Airbus

A318/A319/A320/A321
Differences to Revision: 1JAN2010

ATA 31
Author: PoL
For Training Purposes Only
E LTT 2007
Recording Systems

31−33 Digital Flight Data Recording System

31−36 Aircraft Integrated Data Systems
31−30 DFDRS/AIDS Enhanced
31−35 Multifunction Printing

Line and Base Maintenance

Level 3

A318-21_31A_L3
Training Manual

For training purposes and internal use only.

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Lufthansa Technical Training

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Lufthansa Base Hamburg
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22335 Hamburg
Germany

Tel: +49 (0)40 5070 2520

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Revision Identification:
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latest revision of that page(s) only. in the latest finalized revision.
Lufthansa Technical Training
INDICATING/RECORDING SYSTEMS A318/A319/A320/A321

31

ATA 31 INDICATING AND RECORDING SYSTEMS

FOR TRAINING PURPOSES ONLY!

FRA US/T-5 PoL Mar 9, 2010 ATA DOC Page 1

Lufthansa Technical Training
INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

31−33 DIGITAL FLIGHT DATA RECORDING SYSTEM INTERCONNECTION

INTRODUCTION
GENERAL
This book covers the three main subjects:
S Digital Flight−Data Recording System (ATA 31−33)
S Aircraft Integrated Data System (31−36/37)
S Multifunction Printing (ATA 31−35)

Digital Flight Data Recording System

The main function of the DFDRS is to convert various critical flight parameters
into a recordable form and to record them on a Digital Flight Data Recorder.
The stored data is also applicable to monitor the condition of the connected
aircraft systems. The system design covers the basic DFDRS.
This includes the units and the parameters that are necessary for the
mandatory requirements and an additional part to standardize the installation
for different customers. The electrical characteristic is in compliance with
ARINC 717.
Aircraft Integrated Data System (optional)
The main functions of the Aircraft Integrated Data System (AIDS) are to
monitor engine condition, APU condition and A/C performance, and to provide
trouble shooting assistance.
It fulfils the collection, processing and recording of various A/C parameters,
which may me indicated on the MCDU in real time, printed put via the on board
printer. Furthermore the system can store these parameters and/or send this
FOR TRAINING PURPOSES ONLY!

data via the aircraft data link to the ground.

Multifunction Printing (On Board Printer)
The printer (PRTR) is designed to achieve the print out on ”high contrast low
abrasive” paper of reports coming from various systems such as AIDS, FMGC,
CFDIU, EVMU either on ground or in flight.
Simple ”one hand” in flight or on ground paper roll loading allows 90 feet
printing, 3 rolls being stowed on the left rear cockpit wall.
The thermal line PRINTER provides on board print outs for various aircraft
systems, one at a time.

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Lufthansa Technical Training
INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33
FOR TRAINING PURPOSES ONLY!

Figure 1 Recording Systems Overview

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INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

DFDR GENERAL DESCRIPTION

GENERAL
The main function of the DFDRS is to convert various critical flight parameters System Description
into a recordable form and to record them on a Digital Flight Data Recorder. The FDIU is connected to different aircraft systems.
The stored data is also applicable to monitor the condition of the connected DATA (parameters) are received in discrete and digital form.
aircraft systems. The system design covers the basic DFDRS. This includes
The FDIU collects these parameters and converts them for internal processing.
the units and parameters which are necessary for the mandatory requirements
and an additional part to standardize the installation for different customers. A standardized set of flight critical parameters are transmitted in serialized
digital form to the SSDFDR (Solid State Digital Flight Data Recorder).
The electrical characteristic is in compliance with ARINC 717.
These parameters are stored on the recorder in data frame cycles.
System Architecture The FDIU generates aircraft data and sends them to the ARINC 429 output
The basic DFDRS Components are: bus.
S A FDIU (Flight Data Interface Unit) or A separate linear accelerometer is installed to provide the FDIU with
S An enhanced FDIMU (Flight Data Interface Management Unit) acceleration data appearing in the center of gravity.
S A DFDR (Digital Flight Data Recorder) The SDAC digitizes the analog signal of the LA and sends it to the FDIU via
ARINC 429 bus.
S A LA (Linear Accelerometer)
The EVENT Button and the Override Button of power interlock are located on
S A CTL PNL (Control Panel)
the CTL PNL‘s.
S A EVENT (Event Marker Button)
For maintenance and performance purposes, the optional QAR records the
The minimum equipment of a basic DFDRS (FDIU, DFDR, LA, CTL PNL and same parameters as the SSFDR.
EVENT) must be installed on each aircraft. This is to meet the requirement of
The operation of the SSFDR is automatic.
the authorities for recording of mandatory parameters.
On the overhead panel, there is a GrouND ConTroL P/B located on the
The optional DFDRS Component are:
ReCorDeR panel. This P/B lets the SSFDR be supplied when the A/C is on
S a QAR (Quick Access Recorder), or ground for preflight checks before engine start or for test and maintenance
S a WQAR (Wireles QAR) purposes.
FOR TRAINING PURPOSES ONLY!

On the center pedestal, there is a DFDR EVENT P/B which can be used to set
an event mark on the SSFDR memory.

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Lufthansa Technical Training
INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

SYSTEM DATA
ACQUISITION
CONCENTRATOR
(SDAC)
1
2

FLIGHT DATA INTERFACE UNIT (FDIU)

(CLASSIC)
OR
FLIGHT DATA INTERFACE MANAGEMENT OPTIONAL
UNIT (FDIMU)
ENHANCED
FOR TRAINING PURPOSES ONLY!

Figure 2 DFDRS Overview

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INDICATING/RECORDING SYSTEMS A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

DFDRS SYSTEM DESCRIPTION

FDIU (CLASSIC) LINEAR ACCELEROMETER
The FDIU (Flight Data Interface Unit) receives discrete and digital parameters The task of the LA is to measure the acceleration of the aircraft in all three
and processes them. The functions of the FDIU are: axes. The range of measurement is:
S conversion, S vertical axis (Z): −3 to +6 g,
S comparison, S longitudinal axis (X): −1 to +1 g,
S check and BITE (Built−In Test Equipment). S lateral axis (Y): −1 to +1 g.
The FDIU converts the input parameters into a recordable format for recorders: The LA generates an analog signal, which is sent to the SDACs. This signal is
S harvard biphase for the DFDR (Digital Flight Data Recorder), digitalized and sent to the FDIU through an ARINC 429 bus.
S bipolar return to zero for the optional QAR (Quick Access Recorder).
The FDIU compares the data that it sends with the data recorded by the
DFDR. The recorded data is transmitted back to the FDIU through the
playback data bus. The FDIU checks the integrity of the mandatory parameters
during the flight. After the flight, engines shutdown, only the LA (Linear
Accelerometer) signal check is done. The FDIU includes BITE and monitoring
functions.

DFDR
The DFDR stores data, which the FDIU has collected during the last 25 hours.
The data is recorded in data frames. Each frame contains data received during
one second. The DFDR includes BITE functions. The DFDR status signal is
sent to the CFDIU (Centralized Fault Display Interface Unit) through the FDIU
and to the ECAM (Electronic Centralized Aircraft Monitoring) through the
SDACs (System Data Acquisition Concentrators). The DFDR energization is
controlled through the power interlock circuit. The underwater locator beacon
installed on the front face of the DFDR gives the location of the recorder if the
FOR TRAINING PURPOSES ONLY!

aircraft is immersed in water following an accident. The underwater locator

beacon has a battery, which is activated by both fresh and salt water.

QAR
The QAR stores the same data as the DFDR for on ground performance,
maintenance or condition monitoring tasks. The data frames stored in the QAR
are identical to the DFDR data frames. The QAR includes BITE functions. The
QAR status signals (QAR MEDIA LOW, QAR FAIL) are sent to the lamps on
its front face and to the CFDIU through the FDIU. The QAR energization is
controlled through the power interlock circuit.

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INDICATING/RECORDING SYSTEMS A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33
FOR TRAINING PURPOSES ONLY!

Figure 3 DFDRS System Architecture

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INDICATING/RECORDING SYSTEMS A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

FDIU INTERFACES
ARINC 429 INPUTS BIPOLAR RETURN TO ZERO OUTPUT
Most information is given to the FDIU (Flight Data Interface Unit) through The FDIU sends the data to record into the QAR in bipolar return to zeroformat
ARINC 429 buses. The FDIU receives 12 ARINC 429 buses and it has on an output bus.
provision for 4 additional input buses.
NOTE: The LA (Linear Accelerometer) sends an analog signal to the
SDACs (System Data Acquisition Concentrators), which
digitalizes it before sending it to the FDIU.

ARINC 429 OUTPUTS

2 ARINC 429 output buses are given. The output bus to the CFDIU
(Centralized Fault Display Interface Unit) is used for BITE (Built−In Test
Equipment) information and test operation. The output bus to the DMU (Data
Management Unit) enables the AIDS (Aircraft Integrated Data System) to
record the mandatory parameters.

DISCRETE INPUTS
55 discrete inputs are given for the aircraft identification coding. 4 other inputs
are given for the DFDR (Digital Flight Data Recorder) status, event mark, QAR
(Quick Access Recorder) FAIL and QAR MEDIA LOW information.
NOTE: The QAR is optional.

DISCRETE OUTPUT
1 discrete output is used by the SDACs for showing the FDIU FAULT message
on the ECAM (Electronic Centralized Aircraft Monitoring).
NOTE: To display the DFDR FAULT message on the ECAM, a DFDR
FOR TRAINING PURPOSES ONLY!

status signal is directly sent by the DFDR to the SDACs.

HARVARD BIPHASE OUTPUT

The FDIU sends the data to record into the DFDR in Harvard biphase format
on an output bus.

HARVARD BIPHASE INPUT

For verification purposes, the FDIU receives the DFDR playback data in
Harvard biphase format on an input bus.

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INDICATING/RECORDING SYSTEMS A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

PIN PROGRAMMING
FLEET IDENT
A/C TYPE
A/C TAIL NUMBER
FOR TRAINING PURPOSES ONLY!

RECORD VERSION

DFDR status is also directly sent to SDAC

Figure 4 FDIU Interfaces

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INDICATING/RECORDING SYSTEMS A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

FDIU-COMPONENT DESCRIPTION
Flight Data Interface Unit System Inputs:
The FDIU is a microprocessor controlled unit with modules for the collection of S DFDR playback data input (playback of the DFDR data for verification),
discrete and digital parameters and for their conversion to a recordable form. S DFDR BITE IN (status line from DFDR),
The function and the electrical interface complies with ARINC 717.
S QAR FAIL (status line from the QAR),
If more than one data bus with the same content, e.g. SDAC 1 and SDAC 2, is
S QAR MEDIA LOW (media indication from the QAR).
connected to the FDIU, the data from system 1 is recorded on the DFDR. This
is as long as the appropriate SSM bits are valid and the data is updated. Invalid Output Characteristics
data from system 1 is replaced with the appropriate data from system 2. If one
One DITS−ARINC 429 output port (Low speed)
system has bad SSM bits or unrefreshed data, data from the other system are
recorded. If no valid data is available for the DFDR recording, then related data One DFDR bus, harvard biphase code − 64/128 words/sec, 12 bit each
bits are set to zero and in the next mainframe period the respective data bits One QAR bus, RZ code − 64/128 words/sec., 12 bit each RS 232 characteristic
are set to one. One status line, a discrete output to send the FDIU status via SDAC to the
The record versions fulfil the different authority’s requirements: CFDS
S Version 1: 64 Words/sec One asynchronous output for test purposes in RS 232 characteristic
S Version 2: 128 Words/sec One audio output for time synchronization of DFDR and Cockpit Voice
Recorder (CVR) via the AMU.
FDIU Input Sources
The following systems are connected to the FDIU: Verification of DFDR Playback Data
S Electrical Flight Control System (Ref. 27−90−00) To verify the recorded data, the FDIU receives the playback data via a serial
data bus. The sync word is checked every 64th/128th input for the proper sync
− FCDC1, FCDC2 (3CE1, 3CE2)
pattern. If a defective sync pattern is detected, the DFDR PLAYBACK fault flag
S Independent Instruments System (Ref. 31−20−00) will be written into the fault memory of the FDIU. The FDIU also accepts DFDR
− GMT CLOCK (2FS). data without playback
S Central Warning System (Ref. 31−50−00)
Identification of Location
− FWC1, FWC2 (1WW1, 1WW2)
The FDIU recognizes its location on different aircraft by decoding the aircraft
FOR TRAINING PURPOSES ONLY!

− SDAC1, SDAC2 (1WV1, 1WV2). identification and aircraft type, the fleet and the DFDR format version.
S Electronic Instrument System (Ref.31−60−00) Parameter selection and data processing depends on this identification code.
− DMC1, DMC2 (1WT1, 1WT2).
DFDR−CVR Synchronization
S Wheel and Brakes (Ref. 31−60−00)
The full 32 data bit word received from the GMT clock bus is used to generate
− BSCU (10GG). a frequency modulated output. This time code word is send to the CVR via
audio output at a rate of 768 bit/sec every four seconds (at a beginning of each
data frame) with Least Significant Bit (LSB) transmitted first.

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INDICATING/RECORDING SYSTEMS A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

LEGEND:

DFDR
EVENT
CLOCK ARINC 429
PUSHBUTTON
SYSTEM
COMPONENT

AMU:
AUDIO MANAGEMENT
ARINC 429 UNIT
AMU CVR TIME CODE
ARINC 429
CFDIU
BSCU:
BRAKING/STEERING
CONTROL UNIT
ARINC 429
SDAC FAULT
FCDC
BSCU ARINC 429 ARINC 429
1&2 FLIGHT CONTROL DATA
CONCENTRATOR
1 ARINC 429 FAULT STATUS

ANALOG
2 FLIGHT 1
DMC:
DISPLAY MANAGEMENT
LINEAR
DATA 28VDC
9TU ACCELEROMETER
COMPUTER

FCDC ARINC 429

INTERFACE FWC:
FLIGHT WARNING
1 ARINC 429 COMPUTER
2 UNIT ARINC 717
CFDIU:
(FDIU) ARINC 717 SSDFDR CENTRALIZED FAULT
DISPLAY INTERFACE
DMC ARINC 429 FAULT UNIT
1 ARINC 429
SSDFDR:
2

POWER ON
CONTROL SOLID STATE DIGITAL

ON LIGHT ON
PANEL FLIGHT DATA
FOR TRAINING PURPOSES ONLY!

RECORDER

SYS ON
FWC ARINC 429

1 ARINC 429
115VAC
POWER INTERLOCK
2 7TU LOGIC
8TU
PIN PROGRAMMING

QAR ON
FLEET IDENT
A/C TYPE FAULT STATUS QUICK
1
A/C TAIL NUMBER 55 ACCESS
RECORD VERSION 28VDC
RECORDER 9TU
VIA 197VC

Figure 5 FDIU Input/Output Schematic

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INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

POWER INTERLOCK LOGIC FUNCTIONAL OPERATION

Energization Indicating
With the oil pressurization of one or both engines or flight condition, the power If you push the GND/CTL button on the control panel, an electric latch holds
interlock is released for supply of the DFDR with 115V/400 Hz. the override function. The blue GND/CTL button light comes on .
The FDIU is supplied directly from the busbar. A dimmable power bus supplies The status line of the DFDR and the QAR are connected to the FDIU.
the CTL PNL indicators. In case of a Class II fault the FDIU transmits a failure message to the CFDS.
For maintenance and test purposes on the ground and for preflight checks These failures are not indicated to the crew in flight but are the subject of an
there is an override function to supply the DFDR. ECAM report on the ground after shut down of the engines.
When the GND/CTL button on the CTL PNL is pushed an electric latch holds If a Class III fault occurs the related flag is set in the fault memory of the FDIU
the override function. The blue ’ON’ pushbutton light comes on. The override (up to 30 faults). This fault information is sent to the CFDIU. These Class III
function supplies the equipment until the GND/CTL button is pushed again or faults can be displayed on the MCDU screen via menu function (System
the automatic power interlock becomes active. Report/ Instruments/FDIU). These faults can wait until the next scheduled
maintenance check.
Control
In case of malfunction of the CFDS, DFDR FAIL and FDIU FAIL are sent
Override of Power Interlock directly via SDAC to the ECAM screen.
With the electrically latched GND/CTL button it is possible to override the The status signal DFDR FAULT and FDIU FAULT are suppressed in flight
power interlock, so that the system can be supplied for preflight checks or for phase 3,4,5,7 and 8 by the FWC.
maintenance and test purposes.
The GND/CTL button is installed on the CTL PNL. To prevent the erasure of
stored data, you must not unnecessarily activate the override function of the
power interlock.

Event Mark
An EVENT BUTTON is installed to record an EVENT MARK on the DFDR.
FOR TRAINING PURPOSES ONLY!

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INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

POWER ON
SSDFDR
103XP GND CTRL
EIU 1 EIU 2 5VAC
OR
202XP
37LP ON
7TU XFMR
115VAC

21 VU
103 VU 12KS1 12KS2 11TU
8RK TDC = 5 MIN ENG 1 & 2 LOW OIL PRESS
AND GROUND RELAIS

103 VU
10RK

801PP
28VDC
SHED 4RK LGCIU 1
NOSE GEAR
IN FLIGHT 103VU
13TU 103VU
12TU
LIGHT
TEST
3LP

103 VU
FOR TRAINING PURPOSES ONLY!

6RK

103XP
OR
202XP 8TU RUN CTRL
115VAC SYSTEM OPERATION CONDITIONS:
QUICK - GND CTRL PUSHBUTTON ON, OR
ACCESS - ONE ENGINE RUNNING, OR
204PP
RECORDER - AIRCRAFT IN FLIGHT CONDITION, OR
28VDC 9TU
- 5 MINUTES AFTER ENGINE SHUT DOWN,
- OR EXTERNAL POWER ON
Figure 6 DFDR - Power Interlock
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INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

DFDR PRESENTATION
DFDR (Digital Flight Data Recorder)
The DFDR is a solid state flight data recorder in compliance with ARINC 717.
The DFDR stores all aircraft information in CMOS bulk erasable EEPROM
devices. Being a solid state device, the DFDR has no moving parts.
The recorder has the capability to store all data which the FDIU has collected
over the last 25 hours.
It is possible to get a storage capability of greater than 25 hours if the correct
combination of SSFDR capacity and data rate is used.

ULB (Underwater Locator Beacon)

A ULB is attached directly to the front−panel of the DFDR.
The ULB transmits a radio−signal. The ULB starts its operation if it gets in
contact with water. It has a detection range of 1800 to 3600 meter. The ULB
operates in water at a depth of 6000 meter.
You can service the ULB without disassembly of the DFDR. Maintenance has
to be done at set times to replace the battery of the ULB.

Figure 7 Flight Data Recorder Location

FOR TRAINING PURPOSES ONLY!

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INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

REAR FRONT

CRASH SURVIVAL
MEMORY UNIT
PROCESSOR (CSMU)
−MEMORY INTERFACE
HARDWARE AND −DATA STORAGE
SOFTWARE MODIFICATIONS
AIRCRAFT
SIGNALS & POWER

AIRCRAFT ACQUISITION
CRASH SURVIVABLE INTERFACE (AI) PROCESSOR (AP)
MEMORY UNIT J1
(CSMU) −SIGNAL CONDITIONING −FAULT PROCESSING
−STORAGE POWER SUPPLY −OPERATING POWER

CONNECTION TO GSE
FRONT PANEL
ULB

SSFDR SPEED
(GROUND=128W/S)
CASE GROUND

115VAC
FOR TRAINING PURPOSES ONLY!

FROM RELAY
6RK AND 8RK
DFDR BITE OUT
GSE CONNECTOR TO FDIMU
BEHIND DUST COVER DATA IN
DATA OUT

FAILURE
NO
FAIL
GSE: GROUND SUPPORT EQUIPMENT STATUS OUT TO SDAC
(E.G. NOTEBOOK) 1TU DFDR
Figure 8 Digital Flight Data Recorder
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INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

LINEAR ACCELEROMETER COMPONENT DESCRIPTION

LA (Linear Accelerometer)
The task of the LA is to measure the acceleration of the aircraft in all three
axis.
The acceleration force moves a pendulum in the sensing mechanism.
A proximeter senses the movement which generates a signal proportional in
amplitude to the movement.
A servo−amplifier amplifies the signal to excite a torque coil installed on the
pendulum. The current which flows through the torque coil produces a force
which is directly proportional to the acceleration force. The voltage drop across
a load resistor connected in series with the torque coil is an accurate analog
signal of the acceleration and gives the input signal to the SDAC.
The null offset circuit lifts the null output signal to the required level. At no
acceleration, the lateral and longitudinal axis output signal is 2.6 V DC and the
vertical axis output signal is 1.8 V DC.
Range of measurement:
S Vertical axis (z) = −3g to +6g
S Longit. axis (x) = −1g to +1g
S Lateral axis (y) = −1g to +1g
FOR TRAINING PURPOSES ONLY!

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INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

X AXIS
LONGITUDINAL OR FORWARD

Z AXIS FRAME
VERTICAL OR UP
PIVOT

PENDULUM
ASSEMBLY

Z AXIS EXCITATION
MAGNET
VERTICAL OR UP OSCILLATOR
ASSEMBLY
DETECTOR

PROXIMITER
FORCE PRODUCED
ACCELERATION FORCE BY TORQUE COIL

TORQUE COIL
(WOUND ON PENDULUM)

NULL OFFSET
FOR TRAINING PURPOSES ONLY!

CIRCUIT

NEGATIVE LOAD RESISTOR

FEEDBACK

Y AXIS OUTPUT
LATERAL OR OUTBOARD TO SDACs
SERVO AMPLIFIER

Figure 9 Linear Accelerometer

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INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

QAR PRESENTATION (OPTION) VERSION 1

QAR (Quick Access Recorder)
The purpose of the QAR is to store serial data on a optical disc for on−ground
performance, maintenance or condition monitoring tasks (equivalent to the
DFDR).
The QAR can store data on an on−board rewritable optical disk. The quick
access to the disk and the EJECT pushbutton is through a door, which is in the
front panel of the QAR.
The disk medium is a standard of 3 1/2” and a large storage capacity of 128M
bytes per disk.
NOTE: lufthansa doesn’t use the qar system for trend monitoring. Here it
is part of the foda project. (Flight operational data analysis
Project)

QAR Functions
The RZ bipolar data from the FDIU are received in the interface board and then
switched to the respective magnetical record head in the read/write board.
Another weaker laser in the read/write board, reads the received data from the
optical disk.
The drive and control board controls the speed and direction of the disk motion.
A BITE logic monitors the reel rotation, the disk speed and presence of data
and disk. In case of discrepancies, the status output is received by the FDIU.
The disk must be formatted to store the data.

Change of the Optical Disk

The operational procedure to change the optical disk is as follows:
FOR TRAINING PURPOSES ONLY!

S unlock and open the front door

S press the EJECT pushbutton, the optical disk is automatically ejected
S remove the optical disk
S insert a new formatted optical disk gently into the aperture, (with the arrow
on the left side).
S close and lock the recorder door.
NOTE: The optical disk insertion is only possible when the recorder has
power.

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INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

A 3TU
FR24A
FR20
ACCESS DOOR 824

A
B
87VU
AFT ELECTRONICS RACK 80VU

OPTICAL
B FRONT PANEL MEDIA
DISPLAY
KEYPAD

OPTICAL PORTABLE DATA

DISK DRIVE EIA-433 LOADER
(MAINTENANCE
SUPPORT)
CONTROLLER
EIA−422 CARD
BI−POLAR
FOR TRAINING PURPOSES ONLY!

FDIU BI−PHASE PCMCIA

PLESSEY CARD
DISCRETES

P104 CARD
EXPANSION

400Hz POWER
SUPPLY 28VDC
115VAC

QAR

Figure 10 Quick Access Recorder

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DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

WQAR PRESENTATION VERSION 2

INTRODUCTION A corresponding tag file is used to record the state of raw data recording.
The Teledyne Controls Wireless Ground Link − Quick Access Recorder A message file is used to record report data generated from FDIMU (AIDS
(Wireless Groundlink Quick Access Recorder) provides convenient airborne Part) .
data recording on standard PCMCIA media (removable PC Card) and When wireless transfer is enabled and upon aircraft being on the ground, the
automated wireless transfer of the recorded data when the aircraft is on the recorded data is compressed prior to transmission.
ground.
The compressed data is encrypted, packed up and transmitted via commercial
It interfaces with the FDIMU (Flight Data Interface and Management Unit) cellular/PCS phone modules over the Internet to a WGL Ground Base Station.
User interface with the WQAR is accomplished via a front panel keypad and
NOTE: Cellular Transmission is disabled via hardware interlock while
32−character alphanumeric display.
airplane is not on the ground.
NOTE: The WQAR configuration with no radios is also identified as a (Any engine senses low oil pressure.)
PQAR (PC Card Quick Access Recorder).
NOTE: If the LRU is not configured with radios (or wireless operation is
OVERVIEW disabled), the PC Card can be removed from the WQAR for
off−line processing. The PC Card may then be recycled using the
The primary purpose of the WQAR is to record, store and transmit (wireless)
media preparation utility prior to being returned to the unit.
digital flight data provided by various aircraft equipment.
This data is generally provided to the WQAR by the FDIMU. MALFUNCTIONS
The data received by the WQAR is recorded on a standard PCMCIA media In the event of a hardware/software failure, the WQAR failure indicator will
(removable PC Card). light.
While the aircraft is on the ground, the recorded data is compressed, encrypted The WQAR failure indicator will also light when power is initially applied, when
and transmitted securely over the wireless cellular/PCS data link. a PC Card is not installed, or when the PC Card is full.
The WQAR will set a STATUS discrete output to the open state if a fault is
SYSTEM OPERATION
detected.
Upon cold start, the WQAR initialization software, based on the current
The WQAR also provides a Media Low discrete output to identify if a
configuration data entered into the WQAR, determines the active data input
pre−configured percentage of the recorded data file has been used.
line and its speed and synchronization pattern.
FOR TRAINING PURPOSES ONLY!

The WQAR then adapt to these characteristics for operation.

The WQAR uses a removable PCMCIA PC Card (Solid State flash memory) as
the storage media. The PC Card can be prepared with the recording files at the
factory or by the engineering department
The configuration data includes the selection of the input data type.
In addition, the configuration data will include aircraft tail number, WQAR serial
number, wireless/cellular related information such as radio type, number of
radios, cellular network ID, ISP dialup and log−in information and the WQAR
base station address
Recorded raw data is stored on the PC Card in a single raw data file.

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DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

Front Panel
Display Keyboard

PCMCIA PC Card Drive

PC Card

FDIMU
RF Interlock Discrete (4)
Controller Card
Ethernet (Provisioned)

ARINC 429 (Provisioned)

ARINC 717 PCMCIA Card
ARINC 573 (Internal) RS 232/485 (Provisioned)

Cell Antenna LCD DISPLAY

(mounted inside the fuselage)

ACCESS DOOR
FOR TRAINING PURPOSES ONLY!

ANTENNA
(OPTIONAL)
FAIL INDICATOR

CONTROL BUTTONS
Cellular Phone Module PCMCIA SLOTS

ANTENNA INTERFACES

115V AC 115V AC, 400 HZ

Norm Bus 2 Power Supply
202XP
TEST CONNECTOR

Figure 11 System Architecture

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DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

WQAR COMPONENT DESCRIPTION VERSION 2

WQAR OVERVIEW OF OPERATION If either or both PC Cards are not installed on the WQAR when power is
Once a PCMCIA PC Card has been installed and power has been applied, applied, the FAIL lamp will illuminate, and a message will be displayed
operation of the WQAR is controlled by the Flight Data Recorder system with prompting the operator to insert the missing PC card or cards. After inserting
virtually no operator interaction required. the missing card or cards, the WQAR will continue booting.
However, capabilities via the front panel display and keypad are provided to MEDIA PC CARD REMOVAL
allow the user to monitor the operation of the LRU and to make certain
CAUTION: FAILURE TO FOLLOW THESE INSTRUCTIONS MAY RESULT
changes to the configuration of the unit.
IN LOSS OF RECORDED DATA.
The various functions are accessed through a series of menus that are
This operation is performed when aircraft power is applied to the WQAR. From
displayed on the alphanumeric front panel display of the WQAR.
the main menu, press the − or + keys to get to “CARTRIDGE EJECT“ menu.
The menu items increment or decrement by pressing the + and − keys, Press the SEL key to change message to display “TO CONTINUE PRESS +“.
respectively. Menu items are selected by pressing the SEL key. Press the + key to continue.
Menu selections or submenus are exited by pressing the MODE key, which will The WQAR will display the message “WAITING FOR CLEANUP“ for several
return the WQAR display to the higher level submenu or to the main menu, as seconds, followed by the message “EJECT CARTRIDGE NOW“.
applicable.
The cartridge (media) can be ejected now, using the eject button on the PC
INITIAL POWER UP AND PC CARD INSTALLATION Card drive.
A latched access door protects the PC Card drive. The door must be opened to NOTE: It is NOT recommended that the Media PC Card be removed
gain access to PC Card slot. The alphanumeric display and Fail indicator are from the unit with power applied unless the CARTRIDGE
both visible while the access door is closed. EJECTION procedure is used.
POWER-ON SELF TEST MEDIA PC CARD INSERTION
Upon application of primary power, the WQAR executes a series of POST Once the WQAR displays the message:
(Power−On Self−Tests) to verify the fidelity of critical processor support S Line 1> INSERT NEW
functions. S Line 2> CARTRIDGE NOW
If an error is detected, the alphanumeric display will show an advisory and the FAIL light is on, the PC Card may be inserted.
message.
Open the access door to gain access to the PCMCIA PC Card Drive.
FOR TRAINING PURPOSES ONLY!

If the POST is successful, the two line alphanumeric display will show the
Insert a properly prepared PC Card into the PC Card drive and close the
status message:
access door (installing the RF antenna if necessary).
S Line 1> RUN DISABLED
At this time, the WQAR will display the message „SYSTEM WILL NOW
S Line 2> RecCmplDly ILOn REBOOT“ and automatically reboots.
NOTE: This display assumes that the serial data input is off, that the run After rebooting the WQAR is ready for operation, and requires no further user
control discrete to the WQAR is enabled and is off, that the interaction.
aircraft is on the ground with the RF interlocks active, radios
TROUBLESHOOTING PROCEDURES
enabled and the recording completion delay is one minute or
longer. Other messages may be displayed based on the current For detailed troubleshooting information refer to AMM 31−33−52 Airline
system status. Comment „Trouble Shooting Guide (EO 155600)“

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DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

Alphanumerical display
The displays shows the various menus, displays and messages

Fail Indicator
Indicates a WQAR failure.
NOTE: The Fail indicator will also light when power is initially
applied, PC card is not inserted and PC card memory is
low or full.

Control Buttons (Mode, +, -, SEL)

Internal PC Card slot

Provides internal storage for use by the WQAR software.
NOTE: This slot is not accessible to the user.

Media PC Card slot

Allows installation of the PC Card

Cellular Antenna

NOTE: This is an option.

FOR TRAINING PURPOSES ONLY!

Figure 12 WQAR Frontpanel

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DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

OPERATION/CONTROL AND INDICATING

Energization
With the oil pressurization of one or both engines or flight condition, the DFDR
will be supplied with 115V/400 Hz.
For maintenance and test purposes on the ground and for preflight checks
there is an override function to supply the DFDR.
When the GND/CTL button on the CTL PNL is pushed the blue ’ON’
pushbutton light comes on. The override function supplies the equipment until
the GND/CTL button is pushed again or the automatic power interlock
becomes active.

Control
Override of Power Interlock
With the electrically latched GND/CTL button it is possible to energize the
system for preflight checks or for maintenance and test purposes.
The GND/CTL button is installed on the CTL PNL.

Event Mark
An EVENT BUTTON is installed to record an EVENT MARK on the DFDR.
Indicating
If you push the GND/CTL button on the control panel, the blue GND/CTL
button light comes on .
The status line of the DFDR and the QAR are connected to the FDIU.
In case of a Class II fault the FDIU transmits a failure message to the CFDS.
These failures are not indicated to the crew in flight but are the subject of an
FOR TRAINING PURPOSES ONLY!

ECAM report on the ground after shut down of the engines.

If a Class III fault occurs the related flag is set in the fault memory of the FDIU
(up to 30 faults). This fault information is sent to the CFDIU. These Class III
faults can be displayed on the MCDU screen via menu function (System
Report/ Instruments/FDIU). These faults can wait until the next scheduled
maintenance check.
In case of malfunction of the CFDS, DFDR FAIL and FDIU FAIL are sent
directly via SDAC to the ECAM screen.

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FOR TRAINING PURPOSES ONLY!

Figure 13 DFDRS Controls

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AIDS INTERCONNECTION
31−36

31−36 AIDS INTERCONNECTION

GENERAL DESCRIPTION
AIDS (Purpose of the Aircraft Integrated Data System) Abbreviation Used in the Figure:
With the integration of modern, state−of−the−art technology like the fly−by−wire S CFDIU: Centralized Fault Display and Interface Unit
or the FADEC (Full Authorized Digital Engine Control) the complexity of the S ATSU: Air Traffic Service Unit
aircraft systems leads to the development of the CFDS (Central Fault Display
S ACARS MU: Aircraft Communication Addressing and Reporting System
System) and the AIDS (Aircraft Integrated Data System).
Management Unit
While the CFDS is intend to assist the line maintenance in isolating faults,
S PCMCIA: Personal Computer Memory Card International Association
detected by the BITE functions of the individual aircraft system, the main
objectives for the AIDS are more of a preventative nature.
Long term trend monitoring of the engines and the APU avoid expensive
unscheduled maintenance actions outside the main base of the aircraft
operator. Continuous monitoring of the engines and the APU is also intended to
substitute fixed interval inspections by on demand maintenance.
In addition the AIDS is used for various tasks like hard landing detection, crew
proficiency monitoring and any type of special investigations and trouble
shooting on system level.
Realization of the Aircraft Integrated Data System
The AIDS is organized around the DMU which interfaces with other aircraft
systems.
Approximately 13000 parameters from the 50 ARINC 429 data lines are fed
into the DMU.
Based on these parameters, the DMU performs several tasks, the result of
which are either found on the SAR, on PDL floppy disks, on the MCDU screen
FOR TRAINING PURPOSES ONLY!

or if they are downloaded through ACARS directly at the GSE (Ground Service
Equipment) computer in the airline ground station.
The SAR (Smart Access Recorder) shall be retrieve via the PDL (Portable
Data Loader).

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INDICATING/RECORDING SYSTEMS A319/A320/A321
AIDS INTERCONNECTION
31−36

PCMCIA ABOUT 13000

CFDIU CARD
AIRCRAFT SYSTEM
PARAMETERS

PRINTER

DATA LOADER

DATA MANAGEMENT
UNIT (DMU)

MCDU
DIGITAL AIDS
RECORDER
FOR TRAINING PURPOSES ONLY!

AIDS
ATSU PRINT
OR
ACARS MU

REMOTE
PRINT P/B
Figure 14 Aircraft Integrated Data System
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AIRCRAFT INTEGRATED DATA SYSTEM
31−36

SYSTEM ARCHITECTURE
Hardware In addition to the above listed standard reports additional complete new reports
The hardware consists of can be programmed by the airline user.
S a DMU (Data Management Unit) The DMU is able to record AIDS data either by the use of the DAR or the
integrated SAR. The storage medium of the DAR is a magnetic tape cartridge
S an DAR (Digital AIDS Recorder) (option)
or an optical disk while the SAR stores the data in an Solid State Mass
S an in the DMU integrated SAR (Smart Access Recorder) Memory. To read out the SAR data, use a floppy disk via the PDL.
Software The DMU provides various communication interface for operator dialogue and
ground communications. The usage of these communication channels is
S Boot Software
mostly programmable. For example, reports can be either printed out,
S DMU Operational Software transmitted to the ground via ACARS or retrieved by the use of a floppy disk
S DMU Database Software via the MDDU. That means each airline user can setup the DMU to support
most efficiently the airline specific data link structure.
Generic function of the DMU
One of the generic functions of the DMU is the generation of reports as a result DMU file transfer interfaces:
of specific events defined by trigger conditions.
MCDU (Multipurpose Control Display Unit)
The following AIDS standard reports are defined:
S Manual request of reports and SAR/DAR recording
S Engine Cruise Report <01> (Ref. 31−37−73)
S Display of list of stored reports and SAR files
S Cruise Performance Report <02> (Ref. 31−37−73)
S Online display of selected aircraft parameters
S Engine Take−Off Report <04> (Ref. 31−37−73)
S Various control and reprogramming menus
S Engine Report O/R <05> (Ref. 31−37−73)
S Engine Gas Path Advisory Report <06> (Ref. 31−37−73) Printer
S Engine Mechanical Advisory Report <07> (Ref. 31−37−73) S Automatic print out of reports
S Engine Divergence Report <09> (Ref. 31−37−73) S Manually initiated (by MCDU) print out of reports
S Engine Start Report <10> (Ref. 31−37−73) S Print out of MCDU screens
FOR TRAINING PURPOSES ONLY!

S Engine Run Up Report <11> (Ref. 31−37−73) S Print out of software load messages
S APU MES/IDLE Report <13> (Ref. 31−37−49) PDL (Portable Data Loader)
S APU Shutdown Report <14> (Ref. 31−37−49) S Manually initiated (by MCDU) retrieval of reports and SAR files
S Load Report <15> (Ref. 31−37−51) S Automatic retrieval of reports and SAR files
S ECS Report <19> (Ref. 31−37−21). S Load of DMU software
Most of these reports allow a change in the trigger limits or in the length of the
report. In addition user specific trigger conditions can be created for each
report by the use of the GSE based reconfiguration software.

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FOR TRAINING PURPOSES ONLY!

SAR

Figure 15 System Architecture

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AIDS INTERCONNECTION
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AIDS SYSTEM OPERATION

DMU FILE TRANSFER INTERFACES
ACARS Smart AIDS Recorder
S Manually initiated (by MCDU) download of reports The SAR (Smart Aids Recorder) is an integrated part of the DMU.
S Automatic download of reports The purpose of the SAR is to record parameters relating the particular flight
S Upload of request for report generation events detected by the DMU.
S Upload of reprogramming messages The recording of the parameters is performed in a compressed form on the 2
Mbytes of the SSMM reserved for SAR memory.
DAR (Digital Access Recorder) (optional)
ACARS
S Manually initiated (by MCDU) recording of AIDS data
If installed, the ACARS MU (Aircraft Communication Addressing and
S Automatic recording of AIDS data
Reporting System Management Unit) can be used to send reports and to
GSE (Ground Support Equipment) broadcast parameters generated by the DMU to a ground station via radio
transmission.
For the individual programming of the DMU functions, the DMU is
reprogrammable either with the assistance of the A320 AIDS GSE (Ground The download of reports can be automatically initiated by the DMU or manually
Support Equipment) or partially through the MCDU’s (very limited). initiated from the MCDU.
The data from the SAR data storage buffer are retrievable through the MDDU. The ACARS MU can also receive from the ground requests for report
generation and reprogramming messages and send them to the DMU.
To initiate manually some specific reports a remote print button is located on
the pedestal in the cockpit. Also SAR recording is triggered through the print
button. The report/SAR channel assignment of the remote print button is GSE
programmable.

PCMCIA
The PCMCIA (Personal Computer Memory Card International Association)
Interface is an integrated part of the DMU. This interface accepts high capacity
and removable PCMCIA disks.
FOR TRAINING PURPOSES ONLY!

Independently from the recording in the DAR (Digital Aids Recorder) and the
DMU, the DAR and SAR (Smart Aids Recorder) data as well as the reports can
be automatically recorded in the inserted PCMCIA disk.
A PCMCIA disk space ratio reserved for DAR, SAR and reports recording is
programmable by the GSE (Ground Support Equipment). As a default, the
whole disk space is allocated for DAR recording.
The PCMCIA interface can also be used as a portable data loader to upload
the DMU operational software and customer database and to download the
SAR data and reports.

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FOR TRAINING PURPOSES ONLY!

SAR

Figure 16 DMU Data XFER

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AIDS INTERFACE
SYSTEM INTERFACE
The DMU receives approximately 13.000 parameters from various A/C DMU Input Parameters
systems through ARINC 429 data lines. These parameters can be recorded by All DMU parameters are listed in the parameters list. The DMU uses these
the DAR. parameters to perform the various functions. Also the DMU internal parameters
NOTE: In addition, spares inputs are provided. Among these ARINC 429 and parameters on Output Bus A+B are listed in the parameters list.
inputs data lines, some of them are selectable for high or low For all calculations, logical decisions and parameters to be included in a print
speed from system computers. report only valid parameters are used. If there is no valid parameter available,
the corresponding parameter column is filled with ’<’.
PARAMETER CALL−UP
If a parameter, which is defined to be included in a print report, is not
Parameters transmitted on the connected data buses can be shown on the transmitted on the appropriate ’ARINC’ bus, the corresponding data field is
MCDU in binary code with the label call−up function. At DMU delivery, 200 filled with ’>’. If a parameter, which is used for a logical decision, is invalid or
parameters are already defined with alpha call−up code and can be shown on not transmitted during the whole flight phase, (in which it is intended to be
the MCDU in engineering units. Approximately 1.500 parameters can be added used), this causes a class 3 fault.
to the initial alpha call−up list by programming.
For average calculations valid parameters only are used. The validity of a
parameter is detected by monitoring the SSM bits. Also the parity bit of the
appropriate ARINC 429 word. If a parameter fail is detected, the alternative
system 2 parameter is used if possible. If an alternative parameter is used, this
is indicated by an associated to the parameter number, for all the various
functional descriptions.
If a parameter which is used for logics is invalid or not transmitted, or an
alternative parameter is not available, the previous good value is used for up to
three reads. After three consecutive reads this parameter is marked as failed
and the logic is not performed.
Means are provided to observe also those busses which are not permanently
used for the logics or reports.
FOR TRAINING PURPOSES ONLY!

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AIDS INTERCONNECTION
31−36

SYSTEM AND EQUIPMENT IDENTIFIER SYSTEM AND EQUIPMENT IDENTIFIER

ADIRU 1, 2 & 3 CFDIU 7E

(ADR & IR) 06/04 FDIU 17
APU ECB 7A MCDU 1 & 2 39
BMC 1 & 2 6F PRINTER 40
BSCU CH 1 & 2 6E ACARS MU OR ATSU
CPC 1 & 2 5C DAR
DMC 1 & 2 25 DLRB
EVMU 3D
FAC 1 & 2 0A DATA
ECU/EEC 7C MANAGEMENT
FCDC 1 & 2 6C UNIT
FCU 1 & 2 A1 (DMU) DAR
FMGC 1 & 2 01/02 REMOTE PRINT P/B
FQIC 5A
FWC 1 & 2 26
GPWC 23
FOR TRAINING PURPOSES ONLY!

LGCIU 1 & 2 6D
PACK CTRL 1 & 2 8E
SDAC 1 & 2 29
SFCC 1 & 2 1B 5TV 202XP-C
115VAC
BUS 2

Figure 17 DMU Interconnections

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CONTROL AND INDICATING PRESENTATION

MCDU Controlled DMU Function
The AIDS main menu gives access to these functions:
S Parameter Callup:
− Parameter Label Call−Up
− Parameter Alpha Call−Up
− Parameter Menus
S Load Status Display
S List of Previous Reports
S List of Stored Reports
S Manual Report Request
S Assignment of Remote Print
S SAR/DAR Functionality
− SAR Summary
− List of SAR stored Records
− SAR Manual Request
− DAR PCM
− DAR Run Control Switch
S DMU Programming
− Report Inhibition
− Report Limits
− Report Internal Counters
− Statistic Counters
FOR TRAINING PURPOSES ONLY!

S Micro 3 (user programmable functions on the 3rd micro processor board)

S PCMCIA
− Disk Identification
− Disk Directory
− DAR Recording

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MCDU MENU

< FMGC
< ATSU
< AIDS
< CFDS
AIDS

CALL UP
< PARAM LOAD STATUS >

< PROGRAMMING PCMCIA >

NOTE: LIST OF
THIS IS ONLY AN EXAMPLE OF AN AIDS MENU! < SAR/DAR PREV REP >
THERE ARE VARIOUS DEVIATIONS POSSIBLE,
PASSWORD CHANGE
DUE TO DIFFERENT MANUFACTURERS AND STORED
CUSTOMER OPTIONS. < MICRO3 REPORTS >
HOWEVER THE GENERAL HANDLING IS THE
SAME. ASSIGNMENT MAN REQST
FOR TRAINING PURPOSES ONLY!

< REMOTE PRINT REPORTS >

DAR = RUNNING STOP *

< RETURN

Figure 18 AIDS Main Menu Example

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INDIVIDUAL PRINT REPORT PRESENTATION

GENERAL REPORT EXAMPLE (ENGINE CRUISE REPORT <01>)
A report is a comprehensive set of data related to a specific event (e.g. limit This report is a collection of data over a period of time in which the aircraft met
exceedance of engine parameters). The parameters contained in the reports the appropriate stability criteria. The required stability period is 100 seconds
are among the parameters provided with an alpha call−up (refer to AMM (programmable value). Basically, whatever the number of times the stability is
(Aircraft Maintenance Manual) 31−36−00 for the detailed parameter list detected, only one report is generated per flight leg.
associated to each report). The DMU (Data Management Unit) processes up to This report contains the data with the best engine quality number (QE) over the
23 different types of report: whole flight leg. If no stability is detected, then a report is generated with the
S 13 standard reports for basic aircraft, engine and APU monitoring. These following message in its last line: ”NO STABLE FRAME CONDITION”.
reports have fixed trigger mechanism, fixed data collection and fixed output The report mainly contains operating data of both engines, including vibration
formatting. Nevertheless, certain constants and limits within fixed trigger data. The report data are averages over the required stability period, except:
logics are reprogrammable. Specific trigger conditions can be created for
S ESN, EHRS, ERT, ECYC: Engine general data (serial number, flight hours,
each report by means of the GSE (Ground Support Equipment).
running time, cycle),
S up to 10 additional reports, numbered from 31 to 40, for airline specific
S AP: Autopilot status,
investigation and trouble shooting. These reports are user programmable
with the GSE for trigger conditions, data collection, report format and output S QE: Engine quality number used as stability indicator for this report (00:
destination. best stability, 99: worst stability),
In addition to the automatic trigger logics, all the reports can be manually S OIQH: Oil consumption from the previous flight,
generated: S EVM, ECW1, SSEL: Engine vibration status word, engine control word,
S via MCDU, S and status of Full Authority Digital Engine Control (FADEC) sensors,
S via AIDS (Aircraft Integrated Data System) PRINT P/B (according to flight S data lines V3, V4: Averaged values taken from the last stable descent (i.e.
phase associations, if programmed), descent of the last leg),
S via ATSU (Air Traffic Service Unit) (uplink request). Refer to AMM S data lines V5, V6: Averaged values taken from the last stable climb (i.e.
31−36−00 for the detailed trigger logics associated to each report. climb of the current leg).
A non−volatile memory for storage of at least 10 reports per different type of NOTE: For engine health monitoring purposes, 3 additional sensors can
report is provided within the DMU. be optionally connected to the FADEC to permit recording of the
FOR TRAINING PURPOSES ONLY!

following parameters: PS13 (fan tip discharge pressure), P25

NOTE: in this example, reports <01> to <11> are given for a CFM
(High Pressure (HP) compressor inlet pressure), T5 (Low
engine. They may be slightly different to your aircraft
Pressure (LP) turbine discharge temperature).
configuration.
NOTE: In this example, as well as in the AMM, generic symbols for the
Depending on the DMU, which is fitted on your aircraft, the
value fields are used:
LOAD REPORT <15> may not be applicable.
− ”1” = 0 or 1,
− ”A” = Any character in the range from A. to.Z,
− ”9” = Any digit in the range from 0.to.9,
− ”X” = Any character or digit in the range from A.to.Z or 0.to.9.
E.g.: TAT value is symbolized by ”X999”.

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REPORT EXAMPLE
FOR TRAINING PURPOSES ONLY!

Figure 19 AIDS Report Example

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INTRODUCTION OF AIDS REPORTS

Engine Cruise Report <01> engine parameters. In particular engine oil pressure, engine oil temperature,
The engine cruise report is a collection of aircraft and engine information engine oil consumption, engine nacelle temperature and engine vibrations shall
averaged over a period of time in which both the engine and the aircraft met be monitored for out of tolerance conditions.
the appropriate stability criteria.
Engine Divergence Report <09>
The required stability period is 100 seconds (programmable value). Basically,
The Engine Divergence Report shall be a time series collection of engine
whatever the number of times the stability is detected, only one report is
related information prior to and after the detection of an engine divergence
generated per flight leg. This report contains the data with the best engine
condition. The engine divergence logic is intended to detect rapid degradation
quality number (QE) over the whole flight leg. If no stability is detected, then a
in engine performance over the course of a few hours.
report is generated with the following message in its last line: ”NO STABLE
FRAME CONDITION”. Engine Start Report <10>
Cruise Performance Report <02> The Engine Start Report shall be a time series collection of engine related
information as a function of number of flights and when an abnormal condition
This report is similar to ENGINE CRUISE REPORT <01> except that more
has been detected during a main engine start.
information is provided about the aircraft, such as inner cell fuel quantity,
elevator position, corrected Angle−Of−Attack and side slip angle, last DMU Engine Run Up Report <11>
calculated flight path acceleration and inertial vertical speed, Roll angle and
The Engine Run Up Report shall be an average collection of engine related
body axis yaw rate (average), True heading, longitude and latitude positions,
parameters. The report will be primarily triggered manually via MCDU menu
wind speed and direction (average), fuel temperature and density (average),
and the Remote AIDS Print Button.
flight controls positions (average). E.g. RSP5: Roll spoiler 5 position.
APU MES/IDLE Report <13>
Engine Take−Off Report <04>
The APU MES/IDLE Report is an average collection of APU related
The Engine Take−Off Report is an average data collection of aircraft and
parameters during the starting of each main engine as well as during APU idle
engine around the point of peak N1 while in take−off flight phase
conditions. This information will be primarily used by ground APU performance
Engine Report O/R <05> analysis program.
The engine on request report is a time series collection of aircraft and engine APU Shutdown Report <14>
parameters as a function of a manually initiated trigger.
FOR TRAINING PURPOSES ONLY!

The APU Shut Down Report is a time series collection of APU related
Engine Gas Path Advisory Report <06> parameters during the abnormal Shut Down of the APU.
The Engine Gas Path Advisory Report shall be a collection of engine related Load Report <15> (Option)
information when there has been an exceedance of one of the primary engine
The Load report shall be a snapshot collection of aircraft data before, at, and
parameters. In particular STALL, FRAME−OUT, SHUTDOWN, EGT, N1 and
after an abnormal Load condition either in the air or at touchdown.
N2 shall be monitored for exceedance conditions.
ECS Report <19>
Engine Mechanical Advisory Report <07>
The ECS (Environmental Condition System) Report is a time series collection
The Engine Mechanical Advisory Report shall be a collection of engine related
of ECS related parameters when an abnormal ECS condition has been
information when there has been an exceedance of one of the secondary
detected.

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FOR TRAINING PURPOSES ONLY!

Figure 20 AIDS Reports

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STANDARD HEADER (PRINT REPORTS) MAINTENANCE PRACTICES

STANDARD HEADER FOR PRINT REPORTS General Data
A standard header is printed on each report. It is composed of information Lines C1 and CE contain the following data:
about the report at the top, information about the aircraft and the flight in the S PH: Data Management Unit (DMU) flight phase, based on flight phase from
middle and general data at the bottom. The header data is taken at the time Flight Warning Computer (FWC),
when the respective report is generated.
S CNT: Counter of the reports previously generated (first 3 digits) and
Report Value Presentation previous report number (last 2 digits),
Each data line starts with two identification letters. The presentation of the S CODE: Trigger condition code,
values in the data lines is according to: S BLEED STATUS:
their sign: Negative values begin with ”N” and, for positive values, ”N” is − 04 LH Pack Flow (0 to .99 kg/sec)
replaced by ”0” or another digit, − 1 LH Wing AI/V Pos (AI Pos. Closed =0)
their operational range without decimal point as listed in the parameter list − 0 Eng.1 Nacelle AI Pos. (AI Pos. Open =1)
associated to the header and each report (for these lists, refer to Aircraft
− 1 Eng.1 PRV Pos. (Fully Closed =0)
Maintenance Manual (AMM) 31−36−00).
− 0 Eng.1 HPV Pos. (Fully Closed =0)
E.g.: The operational range of the Total Air Temperature (TAT) is from −60.0 to
99.9 DEG C. Therefore, −32.0 DEG C is printed out N320 and +26.5 DEG C is − 0 Cross Bleed Valve Pos. (Fully Closed =0)
printed out 0265. In addition, a parameter, which is invalid or not updated, is − 0 Eng.2 HPV Pos. (Fully Closed =0)
replaced with ”_” or ”X” characters. − 1 Eng.2 PRV Pos. (Fully Closed =0)
Report Information − 0 Eng.2 Nacelle AI Pos. (AI Pos. Open =1)
3 free programmable lines are available for airline specific messages. − 1 RH Wing AI/V Pos (AI Pos. Closed =0)
Another line contains the report name and number − 04 RH Pack Flow (0 to .99 kg/sec)
S APU: APU bleed valve state,
Aircraft and Flight Information
S TAT: Total Air Temperature,
Line CC contains the following data:
S ALT: Standard altitude,
S A/C ID: Aircraft identification (tail number),
FOR TRAINING PURPOSES ONLY!

S CAS: Computed air speed,

S DATE (month/day),
S MN: Mach number,
S UTC: Universal Time Coordinated (hours/minutes/seconds),
S GW: Gross Weight,
S FROM TO: City pair identification,
S CG: Center of Gravity,
S FLT: Flight number.
S DMU/SW: DMU software (S/W) Part Number (PN).
The flight number is defined by up to 8 characters but only the last 4
numbers are used. Only numbers are possible and the not used positions Trigger Conditions Code
are filled with zeros. E.g. Flight Management and Guidance Computer To identify the trigger condition that caused the generation of a report, a
(FMGC) flight number AI067 is printed out 0067. numerical code is given.

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DATA LINE IDENTIFIERS

A320 CRUISE PERFORMANCE REPORT <02>

A/C ID DATE UTC FROM TO FLT

CC D-AILI NOV02 131607 EDDF LBSF 0001

PH CNT CODE BLEED STATUS APU

C1 06 73132 5000 34 0010 0 0100 39 X
TRIGGER CONDITION CODE
S 1000: Manual selection via MCDU,
TAT ALT CAS MN GW CG DMU/SW S 2000: Flight phase dependent manual
CE N272 35001 258 763 4936 278 C 71005 selection via AIDS PRINT P/B when
CN N272 35001 257 763 4936 278 programmed by the airline,
S 3000: Start logic programmed by the airline,
S 4000 to 7000: Report triggered by a
combination of logic conditions
S 8100 and 8200: ATSU uplink request.
FOR TRAINING PURPOSES ONLY!

E.G. N320 ( - 32.0 C)

OR 0265 ( + 26.5 C)

Figure 21 Standard Header for Print Reports

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MAINTENANCE PRACTICES (EXAMPLE)

BLEED STATUS
Bleed status is indicated with discrete coded information and numerical values.
In the discrete coded information, 0 indicates that the valve is closed and 1
indicates that the valve is open.
FOR TRAINING PURPOSES ONLY!

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FOR TRAINING PURPOSES ONLY!

Figure 22 Bleed Status (Example)

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CRUISE PERF. REPORT (02) TROUBLESHOOTING

Purpose of this item is, to get a briefly overview about the contents of the aids Line: N1, N1C, N2, EGT, FF, PS13
reports on example of the Cruise Performance Report. S N1: Selected N1 Actual (0 to 120.0 %rpm)
The Standard Header of this report was already described on the two pages S N1C: N1 Command (0 to 120.0 %rpm)
before.
S N2: Selected N2 Actual (0 to 120.0 %rpm)
NOTE: The following described report will be for information only.
S EGT: Selected T494 (−55 to 999.9 C)
A320 Cruise Performance Report (02) S FF: Engine Fuel Flow ( 0 to 7000 kg/h)
The cruise performance report is a collection of aircraft and engine information S PS13: Static Air Pressure at Position 1.3 (0.0 to 30.000 psi)
averaged over a period of time in which both the engine and the aircraft met
the appropriate stability criteria. Line: P25, T25, P3, T3, T5, VSV, VBV
Detailed information concerning the Cruise Performance Report and all other S P25: Total Air Pressure at Position 2.5 (0.0 to 50.000 psi)
Reports you will find in the Aircraft Maintenance Manual Chapter 31−37. S T25: Selected T25 (−55.0 to 120.0 C)
Line: ESN, EHRS, ERT, ECYC, AP, QA, QE S P3: Selected PS3 (0.0 to 450.0 psia)
S ESN: Engine Serial Number (000000 to 999999) S T3: Temperature at Position 3 (−55.0 to 850.0 C)
S EHRS: Engine Flight Hours (00000 to 99999 hours) S T5: Temperature at Position 5 (−55.0 to 850.0 C)
S ERT: Engine Running Time (00000 to 65536 hours) S VSV: Variable Stator Vane Position (−5.0 to 45.0 deg)
S ECYC: Engine Cycle (00000 to 99999) S EVM: Engine Vibration Status Word
S AP: Auto Pilot Status (00 to G8) S VBV: Variable Bleed Valve Position (−9.9 to 40.0 deg)
FMGC 1 and 2 (FGC part) for Auto Pilot AP1 and AP2
XY: X -Longitudinal Modes
XY: Y - Lateral Modes
− (Example 73:
7 - Longitudinal Mode: = ALT
3 - Lateral Mode: = NAV )
FOR TRAINING PURPOSES ONLY!

Auto Pilot Status DMU:

AP1 printed in report line EC, AP2 printed in report line EE
S QA: Aircraft Quality Number, Report Stability (00 to 99)
S QE: Engine Quality Number, Report Stability (00 to 99)

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ESN EHRS ERT ECYC AP QA QE

EC 731945 00178 03617 00140 73 14 08
EE 731543 00693 04216 00511 73

N1 N1C N2 EGT FF PS13

N1 0834 0834 0890 5836 1028 06485
N2 0834 0834 0890 5475 1049 06151

P25 T25 P3 T3 T5 VSV VBV

S1 12114 0510 1097 3898 3938 034 001
S2 11959 0505 1109 3969 3662 022 012
FOR TRAINING PURPOSES ONLY!

Figure 23 A320 Cruise Performance Report (Part 1)

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Line: HPT, LPT, GLE, PD, TN, PT2, OIQH Line: OIP, OIT, ECW, SSEL
S HPT: High−Pressure Turbine Clearance Position(−10 to 100 %) S OIP: Engine Oil Pressure (0 to 400 psia)
S LPT: Low−Pressure Turbine Position (−10 to 100 %) S OIT: Engine Oil Temperature (−60 to 250 C)
S GLE: Engine Generator Load (0 to 100 %) S ECW (xxxxx):
S PD: Precooler Inlet Pressure (0 to 50 psi) Engine Control Word 1 (hexadecimal coded) Each ’X’ represents 4 Bits in
S TN: Nacelle Temperature hexadecimal code of a defined ARINC 429 word:
XXXXX
S PT2: Total Air Pressure at Position 2 (0.0 to 25.000 psia)
| | | | |________________Bits: 14,13,12,11 –> HEX 0..F
S OIQH: Oil Consumption from the previous flight(−9.99 to 20.00 qts/h) | | | |__________________Bits: 18,17,16,15 –> HEX 0..F
| | | ___________________Bits: 22,21,20,19 –> HEX 0..F
Line: VN, VL, PHA, PHT, VC, VH, EVM
| | _____________________Bits: 26,25,24,23 –> HEX 0..F
S VN: FAN Pick Up N1 Track Vibration (0.0 to 10.0) | _______________________Bits: 29,28,27 –> HEX 0..7
S VL: TRF Pick Up N1 Vibration (0.0 to 10.0)
S PHA: FAN Pick Up Phase Angle (0 to 360 deg) Bit Parameter Description
S PHT: TRF Pick Up Phase Angle (0 to 360 deg) 11 Auto Thrust Active (Active =1)
S VC: FAN Pick Up N2 Track Vibration (0.0 to 4.0) 12 VSV Position Fault (Fault =1)
S VH: TRF Pick Up N2 Track Vibration (0.0 to 4.0) 13 SPARE
14 SPARE
15 Fuel Flow Measurement Invalid (Invalid =1)
16 N1/N2 Control Active (Active =1)
17 Channel A Active (Active =1)
18 Channel A Active (Active =1)
S SSEL: Engine Control Word 1 Status of different FADEC sensors
FOR TRAINING PURPOSES ONLY!

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HPT LPT GLE PD TN PT2 OIQH

T1 012 080 025 39 053 04976 0197
T2 012 080 018 37 066 05015 0268

VN VL PHA PHT VC VH EVM

V1 12 14 316 339 05 00 00001
V2 07 10 299 072 02 01 00002

STABLE DESCENT
VN VL PHA PHT N1
V3 XX XX XXX XXX XXXX
V4 XX XX XXX XXX XXXX

STABLE CLIMB
V5 24 18 024 006 0936
V6 07 09 329 008 0936
FOR TRAINING PURPOSES ONLY!

OIP OIT ECW1 SSEL

V7 038 088 00081 22222222222111
V8 043 087 00081 22222222222111

Figure 24 A320 Cruise Performance Report (Part 2)

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Line: WFO, ELEV, AOA, SLP, CFPG, CIVV Line: RSP2, RISP3, RSP4, RSP5, FLAP, SLAT
S WFO: Fuel Quantity Inner Cell (0 to 99999 kg) S RSP2: Roll Spoiler 2 Position (−45.0 to 0 deg)
S ELEV: Elevator Position (−30 to 15 deg) S RSP3: Roll Spoiler 3 Position (−45.0 to 0 deg)
S AOA: Corrected Angle of Attack (−30 to 85 deg) S RSP4: Roll Spoiler 4 and 5 Position (each −45.0 to 0 deg)
S SLP: Side Slip Angle (−32.0 to 32.0 deg) S Flap: FLAP Actual Position (−9.0 to 40.0 deg)
S CFPG: Calculated Flight Path Acceleration (−0.9999 to 4.0000 g) S Slat: SLAT Actual Position h (−9.0 to 27.0 deg)
S CIVV: Calculated Inertial Vertical Speed (−999 to 999 ft/min)
Line: THDG, LONP, LATP, WS, WD, FT, FD
Line: RUDD, RUDT, AILL,AILR, STAB, ROLL, YAW S THDG: True Heading (0 to 359.9 deg)
S RUDD: Rudder Position (−30.0 to 30.0 deg) S LONP: Longitude Position (East 179.9 deg to West 179.9 deg)
S RUDT: Rudder Trim Position (−25.0 to 25.0 deg) S LATP: Latitude Position(North 89.9 deg to South 89.9 deg)
S AILL: Left Aileron Position (−25.0 to 25.0 deg) S WS: Wind Speed (0 to 100 kts)
S AILR: Right Aileron Position (−25.0 to 25.0 deg) S WD: Wind Direction − True (0 to 359 deg)
S STAB: Stabilizer Position 1 (−13.5 to 4.0 deg) S FT: Fuel Temperature (−60.0 to 170.0 C)
S ROLL: Roll Angle (−90.0 to 90.0 deg) S FD: Fuel Density (0 to 0.999 kg/l)
S YAW: Body Axis Yaw Rate (−45.0 to 45.0 deg/sec) S RSP5
FOR TRAINING PURPOSES ONLY!

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WFQ ELEV AOA SLP CFPG CIVV

X1 01014 N005 0016 0002 00007 N004
X2 01023 N001 0018 0002 00007 N004

RUDD RUDT AILL AILR STAB ROLL YAW

X3 N000 0007 N007 N010 N008 0000 N000

RSP2 RSP3 RSP4 RSP5 FLAP SLAT

X4 0000 N000 0000 0000 0000 0000
X5 0000 0000 0000 0000 0000 0000

THDG LONP LATP WS WD FT FD

X6 1295 E0205 N443 028 318 0010 XXXX
FOR TRAINING PURPOSES ONLY!

X7 1295 E0205 N443 029 318 0005 0404

Figure 25 A320 Cruise Performance Report (Part 3)

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PREVIOUS REPORTS MENU MAINTENANCE PRACTICES

List of Previous Reports
A list of the last 20 reports, initiated automatically or by the remote print button
are stored in a nonvolatile memory.
The list contains the report number trigger logic code, date, time and flight leg
of report generation.
This information is printed by MCDU request.
The Menu can be displayed on the MCDU.
The procedure is as follows:
S select ’AIDS’ on the MCDU Menu,
S select ’List Of PREV REP>’ on the AIDS Main Menu,
S the AIDS Previous Report List comes on.
The information for each report consists of:
S NO : number of the report, e.g. 01 means cruise report
S CODE : describes the logic which has triggered the report
S DATE : generation date
S UTC : generation time
S LEG : flight leg when the report was generated e.g. −01
(means report was generated during previous leg.)
Scrolling displays the rest of the list of previous reports.
ATTENTION: To print out these reports the “Stored Reports“ Menu has to be
entered!
FOR TRAINING PURPOSES ONLY!

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AIDS
CALL-UP
<PARAM LOAD STATUS>

<PROGRAMMING PCMCIA>
LIST OF
<SAR PREV REP>
STORED
<MICRO 3 REPORTS>
ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS>

DAR = RUNNING STOP*

AIDS PREVIOUS REPORTS x/y

NO CODE DATE UTC LEG
02 3000 JAN23 165208 000
07 4500 JAN23 164357 000
13 4700 JAN23 155102 000
04 4004 JAN22 204159 001
FOR TRAINING PURPOSES ONLY!

09 5000 JAN21 071732 002

19 3000 JAN20 155742 003
19 3000 JAN20 153501 003
07 4400 JAN20 152158 003
15 3000 JAN20 151433 003
02 5000 JAN18 113653 004
<RETURN PRINT*

Figure 26 List of Previous Reports

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STORED REPORTS MENU MAINTENANCE PRACTICES

List of Stored Reports Print-Out Rules
Each report, triggered automatically or by the remote print button, is stored in a AIDS reports which are stored in the print report buffer (maximal 10 reports),
report buffer. may be printed and/or transmitted to ACARS by manual request via the MCDU.
As soon as a report is printed this report is declared free for deletion, if the print The procedure is as follows:
report buffer is full. The oldest free declared report is deleted to enable the S select ’AIDS’ on MCDU Menu,
storage of an actual report. If the print report buffer is full, with no free declared S select ’Stored Rep SEND/PRINT>’ on the AIDS Main Menu,
reports, the oldest report is printed out. Then deleted if storage capacity is
S the AIDS Stored Report Page comes on.
required. According to the polling procedure of the printer it may take some
time to get a report printed. Therefore, the memory keeps a report at least 120 A list of all stored AIDS reports is presented on the screen.
s. Activating the scroll key will cause all 10 lines to be rotated, in the direction
This permits printing of the oldest report before the actual report is stored in the indicated in order to present the next 5 reports.
report buffer. Below each report some remarks can be displayed described as follows:
NOTE: All stored reports are deleted as soon as a new A/C ident is ’DNLKD’ means that the report was successfully downlinked by ACARS.
recognized by the DMU. ’IN ACARS’ means that the report was sent from ’AIDS’ to the ’ACARS MU’ but
When a report is stored in the buffer, the following are included in the list of the reception from the ground station was not yet confirmed.
stored reports: ’LEG − 01’ e.g. means that the report was generated during the previous flight
S the related report with its title and identification number, leg. ’PRINTED’ means that the report was already printed.
S the flight leg in which the report was made If the printer is available and not busy, an asterisk appears besides each report
on the right side. If ACARS is available, an asterisk appears besides each
S down link information and a print
restart the print out of the desired report by activating the appropriate LS key
The list is presented on MCDU request in menu form as shown in ’AIDS on the right side of the screen (below ’PRINT’).
STORED REP’. The menu enables report call for printing and/or link via
Initiate sending a report to ACARS by activating the appropriate LS key on the
ACARS. Printing or downlinking is also possible for those reports which are
left of the screen (below ’SEND’). The asterisk then disappear from the screen
already printed or sent to ACARS.
as long as the printer or ACARS are occupied.
FOR TRAINING PURPOSES ONLY!

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DOWN
ARROW

AIDS AIDS STORED REPORTS 1/5 AIDS STORED REPORTS 2/5

CALL-UP
<PARAM LOAD STATUS> < 01:ENG CRUISE < 07:ENG MECH ADVS

<PROGRAMMING PCMCIA> < 02:CRUISE PERFORMANCE < 09:ENG DIVERGENCE

LIST OF
<SAR PREV REP> < 04:ENG TAKE OFF < 10:ENG START
STORED
<MICRO 3 REPORTS> < 05:ENG ON REQUEST < 11:ENG RUN UP
ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS> < 06:ENG GAS PATH ADV < 13:APU MES/IDLE

DAR = RUNNING STOP* <RETURN PRINT* <RETURN PRINT*

DOWN DOWN
ARROW ARROW

AIDS STORED REPORTS 3/5 AIDS STORED REPORTS 4/5 AIDS STORED REPORTS 5/5

< 14:APU SHUTDOWN < 33:PROG REPORT < 38:PROG REPORT

FOR TRAINING PURPOSES ONLY!

< 15:LOAD REPORT < 34:PROG REPORT < 39:PROG REPORT

< 19:ECS REPORT < 35:PROG REPORT < 40:PROG REPORT

< 31:PROG REPORT < 36:PROG REPORT

< 32:PROG REPORT < 37:PROG REPORT

<RETURN PRINT* <RETURN PRINT* <RETURN PRINT*

Figure 27 List of Stored Reports

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MANUAL REQUEST REPORTS MAINTENANCE PRACTICES

Manual Request Reports Possible Scratchpad Messages:
The ’MAN REQST REPRT’ page shows a list of all AI reports, which is
generated, if you push the adjacent line key. Message Explanations
The 1L key is used to roll options ’PRINT, SEND (ACARS) or STORE’ NOT ALLOWED − Invalid LSK or
An asterisk ’*’ is displayed at the beginning of each report, if only a single data − Invalid MCDU Mode Key or
set or format is defined for the related report. − Up, Down − Arrow Key
If multiple formats or data sets are defined for a report, the ’<’ character is GENERATION IN PROGRESS − Display after selection of a report
displayed instead of the asterisk for manual request and until report
If the report storage is full and a generated report is stored in the report buffer, is printed or downlinked via ACARS
the oldest free declared report is deleted to enable the storage on an actual
REPORT NOT READY − Selected report can not be currently
report. In case that the report storage is full with no free declared reports the
generated because, generation of
oldest report is printed and deleted if stored capacity is required. this report is in progress due to an
When a report is set and complete generated it is printed or sent via ACARS. automatic trigger
The procedure to get access to the MANUEL REQUEST REPORT is as PRINTER NOT AVAILABLE − Printer not operative
follows: −−> Print Out aborted
S Set ’AIDS’ on the MCDU Menu.
PRINTER BUSY − Printer used by other system
S Set ’MAN REQST REPORTS’ on the AIDS Main Menu. −−> DMU waits for print out
QUEUED TO PRINTER − Report is in the printer queue
−−> Ready to print out
ACARS NOT AVAILABLE − ACARS−MU not operative
−−> Downlink aborted
ACARS BUSY − ACARS−MU is busy with other
systems
FOR TRAINING PURPOSES ONLY!

−−> DMU waits for downlink

QUEUED TO ACARS − Report is in the ACARS queue
−−> Ready to be downlinked

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DOWN
ARROW

AIDS MAN REQST REPRT 1/4 AIDS MAN REQST REPRT 2/4

< PRINT (SEND STORE) < PRINT (SEND STORE)

* 01:ENG CRUISE * 06:ENG GAS PATH ADV

* 02:CRUISE PERFORMANCE * 07:ENG MECH ADVS ENG1

* 04:ENG TAKE OFF * 07:ENG MECH ADVS ENG 2

* 05:ENG ON REQUEST * 09:ENG DIVERGENCE

<RETURN PRINT* <RETURN PRINT*

AIDS
CALL-UP
<PARAM LOAD STATUS>
<PROGRAMMING PCMCIA> DOWN
LIST OF ARROW DOWN
<SAR PREV REP>
STORED ARROW
<MICRO 3 REPORTS>
ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS>
AIDS MAN REQST REPRT 3/4 AIDS MAN REQST REPRT 4/4
DAR = RUNNING STOP*
< PRINT (SEND STORE) < PRINT (SEND STORE)
* 10:ENG START ENG1 * 14:APU SHUT DOWN
FOR TRAINING PURPOSES ONLY!

* 10:ENG START ENG2 * 15:LOAD REPORT

* 11:ENG RUN UP * 19:ECS REPORT
* 13:APU MES/IDLE * 31:PROG REPORT
<RETURN PRINT* <RETURN PRINT*

Figure 28 Manual Request Reports

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DMU FLIGHT PHASE DETECTION OPERATION

The DMU divide the flight leg into separate flight phases. Special Rules for KG and Deg C.
The flight phase determination is mainly based on the FWC All parameters for which an alpha acronym is defined in the parameter list is
(Param. 26.1.126.01 or 26.2.126.10 Bits 14 to 11). available for alpha call−up. With a single call−up system 1 and 2 parameters
are displayed in engineering units.
The determination of a new flight phase is independent from the previously
encountered flight phase. The DMU is observe bit 18 and bit 27 of DMC label 305.
If bit 18 = 1, then the parameter values are shown in print out and alpha call−up
in the following units:
S fuel flow (eng 1 and 2):
− lbs/hours instead of Kg/hours (7C.1.244.01, 7C.2.244.10)
S gross weight:
− lbs instead of Kg (02.1.075.00, 02.2.075.00)
S pack flow:
− lbs/sec instead of Kg/sec (8E.1.126.11, 8E.2.126.00)
S bleed air flow:
− lbs/sec instead of Kg/sec (7A.1.123.01)
S fuel quantity:
− lbs instead of Kg (5A.2.256.10, 5A.2.257.10, 5A.2.260.10,
5A.2.261.10, 5A.2.262.10, 5A.2.247.10)
If bit 27 = 1, then the parameter values are shown in print out and alpha call−up
in following units:
S comfort temperatures ckpt, cab temp:
− deg F instead of deg C (29.1.242.01, 29.2.242.01, 29.1.244.01,
29.2.244.01, 29.1.245.01, 29.2.245.01)
FOR TRAINING PURPOSES ONLY!

Figure 29 DMU Flight Phase Chart

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FLIGHT PHASES 1.1, 5.1 & 7.1 INTERNALLY CALCULATED BY THE DMU.
ALL OTHER FLIGHT PHASES TAKEN FROM THE FWC 1

6
5.1 7.1
5 7
1 1.1 2 3 4 8 9 10
ENG. 1
ONE ENG. 1
OR 2 ENG. 1 FLT & > 1500FT ALT ALT < 800FT GND
STARTER OR 2 A/C ENG OFF
COCKPIT T.O. OR 2 < 1500FT > 10000FT <10000FT &A/C
AIR CORE SPEED DURAT.
PREPAR. POWER T.O. SPEED
VALVE SPEED < 80KTS 5 MIN
(N) TBD POWER > 80KTS
OPEN > IDLE
% RMP
ELEC. TAKE TAKE TAKE ENGINE
ENGINE TAXI FINAL LANDG. TAXI
POWER OFF OFF OFF CLIMB CRUISE DECENT SHUT
START OUT APPR. ROLL IN
ON ROLL1 ROLL2 CLIMB DOWN
FOR TRAINING PURPOSES ONLY!

Figure 30 DMU - Flight Phase Detection

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REMOTE PRINT OPERATION

Remote Print Assignment Menu
The ’Remote Print’ page displays the Report Number, Engine Number, DMU
Internal PH and Incrementation of report counter (Y=incremented N=not
incremented).
To initiate manually some specific reports a remote print button 3TV (AIDS
PRINT) is located on the pedestal in the cockpit.
Also SAR recording is triggered through the print button. The report/SAR
channel assignment of the remote print button is GSE programmable.
Procedure to select the Remote Print Page
The procedure to select the Remote Print page is as follows:
S Set ’AIDS’ on the MCDU menu.
S Set ’REMOTE PRINT’ on the AIDS main menu.
FOR TRAINING PURPOSES ONLY!

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AIDS AIDS REMOTE PRINT 1/3

CALL-UP REP/ENG FLPH INC CNT
<PARAM LOAD STATUS> 14 1 N

<PROGRAMMING PCMCIA> 10 1 1.1 N

<SAR STORED REPORTS> 11 2 N

<MICRO 3 LIST OF PREV REP> 11 3 N

ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS> 04 4 N
DAR = RUNNING STOP* <RETURN PRINT*

AIDS REMOTE PRINT 2/3 AIDS REMOTE PRINT 3/3

REP/ENG FLPH INC CNT REP/ENG FLPH INC CNT
05 5 N 05 8 N
01 5.1 N 05 9 N
FOR TRAINING PURPOSES ONLY!

01 6 N 05 10 N

05 7.1 N
05 7 N
<RETURN PRINT* <RETURN PRINT*

Figure 31 Remote Print Assignment Menu

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DMU COMPONENT DESCRIPTION

General Functions of the DMU Parameter Alpha Call-up
The design of the DMU allows its use in A/C with different input parameters A parameter alpha call up is possible for all the parameters for which an alpha
and different tasks for data evaluation, if the appropriate programs are code is mentioned in the parameter list. The selection is performed by their
implemented. alpha codes via the MCDU.
To ensure this capability, the unit is able to identify A/C type information on the If parameters from two systems are available, both parameters are displayed
FDIU ARINC 429 DITS data bus. on the MCDU upon a single alpha call−up code entry.
Depending on the occurrence of specific conditions or events, the DMU is The display values will refreshed once per second.
trigger predefined actions. All numeric type alpha call−up parameters will displayed on the MCDU in
As a result of specific trigger conditions AIDS reports may be generated or data engineering units.
may be recorded on the DAR (optional) or stored in the DMU internal SAR The display format is a floating point representation of max. 6 characters
(Smart Access Recorder). Print reports can be either printed out on the cockpit including the decimal point and the ’−’ sign, if applicable.
printer or transmitted via ACARS (optional).
In case of positive numbers without decimal point all 6 characters shall be
SAR data are also retrieved via the PDL (Portable Data Loader). available for digits. Display of leading zero shall be suppressed.
Functions which are specific to A/C type (CFMI or IAE engines) are indicated in The applicable units shall be displayed below the alpha call−up code on the
the respective logic definition. MCDU screen.
The A/C type coding, parameter 17.1.304.00, is shown below: Alpha call−up parameters, which consist of a combination of several discrete
bits or packed discretes will displayed in HEX.
Engine Type Bit 16 Bit 15 Bit 14 Bit 13 Bit 12
Discrete alpha call−up parameters shall be displayed using English status
For CFM 56−5 0 1 0 0 1 indications of max. 6 characters together with the actual bit status. The unit
For IAE V2500 0 1 0 1 0 indication on the MCDU screen shall be ’DISCRETE’.

No Code Programming 0 0 0 0 0 Additional Parameter Programming

If a new label (parameter) is used in the DMU (for other than a parameter label
If the code for no programming is received, the DMU works according to the
A/C type code from the last flight. If there is no coding from the last flight, the call−up) it must be programmed via the GSE (Ground Support Equipment).
FOR TRAINING PURPOSES ONLY!

DMU works with the CFMI type code. EUC (Engineering Unit Conversion)
Parameter Label Call Up The DMU provide an ’Engineering Unit Conversion Table’ to convert a selected
Each parameter (ARINC 429 data word) transmitted on one of the connected group of input parameters (same as supplied with alpha call−ups) into the
applicable engineering units. The EUC table is associated to the alpha call−up
data buses is selectable, you use: EQ, source system, label, SDI and number
table.
of data bits for display on the MCDU. The number of data bits can be omitted.
The GSE reconfiguration software allow to add or modify the conversion
The displayed parameters are updated once per second.
constants. Modifications are made by specifying a single scale constant,
The menus are shown in ’AIDS PARAM LABEL CALL−UP’. Up to 2 parameters number of data bits and sign.
can be displayed on one page. 8 pages can be selected via slew up/slew down
button, which leads to a maximum number of 16 parameters to be monitored
simultaneously.

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FOR TRAINING PURPOSES ONLY!

Data Management
Unit
Location
Figure 32 Data Management Unit (Aft Avionics Compartment)
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PARAMETER ALPHA CALL-UP MAINTENANCE PRACTICES

Parameter Alpha Call-up Display Indications:
The Parameters and Abbreviations are listed in the alpha call−up table.
ALPHA Alphanumeric name for specific aircraft parameter
The selection is possible by their alpha codes.
If parameters from two systems are available, both parameters are displayed SOURCE Name and system number of the source computer of sub-
on the MCDU upon a single alpha call−up code entry. system
The displayed parameter values are refreshed once per second. POSITION Position identifier referenced to the aircraft
All numeric type alpha call−up parameters are displayed on the MCDU in VALIDITY Validity of Alpha Call−up parameter:
engineering units. The display format is a floating point representation of max. − ’:’ (white) parameter has been updated and contains
6 characters including the decimal point and the ’−’ sign if applicable. valid SSM
In case of positive numbers without decimal point all 6 characters are available − ’>’ (green) parameter has not been updated
for digits. Display of loading zeros are suppressed.
− ’<’ (green) parameter contains invalid SSM
The applicable units are shown below the alpha call−up code on the MCDU
screen. VALUE Value of parameter in engineering units
Alpha call−up parameters, which consist of a combination of several discrete UNITS Units associated with parameter
bits or packed discretes are displayed in hexadecimal representation. In this
case the indication of the applicable units of the parameter are ’HEX’. Possible Scratchpad Messages:
Procedure to select the Parameter Alpha Call-Up Menu Message Explanations
The procedure to select the Parameter Alpha Call−Up Menu is as follows:
NOT ALLOWED − Invalid LSK or
S Set ’AIDS’ on the MCDU Menu. − Invalid MCDU Mode Key or
S Set ’PARAM’ on the AIDS Main Menu. − Up, Down − Arrow Key
S Set ’PARAM ALPHA CALL−UP’ on the AIDS Parameter Call−Up Menu. UNKNOWN ALPHA CODE − No valid Alpha Call−Up ASCII code
S Enter the Alpha Call−Up Code on the adjacent LSK up to 5 characters.
− Any further undefined characters
FOR TRAINING PURPOSES ONLY!

− Alpha Call−Up code is not defined

within the DMU Database Software

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AIDS PARAM CALL-UP AIDS ALPHA CALL-UP 1/5

<PARAM LABEL CALL-UP CLEAR ALL*

ALPHA SOURCE POS VALUE
<PARAM ALPHA CALL-UP <###########
<MENUS <###########

<###########
<###########

<RETURN <RETURN PRINT*

AIDS
CALL-UP
<PARAM LOAD STATUS>
<PROGRAMMING PCMCIA>

<SAR STORED REPORTS>

<MICRO 3 LIST OF PREV REP>

ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS>
AIDS ALPHA CALL-UP 1/5 AIDS ALPHA CALL-UP 1/5
DAR = RUNNING STOP*
CLEAR ALL* CLEAR ALL*
ALPHA SOURCE POS VALUE ALPHA SOURCE POS VALUE
FOR TRAINING PURPOSES ONLY!

< RSP1 FCFC-1 1: -11.53 <###########

DEG FCFC-1 2: -11.12
<########### <###########

<########### <###########

<########### <###########

<RETURN PRINT* <RETURN PRINT*

Figure 33 Parameter Alpha Call-Up

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PARAMETER ALPHA CALL-UP - EXAMPLE

Read out of Thrust Lever Position and EGT

Both engines are started and in GRD Idle.
S On the MCDU we get access to the Aids Menu.
S Select Call-UP Param.
S Select Param Alpha Call Up.
S Enter TLA in scratchpad. Alpha Call Up List
S Select LSK 2L. The complete list of available Alpha Call Ups can be found in the AMM Chapter 31−37−00 System Description
S Enter EGT in scartchpad.
S Select LSK 3L.
FOR TRAINING PURPOSES ONLY!

Figure 34 Alpha Call up List in the AMM

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FOR TRAINING PURPOSES ONLY!

Figure 35 Alpha Call-Up Example (IDLE)

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Read out of Thrust Lever Position and EGT
Push thrustlever 1 to Climb Thrust.
EGT values change with short time delay.
FOR TRAINING PURPOSES ONLY!

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FOR TRAINING PURPOSES ONLY!

Figure 36 Alpha Call-Up Example (CLIMB)

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PARAMETER LABEL CALL UP TROUBLE SHOOTING

Parameter Call Up S DATABITS identifies which ARINC 429 bits to extract from the label
Each parameter transmitted on one of the up to 64 ARINC 429 connected data call−up parameter and show as decimal value
buses are selectable for display on the MCDU screen. (valid entries1 to 20)
The selection are made using EQ, source system, label and SDI. S VALIDITY validity of the requested parameter:
’>’ parameter has not been transmitted/updated.
Additionally the number of data bits to be used for decimal representation are
Blank’ parameter has been updated.
selectable.
S SSM Sign Status Matrix: is taken from bits 31 to 29 of the parameter
The parts of the parameter number are isolated with a slash ’/’.
and shows in binary form.
The number of the data bits can be omitted. The default value is 18.
S DECIMAL Decimal value of the parameter calculated using the
The displayed parameters are updated once per second. Up to 2 parameters ’DATABITS’ VALUE entry to specify the number of bits to use
are displayed on one page. 8 pages can be selected via slew up/slew down as data. The decimal value is calculated assuming the
button, which leads to a maximum number of 16 parameters to be monitored extracted data bits as a whole represent a 2’s complement
simultaneously. value. For example ‘DATABITS’ of 12 results in the decimal
Example : Parameter Call−Up with EQ and System Number display of ARINC 429 bits 28 to 17. A ’DATABITS’ entry of 20
EQ/SYS/LAB/SDI = 1A/2/156/01 results in a decimal display of ARINC 429 bits 28 to 09.
If bit 29=0, then the decimal equivalent of the two complement
Procedure to select the Parameter Label Call-up Menu of the ’DATABIT’ value will be preceded with a negative sign.
The procedure to select the Parameter Label Call−Up Menu is as follows: S BINARY Binary Data (bits 28 to 11) of the parameter are shown on the
S Set ’AIDS’ on the MCDU Menu. DATA on the line below the label ’DATABITS 28−11’
S Set ’PARAM’ on the AIDS Main Menu.
Possible Scratchpad Messages
S Set ’PARAM LABEL CALL−UP’ on the AIDS Param Call−Up Menu.
S NOT ALLOWED
S Enter the parameter (e.g. 1C/1/344/01/12) on the scratchpad
S INVALID ENTRY
S Set the 1L key
S UNKNOWN EQ/SYS IDENT
Menu Definitions:
FOR TRAINING PURPOSES ONLY!

S EQ ARINC 429 equipment identification:

two−digit hexadecimal character e.g. 1B (for SFCC)
S SYS System Number: one character (only 1 to 4)
S LAB ARINC 429 Label:
three−digit octal character (valid entries 000 − 377)
S SDI Source Destination Identifier:
S valid entries 00, 01, 10, 11 and XX
(XX represents a case in which the DMU samples the parameter
without looking at the SDI field)

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AIDS PARAM CALL-UP AIDS PAR LAB CALL-UP 1/8

EQ SYS LAB SDI DATABITS
<PARAM LABEL CALL-UP < ## # ### ## (18)

<PARAM ALPHA CALL-UP

<MENUS
EQ SYS LAB SDI DATABITS
< ## # ### ## (18)

<RETURN <RETURN PRINT*

AIDS 1C/1/344/01/12
CALL-UP
<PARAM LOAD STATUS>
<PROGRAMMING PCMCIA>

<SAR STORED REPORTS>

<MICRO 3 LIST OF PREV REP>

ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS>
AIDS PAR LAB CALL-UP 1/8 AIDS PAR LAB CALL-UP 1/8
DAR = RUNNING STOP* EQ SYS LAB SDI DATABITS EQ SYS LAB SDI DATABITS
< ## # ### ## (18) < 1C 1 344 01 12
FOR TRAINING PURPOSES ONLY!

344 01 1737
SSM DATABITS 28−11
110 011011001001011010
EQ SYS LAB SDI DATABITS EQ SYS LAB SDI DATABITS
< ## # ### ## (18) < ## # ### ## (18)

<RETURN PRINT* <RETURN PRINT*

Figure 37 Parameter Label Call-Up

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PARAMETER LABEL CALL UP-EXAMPLE TROUBLE SHOOTING

NOTE: This Example can be performed on the Cockpit Maintenance Parameter List
Simulator A list of all AIDS Parameter Label Call-Ups you find in ATA 31−37−00, AIDS
Input Interface - System Description - Parameter List
Starter Air Valve
During this example we will check the correct working of the starter shut off The course of events
valve during an engine start sequence. Referring to ATA 31−37−00 we find the Parameter List.
WARNING: THIS EXAMPLE IS ONLY FOR TRAINING AND WILL NOT The Starter Valve will be controlled from the ECU (Engine Control Unit).
PRESCRIBE A VALID TASK FROM THE MAINTENANCE As given in the Parameter List get the Equipment Identifier „7C“ for ECU 1&2.
MANUAL.
For further details we have to refer to Chapter 73−25−00.
Background
The starting system of the engine utilizes pressurized air to drive a turbine at
high speed. This turbine drives the engine high pressure rotor through a
reduction gear and the engine accessory drive system.
The air which is necessary to drive the starter comes from:
S either the APU,
S or the second engine,
S or a ground power unit.
The starter supply is controlled by a starter SOV (Shut−Off Valve)
pneumatically operated and electrically controlled. In case of failure, the SOV
can be operated by hand.
The starter valve closes when the N2 speed reaches 50 percent.
Engine starting is controlled from the ENG start panel 115VU located on center
pedestal and ENG/MAN START switch on the overhead panel.
The starting sequence may be interrupted at any time by placing the MASTER
FOR TRAINING PURPOSES ONLY!

control lever in OFF position which overrides the FADEC.

Normal Starting Procedure (automatic)
The starting sequence is fully controlled by the FADEC and is selected when
the ENG/MODE/CRANK/NORM/IGN START selector switch is in IGN/START
position and the MASTER control lever in ON position. Start can be aborted on
ground only by the FADEC in case of failure.

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EQ = 7C
Continue
ATA 73−25
FOR TRAINING PURPOSES ONLY!

Figure 38 AIDS Parameter List - Label Call-Up

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The course of events (cont)
In the Chapter 73−25−00 we refer to the Item „Functional Interfaces“ PG Block
001, „System Descriptions“, „EIU/ECU Interface“.
In the Menu „EIU/ECU Interface“ we will find various of Parameter Lists.
One of them is the table:
ECU STATUS Word 1 - LABEL 270
ECU ARINC Output Bus Data (Discrete)
FOR TRAINING PURPOSES ONLY!

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BIT 13
FOR TRAINING PURPOSES ONLY!

LABEL = 270

Figure 39 Label 270/BIT 13

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The course of events (cont)
Data known:
Equipment Identifier - 7C (ECU)
System - 1 (We take Engine 1 (ECU1))
Label - 270
Source Destination Identifier SDI - 01
BIT 13 - Starter Valve
S „1“ Not Closed
S „0“ Closed
Now we get access to the MCDU and we select AIDS.
After that we have to select the menu
S „Call UP Param“
S „Param Label Call Up“
to get access to the Label Call-Up Menu.
Here we type in: 7C/1/270/01
NOTE: To get an indication, you must energize the FADEC first.

Background Information: ARINC 429 Data Word

An ARINC 429 data word always has 32 Bits, even when not all of them are
needed.
These 32 Bits are divided as follows:
S Bit 1−8: Label / Address,
S Bit 9−10: Source / Destination Identifier,
S Bit 11−28 (29): System Data,
FOR TRAINING PURPOSES ONLY!

S Bit (29) 30−31: Sign/Status Matrix,

S Bit 32: Parity Bit (Odd Parity)

Figure 40 ARINC 429 Data Word

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PRESS LSK 1L

SDI = 01 1
LABEL = 270
SYS = 1 2
EQ = 7C
BIT = 13

1 ECU 1 CHAN A = 01
ECU 2 CHAN A = 10
ECU 1 CHAN B = 11
ECU 2 CHAN A = 00

2 ECU 1 = 1
ECU 2 = 2
FOR TRAINING PURPOSES ONLY!

NOTE: Depending of AIDS Version

the number of Databits has to be
entered after the SDI.
EXAMPLE: 7C/1/279/01/18

Figure 41 AIDS Parameter Label Call-Up-Menu

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COURSE OF EVENTS TROUBLE SHOOTING

The course of events
Now we start the engine.
Immediately we see that Bit 13 changes from 0 to 1.
The Starter Air Valve is now open.
The Starter Motor turns on the Engine.
FOR TRAINING PURPOSES ONLY!

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FOR TRAINING PURPOSES ONLY!

Figure 42 Engine Start Valve Opens - Bit 13 = 1

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The course of events
AT 50% N2 you see Bit 13 changing from 1 to 0.
The Starter Air Valve closes.
The Starter Motor performs an Cut Out.
FOR TRAINING PURPOSES ONLY!

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FOR TRAINING PURPOSES ONLY!

Figure 43 Engine Start Valve Closes - Bit 13 = 0

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AIDS PROGRAMMING MAINTENANCE PRACTICES

GENERAL
The DMU (Data Management Unit) is reprogrammable either with the
assistance of the optional GSE (Ground Support Equipment) or partially (very
limited) through the MCDU.

GSE
The GSE is based on a compatible personal computer and is divided into
different S/W (SoftWare) modules. A major module is the programming of the
DMU functions. It mainly enables:
S the adjustment of the standard reports (e.g. report limits),
S the addition of customer reports (numbered from 31 to 40),
S the addition of trigger conditions,
S the configuration of the SAR (Smart Access Recorder) and DAR (Digital
AIDS Recorder) recording channels (DAR is optionally installed).
In particular, the GSE user has the possibility to program trigger conditions for:
S standard reports (additional conditions),
S programmable reports,
S SAR,
S DAR.
This programming is made by means of logics defined in a specific language.
In the example given here, report 31 is associated to logic 300 and will be
triggered when the EGT (Exhaust Gas Temperature) of engine 1 is greater
than 850 C for more than 3 seconds while in cruise flight phase. Once the
programming is completed, another GSE module generates the associated
FOR TRAINING PURPOSES ONLY!

database (i.e. setup/customer database). The database is stored on a floppy

disk or a PCMCIA (Personal Computer Memory Card International Association)
disk then transferred to the DMU through a PDL (Portable Data Loader) or the
optional PCMCIA interface.

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MCDU MENU
DATA MANAGEMENT
< FMGC UNIT (DMU)
< ATSU PCMCIA
Interface
< AIDS
< CFDS

FLOPPY PCMCIA
DISK CARD

DATA
LOADER
AIDS
CALL UP
< PARAM LOAD STATUS >
Ground Support Equipment (GSE)
< PROGRAMMING PCMCIA >
LIST OF
FOR TRAINING PURPOSES ONLY!

< SAR/DAR PREV REP >

STORED
< MICRO3 REPORTS >
ASIGNMENT MAN REQST
< REMOTE PRINT REPORTS >
OPTIONALLY DISPLAYED:
DAR = RUNNING STOP * - < MICRO 3
- DAR = RUNNING
- < PCMCIA
- STOP *

Figure 44 AIDS Programming

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AIRCRAFT INTEGRATED DATA SYSTEM
31−36

MCDU PROGRAMMING MENU MAINTENANCE PRACTICES

Programming with the MCDU is possible by pressing the PROGRAMMING line
select key on the AIDS MENU page. A first page is displayed with the
DMU−part of the FDIMU (Flight Data Interface and Management Unit) H/W
(HardWare) and S/W references:
S P/N is the Part Number of the DMU,
S D1 P/N is the Part Number of the operational S/W,
S the 3 following items of information concern the setup/customer database:
VVVV is the version number, LLLL is the revision level, DDMMYY is the
generation date.
A password, defined with the GSE, is required to access the following
programming menus.

Report Inhibit
Inhibition for all the reports of the printing and/or linking to the ATSU (Air Traffic
Service Unit). The inhibition is effective until the next DMU power off.

Report Limits
Change, in a temporary way, of some report limits that are programmable by
the GSE. The change is effective for a predefined number of days or legs (refer
to the VALIDITY field).
Report Counters
Setting of the report internal counters at their corresponding limit value.

Statistic Counters
Initialization and visualization of the engine/APU hours and cycles. The DMU
resets the engine/APU hours and cycles in case of engine/APU change
FOR TRAINING PURPOSES ONLY!

(engine/APU serial number change detection). The menu then allows the
correct values to be programmed for an engine or APU after it has been
changed.

Example
An Example is given in the TSM TASK 34−11−00−810−861 (Different Angle of
Attack Value on the three ADIRUs) in Paragraph 4.C.
There the Pitch Angle and the Flight Path Angle will be recorded on an AIDS
programmable report.

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FOR TRAINING PURPOSES ONLY!

Figure 45 MCDU Programming Menu/Statistic Counters

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SYSTEM INTERCONNECTION 31−33

31−33 DIGITAL FLIGHT DATA RECORDING SYSTEM INTERCONNECTION

DFDRS/AIDS BITE
General The BITE of the DMU is able to distinguish between system internal faults
Access to the BITE of the FDIU and DMU is achieved via the “SYSTEM (DAR and DMU) and external faults (connected systems).
REPORT/TEST/INST“ Menu of the CFDS. The equipment supplier proposes a fault isolation and detection concept that
finally accepted by the purchaser.
FDIU BITE
The ARINC 429 transmitter sends the BITE data from the DFDRS to the Power Up Test
CFDIU. After each Power−On−Reset (POR) due to a power interrupt greater than 200
Conditions of Power−Up Test Initialization: msec the DMU perform a POR Built−In−Test (BITE).
S How long the computer must be de−energized: One second The POR BITE is done after each POR independent of ’On Ground’ or ’In
Flight’ condition.
S A/C configuration: A/C on ground and engines stopped
The POR BITE is performed before the DMU application software is started
Progress of Power−up Test:
and is complete after 2 seconds.
S Duration: 25 seconds max
If the ’<DMU POWER−UP TEST’ LSK is pushed the DMU initiates a complete
S Cockpit repercussions directly connected with power−up test BITE procedure.
accomplishment (some other repercussions may occur depending on the
If the test is longer than 1 second, the display shows TEST IN PROGRSS XS
A/C configuration but these can be ignored):
(X= approximate maximum waiting time in seconds).
− ECAM warnings: ”RECORDER FDIU FAULT” is shown for 3 seconds
Results of Power−up Test DMU Battery Test
S Test passed: None If the ’<DMU BATTERY TEST’ LSK is pushed the DMU initiate a battery test
which does not interfere with the normal DMU operation.
S Test failed:
If the test is longer than 1 second, the screen shows the TEST IN PROGRSS
− ECAM warnings: ”RECORDER FDIU FAULT”
xS.
DMU BITE
FOR TRAINING PURPOSES ONLY!

Software Load Status

The DMU contains an Built−in Test Equipment (BITE) according to ARINC 604.
If you push the ’<SOFTWARE LOAD STATUS’ LSK, the display shows:
The BITE is able to detect failures occurring in the DMU. The board, the
functional block or the integrated circuit in which the failure appears is S The system software partnumber
described by the failure message. S The date when the system software was loaded
All facilities of the already existing hardware and software that can reasonably
be used to detect faults of systems or system components are made available
for the fault isolation and detection function.
In order to recognize transmission faults the ARINC 429 inputs of the DMU are
monitored continuously for update, sign status matrix and if necessary parity.

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SYSTEM INTERCONNECTION 31−33

STEP 1 STEP 2

MCDU MENU CFDS ->

< FMGC < LAST LEG REPORT

< ATSU < LAST LEG ECAM REPORT
< AIDS < PREVIOUS LEGS REPORT
< CFDS < AVIONICS STATUS
< SYSTEM REPORT/TEST
< RETURN

STEP 3 STEP 4

SYSTEM REPORT/TEST -> SYSTEM REPORT/TEST

INST
< AIRCOND F/CTL > < ECAM 1 CFDIU >
< AFS FUEL > < ECAM 2 EIS 1 >
FOR TRAINING PURPOSES ONLY!

< COM ICE&RAIN > < FDIU EIS 2 >

< ELEC INST > EIS 3 >
< FIRE PROT L/G > DMU >
< RETURN NAV >

Figure 46 Access to the System BITE Menu

FRA US/T-5 PoL Mar 9, 2010 24|SYS BITE|L2 Page 85
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SYSTEM INTERCONNECTION 31−33

STEP 2

SYSTEM REPORT/TEST
STEP 1 INST
< ECAM 1 CFDIU >
RECORDER CONTROL PANEL (21 VU)
< ECAM 2 EIS 1 >
< FDIU EIS 2 >
EIS 3 >
DMU >

STEP 3 STEP 4

FDIU D-AIQW FDIU

TEST
D-AIQW SEP16 UTC:10:45 STATUS OF DFDR:
PLAYBACK RECEIVED
< LAST LEG REPORT
FOR TRAINING PURPOSES ONLY!

< PREVIOUS LEGS REPORT < RESULT POWER UP TEST

< LRU IDENT GND SCAN > < CREATE TEST
< CLASS 3 FAULTS TEST>
< RETURN < RETURN PRINT *

Figure 47 FDIU BITE Menu

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DIGITAL FLIGHT DATA RECORDING
SYSTEM INTERCONNECTION 31−33

STEP 1 STEP 2

SYSTEM REPORT/TEST AIDS

INST
LAST LEG CLASS 3
< ECAM 1 CFDIU > < REPORT FAULTS >
PREVIOUS LEGS
< ECAM 2 EIS 1 > < REPORTS TEST >

< FDIU EIS 2 > < LRU IDENT

EIS 3 > < GND SCANNING

TROUBLE SHOOT GROUND
DMU > < DATA REPORT >
SOFTWARE
< RETURN LOAD STATUS >

STEP 3 STEP 4

AIDS AIDS
TEST DMU POWER-UP TEST
< DMU POWER-UP TEST ATA
313634 CLASS
< DMU BATTERY TEST DMU BATTERY (1TV) 2 >
FOR TRAINING PURPOSES ONLY!

< RETURN PRINT * < RETURN PRINT *

Figure 48 DMU BITE Menu

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AIDS INPUT INTERFACE (FDIMU) enhanced
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31−37 AIDS INPUT INTERFACE (FDIMU)

FDIMU PRESENTATION (ENHANCED)
General
The FDIMU (Flight Data Interface and Management Unit) puts together the
functions of the DFDRS and the AIDS into a single LRU (Line Replaceable
Unit). These two functions are controlled inside the FDIMU by two separate
processor−units (FDIU−part, DMU−part), which operate independently from
each other. An Internal data−bus connects the FDIU−part to the DMU−part.
The function of the FDIU−part is:
S To collect, format and supply the DFDR with various critical flight
parameters,
S To supply an output, which is encoded with GMT, to the CVR (Cockpit
Voice Recorder),
S To do an integrity check for acceleration parameters each flight,
S To receive linear acceleration via SDAC,
S To do a maintenance dialog with the CFDS in the form of a menu,
S To supply a QAR (Quick Access Recorder) if installed with the same data
frame as the DFDR.
The function of the DMU−part is to generate AIDS reports:
S To supply a digital frame to the DAR (Digital AIDS Recorder) (if installed),
S To collect all of the information, which comes from various A/C equipment
(ARINC 429 busses and discrete inputs),
S To communicate with specific equipment (MDDU/PDL, MCDU, CFDIU,
ACARS (if installed), PRINTER).
FOR TRAINING PURPOSES ONLY!

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AIDS INPUT INTERFACE (FDIMU) enhanced
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A3
FOR TRAINING PURPOSES ONLY!

Figure 49 FDIMU System Architecture

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AIDS INPUT INTERFACE (FDIMU) enhanced
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FDIMU COMPONENT DESCRIPTION (ENHANCED)

General Location
The FDIMU is a microprocessor controlled unit, used for the collection of The FDIMU front panel is equipped with:
discrete and digital A/C parameters and for their conversion to a recordable S A pivoting flap providing access to the test connector and PCMCIA inter
form. The FDIMU puts together the functions of the DFDRS and the AIDS face,
(REF: 31−36−00). It has two internal main parts. These parts are:
S A FDIU Fail LED and a DMU Fail LED.
S The FDIU−part, which controls the DFDRS
The integrated PCMCIA interface contains an optional DAR recording function,
S The DMU−part, which controls the AIDS (Refer to 31−36−00). and is able to store SAR (Smart AIDS Recorder) generated files and AIDS
The function and the electrical interface complies with ARINC 717. standard reports. In addition it is possible to emulate a data loader function.
If more than one data bus with the same content, e.g. SDAC 1 and SDAC 2, is When using theses functions, a PCMCIA card must be inserted in the PCMCIA
connected to the FDIUpart, the data from system 1 is recorded on the DFDR. interface. A test connector is installed on the front panel of the FDIMU.
This is as long as the appropriate SSM bits are valid and the data is updated. The test connector is used for:
Invalid data from system 1 is replaced with the appropriate data from system 2. S PDL (Portable Data Loader) connection,
If one system has bad SSM bits or unrefreshed data, data from the other
S Maintenance test equipment connection (dialogue with laptop computer).
system are recorded. If no valid data is available for the DFDR recording, then
related data bits are set to zero and in the next mainframe period the
respective data bits are set to one.
The FDIU−part can record five different versions (frames) of parameters on the
DFDR. The selection for one version is made by the A/C Pin−Programming. If
a version is not set, the FDIU−part uses the code from the last flight. In case of
missing information from the last flight, the FDIU−part works with Version 2
(CFMI frame) and record speed 128 W/s. The five record versions fulfil the
different authority’s requirements:
S Version 1 and 2: ED55 parameter frame (1 to 57 parameters), record speed
128 Words/sec
S Version 3,4 and 5: FAR 121.344 parameter frame (1 to 88 parameters),
FOR TRAINING PURPOSES ONLY!

record speed 256 Word/sec.

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AIDS INPUT INTERFACE (FDIMU) enhanced
31−37

87VU

PCMCIA CARD G FR24

2TV3 WIRELESS GROUND LINK −
DIGITAL AIDS RECORDER
E
ANTENNA (WGL−DAR)
(OPTIONAL)

Z120

FR1

E 10TV

PCMCIA CARD
2TV1 2TV

F
FLIGHT DATA INTERFACE
FOR TRAINING PURPOSES ONLY!

AND MANAGEMENT UNIT

F
G

Figure 50 FDIMU
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FDIMU BITE TEST (ENHANCED)

Test BITE
The DMU contains an BITE (Built−In Test Equipment) according to ARINC
604. The BITE is able to detect failures occurring in the DMU.
The board, the functional block or the integrated circuit in which the failure
appears is described by the failure message.

General Rules for the BITE

All facilities of the already existing hardware and software that can reasonably
be used to detect faults of systems or system components are made available
for the fault isolation and detection function.
In order to recognize transmission faults the ARINC 429 inputs of the DMU are
monitored continuously for update, sign status matrix and if necessary parity.
The BITE of the DMU is able to distinguish between system internal faults
(DAR and DMU) and external faults (connected systems).
The equipment supplier proposes a fault isolation and detection concept that
finally accepted by the purchaser.

BITE Tests
For detailed information refer to Aircraft Maintenance Manual 31−36 Page
Block 500.

FDIMU CFDS PAGES

FDIMU Access Menu
Via the MCDU you can get access to the CFDS menu of the FDIMU. The
process for access to the FDIU menu or DMU menu is the following:
FOR TRAINING PURPOSES ONLY!

S Select the INST menu on the SYSTEM REPORT/TEST menu.

S Select the FDIU menu or DMU menu on the SYSTEM REPORT/TEST
menu.
NOTE: Like in the classic system there are „FDIU“ and „DMU“ shown on
the CFDS INST-page although here is one LRU installed.

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Figure 51 CFDIU Interface

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AIDS INPUT INTERFACE (FDIMU) enhanced
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DFDRS BITE (ENHANCED)

STEP 1
DFDRS BITE Test
The power interlock and status monitoring can be partially tested by pushing SYSTEM REPORT/TEST
the GND/CTL button and selecting the related CFDS menu (SYSTEM INST
REPORT/INST/FDIU) on the MCDU. When the GND/CTL button is pushed it < ECAM 1 CFDIU >
activates the power interlock and the DFDR with playback will give a message
on the TEST menu STATUS OF DFDR: PLAYBACK RECEIVED. < ECAM 2 EIS 1 >
If a fault occurs or a DFDR is not installed the message FAULT/NOT < FDIU EIS 2 >
INSTALLED comes into view. A second push on the GND/CTL button
deactivates the power interlock and the DFDR stops. Now the message DFDR EIS 3 >
OFF/ON PLAYBACK comes into view on the TEST menu. The function of a
DFDR without playback, cannot be tested. DMU >
The BITE of the DFDR can be checked by activating the GND SCAN menu. To
check the correct functioning of the system during operation the monitoring
function in each unit (BITE) must be continuously active.
For test purposes a line test connector is installed on the FDIMU and DFDR
front side. With a separate test, the set internal functions of the FDIMU and the
DFDR can be checked. It is possible to print out the BITE memory of the
FDIMU. The DFDR playback data is also available on the FDIMU test STEP 2
connector.
DFDRS
LAST LEG CLASS 3
< REPORT FAULTS >
PREVIOUS LEGS
< REPORT TEST >

< LRU IDENT

FOR TRAINING PURPOSES ONLY!

< GROUND SCANNING CONT.

TROUBLE SHOOTING GROUND NEXT
< DATA REPORT >
SPECIFIC PAGE
< RETURN DATA >

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STEP 3 STEP 4

RECORDER CONTROL PANEL (21 VU) DFDRS DFDRS

TEST TEST

INITIAL CONDITION
ON SELECT RCDR GROUND
CONTROL ON TEST IN PROGRESS 20S

< START TEST < TEST CLOSE UP

< RETURN PRINT * < RETURN PRINT *

STEP 5 STEP 6

DFDRS DFDRS
TEST TEST

INITIAL CONDITION
SELECT RCDR GROUND
FOR TRAINING PURPOSES ONLY!

TEST OK CONTROL OFF

< TEST CLOSE UP

< RETURN PRINT * < RETURN PRINT *

Figure 52 DFDR BITE Test

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AIDS INPUT INTERFACE (FDIMU) enhanced
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AIDS BITE (ENHANCED)

BITE DMU Part
Push the line key adjacent to
S < DMU
on the SYSTEM REPORT/TEST menu. Push the line key adjacent to
S < LRU IDENT
the DMU P/N, the customer database number (DIP/N) and the system
database number are displayed.

DMU/Software load status

Push the line key adjacent to
S < DMU
on the SYSTEM REPORT/TESTmenu.Push the line key adjacent to
S < SOFTWARE LOAD STATUS:
The display shows the customer database number and load date. The
system database number and load date.
FOR TRAINING PURPOSES ONLY!

FRA US/T-5 PoL Mar 9, 2010 05|AIDS TST|L2 Page 96

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AIDS INPUT INTERFACE (FDIMU) enhanced
31−37

STEP 1 STEP 2
SYSTEM REPORT/TEST AIDS
INST
LAST LEG CLASS 3
< ECAM 1 CFDIU > AIDS
< REPORT FAULTS >
PREVIOUS LEGS
< ECAM 2 EIS 1 > < REPORT TEST >

< FDIU EIS 2 > < LRU IDENT

EIS 3 > < GROUND SCANNING

TROUBLE SHOOTING GROUND
DMU > < DATA REPORT >
SOFTWARE
< RETURN LOAD STATUS >

SOFTWARE

STEP 3 STEP 4

AIDS AIDS
TEST TEST

< AIDS TEST ATA CLASS

< FDIMU BATTERY TEST 313634 2 >
FOR TRAINING PURPOSES ONLY!

FDIMU BATTERY (10TV)

< RETURN PRINT * < RETURN PRINT *

Figure 53 AIDS BITE

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31−33 DIGITAL FLIGHT DATA RECORDING SYSTEM INTERCONNECTION

DFDRS WARNINGS SYSTEM OPERATION (ENHANCED)
DFDR FAULT
Flight safety is not affected by the failure of the DFDR (Digital Flight Data
Recorder) although there is only one. In this case, only an ECAM (Electronic
Centralized Aircraft Monitoring) message is provided. There is no MASTER
light and aural warning triggered.
FDIU FAULT
Flight safety is not affected by the failure of the FDIU (Flight Data Interface
Unit) although there is only one. In this case, only an ECAM message is
provided. There is no MASTER light and aural warning triggered.
FOR TRAINING PURPOSES ONLY!

FRA US/T-5 PoL Mar 9, 2010 06|SYS WARN|L3 Page 98

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FLIGHT PHASE INHIBITION

FLIGHT
AURAL MASTER SD PAGE LOCAL
E/WD FAILURE MESSAGE PHASE
WARNING LIGHT CALLED WARNINGS
INHIBIT

RECORDER DFDR FAULT

FOR TRAINING PURPOSES ONLY!

RECORDER FDIU FAULT NIL NIL NIL NIL 3,4,5,7,8

OR ON ENHANCED SYS-
TEM
RECORDER SYS FAULT

Figure 54 FDIU Fault

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COMPONENT LOCATION (ENHANCED)

FOR TRAINING PURPOSES ONLY!

Figure 55 Component Location

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Figure 56 Component Location

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31−35

31−35 MULTIFUNCTION PRINTING

PRINTER
General System Description
The printer (PRTR) is designed to achieve the print out on ”high contrast low The thermal line PRINTER provides on board print outs for various aircraft
abrasive” paper of reports coming from various systems. systems, one at a time.
The reports come from: When power is applied, the PRINTER determines which inputs are active and
S the Centralized Fault Display and Interface Unit (CFDIU), which specific system is connected to each active port. Also after a sequence
of active port polling, a single inactive port is monitored so that a system which
S the Aircraft Integrated Data System (AIDS),
became active after initialization can be added to the active system list.
S the Air Traffic Service Unit (ATSU),
The PRINTER then switches on each system in order of their priorities (port
S the Flight Management and Guidance System (FMGS), one has the highest priority, port 12 has the lowest one) and using a hand
S the Engine Vibration Monitoring Unit (EVMU). shake protocol asks the systems for a data transfer.
These data are formatted within each system (including the parity bit) and are
Paper
transmitted on low speed buses. The printer provides a storage capability of 8
Simple ”one hand” in flight or on ground paper roll loading allows 90 feet kbytes and is able to generate 120 forty character lines per minute.
printing, 3 rolls being stowed on the left rear cockpit wall.
After printing the last message block the paper is advanced automatically.
The paper can be inserted via an access door incorporated in the front−panel.
The PRINTER recognizes the printable ASCII character set and several control
The printer is loaded with a 4.4 inch wide (109 mm) paper roll.
characters, and is capable to print 80, 64 or 40 characters per line formats, the
Monitoring 80 characters per line by 24 lines being printed in the Y axis.
The printer face features a locking system and a SLEW P/BSW. The SLEW
switch is used to exit paper. In case of malfunctioning leading to incapability to
achieve any print−out, the printer transmits a message to the CFDS as long as
the defect is present.
FOR TRAINING PURPOSES ONLY!

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FOR TRAINING PURPOSES ONLY!

Figure 57 Printer Location

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PRINTER INTERFACES
GENERAL INTERFACE
Printer Capability Inputs
The printer provides onboard printouts concerning various aircraft systems one Data is transmitted via Low Speed (LS) ARINC 429 buses, one at a time using
at a time. The printer is capable to print 80, 64 or 40 characters per line format. a handshake protocol. 12 inputs are available on the printer, but only 6 are
It provides a storage capability of 8 Kilobytes (Kb) and is able to generate 120 allocated. Input 1 has the highest priority; input 12 has the lowest one.
forty−character lines per minute.
Outputs
Users The printer has a single ARINC 429 output bus to control the various
Data to be printed is formatted within the various system users. The printer connected systems.
determines which input is active and switches on each system in order of their
priorities. Monitoring
The printer provides continuous monitoring of critical internal parameters.
Manual Print
Monitored parameters:
In manual mode, prints are triggered from the MCDU. The MCDU initiates
S no buffer overrun,
printing of data displayed on MCDU screen or data stored in system reports.
S no inhibit mode,
Automatic Print S door closed,
Some reports are automatically printed provided that the automatic printing S no out of page,
function has been programmed in the corresponding system computer.
S internal circuitry,
Example:
S power supply circuitry,
S Automatic printing of the Centralized Fault Display System (CFDS) POST
S operating temperature.
FLIGHT REPORT upon engine shutdown.
In case of one of those malfunctions a message is sent to the Centralized
Fault Display Interface Unit (CFDIU).
FOR TRAINING PURPOSES ONLY!

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ATSU 6TW C/B

101XP-A
115VAC
OR PRINTER SPLY
121VU
BUS1

ACARS MU

FMGC 1

MCDU

FMGC 2

AIDS
(DMU or FDIMU)
FOR TRAINING PURPOSES ONLY!

CFDIU
ATSU: AIR TRAFFIC SERVICE UNIT
ACARS MU:AIRCRAFT COMMUNICATION ADDRESSING &
REPORTING SYSTEM MANAGEMENT UNIT
FMGC: FLIGHT MANAGEMENT & GUIDANCE COMPUTER
AIDS: AIRCRAFT INTEGRATED DATA SYSTEM
CFDIU: CENTRALIZED FAULT DISPLAY INTERFACE UNIT
EVMU
EVMU: ENGINE VIBRATION MONITORING UNIT
MCDU: MULTIPURPOSE CONTROL & DISPLAY UNIT

Figure 58 Printer Interfaces

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31−35

PAPER LOADING PROCEDURE SERVICING

STEP 1

Job Set Up
S Energize the aircraft electrical circuits.
S Push the SLEW P/BSW to remove the remaining paper from the printer.
S Make sure that the circuit breaker 6TW PTR/SPLY is closed

STEP 2

Procedure
S Turn the locking system to release the door.
S Lift the door and discard the empty roll.
S Clean the remaining paper off the paper cutter.
S Install a new roll of paper on its support and check that the paper roll turns
correctly.
S Engage the paper under drive roller and check that paper is held tight.
S Close and lock the printer door.
S Push the SLEW pushbutton switch to move the paper out of the slot of the
paper cutter.
S Use the cutter to remove unwanted paper.

STEP 3
FOR TRAINING PURPOSES ONLY!

Close Up
S Put the aircraft back to its initial configuration.
S De−energize the aircraft electrical circuits (if not needed anymore).
S Make sure that work area is clean and clear of tools and other items.
NOTE: Using the SLEW P/B move the paper out of the slot of the paper
cutter and cut off the unwanted paper.

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Lufthansa Technical Training
INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
MULTIFUNCTION PRINTING
31−35

Make sure that the circuit breaker 6TW is closed.

FOR TRAINING PURPOSES ONLY!

Figure 59 Printer Paper Loading - Job Set Up

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Lufthansa Technical Training
INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
MULTIFUNCTION PRINTING
31−35

PUSH FROM
RIGHT TO LEFT
TO REMOVE
EMPTY ROLL.

1.
FOR TRAINING PURPOSES ONLY!

5.

2.2. 3. 4.
Figure 60 Printer Paper Loading - Procedure
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Lufthansa Technical Training
INDICATING/RECORDING SYSTEMS A318/A319/A320/A321
MULTIFUNCTION PRINTING
31−35

Make sure that the circuit breaker 6TW is closed.

FOR TRAINING PURPOSES ONLY!

Figure 61 Printer Paper Loading - Close Up

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A318−21 31A L3

TABLE OF CONTENTS
ATA 31 INDICATING AND RECORDING MANUAL REQUEST REPORTS MAINTENANCE
PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . 1 DMU FLIGHT PHASE DETECTION OPERATION . . . . . 56
31−33 DIGITAL FLIGHT DATA RECORDING REMOTE PRINT OPERATION . . . . . . . . . . . . . . . . . . . . . 58
SYSTEM INTERCONNECTION . . . . . . . . . . . . . . . . . . . . . 2 DMU COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . 60
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PARAMETER ALPHA CALL-UP MAINTENANCE
DFDR GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . 4 PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
DFDRS SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . 6 PARAMETER ALPHA CALL-UP - EXAMPLE . . . . . . . . . 64
FDIU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 PARAMETER LABEL CALL UP TROUBLE SHOOTING 68
FDIU-COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . 10 PARAMETER LABEL CALL UP-EXAMPLE
TROUBLE SHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
POWER INTERLOCK LOGIC FUNCTIONAL
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 COURSE OF EVENTS TROUBLE SHOOTING . . . . . . . 76
DFDR PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 AIDS PROGRAMMING MAINTENANCE PRACTICES . 80
LINEAR ACCELEROMETER COMPONENT MCDU PROGRAMMING MENU MAINTENANCE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
QAR PRESENTATION (OPTION) VERSION 1 . . . . . . . . 18 31−33 DIGITAL FLIGHT DATA RECORDING
WQAR PRESENTATION VERSION 2 . . . . . . . . . . . . . . . 20 SYSTEM INTERCONNECTION . . . . . . . . . . . . . . . . . . . . . 84
WQAR COMPONENT DESCRIPTION VERSION 2 . . . 22 DFDRS/AIDS BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
OPERATION/CONTROL AND INDICATING . . . . . . . . . . 24 31−37 AIDS INPUT INTERFACE (FDIMU) . . . . . . . . . . . . . . . . . 88
31−36 AIDS INTERCONNECTION . . . . . . . . . . . . . . . . . . . . . . . . 26 FDIMU PRESENTATION (ENHANCED) . . . . . . . . . . . . . . 88
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26 FDIMU COMPONENT DESCRIPTION (ENHANCED) . . 90
SYSTEM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . 28 FDIMU BITE TEST (ENHANCED) . . . . . . . . . . . . . . . . . . . 92
AIDS SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . 30 DFDRS BITE (ENHANCED) . . . . . . . . . . . . . . . . . . . . . . . . 94
AIDS INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 AIDS BITE (ENHANCED) . . . . . . . . . . . . . . . . . . . . . . . . . . 96
CONTROL AND INDICATING PRESENTATION . . . . . . 34 31−33 DIGITAL FLIGHT DATA RECORDING
INDIVIDUAL PRINT REPORT PRESENTATION . . . . . . 36 SYSTEM INTERCONNECTION . . . . . . . . . . . . . . . . . . . . . 98
INTRODUCTION OF AIDS REPORTS . . . . . . . . . . . . . . . 38 DFDRS WARNINGS SYSTEM OPERATION
(ENHANCED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
STANDARD HEADER (PRINT REPORTS)
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 40 COMPONENT LOCATION (ENHANCED) . . . . . . . . . . . . 100
MAINTENANCE PRACTICES (EXAMPLE) . . . . . . . . . . . 42 31−35 MULTIFUNCTION PRINTING . . . . . . . . . . . . . . . . . . . . . . 102
CRUISE PERF. REPORT (02) TROUBLESHOOTING . 44 PRINTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
PREVIOUS REPORTS MENU MAINTENANCE PRINTER INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 PAPER LOADING PROCEDURE SERVICING . . . . . . . . 106
STORED REPORTS MENU MAINTENANCE
PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

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TABLE OF FIGURES
Figure 1 Recording Systems Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Alpha Call-Up Example (CLIMB) . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 2 DFDRS Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Parameter Label Call-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 3 DFDRS System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 AIDS Parameter List - Label Call-Up . . . . . . . . . . . . . . . . . . . . 71
Figure 4 FDIU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Label 270/BIT 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 5 FDIU Input/Output Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 ARINC 429 Data Word . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Figure 6 DFDR - Power Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 AIDS Parameter Label Call-Up-Menu . . . . . . . . . . . . . . . . . . . . 75
Figure 7 Flight Data Recorder Location . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Figure 42 Engine Start Valve Opens - Bit 13 = 1 . . . . . . . . . . . . . . . . . . . 77
Figure 8 Digital Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 43 Engine Start Valve Closes - Bit 13 = 0 . . . . . . . . . . . . . . . . . . . 79
Figure 9 Linear Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 44 AIDS Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 10 Quick Access Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 45 MCDU Programming Menu/Statistic Counters . . . . . . . . . . . . 83
Figure 11 System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 46 Access to the System BITE Menu . . . . . . . . . . . . . . . . . . . . . . 85
Figure 12 WQAR Frontpanel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 47 FDIU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Figure 13 DFDRS Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 48 DMU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 14 Aircraft Integrated Data System . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 49 FDIMU System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 15 System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 50 FDIMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 16 DMU Data XFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 51 CFDIU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 17 DMU Interconnections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 52 DFDR BITE Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 18 AIDS Main Menu Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 53 AIDS BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 19 AIDS Report Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 54 FDIU Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 20 AIDS Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 55 Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Figure 21 Standard Header for Print Reports . . . . . . . . . . . . . . . . . . . . . . 41 Figure 56 Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 22 Bleed Status (Example) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 57 Printer Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 23 A320 Cruise Performance Report (Part 1) . . . . . . . . . . . . . . . . 45 Figure 58 Printer Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 24 A320 Cruise Performance Report (Part 2) . . . . . . . . . . . . . . . . 47 Figure 59 Printer Paper Loading - Job Set Up . . . . . . . . . . . . . . . . . . . . . 107
Figure 25 A320 Cruise Performance Report (Part 3) . . . . . . . . . . . . . . . . 49 Figure 60 Printer Paper Loading - Procedure . . . . . . . . . . . . . . . . . . . . . . 108
Figure 26 List of Previous Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 61 Printer Paper Loading - Close Up . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 27 List of Stored Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 28 Manual Request Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 29 DMU Flight Phase Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Figure 30 DMU - Flight Phase Detection . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 31 Remote Print Assignment Menu . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 32 Data Management Unit (Aft Avionics Compartment) . . . . . . . 61
Figure 33 Parameter Alpha Call-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 34 Alpha Call up List in the AMM . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Figure 35 Alpha Call-Up Example (IDLE) . . . . . . . . . . . . . . . . . . . . . . . . . 65

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