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A380

TECHNICAL TRAINING MANUAL


MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 31 Indicating/Recording Systems
This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved


No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL

LEVEL III - ATA 31 INDICATING/RECORDING SYSTEMS


Theory System
Cockpit Control Panels Description (3) . . . . . . . . . . . . . . . . . . . . . . . .2
Control & Display System Description (3) . . . . . . . . . . . . . . . . . . . . .8
Flight Warning System Description (3) . . . . . . . . . . . . . . . . . . . . . . .46
Tail Strike Indication System Description (3) . . . . . . . . . . . . . . . . . .74
Electrical Clock System Description (3) . . . . . . . . . . . . . . . . . . . . . .80
Interface for Video System Description (3) . . . . . . . . . . . . . . . . . . . .84
Flight Data Recording System Description (3) . . . . . . . . . . . . . . . . .92
Control & Display System Maintenance (3) . . . . . . . . . . . . . . . . . . .96
Indicating/Recording Systems OPS, CTL & IND (3) . . . . . . . . . . .102
Indicating/Recording Systems Component Loc. (3) . . . . . . . . . . . .110
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
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COCKPIT CONTROL PANELS DESCRIPTION (3)


GENERAL
Both ICPs (VMs) and conventional control panels (VUs) are used in the
A380 cockpit.
The conventional control panels (VUs) are found on the consoles, the
main instrument panel, the glareshield and partially on the overhead
panel.
The ICPs (VMs) are mainly installed on the overhead panel, and on a
part of the pedestal.
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GENERAL

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COCKPIT CONTROL PANELS DESCRIPTION (3)


ICP (VM) Description
LOCATION
The ICPs 1211VM, 1212VM, 1215VM, 1221VM, 1222VM, 1225VM,
1231VM, 1245VM and 1255VM are installed on the overhead panel.
The ICP 1135VM, which is called ECP is installed on the pedestal.
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ICP (VM) DESCRIPTION - LOCATION

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COCKPIT CONTROL PANELS DESCRIPTION (3)


- The data frame has a 3 bits Inter-Frame Space that gives enough
ICP (VM) Description (continued) time to the bus handler to transfer a correctly received telegram to a
buffer.
SYSTEM ARCHITECTURE
- The system deals with erroneous frames with a recognition and
The ICP system receives information and commands A/C systems correction error process.
(LRUs and LRMs). - The norm used is CAN 02B.
In the ICP system, we can divide the different panels into two The loss of one channel does not cause the complete loss of the CAN
categories : bus.
- Digital ICP also called ICP CAN, which uses discrete, analog and A failure of the CAN network does not disturb the discrete links
CAN interfaces. functioning.
- ICP no CAN, which only uses discrete and analog interfaces. The ICP system is not sensitive to transients; it maintains its behaviour
There are five ICPs CAN: 1211VM, 1212VM, 1215VM, 1225VM in case of undesirable electrical pulses.
and 1235VM. These ICPs are connected to the A/C systems (LRUs The ICP system architecture requires two sides and for each side there
and LRMs) through the CAN network and the IOMs 1, 2, 5 and 6. are two CAN channels (fulfill the segregation).
The analog and discrete signals are used as backup control. There is The ICP system has then four segregated CAN channels , each ICP
also an exchange of data between these ICPs. CAN panel is potentially connected to the 4 channels:
There are five ICPs no CAN: 1221VM, 1222VM, 1231VM, 1245VM Side 1:
and 1255VM. These ICPs are connected to the A/C systems (LRUs - CAN 1.1
and LRMs) through analog and discrete signals (It is for the control - CAN 1.2
of critical items like relay, pumps, valves...). Side 2:
CAN TECHNOLOGY - CAN 2.1
- CAN 2.2
The CAN bus for data transfer is used to realize a multiplexing, which
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The ECP is connected to another CAN network with two segregated


reduces the wiring and consequently reduces the weight. Moreover it
channels:
is particularly adapted to mobile systems like in A/C environment,
- CAN ECP1 (side 1)
and it is cost-effective with high quality components.
- CAN ECP2 (side 2)
The CAN characteristics are:
- Multi-master priority based; it deals with periodical and asynchronous
data transfer.
- A 125 Kbits/s frequency is available.
- The data frame format contains a 29-bit identifier field, which
includes the priority level of the message (4 bits), the function code
(19 bits) and the system identity (6 bits).

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ICP (VM) DESCRIPTION - SYSTEM ARCHITECTURE & CAN TECHNOLOGY

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


General
The Control and Display System (CDS) is an avionics world system
connected with most of other aircraft systems in order to display flight
information, to allow systems monitoring and aircraft environment video
monitoring, through eight identical and interchangeable Display Units
(DUs).
Some novelties regarding the DUs have been introduced on the A380.
The Cathode Ray Tubes (CRTs) have been replaced by eight identical
and interchangeable enlarged Smart Liquid Crystal Display Units
(LCDUs), which support the following conventional display formats:
- 2 Primary Flight Displays (PFDs)
- 2 Navigation Displays (NDs)
- 1 Engine Warning Display (EWD)
- 1 System Display (SD)
- 2 Multi-Function Displays (MFDs)
The two Multi-Function Displays support several remote user applications
and as well as fulfill part of the control and display capabilities carried
out on the previous Airbus programs by the Multipurpose Control and
Display Units (MCDUs).
These LCDUs have more interactive capability through the use of cursors
or focus, controlled by the Keyboard and Cursor Control Units (KCCUs).
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The KCCU is a new display control mean installed in the A380 cockpit.
It is composed of two functionally redundant parts: the Cursor and Control
Device (CCD), based on trackball technology, and the keyboard. There
are two KCCUs, one dedicated to each pilot, installed on the pedestal.
The CDS includes the Electronic Flight Instrument System (EFIS) and
the Electronic Centralized Aircraft Monitoring (ECAM) system.
It also supplies display capabilities dedicated to remote user applications
fulfilling basic avionics functions.
Finally, the CDS includes video capability, and supports various video
monitoring functions.

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GENERAL

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


CDS Architecture
CDS Internal Architecture
The CDS has eight identical DUs and two KCCUs. The dialog between
DUs is done through Avionics Full Duplex Switched Ethernet (AFDX)
via the Avionics Data Communication Network (ADCN). The dialog
between KCCUs and DUs is done through CAN (Controler Area
Network) buses dedicated to the CDS. There are two CAN buses by
side, and each CAN bus on a dedicated side is redundant for reliability
purposes. So each DU has two CAN connections.
That means that each DU is connected to the ADCN through AFDX
cables in order to have the capability to transmit and to share data
with all other DUs.
The CAN network is mainly used to enable the KCCU to control the
DUs.
Note that although Cursor Control Device (CCD) and keyboard are
in the same equipment item, they are completely segregated; they
have independent CAN bus connections.
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CDS ARCHITECTURE - CDS INTERNAL ARCHITECTURE

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


CDS Architecture (continued)
CDS Interfaces with other Systems
In order to elaborate the appropriate displayed pages, the CDS acquires
data from aircraft systems through the following way:
- Most of the aircraft operational data are acquired in AFDX through
the ADCN
- Some systems also send data to CDS in A429 in order to overcome
a complete loss of ADCN network
- Data transmission in discrete for particular signal indication
- Optic fibers are used to transmit video signals to the CDS for display
on the DU
In term of external control, note that the CDS and in particular the
KCCUs are linked to the OANS by a CAN bus, in order to manage
the display of Airport Navigation screen.
Moreover the CDS transmits the following data to the OMS:
- Fault messages from the BITE to the CMS for failure isolation,
failure memorization and reports generation,
- Its configuration to the DLCS for configuration monitoring and
management
The CMS can launch CDS interactive tests from the maintenance
terminals.
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The DLCS loads the DUs applications, definition files and also DUs
pin-programming configuration.

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CDS ARCHITECTURE - CDS INTERFACES WITH OTHER SYSTEMS

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


Note that these definition files are located in the DUs but do not belong
Smart Display Unit Description to the CDS. They can be considered as part of the remote user
applications.
Hardware Characteristics
The CDS system is made of eight identical DUs. All DUs are identical
in terms of hardware and software design and capabilities.
CDS DUs are based on LCD technology. They are smart displays
which means that each DU includes all resources to fulfill CDS
functions.
Each DU:
- has a 6.17" x 8.22" usable display area
- Has a video capability through optic fibers
- Has bitmap display capabilities through AFDX
DUs receive and transmit data to the source computers, remote user
applications and control panels. All functions achieved or supported
by the CDS are implemented in all DUs. According to the DU location
in the cockpit, each implemented function is activated or not by means
of pin programming.
Besides, each DU includes the following software and data files:
- System software for system management: configuration management,
BITEs, resource allocation, crew control input management
- EFIS/ECAM functions applications providing all display functions
under the CDS responsibility
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- A380 objects library including a set of widgets (graphical interactive


or not objects)
- One CDS Definition File for EFIS/ECAM functions display
definition (under CDS responsibility). A Definition File is a set of
data, which specifies to the CDS the graphics/widgets to be displayed
on the DUs.
- All definition files out of the CDS responsibility for remote user
applications display definition (FWS, FMS, FCU backup, AESS, ATC
and CMV data)

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SMART DISPLAY UNIT DESCRIPTION - HARDWARE CHARACTERISTICS

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


Smart Display Unit Description (continued)
Display Unit Cooling System
In order to regulate their internal temperature, each DU is connected
to the avionics cooling air system.
The connection is made at the rear of the equipment. Each DU has
two connections: one for air blowing and one for air extraction.
KCCUs are not connected to the cooling air system. The avionics
cooling air system has two Avionics Ventilation System (AVS)
Applications hosted in Core Processing Input/Output Modules
(CPIOM) -B3 and B4, which regulate the blowing system.
Cooling effect detectors monitor the blown massflow and air
temperature. The information concerning the loss of air-cooling
capacities (too high air temperature / or too low blown massflow) is
provided to the CDS through AFDX bus by the AVS Application in
CPIOM-B3/4.
In case of emergency electrical configuration, information for loss of
air-cooling is still available for remaining DUs.
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SMART DISPLAY UNIT DESCRIPTION - DISPLAY UNIT COOLING SYSTEM

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


Smart Display Unit Description (continued)
Display Generation and A661 Concept
The ARINC 661 specification makes use of a windowing concept,
which can be compared to a desktop computer system windowing,
but with many restrictions due to the aircraft environment constraints.
Each format on a display unit has a set of windows, defined by the
current configuration of the CDS. A window is subdivided in layers.
These layers are connected to the local or remote user applications,
and have an area to display their widgets.
Windows are owned and managed by the CDS: it defines a rectangular
physical area of the display surface and is linked to a display function
(ex: EFIS, FWS, FMS...). A window has one or more layers.
A layer gives the mechanism to combine graphical information from
several user applications inside one frame. A layer is connected to a
unique Remote User Application, but a User Application can use
several layers. The layer is the highest-level entity of the CDS known
and managed by the Remote User Application. The layers layout
effectively displayed in a window are defined according to the current
DU configuration.
To end, the layers define the widgets (graphical elements) to use in
order to build screens display. These graphical elements, stored in the
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A380 object library can be interactive (accept and react to crew


member actions).

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SMART DISPLAY UNIT DESCRIPTION - DISPLAY GENERATION AND A661 CONCEPT

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


Smart Display Unit Description (continued)
Display Unit Cross Monitoring
In order to ensure a high level of reliability, each DU has monitoring
capabilities. Each DU monitors its control and display capabilities
and its input/output status, both with CDS internal and external
equipments. In case of failure/fault detection, the DU automatically
inhibits its display and switches in failure mode.
The DUs are also feedback monitored in order to ensure the display
of critical parameters. The feedback monitoring is done by other DUs.
For example, L1 monitors L3, L3 monitors L2, L2 monitors C1. In
case of L3 failure or power supply lost, L1 monitors L2. The feedback
monitoring process is the following:
- The monitored DU sends to the monitoring a display signature of
what is display on its screen
- The monitoring DU, which receives the same data than the monitored
DU, computes the same display for comparison
- Monitored DU display signature and monitoring DU recomputed
display are compared
- If displays are similar, the DU display is correct. In case of display
inconsistency, the monitored DU (and the same related DU on the
other side) shows the message "Check "DU" (DU = PFD, ND...).
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In addition, an alarm is sent to the FWS and to the CMS that


respectively generate a warning and a fault message.

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SMART DISPLAY UNIT DESCRIPTION - DISPLAY UNIT CROSS MONITORING

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


KCCU description
The KCCU is a new display control mean installed in the A380 cockpit.
It is composed of two functionally redundant parts: the CCD, based on
trackball technology, and the keyboard. There are two KCCUs, one
dedicated to each pilot, installed on the pedestal. The two keyboards are
of QWERTY type. They are multifunction that means that they can control
different applications at a given time. Each keyboard contains a classical
keypad with supplemental keys dedicated to particular controls:
- Function keys (operational shortcuts to increase effectiveness of crew
control)
- Alphanumeric keys
- Arrow keys
The two CCDs are based on trackball technology for Cursor/focus
navigation on display unit screens. They also include a few buttons to
select objects and to make other particular actions:
- Validation knob
- Scrolling wheel
- Right/left navigation keys
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KCCU DESCRIPTION

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


EFIS Description
EFIS Function
The EFIS function purpose is to collect and to display information
related to the aircraft guidance and navigation. This information is
presented in front of each pilot on the PFD Main Zone and on the ND.
The PFD Main Zone displays, on the outer display unit, the flight
information required for short-term flight. The ND displays, on the
inner display unit, the information required for navigation. To display
this information, each DU acquires data from the A/C systems. It
mainly acquires:
- Air Data Inertial Reference System (ADIRS) data, Concentrator and
Multiplexer for Video (CMV) display request, Slat Flap Control
Computer data through AFDX via ADCN
- Backup connections, ADIRS and SFCC data in A429
- Video data from the CMV by optic fibers
Moreover the EFIS, and in particular each PFD give independently
to the Audio Management Unit (AMU) the "LS indication displayed
on PFD" condition. This condition is triggered when the pilot selects
the LS key on EFIS Control Panel. The selected Distance Measuring
Equipment (DME) beacon indications are shown on the PFD.
This indication is used by the AMU to retransmit to the crew the DME
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station collocated to the Instrument Landing System (ILS) station


instead of the VHF Omni-directional Range (VOR) station.
Interactivity with EFIS is given independently to each pilot, for display
selection and reconfiguration, through:
- The CAPT and F/O KCCUs, which enable to control cursor or focus
in order to select interactive functions on their dedicated DUs,
- The CAPT and F/O EFIS control panels which give the selection of
the display modes,
- The CAPT and F/O CDS Reconfiguration control panels, which
enable DUs reconfigurations.

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EFIS DESCRIPTION - EFIS FUNCTION

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


Note that the VD also displays a ND FM Dialog Window.
EFIS Description (continued)
EFIS Display Zone Allocation
The EFIS information is presented on the PFDs Main Zone and on
the NDs.
Each PFD displays short-term flight information and is divided into
two zones.
The PFD Main Zone shows conventional Primary Flight Display data
such as:
- Aircraft attitudes
- Air speed
- Altitude and vertical speed
- Heading
- Information on flight modes
- Radio altitude
- Landing system data
The lower zone, which is not part of the EFIS, is related to the ECAM
system.
Each ND displays medium/long term flight information dedicated to
navigation and is also divided into two different zones.
The upper part called ND Main Zone displays
- Aircraft location with respect to the flight plan and/or navaids,
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- Weather radar information


- Surveillance information
The lower part called Vertical Display (VD) Zone, which displays
vertical information, takes into account the vertical selected or
managed profile, and improves crew awareness on A/C vertical
situation by providing a synthetic view of vertical parameters such
as:
- Aircraft altitude
- Safe altitude
- Trajectory
- Terrain and weather
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EFIS DESCRIPTION - EFIS DISPLAY ZONE ALLOCATION

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


EFIS Description (continued)
EFIS Control Panels
The flight crew interacts with the EFIS through:
- The KCCUs
- The EFIS control panels
- The CDS RECONF control panels for reconfigurations
The EFIS-CP is mainly composed of:
- Navigation data display settings buttons
- Barometer settings which have a barometer reference display window
and a barometer reference selector
- PFD controls: localizer and glide slope scales and velocity vector
- ND controls: ND mode and range selection
Each CDS RECONF CP is composed of:
- PFD, ND, MFD brightness selector
- PFD, ND switching button
- Reconfiguration buttons
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EFIS DESCRIPTION - EFIS CONTROL PANELS

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


- Aircraft data in order to build SD synoptic pages in AFDX
ECAM Description - SFCC data for synoptic pages in AFDX and in A429 for backup
connections
ECAM Function
- Flight Warning System (FWS) data in AFDX (ARINC 429 backup)
The ECAM gives information to the flight crew about normal and for warning/caution, memos/limitations and procedures
abnormal procedures. Interactivity with the ECAM is given to both pilots, for display
The ECAM system displays A/C system information for monitoring selection and reconfiguration:
purposes and provides a display support to the Flight Warning System - Through a single ECAM Control Panel (ECP) for pages control and
(FWS) as well. ECAM information is presented to both pilots on: selection.
- A single Engine Warning Display (EWD) in normal configuration - The CAPT and F/O CDS Reconfiguration control panels, which
installed on the upper ECAM DU. enable DUs reconfigurations.
- The main zone of a single System Display (SD) installed normally Note that the ECP controls the ECAM and the FWS via the ADCN
on the lower ECAM DU. or directly through backup connections.
- Both PFDs lower zone in normal configuration installed on the outer In case of ECP failure, some commands ("CLR", "RCL", "STS",
DUs. "EMER CANC", "VALID" keys and SCROLL UP/DOWN device)
The ECAM architecture is based on LCD smart DUs. are directly connected to FWS in discrete signal to fulfil the main
Each ECAM LCDU acquires data from A/C systems to elaborate the ECP function.
Engine Primary display on the EWD and the A/C systems synoptics In the same way, the "ALL" key is directly connected to the CDS in
pages on the SD. It also acquires and displays data from the FWS. discrete in case of ECP failure.
In normal systems operation, the ECAM function gives the necessary
information to assist the flight crew to operate and monitor the aircraft
systems:
- System synoptic pages on the SD
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- Memos on the E/WD and PFD Lower zone from the FWS
- Normal checklists on the E/WD, on flight crew request, also
generated by the FWS
In abnormal systems operation, the ECAM function helps the flight
crew to manage system failures and aircraft abnormal configuration:
- It displays visual warning and caution generated by the FWS
- It displays associated procedures, limitations and memos also
generated by the FWS
- It displays synoptic pages related to system failure
To display this information, each DU acquires data from the aircraft
systems. It acquires mainly:
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ECAM DESCRIPTION - ECAM FUNCTION

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


ECAM Description (continued)
ECAM Display Zone Allocation
The ECAM information is presented on several display units:
- The EWD
- The SD
- The PFDs A/C Configuration and Flight Limitation Zone
The Engine Warning Display is shown to both pilots and divided into
two zones:
- The Engine Display (ED), which displays all engine primary
parameters. These data are driven by the ECAM itself.
- The Warning Display (WD), which supplies Warning/Caution
messages and related procedures, Memos, general Limitations, normal
checklists and abnormal procedures. These data are driven by the
FWS. The SD image is presented to both pilots and is divided into
three zones:
o An upper zone called SD Main Zone displays the A/C systems
synoptic pages driven by the ECAM itself or the Status page driven
by the FWS.
o A middle zone dedicated to permanent data related to temperature,
time, weight and fuel, driven by the ECAM as well.
o A lower zone called Air Traffic Control (ATC) Mail Box, which is
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not driven by the ECAM.


The A/C Configuration and Flight Limitation Zone installed on the
lower part of the PFDs gives slats, flaps and trim position, memos
and limitations. Note that all memos and limitations generated by the
FWS are displayed on the WD while PFDs display only Memos and
Limitations related to short-term flight.

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ECAM DESCRIPTION - ECAM DISPLAY ZONE ALLOCATION

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


ECAM Description (continued)
ECAM Control Panel
The ECP is an Integrated Control Panel (ICP) and is used to control
the E/WD and the SD DUs. It is the main interface between the flight
crew and the ECAM. It lets the pilots:
- Manage alert messages ("CLR", "RCL", "EMER CANC", "RCL
LAST", cursor moving and "MORE INFO" page
- Call for the manual checklists and abnormal/supplementary
procedures
- Manually call the STATUS page
- Manually select the necessary synoptic page on SD
- Select video source to display
- Switch ON/OFF E/WD an SD and to control the brightness of these
DUs
The ECP is connected via the CAN bus to IOMs7 and 8 in order to
send manual crew requests to the dedicated system via the ADCN.
Note that in order to overcome an ECP failure, some buttons (cf
illustration) are directly connected to the FWS or CDS in discrete to
fulfil ECP main capabilities.
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ECAM DESCRIPTION - ECAM CONTROL PANEL

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


In the same way if the ECAM is in a manual mode configuration, an
ECAM Description (continued) incoming warning automatically triggers the failure related mode.
ECAM Modes Description
The ECAM operates according to four modes related to the A/C system
synoptic pages presentation on the SD. These modes are:
- The Normal mode
- The Manual mode
- The Advisory mode
- The Failure related mode
In Normal mode, without any A/C system failure, the SD presents
automatically A/C system synoptic page according to the current flight
phase computed by the FWS.
In Manual mode, without any A/C system failure, the SD presents
A/C system synoptic page selected by the crew via the ECP. Note that
the manual mode can override all other modes.
The ECAM permanently monitors the value of some critical system
parameters. When a value drifts from its normal range, the Advisory
mode is triggered and the ECAM displays automatically the related
SD page, with the affected parameter pulsing.
When an A/C system failure occurs the ECAM displays on the EWD
the warning and caution messages generated by the FWS. In this case
the failure related mode displays automatically on the SD the related
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A/C system synoptic page.


The image displayed on the DU, which process SD format is the result
of the CDS SD selector logic which manages the priorities between
the different ECAM modes. ECAM modes are triggered according to
the following higher to lower priority order:
- Manual mode/failure related mode
- Failure related mode/manual mode
- Advisory mode
- Flight phase related mode
Note that a manual crew input automatically triggers the ECAM
manual mode, even if the ECAM failure related mode was operating.
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ECAM DESCRIPTION - ECAM MODES DESCRIPTION

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


ECAM Description (continued)
Advisory mode
When a monitored parameter is deviating from its defined operational
range, an "ADV" indication appears on the bottom line of the E/WD.
The advisory indication may appear together with other cockpit
indications, depending on the aircraft configuration:
- If the SD displays a flight phase page, in case of an advisory
condition, the SD automatically displays the associated system display
page, and the associated pushbutton white light on the ECP comes on
- If the SD already displays a system page following an advisory
occurrence: if there is another advisory condition, there will be no
additional indication, until the first advisory is cleared
- If the SD displays a crew-requested system page: if there is an
advisory condition, the associated pushbutton on the ECP will flash.
This prompts the flight crew to press it
- If the SD displays a system page following an ECAM alert, there
will be no further indication on the E/WD
The ADV indication disappears from the E/WD when:
- The flight crew presses the associated pushbutton on the ECP
- The parameter returns to its defined operational range
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ECAM DESCRIPTION - ADVISORY MODE

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


Remote Users Applications Description
Remote Users Applications Architecture
In addition to the EFIS and ECAM functions, the CDS also gives
interactive display resources for the following systems:
- The Flight Warning System (FWS)
- The Concentrator and Multiplexor for Video (CMV)
- The Flight Management System (FMS)
- The Aircraft Environment Surveillance System (AESS)
- The Air Traffic Control System (ATCS)
- The Flight Control Unit (FCU) Backup
These systems are not hosted in the CDS. The CDS acquires their
parameters through AFDX via the ADCN, except for the Concentrator
and Multiplexer for Video (CMV) that is directly connected to CDS
via optic fibers. These parameters are used to build the related page
on the DUs.
The CDS gives to most of these systems a dedicated Human-Machine
Interface (HMI) called Multi-Function Display (MFD).
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REMOTE USERS APPLICATIONS DESCRIPTION - REMOTE USERS APPLICATIONS ARCHITECTURE

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


Remote Users Applications Description (continued)
MFD Description and Control
The MFD is an interactive display resource, which allows the crew
to control the following remote user applications:
- FMS
- The ATCS
- The AESS
- The FCU Back-up functions
In addition it lets these systems to display computed data.
The MFD human-machine interface is based on KCCU interactivity,
which enables pages selection via different menus, and data insertion.
There is one MFD for each pilot, and each MFD is divided into two
different zones:
- The upper MFD zone specific to each system, is used for the page
selection
- The MFD Main Display, which is dedicated to the display of remote
user application functions.
The MFD can show four different menus:
- FMS managed by the FMS
- ATC COM managed by the ATC system
- SURV managed by the Aircraft Environment Surveillance
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- FCU BKUP managed by the FCU Backup


The MFD is divided into four areas:
- One small area at the top, to show the MFD menu
- One small area at the top, below the MFD menu, to show the system
sub-menu
- One large area in the middle, to show the page content of the system
sub-menu
- One small area at the bottom, to show messages. This area is referred
to as the "bottom message area".

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REMOTE USERS APPLICATIONS DESCRIPTION - MFD DESCRIPTION AND CONTROL

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CONTROL & DISPLAY SYSTEM DESCRIPTION (3)


- Permanent data Zone
CDS Display Allocation Synthesis
The A380 cockpit CDS functions allocation philosophy is based on the
Airbus family T: PFD-ND Capt, EWD-SD, ND-PFD F/O.
These functions are shared out in the cockpit on the LCDUs and controlled
by different interactive control means.
The KCCU is a new display control mean installed in the A380 cockpit:
it introduces more interactivity between the DUs and the crew through
the use of cursors/focus. There are two KCCUs, one dedicated to each
pilot, installed on the pedestal.
Each KCCU controls:
- The onside ND, for medium/long term lateral navigation
- The onside MFD, for FMS, Air Traffic Control Communication
(ATC-COM) system, Aircraft Environment Surveillance system (AESS)
and FCU backup functions.
- The SD lower part, which displays the ATC Mail Box
The ECP controls the WD part of the EWD for the management and the
display of Warning and Cautions, Normal Checklist, and abnormal
procedures. It controls also the SD Main Zone for the selection of A/C
systems synoptics and Status pages.
Each EFIS CP controls:
- The onside PFD Main Zone for short-term guidance
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- The onside ND Main Zone and Vertical Display for Medium/Long term
navigation pages selection and display range.
Each cockpit side is fully redundant: same processing, display and control
capabilities
Each EFIS-CP is used for the control of:
- PFD Main Zone (not directly)
- ND (directly)
Note that the following Display Unit zones cannot be reached through
control panels:
- PFD Lower Zone (A/C configuration and flight limitation)
- Engine parameters Zone
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CDS DISPLAY ALLOCATION SYNTHESIS

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


General
The Flight Warning System (FWS) is a centralized system improving
the crew situation awareness in normal and abnormal A/C system
operation. In case of aircraft systems failure or A/C dangerous
configuration, the FWS:
Alerts the crew in real time about the seriousness level of the failure
Gives failure identification and categorization through caution and
warning messages
Helps pilots to isolate the failure through a correct procedure
Gives failure consequences on A/C status and flight operations
(limitations)
For that the FWS monitors all the A/C system, identifies and classifies
failures, and activates aural and visual alert indications thanks to cockpit
peripherals. It gives also abnormal procedures related to systems
undetectable events. In normal operations, the FWS provides also an
operational assistance to the crew via Normal Checklist, memos and aural
announcements in approach.
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GENERAL

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


FWS Architecture
The FWS is mainly composed of two FWS Applications hosted in the
Core Processing Input/Output Modules (CPIOM) -C1 and C2. These
CPIOM-C1 and C2 acquire data from A/C systems, which can be Line
Replaceable Modules (LRM), Line Replaceable Unit (LRUs) with
Avionics Full Duplex Switched Ethernet (AFDX) interface, or
conventional LRUs.
This data acquisition is done in AFDX via the Aircraft Data
Communication Network (ADCN) for LRMs and LRUs with AFDX
interface, and in A429 for conventional LRUs. Moreover, in order to
overcome a total loss of the ADCN, LRMs, and LRUs with AFDX
interface are also directly connected in A429.
Then if an A/C system failure or configuration change is detected, or in
case of A/C abnormal configuration, the FWS generates alert analog
signals controlling directly the loudspeakers trough the Audio
Management Units (AMUs). The FWS generates discrete signals to
control visual Attention Getters, and A429 alerts for warning and cautions
messages to display on the Control and Display System (CDS). This is
the alert processing.
The crew interfaces with the FWS through the ECAM Control Panel
(ECP). Regarding the FWS, the ECP mainly:
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- Manages caution and warning related procedures


- Calls the Status page on the System Display (SD)
- Calls and handles the normal checklists and abnormal procedures.
The ECP is connected to the FWS applications via Input/Output Modules
(IOMs) (through CAN buses connections) and via the ADCN in AFDX.
Note that in case of ADCN loss, discrete backup connections keep all its
functions operational.
In addition, the FWS sends its own BITE messages, and data such as
alerts and flight phases to the Central Maintenance System (CMS) for
broadcasting and maintenance data consolidation.

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FWS ARCHITECTURE

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


Alerts and Flight Phases Computation
The FWS fulfils the following functions:
- Relevant FW data acquisition and computation: signals acquisition and
computation from different
sensors in order to detect an A/C system failure. It also has a flight phase's
calculation
- Alerts Identification: this step identifies "Normal alerts" and
"failure-linked" alerts
- Alerts Management: identify accurately the situation and classify system
failures (according to
emergency level, consequences...). It has an alert level classification,
alert prioritization, and inhibition
- Automatic alerts and associated information display and recording:
Alert the crew in case of a failure.
Give to the crew (flight and maintenance) all the relevant information to
make the accurate action
- Alerts and associated info display on crew input: let pilots isolate failures
and make the
necessary corrective actions.
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ALERTS AND FLIGHT PHASES COMPUTATION

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


If the data are not available to compute the flight phases, the FWS selects
Flight Phases Characteristics by default the cruise phase (8).
Normal aircraft flight is divided by the FWS into 12 phases. Each flight
phase agrees with either an A/C or a flight configuration change. These
flight phases are then used by the CDS to compute the ECAM normal
mode or by the FWS itself to inhibit during critical flight phases alerts
related to non-critical flight failures. Moreover, the flight phases will
provide contextual information about failures to the CMS.
The flight phases definition is based on the following criterion:
- Flight phase 1: A/C at the gate (parking), some tests and verifications
may be done before flight (engine are shut down)
- Flight phase 2: Taxi out
- Flight phase 3: 1st step of TO, engines are set to take-off power
- Flight phase 4: 2nd step of TO, A/C speed is between 80kts and V1
- Flight phase 5: 3rd step of TO, A/C speed is above V1, A/C is still on
ground
- Flight phase 6: 1st step of climb, A/C takes off (flight condition) and
starts climb phase until 400ft
- Flight phase 7: 2nd step of climb, A/C climb phase from 400ft until
1500ft
- Flight phase 8: Cruise
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- Flight phase 9: Descent phase before landing


- Flight phase 10: Landing phase, A/C is on ground and speed decreases
- Flight phase 11: Taxi in
- Flight phase 12: A/C at the gate (parking), A/C is stopped (engines are
shut down)
FWS computes the flight phases according to:
- Engine parameters
- Computed Air Speed
- Altitude
- Gear compressed information from L/G system.

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FLIGHT PHASES CHARACTERISTICS

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


FWS Functions in A/C and System Normal Configuration
Normal Checklists
On the A380, the normal checklists, which can be carried out by the
crew at different flight phases, have been implemented into the FWS.
The crew has the capability to choose the related checklist and their
associated procedures on the EWD. For non-sensed items, actions are
manually confirmed through the ECP. An automatic feedback is given
for sensed items.
T
he C/L Menu page, which is either manually called by pushing the
NORM C/L pushbutton or automatically activated, lists and designates
the C/L that must be done during the different flight phases.
The C/L Menu is automatically activated in the following cases:
- When the last warning message (independent, primary, secondary)
is cleared on the EWD, and if there is at least one active deferred
procedure
- In approach phase, below 2000 ft, when the baro-corrected altitude
is selected by the crew or when slats are extended, and if there is at
least one active deferred procedure
- When the C/L menu page is activated, the cyan designation frame
is automatically located on the first incomplete C/L appearing after
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the last complete C/L. The designation frame can be manually moved
by the crew so as to validate the desired C/L. Validate (VALID
pushbutton) the designated line calls the selected C/L.
- A normal C/L page is manually activated from the C/L Menu page.
The C/L COMPLETE item is used to manually declare a normal
C/L complete. When declared complete, the C/L page is automatically
deactivated and frozen in its current state: the C/L title turns from
cyan to grey in the C/L Menu and the C/L items are greyed.
The "RESET " item lets manually reset the whole content of a C/L.
The "CLEAR" pushbutton activated on a normal C/L page lets go
back to the C/L Menu page.
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FWS FUNCTIONS IN A/C AND SYSTEM NORMAL CONFIGURATION - NORMAL CHECKLISTS

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


FWS Functions in A/C and System Normal Configuration
(continued)
Memos
The FWS generates all memos indications, which inform the crew
about the A/C configuration following routine crew action. Memos
are displayed on the PFDs Lower Zone and on the EWD. All memos
generated by the FWS are displayed on the EWD. In addition the
memos directly related to the flight are also displayed on the PFDs
lower zone. Note that all these memo information are strings of twenty
characters maximum.
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FWS FUNCTIONS IN A/C AND SYSTEM NORMAL CONFIGURATION - MEMOS

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


FWS Functions in A/C or System Abnormal Configuration
Alerts Categorization Display Effects on ECAM
There are three types of failures:
- Independent failure
- Primary failure
- Secondary failure
An Independent failure is a failure, which affects an isolated system
or item of equipment without affecting another one.
A Primary failure is a failure of a system or of an item of equipment,
which causes the loss of other systems or equipments.
A secondary failure is the loss of a system or of an item of equipment
resulting from a Primary failure
These failures are displayed on the EWD, but depending on the type
of the failure, they are not displayed in the same way.
Independent failures display characteristics:
- Red or amber message
- System indication underlined
Primary failures display characteristics:
- Red or amber message
- System indication underlined
- Warning text surrounded
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Secondary failures display characteristics:


- Amber asterisked message

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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - ALERTS CATEGORIZATION DISPLAY EFFECTS ON ECAM

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


- Avoid alerts without interest for a flight phase. The inhibition logic
FWS Functions in A/C or System Abnormal Configuration filters the presentation of alerts according to the flight phase knowing
(continued) that the flight is divided into 12 phases.
- Let the crew cancel alerts presentation when corrective actions have
Alerts Priorities and Inhibitions been done (CLEAR function).
In order to manage the display of warning / caution and the generation - During takeoff and landing phases, lots of warnings and cautions
of attention getters alerts and aural announcements, the FWS applies are inhibited to avoid nuisances and useless workload to the crew
a priority and inhibition logic. Alerts are classified in three levels, This information is given in MAGENTA in the memo list presented
based on the following priority order: on the EWD:"T.O INHIB" and "LDG INHIB".
- Level 3 alerts
- Level 2 alerts
- Level 1 alerts
The most critically classified alerts have preeminence over less
critically alerts and the last has preeminence over prior alerts of the
same criticism: Level 3 has priority over the Level 2 and Level 1, and
within each level, an order of priority between warnings is also
defined.
Note that several warning messages with their relevant procedures
may be displayed in the limit of the available area on the EWD. They
are always displayed in the same order, which is not dependant on
the chronology of the occurence of the different warnings.
Two different sounds cannot be broadcasted at the same time and two
different synthetic voices cannot be broadcasted at the same time.
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But one sound and one synthetic voice can be broadcasted together.
The MASTER WARN and MASTER CAUT lights can come on
simultaneously.
The inhibition logic is implemented so as to fulfill the following
functions:
- Ensure proper alerts only when necessary; a warning or indication
which has no signification on a given configuration is not activated
(e.g.: hydraulic low pressure warning is inhibited before engine
starting)

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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - ALERTS PRIORITIES AND INHIBITIONS

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


- the inoperative systems of the types ALL PHASES and APPR
FWS Functions in A/C or System Abnormal Configuration & LDG, indicating the functions that are unavailable over the whole
(continued) flight or only during approach and landing phases.
This page also mentions, through the MORE reminder in the title,
Status the presence of messages in the Status More info page.
The Status Page is an operational status of the A/C after system failure. If the Status page is not empty, a STS reminder is displayed at the
It draws crew attention to limitations and deferred procedures (part bottom of the memos/limitations page on the EWD.
of the normal checklist). It presents inoperative systems and general This Status page mainly appears once the crew has cleared all the
information. Note that when the MORE indication is displayed, deeper pages related to the current warning/caution management, or upon
information is available within the Status More Info Page. In normal manual call.
operation, the EWD, PFD and SD can display status messages, which The Status More Info page on the SD gathers the complementary
are: messages enabling a better analysis and understanding of the aircraft
- An operational summary of the aircraft condition, global configuration. This page gathers the following status messages:
- An explanation of possible auto land capability downgrading, - The inoperative systems of the type REDUND LOSS, indicating
- Indications of the aircraft status (inoperative systems) following all the functions that are no longer redundant
the failures, some affecting the flight, and some not affecting the flight - The cancelled cautions list, which indicates the cautions that have
(redundancy loss) been cancelled by the EMER CANC function
- General contents, limitations (speed, altitude), peculiar or emergency - Some complementary information
deferred procedures, information, etc....
The Memos/limitations page on the EWD indicates the active
limitations, which are messages indicating some operational constraints
following a degradation of the aircraft capability.
Up to 8 of them can also be displayed on the PFD.
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The Status page on the SD gathers the messages necessary to the


operational evaluation of the aircraft configuration. This page gathers
the following status messages:
- The LIMITATIONS reminder recalling the presence of
limitations on the EWD (and the PFD)
- the deferred procedure reminder recalling the presence of postponed
procedures in the C/L pages. Its wording depends on the category of
active deferred procedures

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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - STATUS

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


FWS Functions in A/C or System Abnormal Configuration
(continued)
Limitations
The FWS also generates all limitations indications, which inform the
crew about the A/C flight capabilities. Limitations are displayed on
the EWD and on the PFDs Lower Zone. All limitations generated by
the FWS are displayed on the EWD. In addition, the limitations related
to the flight are also displayed on the PFDs Lower zones (ex: Speed
limitation).
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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - LIMITATIONS

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


. The deferred procedures, which are of three types (APPROACH,
FWS Functions in A/C or System Abnormal Configuration LANDING and PENDING), are displayed at fixed positions in the
(continued) C/L menu only if some deferred procedures of the related type are
really active.
Abnormal and Deferred Procedures A deferred procedure page is manually activated from the C/L
The crew can manually activate some emergency and abnormal Menu page.
procedures that are not sensed by the systems (e.g. COCKPIT When the whole items of a deferred procedure are done, its title
WINDOW CRACKED). These procedures are called turns from amber to white in the C/L Menu.
Supplementary Abnormal Procedures. Pushing the ABN PROC The CLEAR command applied on a deferred procedure page
pushbutton manually activates the Supplementary Abnormal enables to go back to the C/L Menu page.
Procedures Menu page. This menu is organized in different sub-menus,
which let reach and activate various abnormal procedures. The CLEAR
command lets navigate and go back to the previous Menu level.
The procedure titles presented at the top of the Supplementary
Abnormal Procedures Menu are red or amber alerts requiring a quick
access. The other lines presented in white at the bottom of the menu
are sub-menu titles related to less critical warnings (generally amber
cautions, and eventually red warnings).
The activation is performed by validating the ACTIVATE line
located below the heading and title of the selected failure.
The Supplementary Abnormal Procedures differ from the other
procedures by their activation mode. However, once activated, they
are displayed and processed in the same way as the other warnings
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on the Alert/Supplementary Abnormal Procedures page on the EWD.


The crew can manually deactivate this kind of procedures:
- By means of the EMER CANC function
- By un-ticking the ACTIVE line at the top of the procedure
If a Supplementary Abnormal Procedure is cleared and if the crew
tries to re-access it through the Supplementary Abnormal Procedure
Menu, it will automatically be recalled.
The C/L Menu page, that is either manually called by pushing the
NORM C/L pushbutton or automatically activated, is used to list and
manually designate the deferred procedures to make (if present).

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FWS FUNCTIONS IN A/C OR SYSTEM ABNORMAL CONFIGURATION - ABNORMAL AND DEFERRED PROCEDURES

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


Aural Announcements
Aural Announcements Generation Architecture
Aural announcement generation and management is based on the
communication between the FWS and the Audio Management Units
(AMUs) that are part of the Radio and Audio Management System
(RAIMS).
The AMUs send to the FWS the CALL indication (SELCAL,
SATCOM) in discrete for aural warning transmission. These signals
are received by IOMs 7/8 and then sent to the FWS Applications in
AFDX through the ADCN. In case of SELCAL or SATCOM CALL
detection by an AMU, it sends continuous discrete information to
trigger the aural alert. When the crew triggers the CALL reset in the
RAIMS, it resets only the aural alert.
The FWS generates various analog aural warning signals and transmit
them to the RAIMS for amplification and diffusion via the cockpit
loudspeakers (analog signals). The AMU manages cockpit aural alarms
routing (SOUND&SYNTHESIS) supplied by the FWS.
The audio warning inputs are dispatched on each AMU, which are
connected to the audio outputs of the FWS.
The AMU1 tells the FWS that a permanent Push To Talk (PTT) is
activated for display of a level 1 cockpit warning (Crew awareness).
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AMU1 monitoring informs both FWS Applications that a permanent


PTT has been detected.
The AMU1 tells the FWS about the ON/OFF status of the RAIMPs
through A429 signals to give Captain and F/O audio and radio
reconfiguration information for display of a cockpit warning (ECAM
memo in AMBER). AMU1 tells the two FWS Applications about the
RAIMP activation (ON/OFF position) in order to confirm the
reconfiguration status.

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AURAL ANNOUNCEMENTS - AURAL ANNOUNCEMENTS GENERATION ARCHITECTURE

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


o STICK PRIORITY (PRIORITY LEFT, PRIORITY RIGHT),
Aural Announcements (continued) V_ONE and DUAL INPUT
o PITCH-PITCH, TIME, DOOR
List of Aural Announcements
The FWS generates various aural announcements according to systems
status and A/C configuration received from A/C systems.
Then the FWS transmits these aural announcements to the Radio and
Audio Integrated Management System (RAIMS) for amplification
and broadcasting through cockpit loudspeakers.
These aural announcements can be classified in 2 families: the sounds
and the synthetic voices. They are used:
- To draw the crew attention in case of warning or caution, or
- For instinctive reaction in relation to specific events or configuration.
The two cockpit loud speakers send to the crew the following aural
alerts general sounds to draw attention:
- The Single Chime (SC) associated to the cautions,
- The Continuous Repetitive Chime (CRC) associated to most of the
warnings
- Specific sounds for instinctive reactions:
o Cavalry charge for unvoluntary AP disconnect
o Cavalry charge for voluntary AP disconnect
o Triple click for landing capability downgrading
o Hybrid audio: (cricket stall) for stall warning
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o Buzzer for calls and SELCAL calls


o "C" chord for altitude alert
o RING for ATC messages
o Cockpit door for cockpit door emergency opening
- Synthetic voices
o Reporting of significant radio altitudes
o HUNDRED ABOVE, MINIMUM and PLUS_HUNDRED for
decision height
o WINDSHEAR, STALL warning, SPEED/SPEED/SPEED
o RETARD, TEN RETARD, TWENTY RETARD

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AURAL ANNOUNCEMENTS - LIST OF AURAL ANNOUNCEMENTS

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FLIGHT WARNING SYSTEM DESCRIPTION (3)


Class 4 Alerts
A detected failure will generate a Class 4 failure message under the
following conditions:
- Failure is time limited, therefore the associated flight deck effect can
be deferred
- Exceptionally, on a case by case basis, to cover specific MEL conditions
likely to lead to heavy maintenance operations
The Class 4 failure message objectives are to:
- Increase operational reliability through less or postponed logbook entries
/ flight crew complaints for which maintenance actions are not
immediately required
- Enable airline to manage repair of faults within an airworthiness agreed
time limit
- Give maintenance operator the adequate maintenance information:
o Identification of the Fault,
o Time remaining before flight crew is alerted,
o Associated TSM / AMM procedure.
The A380 implementation of Class 4 failure messages leads to the
introduction of "timers" in the FWS. These timers will count the presence
of the Class 4 failure, and will trigger the FWS warning message related
to the Class 4 failure when the timer has reach its pre-defined maximum
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value limit (time-out).


In terms of system architecture, aircraft systems send alarm to the FWS.
The FWS identifies Class 4 alert, relates a timer to these alerts and sends
this information to the CMS. This information can be retrieved through
the Onboard Maintenance System (OMS) Human Machine Interface
(HMI).
If the timer reaches its maximum value, the FWS generates associated
alerts (warning, attention getters and aural announcements) in order to
inform the flight crew.

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CLASS 4 ALERTS

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TAIL STRIKE INDICATION SYSTEM DESCRIPTION (3)


General
The TSI System is made of two Tail Strike Indicators, installed on the
rear fuselage, one on the right side and the other one on the left side.
These Tail Strike indicators fulfill the detection of rear fuselage chafes
or loads on the ground during takeoff or landing. The two TSIs transmit
Tail strike detection data through IOMs, via the Avionics Data
Communication Network (ADCN) to the Flight Warning System (FWS).
Then the FWS computes the Tail Strike alert and depending on the flight
phase, sends it via the ADCN to the Control and Display System (CDS).
This alert indication is shown on the Electronic Centralized Aircraft
Monitoring (ECAM) Engine Warning Display (EWD) and on the PFDs
Lower zone.
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GENERAL

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TAIL STRIKE INDICATION SYSTEM DESCRIPTION (3)


Detection and warning display
The LH and RH Tail Strike Indicators (TSI 1, TSI 2) have two wires.
These wires can easily be damaged if the rear fuselage chafes on the
ground during take-off or landing. In normal configuration the two circuits
send ground signal to the IOMs. If one or two discrete signals change
their status from ground to open during takeoff (phase 5 or 6) or landing
phases (phase 9 or 10), the IOMs indicate this as a Tail Strike.
The Flight Warning System (FWS) receives the data from the IOMs and
sends aural and visual messages:
- On the glareshield the MASTER CAUTION lights come on,
- SINGLE CHIME transmitted to loudspeakers,
- On the WARNING area of the Engine / Warning display (EWD) the
message TAIL STRIKE (amber) is displayed,
- On the MEMO area of the Engine / Warning display (EWD) the message
LAND ANSA (amber) is displayed,
- On the MEMO/LIMITATION page of the PFD the message LAND
ANSA (amber) is displayed.
In order not to disturb the crew during critical phases, this alert will only
be displayed 15s after the beginning of phase 6 and during phase 11.
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DETECTION AND WARNING DISPLAY

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TAIL STRIKE INDICATION SYSTEM DESCRIPTION (3)


Abnormal configuration
During abnormal configuration, if one or two TSI discretes signals change
their status from ground to open during flight phases (different from take
off or landing), the IOMs indicate this as a TSI detector fault.
The Flight Warning System (FWS) receives the data from the IOMs and
sends visual messages:
- On the WARNING area of the Engine / Warning display (EWD) the
message TAIL STRIKE DET FAULT (amber) is displayed.
- On the INOP SYSTEM area of the SD Status page, the message TAIL
STRIKE DET is displayed.
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ABNORMAL CONFIGURATION

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ELECTRICAL CLOCK SYSTEM DESCRIPTION (3)


General
The Electrical Clock displays and outputs UTC and date synchronized
either on an external time reference or on an internal time reference.
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GENERAL

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ELECTRICAL CLOCK SYSTEM DESCRIPTION (3)


degraded mode of operation: the Clock shall increment automatically,
Purpose and without action from the crew, time and date on its internal time base,
based on the last valid external data.
The need for Universal Time Coordinated (UTC) time/date reference and
When the external source becomes available, the Clock displays and
the accuracy of this time/date reference mainly relates to operational
outputs the data of the external source (MMR/GPS1).
issues :
When the Clock is operating on the degraded Mode of operation, the time
- Clock is used to indicate time and date to the crew,
reference is considered as UTC data during 24 hours. After that time
- Time and date are used to report incidents,
duration, the accuracy of the Clock does not guarantee that the Clock
- Time and date are used in the Air Traffic Control (ATC), particularly
data is a UTC data.
in transoceanic areas or in relation with particular waypoints, Flight
Management System (FMS), Cockpit Voice Recorder (CVR), and Control A/C Back Up Clock
& Display System (CDS),
Time and date are used to date BITE/OMS maintenance failure messages In case of Clock data failure or the clock is in "SET" mode, the time
and also ECAM operational warning messages. reference back up is provided by the three ADIRUs. Time reference users
will then use the time reference provided by the ADIRUs via ADCN.
External mode The three ADIRUs output the GPS time and date data continuously,
whatever the mode of operation of the Clock.
In normal configuration (external mode) the MMR1 (GPS1) sends time
In case of the MMR-GPS data are lost, the ADIRUs internally provide
reference to the electrical clock then the clock transmits time and date to
the time reference.
the clock users through ADCN.

Internal Mode
When the crew detects erroneous or inaccurate time that the MMR/GPS1
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("GPS" mode) gives, the crew correct this time by selecting the "INT"
mode.
The crew has the capability to set the time to the correct UTC reference
by a procedure ("SET" mode).
The Clock increments time and date on its internal time base (based on
the last valid data received from the GPS or on the time set manually)
and transmits these data to the clock users.

Degraded Mode
When the Mode selected by the crew is "external" ("GPS" mode) and the
external source is not available (GPS failed), the Clock enters in a
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PURPOSE ... A/C BACK UP CLOCK

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INTERFACE FOR VIDEO SYSTEM DESCRIPTION (3)


General
The CMV is the core unit, which is used to concentrate video signals
coming from several A/C video sources. These video sources are the
External and Taxing Camera System (ETACS), and the optional:
- Cockpit Door Surveillance System (CDSS),
- Cabin Video Monitoring System (CVMS),
- Onboard Airport Navigation System (OANS)
Different control means give to the crew the capability to make a video
source selection. This selection is transmitted in parallel to the Control
and Display System (CDS) and to the CMV, which sends it to the different
video sources available.
The CMV treats the video sources signals in order to make them
compatible with the CDS specific video protocol and transmits them for
display to the CDS via direct links.
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GENERAL

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INTERFACE FOR VIDEO SYSTEM DESCRIPTION (3)


The CMV transmits the crew selection signal to the DAU (via ADCN
CMV description and interfaces and NSS) and then tells the CDS to show the video data on the SD.
In case of an important situation (cabin alert) and if video is selected on
The CMV is a video interface adapting a standard video signal to the
ECP, the DAU can make a priority request to the CMV via discrete signal.
CDS specific video protocol and capable of routing (not simultaneously)
The Onboard Airport Navigation Computer (OANC) transmits the video
several video inputs to one CDS DU. Each CDS DU has only one video
signal related to the crew request to the CMV.
input. In case of total loss of CMV (internal failure, power supply failure)
The CMV transmits the crew selection signal to the OANC and then tells
all the video sources connected to CMV are lost.
the CDS to show the video data on the ND.
Moreover, even if the CMV sends a video signal to the CDS, this video
The CMV transmits data to the FWS for the alert computation need.
is not displayed on the CDS until the CDS is in video mode (in that case,
The crew uses the EFIS - CP (on the FCU) for the display of video images
the CMV cannot be the cause of an inadvertent display of one video
on the PFD and ND.
source on the CDS).
The crew uses the ECP for the display of video images on the SD.
The CMV transmits the video signal related to the crew request to the
In case of EFIS-CP failure, the FCU backup function can also ask for the
applicable DU. In CDS normal mode, the DUs that show video displays
display of video images on the PFD and ND.
are: the two PFDs, the two NDs, the SD. In CDS reconfiguration mode,
The LGERS application sends the flight/ground status information to the
the two MFDs can show video displays. The CDS sends its current
CMV via the ADCN. This information is used to enable or disable the
configuration (normal mode or reconfiguration mode) and its healthy
ETACS display on the PFDs.
status to the CMV. The CMV uses this information to route the requested
The lights of the taxiing aid cameras are supplied with electrical power
video to the applicable DU.
through the Secondary Electrical Power Distribution Centers (SEPDC)
The Camera Interface Unit (CIU) transmits the video signal related to
and circuit breakers when the CMV has a request for the ETACS display.
the crew request to the CMV (via three optical fibers)
As an option, in case of Hi-jacking it is possible to deactivate all the video
The CMV transmits the crew selection signal to the CIU via ARINC 429
links (no video display on the cockpit DUs) via optional CAPT and F/O
bus and then tells the CDS to show the video data on the SD + PFD.
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RATC push button switches (part of the AESS).


For the PFD, the request for video display is directly acquired by the CIU
The Ground Security Panel (GSP) Shut off switch (option) disables the
from the EFIS control panels via ARINC 429.
CMV view (all video sources display are inhibited) from outside the A/C
The CDSS controller transmits the video signal related to the crew request
(discrete to CMV).
to the CMV (via optical fiber)
The CMV system transmits the following data to the OMS :
The CMV transmits the crew selection signal to the CDSS controller via
- fault messages from the BITE to the CMS for failure isolation, failure
ADCN and then tells the CDS to show the video data on the SD.
memorization and reports generation,
In case of a cockpit entry and if video is selected on ECP, the CDSS
- configuration to the DLCS for configuration monitoring and
controller can make a priority request to the CMV via ADCN.
management.
The Data Acquisition Unit (DAU) transmits the video signal related to
the crew request to the CMV (via optical fiber)

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CMV DESCRIPTION AND INTERFACES

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INTERFACE FOR VIDEO SYSTEM DESCRIPTION (3)


Video display and control
On the ECP, the VIDEO pushbutton switch is used to select the VIDEO
page. The VIDEO selector knob (with two concentric knobs) is used as
follows: The outer rotary knob is used to select the video source system
and the inner rotary knob is used only to select video views from different
cameras of a video source system, such as camera 1 of the CDSS. The
indication of the selected source system is shown on a menu on the CKPT
for the CDSS, EXT (optional) and TAXI for the ETACS, CABIN for the
CVMS.
On the EFIS-CPs: The TAXI pushbutton switch is used to show the
ETACS video images. The ZOOM position of the ND range selector
knob is used to show the OANS video images.
When the crew press "Video" Key on the ECP, the last system displayed
on the SD comes back.
Some system can transmit to the CMV a priority to be displayed fir the
first time (before the crew selects an other system to display).
The order of priority is:
1- CDSS through ADCN.
2- CVMS through a discrete.
3- Other video systems have no priority.
In the case of "no priority" provided to the CMV, the last video displayed
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on SD will be displayed when the system will be again selected.

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VIDEO DISPLAY AND CONTROL

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A380 TECHNICAL TRAINING MANUAL

INTERFACE FOR VIDEO SYSTEM DESCRIPTION (3)


Allocation of the video sources to the DUs with CDS
Reconfiguration
It is possible to do some reconfigurations on the video displays with
pushbutton switches installed on the CAPT and F/O displays brightness
panels (1313VU and 1314VU).
With the PFD/ND pushbutton switch, the crew can move the OANS
display from the ND DU to the PFD window of the PFD DU.
In case of DU failure, the crew can transfer using the RECONF
pushbutton switch:
- The video display from the SD DU to the MFD DU,
- The OANS display from the ND DU to the MFD DU.
NOTE: The CAPT pushbutton switches are related to the CAPT DUs
and the F/O pushbutton switches are related to the F/O DUs.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) INTERFACE FOR VIDEO SYSTEM DESCRIPTION (3) Apr 18, 2006
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ALLOCATION OF THE VIDEO SOURCES TO THE DUS WITH CDS RECONFIGURATION

MAINTENANCE COURSE - T1 & T2 (RR / Metric) INTERFACE FOR VIDEO SYSTEM DESCRIPTION (3) Apr 18, 2006
LEVEL III - ATA 31 Indicating/Recording Systems Page 91
A380 TECHNICAL TRAINING MANUAL

FLIGHT DATA RECORDING SYSTEM DESCRIPTION (3)


General
The Flight Data Recording System (FDRS) is composed of :
- A Flight Data Interface Function (FDIF) located in the CDAM
- A Flight Data Recorder (FDR) installed at the rear part of the A/C
(unpressurised section 19 near the pressure bulkhead)
- An optional Quick Access Recorder or alternatively a Virtual QAR
hosted on the NSS
- A Linear 3-axis Accelerometer installed in the center of gravity.
- A DFDRS Event Button
- A DFDRS Ground Control Switch
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT DATA RECORDING SYSTEM DESCRIPTION (3) Apr 18, 2006
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GENERAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT DATA RECORDING SYSTEM DESCRIPTION (3) Apr 18, 2006
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FLIGHT DATA RECORDING SYSTEM DESCRIPTION (3)


FDRS architecture
In normal operation the FDIF receives critical flight data from the
following A/C systems: LRUs (MMR, PRIM, ADIRS, ISIS,...) and LRMs
with AFDX busses through the ADCN.
In abnormal operation (ADCN backup), the FDIF receives flight data
from the following A/C systems: Vertical, lateral and longitudinal
acceleration signals from the linear accelerometer, LRUs and LRMs with
ARINC 429 busses.
The FDIF formats the critical flight data and sends it to the following
recording devices:
- The FDR via ARINC 717 data bus (Havard bi-phase),
- The optional Quick Access Recorder (QAR) via ARINC 717 data bus
(Havard bi-phase). Note that the QAR can be used as a QAR or as Digital
ACMS Recorder (DAR) (using software pin programming),
- The optional Virtual QAR (VQAR) via Ethernet data bus. Note that
QAR and VQAR record the same data than the FDR. The VQAR is able
to record data related to the last four flights with a maximum duration of
16 hours each.
The DFDR Ground Control Switch enables to supply at any time the
FDRS on ground for test and maintenance purposes, or for preflight
check.
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The EVENT pushbutton is used to record an event mark on each FDRS


recording device.

MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT DATA RECORDING SYSTEM DESCRIPTION (3) Apr 18, 2006
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FDRS ARCHITECTURE

MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT DATA RECORDING SYSTEM DESCRIPTION (3) Apr 18, 2006
LEVEL III - ATA 31 Indicating/Recording Systems Page 95
A380 TECHNICAL TRAINING MANUAL

CONTROL & DISPLAY SYSTEM MAINTENANCE (3)


CDS Tests CDS Pin Programming Status Report
The Pin Programming Status Report enables to check the configuration
The CDS provides the following interactive BITE/system tests via CMS of elements of the CDS (DUs side assignment, functions activations,
application: etc)
- Safety test, To make this test, all DUs and KCCUs must be "ON".
- System test,
- Pin Programming Status Report, Data Bus Test
- Display Unit tests, You must do a test of all input/outputs of the CDS DUs, in order to
- Data bus test, check data transmission and reception.
- KCCU test,
- CDS Identification, KCCU Test
- DU memory dump, This test lets check the capabilities of the KCCUs and in particular
- Switching test KCCU controls (KCCU keys, trackball, validation click, scrolling
These tests are launched from the OMS HMI (using the OMT, OIT or wheel). In order to make this test, at least one DU on KCCU side must
PMAT). be "ON".
CDS Safety Test CDS Identification
Safety tests are integrated tests of the display units of the CDS. The CDS Identification gives access to each DU internal software
Safety test is triggered either according to an input command from configuration (CDS and Definition Files configuration).
AFDX (e.g.: power-up test) or manually through BITE interactive To make this test, all DUs and KCCUs must be "ON".
mode (from OMS) DU tests
In order to perform this test, all DUs must be "ON".
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The maximum duration associated to this test is 150s. This test cannot The DUs Test fulfills the following tests:
be aborted. - Brightness test (before launching test, DU to test must be "ON" for
at least 120s)
CDS System Test - Pixel default test (DU must be on the "ON" position); it checks the
This test is used to check the integrity of all DUs of the CDS, in order acceptance of pixel performances for dedicated DU using pattern,
to help fault isolation during maintenance operation. according to criterion found in the AMM.
This test automatically starts a safety test and the data bus test of the - Color test: checks acceptance of color performances for EWD DU
system. according to criterion found in the AMM
CDS DU Memory Dump (Specific Functions)
The CDS DU Memory Dump lets dump the memory of each DU, in
case a failure for example.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) CONTROL & DISPLAY SYSTEM MAINTENANCE (3) Apr 18, 2006
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- To make this test, all DUs and KCCUs must be "ON".
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CDS TESTS - CDS SAFETY TEST ... CDS DU MEMORY DUMP (SPECIFIC FUNCTIONS)

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CONTROL & DISPLAY SYSTEM MAINTENANCE (3)


CDS Tests (continued)
Switching Test
The switching test lets test the switching capabilities of the CDS. The
test verifies that PFD/ND, RECONF and CHRONO buttons switching
functions operate normally. To make the test, push the switching
buttons and check that the switching is effective on the display units.
The switching test lets test both CAPT and F/O sides.

Dataloading
Specific Uploading Items
Obey these safety precautions:

CAUTION: AFTER YOU UPLOAD EACH DU SOFTWARE


COMPONENT, MAKE SURE THAT YOU ALWAYS
UPLOAD THE RELATED USER APPLICATION
DEFINITION FILE SOFTWARE COMPONENTS. THE
DU SOFTWARE ERASES THE USER APPLICATION
DEFINITION FILE SOFTWARE.
FOR SAFETY REASON, WHEN THE UPLOADING
IS COMPLETED, IT IS NECESSARY TO DO TWO
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DIFFERENT CHECKS OF THE DU SOFTWARE


CONFIGURATION (THROUGH THE SYSTEM
IDENTIFICATION REPORT AND THE
INFORMATION MODE RESULT). YOU CAN USE
THE BITE FUNCTION OF THE CDS AS AN
ALTERNATIVE METHOD. THIS METHOD HAS
TWO OTHER DIFFERENT CHECKS, AVAILABLE
AT THE END OF
THIS PROCEDURE (CDS IDENTIFICATION REPORT
AND BITE TEST OF THE CDS (COLOR TEST)).

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INDICATING/RECORDING SYSTEMS OPS, CTL & IND (3)


General
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GENERAL

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INDICATING/RECORDING SYSTEMS OPS, CTL & IND (3)


ECAM
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ECAM

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INDICATING/RECORDING SYSTEMS OPS, CTL & IND (3)


Display Units Reconfiguration
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DISPLAY UNITS RECONFIGURATION

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LEVEL III - ATA 31 Indicating/Recording Systems Page 107
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INDICATING/RECORDING SYSTEMS OPS, CTL & IND (3)


Clock setting
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CLOCK SETTING

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A380 TECHNICAL TRAINING MANUAL

INDICATING/RECORDING SYSTEMS COMPONENT LOC. (3)


Control Panels
A/C Zone 210
Cockpit Display System
A/C Zone 210
Flight Warning System
A/C Zone 120
A/C Zone 210
Clock
A/C Zone 210
Tail Strike Indicators
A/C Zone 170
Interface for Video System
A/C Zone 123
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Flight Data Recording System


A/C Zone 145
A/C Zone 123
A/C Zone 210
A/C Zone 260
A/C Zone 290

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REFERENCE L1W06161
APRIL 2006
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