A330 RR Trent 700

TECHNICAL TRAINING MANUAL

GENERAL FAMILIARIZATION COURSE - T4
AVIONICS LEVEL 1
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 A330 RR Trent 700 TECHNICAL TRAINING MANUAL

AVIONICS LEVEL 1
31 Cockpit Panels Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
31 Indicating/Recording System Presentation (1) . . . . . . . . . . . . . . . 16
45 Onboard Maintenance System Presentation (1) . . . . . . . . . . . . . . 56
24 Electrical Power System Presentation (1) . . . . . . . . . . . . . . . . . . . 74
34 Navigation System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . 98
22 Auto Flight System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . 174
23 Communication System Presentation (1) . . . . . . . . . . . . . . . . . . 198
46 Information Systems Presentation (1) . . . . . . . . . . . . . . . . . . . . . 276
33 Lights System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 304
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31 COCKPIT PANELS PRESENTATION (1)

GENERAL
The cockpit comprises various panels:
- the overhead panel,
- the glareshield,
- the main instrument panel,
- and the pedestal.
The aircraft is flown by using two side sticks located on the side consoles.
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GENERAL

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31 COCKPIT PANELS PRESENTATION (1)

OVERHEAD PANEL
Most of the aircraft system controls are located on the overhead panel,
which also includes a maintenance panel for on-ground maintenance
operations on some systems. The circuit breakers are no longer located
in the cockpit; however some computers can be reset from two panels.
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OVERHEAD PANEL

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31 COCKPIT PANELS PRESENTATION (1)

GLARESHIELD
The glareshield includes the attention getters and the Flight Control Unit
(FCU) made of an Auto Flight System (AFS) control panel and two
Electronic Flight Instrument System (EFIS) control panels.
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GLARESHIELD

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31 COCKPIT PANELS PRESENTATION (1)

MAIN INSTRUMENT PANEL
The main instrument panel includes six identical and interchangeable
Liquid Crystal Display (LCD) units which are composed of:
- two Primary Flight Displays (PFDs),
- two Navigation Displays (NDs),
- an Engine/Warning Display (EWD),
- and a System Display (SD).
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MAIN INSTRUMENT PANEL

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31 COCKPIT PANELS PRESENTATION (1)

PEDESTAL
The pedestal includes some system control panels, and also three identical
Multipurpose Control and Display Units (MCDUs) which supply an
interface with some aircraft systems including the Central Maintenance
System (CMS).
Usually, the two forward MCDUs are for the pilots and the rear one for
maintenance use.
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PEDESTAL

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31 COCKPIT PANELS PRESENTATION (1)

LIGHTS OUT PHILOSOPHY
In normal operation, no annunciator lights are illuminated in the cockpit.
This is called "lights out philosophy".
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LIGHTS OUT PHILOSOPHY

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31 COCKPIT PANELS PRESENTATION (1)

COLOUR PHILOSOPHY
The pushbuttons and annunciators are of different colors according to
their function. In normal operation, only green lights and sometimes blue
lights come on.
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COLOUR PHILOSOPHY

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM
GENERAL
The indicating system has these components:
- Electronic Instrument System (EIS),
- Clock,
- Tail strike indicator (basic equipment on the A340/500-600 and
optional equipment on A330/A340),
- Maintenance/test facilities.
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INDICATING SYSTEM - GENERAL

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM (continued)
EIS
The EIS presents data to the pilots on six identical and interchangeable
Liquid Crystal Display (LCD) units. This EIS is divided into 2 parts:
- the Electronic Flight Instrument System (EFIS) composed of two
Primary Flight Displays (PFDs) and two Navigation Displays (NDs),
- the Electronic Centralized Aircraft Monitoring (ECAM) composed
of an Engine/Warning Display (EWD) a System Display (SD) and
attention getters.
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INDICATING SYSTEM - EIS

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM (continued)
PHILOSOPHY
The EIS is an avionics system connected to most of the aircraft
systems. The EIS does the EFIS and ECAM functions. It includes 7
computers:
- 3 identical and interchangeable Display Management Computers
(DMCs),
- 2 identical and interchangeable Flight Warning Computers (FWCs),
- 2 identical and interchangeable System Data Acquisition
Concentrators (SDACs).
The 6 LCD units can compute and generate the symbols to be
displayed from data sent by the DMCs. It is also possible to display
video images.
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INDICATING SYSTEM - PHILOSOPHY

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM (continued)
EFIS ARCHITECTURE
The 3 DMCs can be considered as data concentrators. They are in
charge of acquiring data and parameters from various aircraft systems
and to process them for sending to the display units. The DMC 1
normally drives the CAPT PFD and ND, and the DMC 2 normally
drives the F/O PFD and ND. The DMC 3 is in standby and can be
used in case of DMC 1 and/or 2 failure. For the EFIS displays, data
from the Air Data and Inertial Reference System (ADIRS) and the
navigation data from the Flight Management Guidance and Envelope
System (FMGES) are sent directly to the DMCs.
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INDICATING SYSTEM - EFIS ARCHITECTURE

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM (continued)
ECAM ARCHITECTURE
The DMC 3 normally drives the EWD and the SD. The ECAM
function is achieved by the SDACs and the FWCs. The SDACs acquire
data from aircraft systems. After processing data are sent to the DMCs
for display on the SD.
The FWCs generate all warning messages and activate attention getters
(MASTER WARNing, MASTER CAUTion and AUTOLAND) as
well as audio signals and auto call-outs (synthetic voices) broadcasted
by two loudspeakers.
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INDICATING SYSTEM - ECAM ARCHITECTURE

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM (continued)
EFIS CONTROL AND INDICATING
The EFIS information is presented in front of each pilot on a PFD and
ND. The PFD displays the basic flight information required for
short-term flight. The ND displays the flight information required for
navigation. For each pilot, there is an EFIS control panel for the
selection of display modes. The two EFIS control panels are part of
the FCU (Flight Control Unit). An EFIS switching panel for each pilot
is also installed for reconfiguration functions.
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INDICATING SYSTEM - EFIS CONTROL AND INDICATING

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM (continued)
ECAM CONTROL AND INDICATING
The ECAM information is presented on the center instrument panel
on an EWD and a SD. The EWD displays engine parameters, Fuel
On Board (FOB), slat and flap position, warnings and memo messages.
The SD displays synoptic diagrams giving the configuration of various
aircraft systems. The ECAM controls are given by the ECAM Control
Panel (ECP) for display and by the ECAM switching panel for
reconfiguration.
The pilot's attention is drawn by:
- 2 MASTER CAUT,
- 2 MASTER WARN,
- 2 AUTO LAND warning lights and,
- audio sounds and auto call-out (synthetic voices), which are
broadcasted by 2 loudspeakers.
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INDICATING SYSTEM - ECAM CONTROL AND INDICATING

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM (continued)
ELECTRICAL CLOCK
The electrical clock is located on the main instrument panel and gives
Universal Time Coordinated (UTC), Elapsed Time (ET), a
Chronometer (CHR) and dates information. The electrical clock
receives information from the Multi-Mode Receiver (MMR)
synchronizing it with GPS time from satellite and gives UTC to
different users as shown.
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INDICATING SYSTEM - ELECTRICAL CLOCK

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM (continued)
TAIL STRIKE INDICATOR
Because of the length of the A340-500/600 fuselage, it is necessary
to have an indication that shows if there is a tail strike during the
takeoff or landing phase. The tail strike indication is an attention getter
for the flight crew. The sensor is installed at the rear of the fuselage.
If the fuselage touches the ground during takeoff or landing, an
indication is displayed on the ECAM to tell the crew. This system can
give critical information to the crew, to go back to the airport and
make sure that the correct maintenance procedure(s) after a tail strike
are done.
On A330/A340 aircraft, the optional "Tail strike pitch limit indicator"
function can be used to show the maximum pitch attitude that prevents
the tail strike risk at takeoff and landing. This function is done in the
FMGEC. This function does not make an ECAM message come into
view when the fuselage touches the ground.
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INDICATING SYSTEM - TAIL STRIKE INDICATOR

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

INDICATING SYSTEM (continued)
MAINTENANCE TEST/FACILITIES
EIS failure and tail strike indication failure information are transmitted
to the Central Maintenance System (CMS) and retrieved through the
MCDU. The MCDU is also used to initiate system test.
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INDICATING SYSTEM - MAINTENANCE TEST/FACILITIES

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

RECORDING SYSTEM
GENERAL
The recording system groups are:
- Digital Flight Data Recording System (DFDRS),
- Aircraft Condition Monitoring System (ACMS),
- maintenance/test facilities.
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RECORDING SYSTEM - GENERAL

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

RECORDING SYSTEM (continued)
FDIMU
Two independent recording functions are accomplished with the
FDIMU. It combines the Flight Data Interface Unit (FDIU), which
collects parameters for the DFDRS, and the Data Management Unit
(DMU), which collects parameters for the ACMS.
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RECORDING SYSTEM - FDIMU

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

RECORDING SYSTEM (continued)
DFDRS
The DFDRS records 25 hours of various critical flight parameters via
the FDIU from the aircraft system to the Digital Flight Data Recorder
(DFDR). These parameters are recorded to fulfill the mandatory
requirements of crash recording.
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RECORDING SYSTEM - DFDRS

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

RECORDING SYSTEM (continued)
DFDRS ARCHITECTURE
The DFDRS includes:
- FDIU-part of the FDIMU,
- DFDR,
- Linear Accelerometer (LA),
- DFDR EVENT P/B,
- ReCorDeR GrouND ConTroL P/BSW to meet the minimum
requirements,
- Quick Access Recorder (QAR) optionally installed.
The DFDRS removable Pin Programming Connector (PPC) gives to
the FDIU identification information as shown.
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RECORDING SYSTEM - DFDRS ARCHITECTURE

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

RECORDING SYSTEM (continued)
ACMS
The main functions of the ACMS are to monitor the engine condition,
APU condition and aircraft performance, as well as trouble shooting
assistance. It collects, records and processes aircraft system data,
which can be retrieved and viewed through the MCDU, accessible
through removable memory, printed on the aircraft printer, or sent to
the ground via the ATSU. Various aircraft systems are connected to
the DMU. These input sources give to the DMU engine parameters,
APU parameters and aircraft parameters. The Portable Data Loader
(PDL) is used to upload programmed data into the DMU and to
download recorded DMU-part data for on-ground analysis.
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RECORDING SYSTEM - ACMS

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

RECORDING SYSTEM (continued)
ACMS REPORTS
The ACMS reports can be manually or automatically generated.
Automatic reports are triggered and generated when specific conditions
are met. All the reports can be printed from the MCDU.
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RECORDING SYSTEM - ACMS REPORTS

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

RECORDING SYSTEM (continued)
ALPHA AND LABEL CALL-UP
A selection of 816 aircraft parameters, which have an alphanumeric
code, is possible by the alpha call-up function of the MCDU. The
ALPHA CALL-UP CTRL page displays alpha call-ups and the
definition of alpha call-up sets, which can be recalled at a later date.
The ACMS gives direct access to all transmitted parameters connected
to the DMU function for the on line display. The ACMS LABEL
CALL-UP CTRL page gives the access to the display of label call-ups
and the definition of label call-up sets.
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RECORDING SYSTEM - ALPHA AND LABEL CALL-UP

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RECORDING SYSTEM (continued)
CONTROL AND INDICATING
Some reports can be printed through the programmable ACMS PRINT
P/B on the pedestal. MCDUs 2 and 3, one at a time only, are connected
to the ACMS for different controls and reprogramming menus. An
optional Ground Support Equipment (GSE) can be used by the operator
to read the recorded data. The GSE is also used for ACMS
reconfiguration via the PDL.
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RECORDING SYSTEM - CONTROL AND INDICATING

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

RECORDING SYSTEM (continued)
MAINTENANCE/TEST FACILITIES
The recording functions of the DFDRS and the ACMS have their own
BITE. The BITE information and test results from the recording
systems are transmitted to the CMC. They are available via the
SYSTEM REPORT/TEST page of the MCDU.
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RECORDING SYSTEM - MAINTENANCE/TEST FACILITIES

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31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

SAFETY PRECAUTIONS
For maintenance operations, respect the AMM procedures.
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SAFETY PRECAUTIONS

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45 ONBOARD MAINTENANCE SYSTEM PRESENTATION (1)

GENERAL
The Onboard Maintenance System (OMS) chapter is divided into:
- the Central Maintenance System (CMS),
- the up and down loading system,
- the report printing system.
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GENERAL

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45 ONBOARD MAINTENANCE SYSTEM PRESENTATION (1)

CMS
GENERAL
The Central Maintenance Computer (CMC 1) centralizes and
memorizes failure messages produced by the system BITE and
warnings generated by the Flight Warning Computers (FWCs). The
CMC lets the maintenance personnel make system operational tests,
functional checks and read-out of BITE memory through the
Multipurpose Control Display Unit (MCDU). The CMC builds up
reports using memorized failures and warnings. These reports can be
printed, using the onboard printer, or transmitted to the ground, using
the Air Traffic Service Unit (ATSU). They can also be displayed on
the MCDU.

NOTE: Note: a CMC2 can be optionally installed.

AIRcraft Maintenance ANalysis (AIRMAN), which is an optional
ground-based software dedicated to optimize the maintenance of
fly-by-wire Airbus aircraft, analyses mainly the following data:
- Real Time Warning (RTW) and fault messages (RTF),
- the Post Flight Report (PFR) at the end of the flight.
AIRMAN gives to each event a link to the Trouble Shooting Manual
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(TSM) and the related documents.

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CMS - GENERAL

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45 ONBOARD MAINTENANCE SYSTEM PRESENTATION (1)

CMS (continued)
POST FLIGHT REPORT AND SYSTEM REPORT TEST
The failure information is available in various reports.The SYSTEM
REPORT/TEST function is available on ground only. It allows a
dialogue between the CMC and the system computers. The SYSTEM
REPORT/TEST menu page presents the list of all the systems
connected to the CMC, sorted per ATA chapter.
The PFR can only be printed on ground. It summarizes and displays
the list of the ECAM warning messages and the fault messages, from
the last flight, with their triggering time, flight phase and ATA
reference. These data are used to enter the troubleshooting manual
(TSM) in AirN@V.
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CMS - POST FLIGHT REPORT AND SYSTEM REPORT TEST

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45 ONBOARD MAINTENANCE SYSTEM PRESENTATION (1)

AIRMAN
FUNCTIONAL OVERVIEW
AIRMAN is a ground-based software dedicated to the identification
and the management of unscheduled maintenance.
It receives and analyses the aircraft status information generated by
the Onboard Maintenance System (OMS) and also e-logbook data.
These information sources are synthesized, combined with Airbus's
and the Airline's own technical documentation and presented through
a user-friendly interface. Aircraft status information is sent to
AIRMAN while the aircraft is both in flight and on ground. Message
analysis also takes place in real-time.
These capabilities maximize the time available for appropriate
maintenance actions to be determined and preparations to be made.
AIRMAN is also capable of analyzing an aircraft's fault history and
consequently identifying and prioritizing predictive maintenance
actions.
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AIRMAN - FUNCTIONAL OVERVIEW

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45 ONBOARD MAINTENANCE SYSTEM PRESENTATION (1)

AIRMAN (continued)
MAINTENANCE PHILOSOPHY
The aircraft maintenance philosophy is based on the following steps:
- fault detection made by the computers BITEs
- cockpit effects as flags on Display Units, and warning generated by
the Flight Warning System (FWS)
- centralization and correlation by the Onboard Maintenance System
(OMS) of BITE faults, cockpit effects and related maintenance
procedures
- generation of Post Flight Report (PFR)
- fault event data reporting through the eLogbook (Option)
- fault event data and reports transmission to AIRMAN (option) for
maintenance support on ground.
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AIRMAN - MAINTENANCE PHILOSOPHY

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45 ONBOARD MAINTENANCE SYSTEM PRESENTATION (1)

UP & DOWN LOADING SYSTEM
The data loading system is an interface between the aircraft computers
and the ground support equipment. It is used to update software and
databases or to retrieve aircraft system data. The system is composed of
three elements:
- A data loader that is the main interface and can read/write on formatted
3.5 inch disk using a specific protocol.
- The Data Loading Selector (DLS) is the interfaces between the crew
and the computers for the selection of the computer to be up or down
loaded.
- In accordance with the selection made, the Data Loading Routing Box
(DLRB) is achieving the physical link between the data loader and the
computer to be loaded.
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UP & DOWN LOADING SYSTEM

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45 ONBOARD MAINTENANCE SYSTEM PRESENTATION (1)

REPORT PRINTING SYSTEM
The printer is used for printing system reports from different aircraft
systems such as Central Maintenance System (CMS), Aircraft Condition
Monitoring System (ACMS), etc ...
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REPORT PRINTING SYSTEM

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45 ONBOARD MAINTENANCE SYSTEM PRESENTATION (1)

MAINTENANCE/TEST FACILITIES
The BITE of each OMS component (the CMC, the printer and the up and
down loading system) can be interrogated from the SYSTEM
REPORT/TEST page of the MCDU like any other system.
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MAINTENANCE/TEST FACILITIES

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45 ONBOARD MAINTENANCE SYSTEM PRESENTATION (1)

SAFETY PRECAUTIONS
As it is possible to make operational tests from the CMS when aircraft
systems become active, safety precautions must be observed before to
proceed with these tests.

WARNING: Strictly follow the AMM procedures and apply the

recommendations given in warning, caution and notes.
Put Safety device and warning notices as necessary.
Never leave a test running on the aircraft as a background
task.
Always go out a test initiated by the return control command.
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SAFETY PRECAUTIONS

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

GENERAL
The electrical system supplies Alternating Current (AC) and Direct
Current (DC) power to the aircraft systems according to the different
electrical power sources available. The electrical system has:
- the AC generation,
- the DC generation,
- the APU start supply,
- the ground/service network,
- the contactors management,
- the load management,
- the maintenance/test facilities.
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GENERAL

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

AC GENERATION
In this topic, we will deal with the different AC electrical power sources.
IDG
In flight the AC electrical system is supplied by engine driven
Integrated Drive Generators (IDGs). There is one IDG per engine,
directly connected on the related engine gearbox pad. Each IDG is
controlled and monitored by its related Generator Control Unit (GCU).
APU
In flight or on ground, the APU GEN can supply the entire AC
electrical system. It is directly driven from the APU gearbox. The
APU GEN is controlled and monitored by the APU part of the Ground
and Auxiliary Power Control Unit (GAPCU).
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AC GENERATION - IDG & APU

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

AC GENERATION (continued)
EXTERNAL POWER
On ground, the entire AC electrical system can also be supplied by
two external power sources called:
- EXTernal PoWeR A,
- and/or EXT PWR B.
The external power control panel gives access to two EXT PWR
receptacles for connection of the ground power units to the electrical
network. The EXT PWR parameters are monitored by the external
power part of the GAPCU and their availabilities are indicated by
colored lights.
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AC GENERATION - EXTERNAL POWER

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

AC GENERATION (continued)
EMERGENCY
In emergency configuration (loss of both IDGs and APU GEN, EXT
PWR not available), the AC ESS electrical system can be supplied
by an emergency generator driven by the green hydraulic power. This
emergency generator (CSM/G) is made of:
- a Constant Speed Motor (CSM),
- and an AC generator.
The emergency (EMER) GEN is controlled and monitored by the
CSM/G Generator Control Unit (also called EMER GCU). If no other
AC power source is available (IDGs, APU GEN, EXT PWR and
EMER GEN), a static inverter, supplied by the batteries, can supply
a part of AC system called AC Essential electrical system network.
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AC GENERATION - EMERGENCY

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

AC GENERATION (continued)
CHARACTERISTICS
This table gives the characteristics of the different A330 AC power
sources. Note that the static inverter is a single phase power source.
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AC GENERATION - CHARACTERISTICS

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

DC GENERATION
GENERAL
In this topic, we will describe the DC sources that can supply the DC
electrical system.
TRANSFORMER RECTIFIERS SUPPLY
The DC electrical system is supplied from the AC network via 3
Transformer Rectifiers (TRs). As a back-up source, a part of the DC
network can be supplied from the batteries. The batteries can be also
connected to the DC system for charging. The coupling of the batteries
is controlled by two Battery Charge Limiters (BCLs).

APU START SUPPLY

The APU starting has a dedicated network (APU BATT and APU TRU).
The APU battery or the APU TR or both at the same time can be used to
start the APU. The APU battery is charged by the APU TR. The APU
battery coupling is controlled by the APU BCL.
The APU TRU and the APU Battery are interchangeable with the other
TRUs and Batteries.
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DC GENERATION & APU START SUPPLY

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

CONTROL & INDICATING
In this topic, we will present the main interfaces with the electrical system.
AC GENERATION
There are two panels to control the AC/DC electrical network:
- The main electrical panel
- The EMER control panel.
The lower part of the electrical panel is the AC part. It controls and
monitors the main AC power sources which are:
- IDGs,
- EXT PWR A and B,
- and APU GEN,
via guarded and non-guarded pushbutton indicator switches.
There is also a pushbutton switch to control a manual isolation of the
transfer bus (Bus Tie) and a dedicated pushbutton switch to force the
reconfiguration of the AC ESS network in some failure cases.
The EMERgency ELECtrical PoWeR panel contains the P/BSWs and
indicators to control and monitor the emergency power source, which
is the emergency generator (CSM/G). The AC electrical page of the
ECAM shows the AC sources and how they are connected to the
network. The most important parameters are also monitored.
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CONTROL & INDICATING - AC GENERATION

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

CONTROL & INDICATING (continued)
DC GENERATION
The upper left part of the ELEC panel allows to control and to monitor
the batteries via three pushbutton indicator switches. The batteries
voltage can be checked on a voltmeter and a toggle switch is used to
select each battery for reading. The DC ELEC page of the ECAM
shows the DC sources and how they are connected to the network.
The upper right part is made of two pushbutton indicator switches
that can be used to shed totally or partially the galleys or the
commercial loads.
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CONTROL & INDICATING - DC GENERATION

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

GROUND SERVICE NETWORK
A MAINTenance BUS switch is used to supply the ground service
electrical network without energizing the whole electrical network. When
the switch is in the ON position, the EXT PWR A only, supplies the
ground service network.
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GROUND SERVICE NETWORK

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

CONTACTOR MANAGEMENT AND C/Bs MONITORING
Several main AC and DC contactors and Remote Control Circuit Breakers
(RCCBs) are used to connect the electrical network to the available supply
sources. They are monitored and controlled by two Electrical Contactor
Management Units (ECMUs).
A specific computer named Circuit Breaker Monitoring Unit (CBMU)
monitors the C/Bs and the RCCBs status. It indicates on the ECAM any
tripped or manually pulled monitored C/Bs or RCCBs. The monitored
C/Bs are usually green color.
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CONTACTOR MANAGEMENT AND C/BS MONITORING

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

MAINTENANCE/TEST FACILITIES
Maintenance/test facilities and trouble shooting data are retrieved via the
Central Maintenance Computer (CMC). The test of the emergency
generator (CSM/G) and the STAT INV are initiated from the EMER
ELEC PWR panel.
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MAINTENANCE/TEST FACILITIES

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24 ELECTRICAL POWER SYSTEM PRESENTATION (1)

SAFETY PRECAUTIONS
When working on the electrical system, obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the
aircraft. Here is an overview of main safety precautions relative to the
electrical system. During any maintenance task on the electrical system,
there is a risk of electrocution if the AC or DC power remains connected.
Follow the AMM procedures and warnings. Make sure that you can
manage the weight of the component before you remove/install it, some
components are heavy.
Before connecting the Ground Power Unit (GPU) to the external power
receptacle of the aircraft, make sure that the external electrical power
supply is not energized, dangerous arcing can occur. Make sure that all
the circuits are isolated before supplying electrical power to the aircraft.
Be careful when working on the engine components, immediately after
the engine shutdown; the components can remain hot during one hour.
Hot parts can cause an injury and hot oil can burn your eyes and skin.
When in contact with oil, fuel or other harmful products, use goggles,
insulated gloves and other protective clothes. Use solvents/cleaning
agents, sealant and other special materials only in a good ventilated work
area.
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ENVIRONMENTAL PRECAUTIONS
Avoid use of the APU if APU BLEED air is not necessary. Turn-off
unused ground service equipment (GPU, air conditioning cart, etc...)
if no work is being done or nobody is present on the aircraft.

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SAFETY PRECAUTIONS - ENVIRONMENTAL PRECAUTIONS

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34 NAVIGATION SYSTEM PRESENTATION (1)

GENERAL
SUB-SYSTEMS
The navigation system is composed of several sub-systems, which
are:
- the Air Data/Inertial Reference System (ADIRS),
- the Integrated Standby Instrument System (ISIS),
- the Multi-Mode Receiver (MMR),
- the Radio Altimeter (RA),
- the Enhanced Ground Proximity Warning System (EGPWS),
- the Weather Radar (WXR) with Predictive WindShear (PWS)
capability (if installed),
- the Air Traffic Control (ATC),
- the Traffic Alert and Collision Avoidance System (TCAS),
-the VOR and MKR beacon,
- the Distance Measuring Equipment (DME),
- the Automatic Direction Finder (ADF) if installed,
- the Digital Distance and Radio Magnetic Indicator (DDRMI),
- the maintenance/test facilities.
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GENERAL (continued)
SUB-SYSTEMS GROUPS
The navigation system is broken down into 4 main groups:
- ADIRS and standby instruments,
- dependent position determining systems,
- landing aids and,
- independent position determining systems.
There are several subsystems within each group. The first group
includes:
- Air Data/Inertial Reference Units (ADIRUs),
- DDRMI,
- the standby instruments (magnetic compass and ISIS).
The second group (dependent position determining systems) includes:
- GPS,
- ATC,
- DME,
- ADF,
- VOR.
The third group (landing aids) includes ILS and MRK receivers. The
fourth group (independent position determining systems) includes:
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- EGPWS,
- RAs,
- WXR and PWS,
- TCAS.

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ADIRS
GENERAL
The A/C has three identical and interchangeable ADIRUs. Each
ADIRU combines two functions in a single unit and a shared power
supply:
- an Air Data Reference (ADR) unit,
- a strapdown Inertial Reference (IR) unit, using laser gyros and
accelerometers.
The ADR and IR parts of each ADIRU operate independently, and
the failure of one system does not affect the other one.
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ADIRS (continued)
ADR UNIT
The ADR part supplies different types of air data to the instruments
and other users:
- airspeed, mach number, barometric altitude to the PFD and over
speed to the Flight Warning Computer (FWC),
- Total Air Temperature (TAT), Static Air Temperature (SAT), and
Angle-Of-Attack (AOA) sensors to other users.
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ADIRS (continued)
AIR DATA MODULES (ADMs)
The pitot probes and the static probes are connected to 8 Air Data
Modules (ADMs), which convert air pressure into digital format before
they send them to the ADIRUs.

NOTE: Depending on the aircraft versions and types and the A/C
aerodynamic shapes (fuselage length, engines location, etc),
the position of the CAPT, F/O and Stand-by static ports can
differ.
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ADIRS (continued)
IR UNIT
The IR part gives inertial data to the EFIS, Flight Management and
Guidance Envelope Computers (FMGECs) and other users:
- attitude, heading, Vertical Speed (V/S), flight path vector to the PFD,
- heading, ground speed to the ND,
- IR position to FMGECs for A/C position computation and available
on the MCDU DATA page.
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ADIRS (continued)
ADIRS CONTROL
The three ADIRUs are controlled through the single ADIRS Mode
Selector Unit (MSU) located on the overhead panel. The initialization
of the ADIRUs is normally done through MCDU.

NOTE: An optional auto alignment by GPS is available with the

latest version of the Flight Management System (FMS).
ADIRS INDICATING ON DDRMI
ADIRS supplies heading information to the DDRMI.
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ADIRS (continued)
PFD AND ND INDICATING
ADIRU 1 supplies the CAPT PFD and ND, and ADIRU 2 supplies
the F/O PFD and ND. For EFIS displays, ADIRU 3 is used as a hot
spare, and can be switched via the switching panel to replace either
ADIRU 1 or ADIRU 2.
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STANDBY INSTRUMENTS
The integrated standby instrument system, called ISIS, is installed on the
main instrument panel. It provides the following functions: standby
horizon, standby altimeter and standby airspeed indicator. The ISIS is
also capable of displaying heading and ILS information. A standby
compass is installed just below the overhead panel.
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RADIO NAVIGATION CONTROL
NORMAL TUNING
Normally, the FMGECs tune the radio navigation receivers
automatically for display and for A/C position computation. The
station information (frequency, identification and coordinates) come
from the navigation database loaded in the FMGECs. Access to the
MCDU RADIO NAV page lets the crew manually tune the radio
navigation receivers, via the FMGECs.
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RADIO NAVIGATION CONTROL (continued)
BACKUP TUNING
If both FMGECs have failed or if all MCDUs have failed and manual
tuning is needed by the crew, the Radio Management Panel (RMP) 1
and 2 are capable of tuning their own side navigation receivers in
backup mode.
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RADIO NAVIGATION CONTROL (continued)
LAYOUT
The EFIS control panel mode switches control what type of
information is shown to the flight crew on the ND. They are installed
on the glareshield. The toggle switches on the EFIS control panel are
used for the display of the VOR or ADF pointers on the ND. Two
RMPs are installed on the center pedestal.
The radio navigation audio signals can be heard by the crew when
they make a manual selection on the Audio Control Panels (ACPs).
Two ACPs are installed on the center pedestal, a third one on the
overhead panel.
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RADIO NAVIGATION CONTROL (continued)
NAVIGATION DISPLAY MODES
There are five different navigation display modes that can be selected
via the EFIS control panels. These modes are the PLAN, ARC, NAV,
VOR, and ILS modes.
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MMR
GENERAL
The aircraft has two Multi Mode Receivers (MMRs). The MMR is a
single navigation receiver that includes two internal receivers:
- an ILS receiver,
- a GPS receiver.
The primary function of the MMR is to receive and process ILS and
GPS signals.
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MMR (continued)
ILS PRINCIPLE
The function of the ILS is to provide the crew and airborne system
users with lateral (LOC) and vertical (G/S) deviation signals, with
respect to the approach ILS radio beam transmitted by a ground station.
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MMR (continued)
GPS PRINCIPLE
The GPS is a worldwide navigation radio aid that uses signals
broadcasted by a constellation of orbital satellites, which supply
accurate time information. The receiver then processes the signal into
accurate position and time through triangulation of the signals
broadcasted by the satellites.
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MMR (continued)
ILS INDICATING
The ILS data is sent to the displays through the Display Management
Computers (DMCs). The ILS 1 data is sent to the CAPT PFD and F/O
ND, while the ILS 2 data is sent to the F/O PFD and CAPT ND.
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MMR (continued)
GPS INDICATING
The GPS data is accessible on the MCDU. Selecting DATA page P/B
on the MCDU and then the GPS MONITOR line select key, will give
the information related to the GPS receivers. GPS when receiving
adequate signals to calculate a present position will be written at the
bottom of the ND. This is displayed as "GPS PRIMARY".
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RADIO ALTIMETER
PRINCIPLE
The RA system determines the height of the aircraft above the terrain
and displays it below 2.500 ft.
LAYOUT
The RA components are two transceivers, two transmission antennae
and two reception antennae.
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RADIO ALTIMETER (continued)
INDICATING
The aircraft height data is shown on the lower part of the PFD. RA
data is supplied to several users and is displayed on both PFDs at all
times below 2.500 ft Above Ground Level (AGL). In normal operation,
the RA 1 height is displayed on the CAPT PFD and RA 2 height on
the F/O PFD.
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EGPWS
PRINCIPLE
The function of the EGPWS is to generate aural and visual warnings
if the A/C adopts a potentially hazardous configuration of Controlled
Flight Into Terrain (CFIT).
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EGPWS (continued)
CONTROL AND INDICATING
The control panel, installed on the overhead panel, is used to control
the system operation. It enables the deactivation of all or some EGPWS
warning modes in specific approach configuration.
Visual warnings are shown on the instrument panels, and aural
warnings are broadcast through loudspeakers.
The PULL UP/GPWS P/B can also be used to initiate system test.
When a terrain caution or warning is detected, the terrain data is
automatically displayed on ND. Terrain data can also be displayed
manually by using of the TERR ON ND P/Bs.
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WEATHER RADAR
PRINCIPLE
The airborne WXR and PWS is used for the detection and display of
severe weather areas, gives a ground mapping and also detects
windshear events. The WXR/PWS helps the pilot to avoid these areas
and the related turbulence.

NOTE: Optionally, the aircraft may be equipped with a multiscan

radar transceiver. The multiscan function reduces pilot
workload and optimizes weather detection.
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WEATHER RADAR (continued)
CONTROL AND INDICATING
The WXR/PWS transceiver generates the microwave pulses. A
wave-guide is used as a Radio Frequency (RF) connection between
the transceiver and the antenna. The antenna is used for transmitting
and receiving the RF signals. The return signal is processed and
formatted by the transceiver for display on the ND. When a windshear
event is detected, the information is displayed to the crew on both
EFIS displays. An aural warning is also generated. A weather radar
control unit enables the crew to control the mode of operation of the
WXR/PWS. It also enables them to adjust several parameters (e.g.
antenna tilt or gain control).

NOTE: Optionally, the weather radar control unit with Auto-Tilt

Function (Honeywell) or the weather radar control unit with
the multiscan mode (Rockwell Collins) can be installed.
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ATC/TCAS
GENERAL
The ATC system replies to ground station interrogations to enable the
controller to identify and locate the aircraft. It also replies to TCAS
interrogations. The TCAS interrogates ATC-equipped aircraft in its
vicinity. The TCAS provides aural and visual advisories to the crew
in case an intruder is detected or the aircraft is in a hazardous traffic
configuration.
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ATC/TCAS (continued)
ATC PRINCIPLE
The ATC transponder is interrogated by radar pulses received from
the ground station. It automatically replies back to the ground station
with a series of pulses. Depending on the type of transponder installed
on the aircraft, the system supplies air traffic controllers with: Aircraft
identification for a mode A transponder, aircraft barometric altitude
for a mode C transponder, and a unique aircraft address and flight
data for a mode S transponder. With their discrete addressing and
digital encoding, mode S transmissions can be used as a digital data
link. The ATC transponder also replies to interrogations from other
aircraft with a TCAS.
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ATC/TCAS (continued)
TCAS PRINCIPLE
The function of the TCAS is to interrogate, detect and track the
trajectory of intruder A/C in order to evaluate the risk of collision.
Consequently, the TCAS gives advisories to the flight crew to fulfill
vertical separation.
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ATC/TCAS (continued)
ATC/TCAS CONTROL
The control panel on the center pedestal helps the pilot to control the
ATC and TCAS systems.
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ATC/TCAS - ATC/TCAS CONTROL

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ATC/TCAS (continued)
TCAS INDICATING
The TCAS information is displayed on CAPT and F/O EFIS. In case
of imminent risk of conflict, TCAS audio messages are broadcasted
through the cockpit loudspeakers.
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34 NAVIGATION SYSTEM PRESENTATION (1)

VOR/MKR/DME/ADF
PRINCIPLE
The VOR system is a navigation aid that receives, decodes and
processes signals received from the omnidirectional ground station,
for the bearing information. The MKR system is a radio navigation
aid, which gives indicators related to the distance between the aircraft
and the runway threshold.

NOTE: The MKR and VOR features are included in the same
computer and the MKR function is only active in
VOR/MKR1.
The DME system is a radio navigation aid that computes the slant
distance between the aircraft and a DME ground station. The ADF
system is a radio navigation aid that computes the bearing of an ADF
ground station in respect of the aircraft heading.
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VOR/MKR/DME/ADF (continued)
CONTROL AND INDICATING
VOR/DME/ADF data are displayed on the ND according to the EFIS
control panels selection.
MKR information is displayed on CAPT and F/O PFDs.
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DDRMI
The DDRMI is mounted on the forward instrument panel. This instrument
gives to the crew the following information:
- DME distance,
- VOR bearing,
- ADF bearing,
- heading information.
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RADIO NAVIGATION LAYOUT
This diagram shows the location of the various radio-navigation antennae.
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RADIO NAVIGATION LAYOUT

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SAFETY PRECAUTION
To prevent the risk of radiation burns, ramp personnel must stand away
from transmitting radiation. This area includes a distance of 5 meters
from the antenna and is within an arc of + or -135 degrees of the nose of
the aircraft. The dangerous zone forward of the aircraft must be free of
metallic obstacles such as hangars or aircraft within 5 meters in an arc
of + or - 90 degrees. The system must not be operated during the refueling
of the aircraft or during any refueling operation within 60 meters. In order
to prevent automatic activation of the PWS function during maintenance
action:
- the PWS switch must be set to OFF and,
- the ATC/TCAS switch must be set to STandBY.
When you work on A/C, make sure that you obey all the AMM
procedures. This will prevent injury to persons and/or damage to the A/C.
Before you do the test of the probes, remove the protective covers. Do
not touch the probes immediately after the test, they are hot.
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MAINTENANCE/TEST FACILITIES
The Line Replaceable Units (LRUs) comprising the navigation systems
have BITE. Failure information and testing is available through the
MCDU SYSTEM REPORT/TEST page.
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22 AUTO FLIGHT SYSTEM PRESENTATION (1)

GENERAL
The functions of the Automatic Flight System (AFS) are to alleviate the
crew workload by controlling the aircraft trajectory within a flight
envelope and the engine thrust automatically. It allows to optimize the
fuel consumption and to increase flight comfort and safety. To achieve
these objectives, the AFS is composed of:
- Flight Envelope (FE) functional part,
- Flight Guidance (FG) functional part,
- Flight Management (FM) functional part,
- Maintenance and test facilities.
For reliability and redundancy functions, the AFS is made of two identical
and interchangeable Flight Management Guidance and Envelope
Computers (FMGECs). The major functions of the AFS are implemented
in the FMGECs. The AFS also fulfills the dedicated interface with the
Central Maintenance System (CMS) by means of the Fault Isolation and
Detection System (FIDS) active on FMGEC 1. In addition to the
FMGECs, the AFS interfaces with the crew via:
- one Flight Control Unit (FCU),
- three Multipurpose Control & Display Units (MCDUs).
As a principle, when the AFS is active, the aircraft control is automatic.
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The pilots interface with the FG via the FCU for short-term actions and
with the FM via the MCDUs for long-term actions. The AFS automatically
controls the aircraft trajectory via the Electrical Flight Control System
(EFCS) and the relevant flight controls. Note that, in manual operation,
the EFCS also controls the surfaces via the same actuators from pilot side
stick inputs. The AFS also automatically controls the engine thrust via
the Full Authority Digital Engine Control (FADEC). Note that, in manual
operation, the FADEC also controls the engines from pilot inputs via the
thrust control levers. During AFS operation, side sticks and thrust control
levers do not move automatically.

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FLIGHT ENVELOPE
The FE part is basically in charge of:
- the acquisition and monitoring of the various aircraft parameters used
by the AFS,
- the speed envelope computation,
- the detection of the abnormal flight conditions (e.g. windshear detection).
FE information is mainly displayed on the EFIS PFDs.
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FLIGHT GUIDANCE
The FG part performs three functions: Autopilot (AP), Flight Director
(FD) and AutoTHRust (A/THR). The AP function computes guidance
orders used for automatic flight control surface deflections. The FD
function displays orders that would be followed by the AP if it was
engaged. The A/THR function computes the thrust command for
automatic engine control.

NOTE: The A/THR function of the AFS does not manage a throttle
displacement but a thrust value.
Engagement/disengagement of the AP, FD and A/THR functions are
controllable from the FCU. Disengagement of the AP and A/THR
functions can also be done using the same devices enabling manual control
of the flight controls and the engines. FG information are mainly displayed
on the EFIS PFDs.
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FLIGHT MANAGEMENT
The FM part performs several functions for the pilots, related to flight
planning, navigation and performance optimization using a navigation
database and a performance database. The MCDUs enable pilots to create
or select a flight plan then to modify it if necessary, and to monitor it in
flight. A flight plan describes a complete flight from departure to arrival,
including lateral information retrieved from the navigation database and
vertical information computed from the performance database. In addition,
a fundamental function of the FM is to calculate the position of the aircraft
using different aircraft sensors. Knowing the position of the aircraft and
the flight plan to be flown, the FM is able to compute the orders sent to
the FG for the automatic control of the aircraft trajectory and engine
thrust. Besides the MCDUs, FM information is displayed on the EFIS
NDs.
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PANEL LAYOUT/CONTROL AND INDICATING
The different panels used for AFS control and indicating are described
in this topic.
MCDUs
There are 3 identical MCDUs on the pedestal. The MCDU is the
primary entry/display interface between the pilot and the FM part of
the FMGEC. The MCDUs exchange information not directly but via
the FMGECs. Only two MCDU's (1 AND 2) are used in normal
operation. MCDU 3 is used as a back- up in case of failure of another
one.
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PANEL LAYOUT/CONTROL AND INDICATING (continued)
FCU
The FCU front face includes an AFS control panel between two EFIS
control panels. The AFS control panel allows the AP and A/THR
engagement. It displays their status and is used for the selection of
guidance modes and flight parameters. Speed, lateral guidance and
level change can be selected by the pilot after a "pull" action or
managed by the FM part after a "push" action on their related control
knob. In that case, the parameter window shows dashes (- - - -) and a
white dot illuminates to indicate that the reference is managed. An
exception to this rule is when the V/S - FPA knob is pushed, a level
off is immediately commanded. The Altitude window is never dashed.
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PANEL LAYOUT/CONTROL AND INDICATING (continued)
EFIS DISPLAYS
Each crewmember has two dedicated EFIS displays on the main
instrument panel presenting the whole flight information: the PFD
and the ND. Flight parameters for the aircraft control are displayed
on the PFDs and the flight plan and navigation data are displayed on
the NDs.
The PFD displays various speeds and reference parameters used for
short-term flight guidance.
The Flight Mode Annunciator (FMA) on the top part of the PFD
indicates:
- the AP, FD and A/THR engagement status,
- the AP/FD and A/THR modes,
- the automatic landing capabilities.
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PANEL LAYOUT/CONTROL AND INDICATING (continued)
SIDE STICKS
Two side sticks are respectively located on the CAPT lateral panel
and F/O lateral panel. When the AP is engaged, the side sticks are
locked in the neutral position, by solenoids. The AP is disengaged,
and the side sticks become free, when the red takeover and priority
P/BSW on any side stick is pressed or when a force above a certain
threshold is applied on any side stick.
THRUST CONTROL LEVERS
The engines are manually controlled by Thrust control levers, or
automatically controlled by the A/THR system. Two instinctive
disconnect P/BSWs, on the Thrust control levers, let the A/THR
function be disengaged (push either one).

NOTE: The Thrust control levers never move automatically.

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PANEL LAYOUT/CONTROL AND INDICATING (continued)
RESET
The FMGEC reset commands enable global reset of the whole FM,
FG and FE functions and their power-up test. The FM reset commands
are only related to the FM functions. The FCU reset is also possible
from the overhead panel.
The MCDUs can also be reset by putting them OFF then ON.
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MAINTENANCE/TEST FACILITIES
The FIDS installed in the FMGEC serves as the SYSTEM BITE
(maintenance data concentrator).
The FIDS is linked in acquisition and reception to the CMS and is
connected to the BITEs of the various AFS computers.
It receives commands from the CMS, interprets these commands and
transfers them, if applicable, to the various BITEs concerned.
It receives malfunction reports from the BITEs, manages these reports,
and, if applicable, consolidates the BITE diagnosis and generates a fault
message which is sent to the CMS.
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SAFETY PRECAUTIONS
Make sure that all circuits in maintenance are isolated before you apply
electrical power to the aircraft. Before you pressurize/depressurize a
hydraulic system:
- make sure that the travel ranges of the flight control surfaces are clear,
- check that the flap/slat lever agrees with the actual flap and slat surface
position,
- make sure that the speed brake selector is retracted and disarmed.
Put safety devices and warning notices before you start a task on or near:
- the flight controls,
- the flight control surfaces,
- the landing gear and the related doors,
- components that may move.
Put warning notices in the cockpit to identify the systems undergoing
maintenance work.
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23 COMMUNICATION SYSTEM PRESENTATION (1)

GENERAL
The communications system is composed of:
- cockpit communications system,
- cabin communications system,
- Cockpit Voice Recorder (CVR) system,
- Taxiing Aid Camera System (TACS), only on the A340-600, (Optional
on 340-500).
These systems are linked to maintenance/test facilities.
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COCKPIT COMMUNICATIONS
GENERAL
There are:
- two High Frequency (HF) systems for long range communication,
- three Very High Frequency (VHF) systems for short-range line of
sight communication,
- a satellite communication system.
To avoid interference caused by static electricity, the A/C has a static
discharging system.
A flight interphone system is used for communication between the
cockpit crew members and between the cockpit crew and the ground
mechanic at the NLG.
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COCKPIT COMMUNICATIONS - GENERAL

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COCKPIT COMMUNICATIONS (continued)
SPEECH COMMUNICATION
Each HF and VHF system is composed of a transmission/reception
antenna circuit and a transceiver. The transceiver transforms radio
waves into audio signals or data. The HF and VHF transceiver
frequencies can be selected using the Radio Management Panels
(RMPs). All audio signals go through the Audio Management Unit
(AMU) to be sent to the different cockpit acoustic devices. Channels
and volume are selected on the Audio Control Panels (ACP).
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COCKPIT COMMUNICATIONS - SPEECH COMMUNICATION

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COCKPIT COMMUNICATIONS (continued)
AUDIO INTEGRATING SYSTEM
The Audio Integrating System (AIS) is composed of:
- an AMU, which manages all transfers of audio signals,
- three ACPs (plus two optional ones), which control channel and
volume selection in the AMU,
- a SELCAL code panel for SELective CALling system (SELCAL)
functions,
- cockpit acoustic devices like boomsets, headsets, microphones for
flight crew use,
- two loudspeakers with their own individual volume control.
The AIS gives to the flight crew the following audio facilities:
- communication between cockpit crew,
- radio communications,
- radio navigation facilities,
- warning facilities.
It also manages the indications for:
- SELCAL calls,
- ground crew calls,
- cabin attendant calls.
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COCKPIT COMMUNICATIONS - AUDIO INTEGRATING SYSTEM

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COCKPIT COMMUNICATIONS (continued)
FLIGHT INTERPHONE SYSTEM
The flight interphone is used for communication links between the
various crew stations in the cockpit and between the cockpit and the
ground mechanic. A light on the external power panel and the horn
indicates L/G Cockpit calls. The MECHanic light on the ACPs and a
buzzer sound indicate the ground crew calls.
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COCKPIT COMMUNICATIONS - FLIGHT INTERPHONE SYSTEM

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COCKPIT COMMUNICATIONS (continued)
VHF
The VHF system has three VHF Data Radios (VDRs): VDR 1, VDR
2 and VDR 3. Each VHF system is composed of a transceiver and an
antenna.
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COCKPIT COMMUNICATIONS - VHF

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COCKPIT COMMUNICATIONS (continued)
HF
The HF system is composed of:
- 2 High Frequency Data Radio (HFDR) transceivers,
- 2 HFDR couplers,
- 1 shunt-type antenna.
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COCKPIT COMMUNICATIONS - HF

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COCKPIT COMMUNICATIONS (continued)
SATCOM
The aircraft has a SATCOM system. It is a satellite system used for
worldwide communication, which includes data and passenger
telephone services. The SATCOM system has two subsystems:
- the avionics subsystem, which converts voice/data signals into
L-band radio frequencies (and vice-versa),
- the antenna subsystem, which sends and receives L-band radio
frequencies.
The SATCOM avionics subsystem is connected to:
- the Air Data/Inertial Reference System (ADIRS) for antenna control
steering and Doppler correction,
- the Air Traffic and Information Management System (ATIMS) for
cockpit data transmission,
- the Passenger Air-to-Ground Telephone System (PATS) for cabin
fax/telephone capabilities.
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COCKPIT COMMUNICATIONS - SATCOM

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COCKPIT COMMUNICATIONS (continued)
STATIC DISCHARGING SYSTEM
During flight, the aircraft becomes charged with static electricity.
Random discharge of this electricity cause interference in the
communication and navigation systems. Installation of static
dischargers at selected points on the fuselage, decreases the effects
of the discharge interference. Usually these points are on the trailing
edges of the flight control surfaces. There are two types of dischargers,
which are installed in different positions: straight mount type and
30-degree angle mount type.
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COCKPIT COMMUNICATIONS - STATIC DISCHARGING SYSTEM

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COCKPIT COMMUNICATIONS (continued)
CONTROL AND INDICATING
The RMPs give the capability of tuning all communication radios.
The frequencies are tuned by using the 2 concentric knobs. There are
two RMPs installed on the center pedestal and a third one on the
overhead panel. Any RMP can tune any communication radio but
each one is normally dedicated to a particular radio.
- RMP 1 is dedicated to VDR 1,
- RMP 2 is dedicated to VDR 2,
- RMP 3 is dedicated to VDR 3 and HFDR 1/HFDR 2.
The ACPs control the channel selection and the volume of
transmission/reception. There are three ACPs installed next to an
RMP. Two are installed on the center pedestal, a third one on the
overhead panel. The CAPT or F/O can use the third occupant ACP
to replace a faulty ACP. A manual switching is then required.
The cockpit crew uses the CALLS panel to get the attention of the
ground mechanic or of the cabin. The action on one of the pushbuttons
will trigger visual and audio signals.
The EVACuation panel is installed on the overhead panel in the
cockpit. It is used for the activation of the evacuation command from
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the cockpit only or from the cockpit and the pursers station.
The CALLS panel is also used for the communications between the
cockpit and the different crew rest compartments.
On the A340-500/600, an optional panel on the cockpit (211VU) is
used for the communication between the cockpit and the Bulk crew
rest compartment.

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COCKPIT COMMUNICATIONS - CONTROL AND INDICATING

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COCKPIT COMMUNICATIONS (continued)
COMPONENT LAYOUT
The flight interphone function makes interphone links between pilots
and the ground mechanic at the jack connection on the external power
control panel.
Most of the communication antennae are installed on the outer skin
of the aircraft.
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COCKPIT COMMUNICATIONS - COMPONENT LAYOUT

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CABIN COMMUNICATIONS
The cabin communications system operates together with the Cabin
Intercommunication Data System (CIDS), the In-Flight Entertainment
System (IFES) and the PATS.
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CABIN COMMUNICATIONS

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CIDS
The CIDS is the cabin core system. It is designed to interface between
cabin crew, cockpit crew and passengers. It also manages maintenance
related functions such as central cabin maintenance service, system
programming features, configuration data loading and service interphone.
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CIDS

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CIDS (continued)
FAP
The touch-screen of the Flight Attendant Panel (FAP) is the interactive
interface between the CIDS and the cabin and maintenance crew
members. Below the screen, there is a hard key panel. The FAP is
connected to the two CIDS DIRirectors (DIRs) through high-speed
buses.
DIRECTORS
The two CIDS DIRs are fully identical and are wired in parallel. One
actively controls the CIDS, the other one is in hot standby. The DIRs
need to download their program and configuration to run correctly.
The software is stored in a single On-Board Replaceable Module
(OBRM), plugged into the front face of the FAP. Next to the OBRM,
the Cabin Assignment Module (CAM) stores the system properties
and the cabin layout configuration data. A Pre-Recorded
Announcements and boarding Music (PRAM) sends pre-recorded
announcements and boarding music to the DIRs to make them
broadcast through the Passenger Address (PA) system. There are two
types of PRAM, which have identical functions. It can be a flash
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memory type plugged into the FAP or an audio-tape reproducer

installed in the avionics bay. The PRAM, whatever its type, is
controlled from the FAP. The DIR will also use data from other aircraft
systems. The DIRs are connected to the cabin systems. Each DIR
contains a dedicated BITE and is able to transfer the internal and
external test results to the Central Maintenance System (CMS).

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CIDS - FAP & DIRECTORS

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CIDS (continued) SERVICE INTERPHONE SYSTEM
The service interphone system is used for voice communications, on
PASSENGER FUNCTIONS ground only, between the service interphone jacks installed around
The type A Decoder/Encoder Units (DEUs) are addressable units. and in the aircraft and also the cabin handsets.
The passenger functions are centralized in the Passenger Service Units
CABIN SYSTEMS
(PSUs). The CIDS uses each DEU A to control cabin lighting, signs,
calls and cabin audios according to cabin parameters programmed in For safety or passenger comfort functions, some systems like air
the CAM. conditioning, cabin lights, smoke detection, doors or water and waste
systems, are connected to the CIDS DIRs. Interaction via the FAP is
CABIN CREW FUNCTIONS then possible following predefined procedures.
Each type B DEU has a specific address related to its location in the
cabin zones. The Additional Attendant Panels (AAPs), installed in
flight crew stations, can control some cabin functions as an alternative
to the FAP. The Area Call Panels (ACPs), installed above the cabin
aisles, give to the crew a visual indication of the system information
such as lavatory smoke detection or passenger calls. The Attendant
Indication Panels (AIPs), installed in the cabin crew stations, give
written indications about passenger address, interphone and other
systems to the cabin crew.
PASSENGER ADDRESS SYSTEM
The PA system is one of the main functions of the CIDS. PA signals
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are broadcasted from the cockpit or cabin crew stations through all
the cabin loudspeakers.
CABIN INTERPHONE SYSTEM
The cabin interphone system is used for the communication between
all cabin crew stations via the cabin handsets. Each attendant station
has a handset for passenger address and interphone functions.

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CIDS - PASSENGER FUNCTIONS ... CABIN SYSTEMS

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CIDS (continued)
COMPONENT LAYOUT
The FAP is installed at the purser station.

NOTE: A second FAP (With Reduced Functions) can be installed

at door 4 to improve the redundancy and the cabin operations
in the aft part of the cabin.
Each crew station has:
- a handset,
- an AAP,
- an AIP.
The ACPs, installed in the cabin ceiling near the attendant station,
indicate:
- crew calls (pink steady or flashing),
- passenger call (blue steady),
- lavatory call (amber steady),
- lavatory smoke detection (amber flashing).
To call the cabin crew from the cockpit, the overhead CALLS panel
is used. A cockpit handset is installed on the pedestal and is used for
a direct passenger address. An optional keyboard on the cockpit
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handset is used for communication between the cockpit and the cabin
and/or the service interphones.
The DEUs type A and B are installed behind the cabin ceiling panels.
The number of DEUs installed depends on fuselage length and the
cabin configuration.

NOTE: The distance between the mounting quick release latches is

not the same on the DEU A mount and the DEU B mount.
Therefore they are not interchangeable.
The main components of the CIDS are the two DIRs Which
communicates with the other cabin systems via the DEUs A and B.

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CIDS - COMPONENT LAYOUT

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CIDS - COMPONENT LAYOUT

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CIDS - COMPONENT LAYOUT

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CIDS - COMPONENT LAYOUT

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CIDS - COMPONENT LAYOUT

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IFES
GENERAL
The IFES gives audio and video programs to passengers. It can also
give flight information and interactive utilities.
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IFES - GENERAL

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IFES (continued)
OVERVIEW
The Purser Control is connected to the main system controller. The
main system controller makes the interface between the core system
and the passengers. It will manage cabin crew and passenger requests
and answers as well as interaction with other systems. The distribution
is done through a cabin network to the passenger environment. The
passengers use the Passenger Control Unit (PCU) to select the channel
and the volume of the audio and video programs. It is also used to
control the reading lights and to call the cabin attendant. Videos are
broadcasted in the cabin on overhead LCD screens. Tactile LCD
screens can be installed on the armrest of the seat or the back of the
seat in front. They are used with the PCU to control interactive utilities.
Passengers can access audio, video, interactive games and the web
from their seats. This is offered via a menu displayed on the tactile
screens and available immediately after IFE system power-up. In-seat
telephone facilities can be installed in the cabin. The IFES is connected
to the PATS. The PCU is then used as a telephone handset.
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IFES - OVERVIEW

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IFES (continued)
CONTROL AND INDICATING
The Purser Control, installed on the Video Control Center (VCC) in
the cabin, gives the central control point for the system.
The VCC is also fitted with plugs and USB ports, DVD player and
Data Media storage.
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IFES - CONTROL AND INDICATING

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IFES (continued)
COMPONENT LAYOUT
The Passenger Entertainment System (PES) video shows pre-recorded
video programs through different display units in the passenger
compartment. The PES video also shows pre-recorded video programs
through seat display units via the Digital Seat Electronic Boxes
(DSEBs).
The lower part of the seat can be equipped with PED power outlet for
laptop connection.
Processing components and audio and video source providers are
installed on the In-Flight Entertainment (IFE) rack in the avionics bay
or the VCC installed in the cabin.
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IFES - COMPONENT LAYOUT

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IFES - COMPONENT LAYOUT

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IFES - COMPONENT LAYOUT

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PATS
GENERAL
The main component of the Passenger Air-to-Ground Telephone
System (PATS) is the Cabin Telecommunications Unit (CTU). It is
installed in the avionics compartment. It gives telephone and data
transmission capabilities to the cabin. The aircraft can have different
telecommunication systems:
- wall-mounted telephone,
- in-seat telephone,
- digital printer/FAX machine,
- cordless telephone.
Communication is achieved, directly or via the IFES, through the
CTU, which transmits communications to the SATCOM.
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PATS - GENERAL

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PATS (continued)
COMPONENT LAYOUT
The CTU layout depends of the aircraft version
Here is an example of the PATS cabin layout for A340-600. It is
composed of a fixed handset and a telephone antenna.
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PATS - COMPONENT LAYOUT

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PATS - COMPONENT LAYOUT

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LANDSCAPE CAMERA (OPTION)
GENERAL
The Landscape Camera System shows to the passengers a view of the
area in front and below the aircraft through the IFE system.
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SSCVR
GENERAL
The Solid State Cockpit Voice Recorder (SSCVR) records in-flight
and on-ground conversations and radio communications in solid-state
memories.
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SSCVR (continued)
CONTROL AND INDICATING
For manual control on the ground, the Cockpit Voice Recorder (CVR)
has to be energized by pressing the ReCorDeR GrouND ConTroL
P/BSW. The front face of the CVR control unit features a test P/B.
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CDSS
GENERAL
The Cockpit Door Surveillance System (CDSS) is related to the
Cockpit Door Locking System (CDLS) and uses cameras in the cockpit
entrance and in the left and right door 1 areas. The cameras let the
flight crew monitor the door 1 area and identify persons who request
access to the cockpit.
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CDSS (continued)
CONTROL AND INDICATING
According to your aircraft configuration, the CDSS has either:
- 1 LCD mounted on the rear cockpit wall, with a system controller,
- 1 CocKPiT DOOR VIDEO P/B installed on the overhead panel,
- 1 VIDEO P/B installed on the pedestal, and,
- 1 CDSS "IN USE" indication light, installed above the FAP on the
left door 1 area,
Or:
- 1 CKPT DOOR VIDEO P/B installed on the overhead panel,
- 1 CAMera SELection P/B,
- 1 CKPT ENTRY rotary switch installed on the pedestal, and,
- 1 system controller, installed in the avionics bay, to process and
display images on the lower ECAM Display Unit (SD).
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TACS (A340-600)
GENERAL
The TACS is an aid to the crew during taxiing of the A/C. It lets the
crew visually monitor the position of the L/G wheels on the taxiway.
The main components of this system are the 2 Taxiing Aid Cameras
(TACs) and the Camera Interface Unit (CIU).
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TACS (A340-600) (continued)
CONTROL AND INDICATING
The CAMERA control panel is used to select the DU for display of
the video images from the cameras. A CAMERA switch is installed
on the LDG door GND opening panel to inhibit the display of the
video images. The TACS can operate by day and by night thanks to
external lights which bring light to the filmed areas.
The CAMERA control panel (999VU) is installed in the belly fairing.
The VIDEO control panel (113VU) is installed in the cockpit, on the
pedestal panel.
The EXTERIOR LIGHT control panel (215VU) is installed in the
cockpit, on the overhead panel.
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MAINTENANCE/TEST FACILITIES
Each communication computer has a BITE which tests, manages and
records failures to help maintenance operations. It is linked with the
central maintenance system.
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SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the Aircraft
Maintenance Manual (AMM) safety procedures. This will prevent injury
to persons and/or damage to the aircraft. Here is an overview of main
safety precautions related to the communications system. Make sure that
all circuits in maintenance are isolated before you apply electrical power
to the aircraft. Unwanted electrical power can be dangerous. Although
the HF antenna is mounted near the vertical stabilizer, the RF energy
generated during transmissions can cause an explosion if being used
during refueling. Do not transmit during refueling. When working on the
aircraft make sure that you focus on the tasks. Interruptions can lead to
errors. These errors can lead to an accident. To avoid these interruptions,
it is prudent to advise the flight crew, ground crew and cabin crew of
your progress.
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46 INFORMATION SYSTEMS PRESENTATION (1)

GENERAL
The Information Systems include:
- the Air Traffic and Information Management System (ATIMS),
- the optional FlySmart with Airbus (FSA),
- the optional Airline Network Architecture (ALNA),
- and the maintenance/test facilities functions.
Note: The FSA and ALNA have many optional sub-systems. In this
module, the FSA and ALNA are shown with all options.
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ATIMS
The Air Traffic and Information Management System (ATIMS) is used
for data link communication between the aircraft, the Airline Operational
Control (AOC) centers and the Air Traffic Control (ATC) centers.
The ATIMS system lets the flight crew communicate with the AOC
centers and ATC centers.
The ATIMS sends the avionics systems parameters used for navigation
and surveillance to the ATC systems.
The data link communication between the aircraft and the ground network
is transmitted through the data link communication system, which includes
the HF Data Radio (HFDR), the VHF Data Radio (VDR) and the
SATCOM systems.
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ATIMS (continued)
ARCHITECTURE
The air traffic control system operates through an Air Traffic Service
Unit (ATSU).
This ATSU exchanges data with:
- A/C systems (aircraft parameters),
- the Printer,
- the ATC and AOC centers through the HFDR, VDR and SATCOM
communication systems,
- and the flight crew through different Human-Machine Interfaces
(HMIs).
These interfaces are:
- the CAPT, F/O "ATC MSG" P/Bs and loudspeakers that tell that an
ATC message is received,
- the CAPT, F/O MCDUs and Datalink Control and Display Units
(DCDUs) that are used to type, file or manage messages. The DCDUs
are for ATC messages only.
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FLYSMART WITH AIRBUS (FSA)
FlySmart with Airbus (FSA) replaces paper documentation with onboard
electronic documentation and applications.
To the flight crew, FSA supplies flight crew with an electronic flight bag
such as the Airplane flight manual, Performance application and
aeronautical charts.
To the maintenance personnel, FSA gives access to:
- the Airbus Onboard Maintenance Tool (AOMT), in which can be found
the electronic PFR and hyperlinks to the TSM, TFUs and SILs,
- the onboard maintenance electronic documentation: Airn@v.
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FLYSMART WITH AIRBUS (FSA) (continued)
ARCHITECTURE
The FSA architecture is called Aircraft Information Network System
(AINS).
The AINS includes different computers:
- a Server Interface Unit (SIU) which supplies secure communication
interface between the AINS and avionics systems computers,
- an Aircraft Network Server Unit (ANSU) which hosts maintenance
applications (e.g.: AOMT, Airn@v),
- the captain and first officer Onboard Information Terminal (OIT)
Processing Units (PUs) which host Flight crew applications (e.g.:
Weight and Balance application, Navigation charts),
- the captain and first officer OIT Display Units (DUs) which let the
flight and maintenance personnel get access to and display their related
applications.
The AINS also has:
- two USBs plugs for data loading access points,
- 3 electrical outlets and RJ45 Ethernet plugs to connect a maintenance
laptop.
The AINS is connected to the Wireless Ground Data Link System
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(WGDLS).
The WGDLS is used for wireless data loading, configuration check,
and optional Virtual Digital Aircraft condition monitoring system
Recorder (VDAR) data downloading.
The WGDLS includes different units:
- a Terminal Wireless Local area network Unit (TWLU) for WIFI
data link communication,
- a Terminal Gatelink Control Unit (TGCU) for cellular data link
communication.
- a triplexer which multiplexes the signals from the TWLU and TGCU,
which go to a single antenna and vice versa.

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FLYSMART WITH AIRBUS (FSA) (continued)
GENERAL LAYOUT
This is the general layout of the AINS.
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FLYSMART WITH AIRBUS (FSA) (continued)
ONBOARD INFORMATION TERMINAL
This picture shows the OIT-DU in the stowed and deployed positions.
A keyboard can be connected to the front face of the OIT-DU. A
software keyboard is also available on the OIT-DU.
An OIT cover is used for the protection of the OIT-DU screen. The
keyboard and the cover must be removed before the OIT-DU is stowed.
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FLYSMART WITH AIRBUS (FSA) (continued)
MAINTENANCE LAPTOP
The maintenance laptop can be connected through 3 electrical outlets
and RJ45 plugs installed in the cockpit.
This maintenance laptop is supplied by the airline and obeys to the
AIRBUS specifications.
The 2 USB plugs are used for data loading by the flight crew and
maintenance personnel.
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FLYSMART WITH AIRBUS (FSA) (continued)
MAINTENANCE ACCESS
The maintenance personnel can get access to the maintenance
documentation and application from the OIT-DUs or from a
maintenance laptop.
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FLYSMART WITH AIRBUS (FSA) (continued)
MAINTENANCE APPLICATION
From the OIT-DU or Maintenance laptop the "Maintenance Menu"
page lets maintenance personnel get access to the AOMT and Airn@v
application. Other applications are available but are out of the scope
of this general familiarization course.
The AOMT gives the list of all faults and warnings that occurred
during the flights, and gives the hyperlinks to the TSM and related
TFU and SIL if applicable.
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FLYSMART WITH AIRBUS (FSA) (continued)
FLIGHT OPERATIONS APPLICATION
From the OIT-DU, the flight crew can get access to flight operations
applications, for example weather chart, navigation chart, and
performance application.
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AIRLINE NETWORK ACHITECTURE (ALNA)
The Airline Network Architecture (ALNA) is used only for PAX
entertainment.
The ALNA includes:
- The Cabin Information Network System (CINS) for e-MAIL and Internet
services,
- The Onboard Mobile Telephone System (OMTS) for voice, SMS and
data communication services,
- And the Universal Wireless Backbone System (UWBS) for wireless
access to the CINS and OMTS.
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AIRLINE NETWORK ACHITECTURE (ALNA) (continued)
ARCHITECTURE
The CINS includes:
- a Head End Server Unit (HESU) which hosts the e-mail, internet
and on board mobile telephone system applications.
The HESU is connected to some aircraft systems, for example the Air
Data and Inertial Reference System (ADIRS), the SATCOM system,
the Central Maintenance System (CMS), etc.,
- a Head End Switch (HES) which supplies connection interface
between ALNA computers,
- and three Cabin Wireless LAN Units (CWLUs) for conversion of
e-mail and internet data from Ethernet into Wi-Fi protocol for the
passengers and vice versa.
The OMTS includes:
- four Base Transceiver Stations (BTS) which supply voice, GSM and
GPRS services for mobile phones,
- an On Board Control Equipment (OBCE) which controls the radio
frequency emissions of all mobile phones.
The Universal Wireless Backbone System (UWBS) includes:
- a radio frequency combiner which:
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- On reception, combines the Wi-Fi and telephone signals to the

passenger electronic devices (mobile telephones, laptops etc.) through
the leaky lines,
- On transmission, splits these signals from the passenger electronic
devices to the CWLU (Wi-Fi) and OBCE (telephone).
- two leaky lines antennae which send and receive radio frequency
signals.

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MAINTENANCE/TEST FACILITIES
The ATIMS (ATSU+DCDUs) BITE and FSA (ANSU+SIU) BITE data
and test requests are available from the MCDU through the
INFORMATION SYSTEM prompt on the SYSTEM REPORT/TEST.
The CINS, OMTS and UWBS BITE data and test requests are transmitted
to the HESU (CINS computer) and are available through the
Multi-Purpose FAP (MP-FAP) or a maintenance laptop connected to the
RJ45 plug installed in the cabin at the door 1R.
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MAINTENANCE/TEST FACILITIES

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GENERAL
The A/C lighting system supplies internal and external lighting. The
lighting system is comprised of the following subsystems:
- cockpit lights,
- cabin lights,
- cargo compartments lights,
- service compartments lights,
- exterior lights,
- emergency lights,
- and maintenance/test facilities.
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GENERAL

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COCKPIT LIGHTS
GENERAL
The cockpit lighting system lets the flight crew see all the equipment
details in the cockpit. The cockpit lighting has:
- general lighting,
- instrument and panel integral lighting,
- annunciator light test and dimming.
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33 LIGHTS SYSTEM PRESENTATION (1)

COCKPIT LIGHTS (continued)
CONTROLS
The cockpit panels and instrument lighting controls are on the pedestal,
the overhead panel, the main instrument panel and underneath the
glareshield. The CAPT and F/O reading lights are swivel light type
and are controlled by an internal double diaphragm.
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COCKPIT LIGHTS (continued)
INSTRUMENTS AND PANELS INTEGRATED
LIGHTING
The instruments and panels integrated lighting brightness is variable
for night flights or flight in stormy conditions. Brightness control is
achieved by potentiometers via controllers.
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COCKPIT LIGHTS (continued)
ANNUNCIATOR LIGHT TEST
The brightness adjustment and test of all annunciator lights is done
from the "TEST-BRT-DIM" control switch installed on the overhead
panel. Lighting transformers supply 5 VAC from 115 VAC to the
annunciator lights through control cards.
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CABIN LIGHTS
GENERAL
The Cabin Lights system includes cabin general lighting, reading
lights, entry lights, lavatory lights...
The cabin lights are controlled through the Cabin Intercommunication
Data System (CIDS), usually from the "CABIN LIGHTING" page
on the Flight Attendant Panel (FAP).
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CABIN LIGHTS (continued)
CABIN SIGNS
The passenger signs are controlled through the CIDS. The SIGNS
switches can be set to OFF, AUTO or ON by the cockpit crew. In
AUTO position, the cabin signs come on when some operational
events occur, e.g. slat position and/or landing gear position, engines
in operation. Green memos can be displayed on the ECAM.
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CARGO AND SERVICE COMPARTMENTS
GENERAL
The cargo and service compartment lights give illumination to different
compartments.
The system has these subsystems:
- Service Area Lighting,
- Air Conditioning and Accessory Compartment Lighting,
- Lower Deck Cargo Compartment Lighting (FWD, AFT and BULK),
- Avionics Compartment Lighting,
- Wheel Well Lighting.
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CARGO AND SERVICE COMPARTMENTS (continued)
CARGO LIGHTING CONTROLS
Fully integrated lighting is installed for the FWD, AFT and BULK
cargo compartments. FWD, AFT and BULK cargo compartments
fluorescent tubes are separately controlled by a toggle switch inside
each cargo compartment near the door on the RH side.
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CARGO AND SERVICE COMPARTMENTS (continued)
OPERATION PANELS
The loading areas of the FWD and AFT cargo compartments are lit
by loading area lights. These are controlled by a toggle switch, outside
the cargo compartments on the RH side in the door operation panel.
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SERVICE COMPARTMENTS LIGHTING
The service compartments are the wheel well compartments, air
conditioning bay, avionics and APU compartments. They have manually
controlled lights with adjacent switches. Some electrical outlets located
in different compartments are installed for the use of portable maintenance
lamps.
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EXTERIOR LIGHTS
GENERAL
The exterior lighting system fulfills various functions such as:
- navigation and logo lights,
- runway turnoff lights,
- taxiing and take-off lights,
- landing lights,
- anti-collision strobe and beacon lights,
- wing and engine scan lights,
- taxi camera lights if installed (A340-600 and optional on A340-500).
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EXTERIOR LIGHTS (continued)
CONTROLS
The exterior lights are controlled by the EXTerior LT panel on the
cockpit overhead panel.
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EMERGENCY LIGHTS
The emergency lights in the cabin include EMERGENCY EXIT signs,
Ceiling EMERGENCY lights, and ESCAPE PATH lighting. The
emergency lights are energized by different Emergency Power Supply
Units (EPSUs).
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MAINTENANCE/TEST FACILITIES
The testing of the emergency lighting system can be done either through
the Central Maintenance System (CMS), via the use of the MCDU, or
individually (EPSU, SRPSU and related lights) via the test P/B and the
control LEDs. When tested through the CMS, the emergency lighting
system is completely tested, using the CIDS as the main monitoring
control system device.
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SAFETY PRECAUTIONS
When working on the lights system, Obey to all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of main safety precautions relative to the lights
system:
- isolate the electrical circuits from the related equipment and the
environment to prevent injury to persons and/or A/C damage,
- when replacing a lamp, do not touch the glass with your fingers. The
oils from your skin may quickly cause deterioration of the lamp. If you
accidentally touch the lamp glass, clean it with a lint-free cloth.
- make sure that the ground safety locks are correctly installed on the
nose gear and doors. This prevents unwanted movement of the NLG and
NLG doors,
- be careful when you change the strobe or taxi/take-off lamps, they stay
hot several minutes after switch-off,
- do not look directly at some lights without eyes protection. Their
intensity can be high enough to cause permanent damage to your eyes,
- be careful when you work on the powered strobe light. Wait ten minutes
after de-energization of the electrical circuits, as some components have
dangerous voltages, which can kill or injure you.
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 AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE GDI14311-1
OCTOBER 2014
PRINTED IN FRANCE
AIRBUS S.A.S. 2014
ALL RIGHTS RESERVED

AN EADS COMPANY