digital Interface Unit (DIU) and the remote
control unit. The DIU is the main computer of the PVIS. It is connected CFDS
to the aircraft avionics systems and to the Passenger Entertainment System
(PES) video. The DIU interfaces with: The Centralized Fault Display Interface Unit (CFDIU) is connected to
- the Air Data/Inertial Reference System (ADIRS), the DIU through a unidirectional ARINC 429 low speed data bus for
- the Flight Management and Guidance System (FMGS), maintenance purposes.
- the PES video,
- the Centralized Fault Display System (CFDS). ATIMS
The DIU processes all the information and selects the appropriate maps
The Air Traffic Service Unit (ATSU) is connected to the DIU through
and points of interest stored in its memory. The DIU is also connected
an ARINC 429 low speed data bus. The ATSU allows connecting gate,
to other systems:
arrival information, messages and other data to be up-linked from ground
- the Air Traffic and Information Management System (ATIMS),
stations.
- the cabin management system.
The DIU is supplied with 28V DC and powered via the Video Control CABIN MANAGEMENT SYSTEM
Center (VCC) master switch. The remote control unit is the input device
for the PVIS. The remote control unit front plate has four P/BSWs and The cabin management system is connected to the DIU through an ARINC
a Liquid Crystal Display (LCD) character control screen. 429 low speed data bus. The cabin management system controls and
monitors the PVIS by means of the lap top computer.
NOTE: The DIU brings digital data stored in its internal memory
(CD-ROM). OPERATION
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ADIRS The DIU reads data from the FMGCs and the ADIRUs through ARINC
429 data buses. These data are used for DIU memory access from where
The Air Data/Inertial Reference Unit (ADIRU) 2 is connected to the DIU information is processed, formatted and transmitted as a video signal to
through two unidirectional ARINC 429 data buses: the PES video. The video System Control Unit (SCU) transmits this
- an ARINC 429 low speed data bus transmits the actual air data, information to the DUs to be shown.
- an ARINC 429 high speed data bus transmits the inertial reference data.
BITE
FMGS
A test is done automatically at power-up or manually from the control
The Flight Management and Guidance Computer (FMGC) 2 is connected unit. The result of this test is transmitted to the video SCU.
to the DIU through an unidirectional ARINC 429 data bus, in order to

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BITE

CABIN MANAGEMENT SYSTEM D/O (3)

CABIN MANAGEMENT SYSTEM
The cabin management system provides a direct contact for the cabin
crew with the ground via the Air Traffic Service Unit (ATSU). The cabin
management system controls and monitors the Passenger Visual
Information System (PVIS) via the Digital Interface Unit (DIU). The
attendants use the system to send and receive real time data on for
example passenger and security information, maintenance reports.
TEST
The cabin management system has a BITE. The test is done when the
system is powered-up.
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23 - COMMUNICATIONS CABIN MANAGEMENT SYSTEM D/O (3) Page 306
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TEST

CABIN MANAGEMENT SYSTEM D/O (3)

CABIN MANAGEMENT SYSTEM COMPONENTS
The cabin management system is composed of:
- a laptop computer,
- a dot matrix printer,
- an interface assembly,
- a message awaiting light.
The interface is provided with two sliding drawers, the lower for the
computer and the upper for the printer. It is also equipped with a power
supply circuit board and an interface circuit board. The message awaiting
light indicates that information has been received from a ground station.
OPERATION
All system controls and data entries are performed on the laptop computer.
The software provides guidance for the operator to use the system. All
functions are available through selection from the display. To operate
the cabin management system, first the printer drawer has to be unlocked
and pulled forward then pushed back to the locked position. After that,
the computer drawer has to be unlocked and pulled forward, then the
computer can be switched on.
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OPERATION

AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U2A05411
OCTOBER 2005
PRINTED IN FRANCE
AIRBUS S.A.S. 2005
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

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SINGLE AISLE

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

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COMMUNICATIONS LEVEL 2 (2)

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COMMUNICATIONS LEVEL 2 (2)

again. Only ONE transmit key can be selected at a time.

SYSTEM OVERVIEW / OPERATION

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COMMUNICATIONS LEVEL 2 (2)

microphone pushbutton or the Push To Talk trigger on the side-stick.

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SYSTEM OVERVIEW / FLIGHT INTERPHONE SYSTEM OPERATION

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COMMUNICATIONS LEVEL 2 (2)

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SYSTEM OVERVIEW / SERVICE INTERPHONE SYSTEM OPERATION

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COMMUNICATIONS LEVEL 2 (2)

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RADIO MANAGEMENT PANEL INTERFACES (3)

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AUDIO SWITCHING D/O (3)

NOTE: the message "AUDIO 3 XFRD" is displayed in green on the

NOTE: : the message "AUDIO 3 XFRD" is displayed in green on the

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AUDIO MANAGEMENT UNIT INTERFACES (3)

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COCKPIT LOUDSPEAKER MUTING CIRCUIT D/O (3)

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HF SYSTEM ARCHITECTURE D/O (3)

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HF SYSTEM ARCHITECTURE D/O (3)

Audio Control Panels (ACPs) are used for HF transmission or reception

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VHF SYSTEM D/O (3)

the ECAM displays:

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SELCAL AND COCKPIT CALL SYSTEM D/O (3)

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SELCAL AND COCKPIT CALL SYSTEM D/O (3)

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FLIGHT INTERPHONE SYSTEM D/O (2)

INT KEY AND KNOB

interphone is ready to operate. Pressing and releasing the INT reception

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INT KEY AND KNOB

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