PHASE 1

CHAPTER 24

• SOURCES OF ELECTRICAL POWER – IDG1+2, APU GEN, EXERNAL GPU,

EMER GEN (CSMG)
• IDG PROPERTIES – 115 VAC, 400 HZ, 90 KVA
• EMERGENCY GEN PROPERTIES – 115 VAC, 400 HZ, 5 KVA
• EACH IDG IS CONTROLLED BY A GCU (GENERATOR CONTROL UNIT).
IT CONTROLS VOLTAGE, CURRENT AND PROVIDES PROTECTION
• FOR APU GEN, ELEC POWER GETS PRIORITY OVER PNEUMATIC
POWER
• AC POWER IS RATED IN KVA, DC POWER IS RATED IN AMPS
• ALL SOURCES OF AC POWER FEED THE AC BUS 1+2
• SOURCE PRIORITY FOR AC BUS 1 ON GROUND – GEN1ÆEXT
PWRÆAPU GENÆGEN2
• SOURCE PRIORITY FOR AC BUS 2 ON GROUND – GEN2ÆEXT
PWRÆAPU GENÆGEN1
• ELEC BUS NOMENCLATURE – XP FOR AC BUS, PP FOR DC BUS
• CSMG IS HYDRAULICALLY POWERED BY THE BLUE SYSTEM
• A320 FOLLOWS NON-PARALLEL ELEC SYS – TWO DIFFERENT
SOURCES CANNOT SUPPLY THE SAME BUS. TO ALLOW FOR
REDUNDANCY, 2 BTC (BUS TIE CONTACTOR) ARE PROVIDED TO LINK
VARIOUS SOURCES OF POWER TO AC BUS1+2
• BTC1+2 OPERATE SIMULTANEOUSLY, CONTROLLED BY THE BUS TIE
SWITCH ON THE ELEC PANEL AND AUTOMATICALLY BY VARIOUS
COMPUTERS
• GEN1 CONTROLS 1 FUEL PUMP IN EACH WING TANK. SAME FOR
GEN2
• THE DC BUS ARE SUPPLIED BY TR (TRANSFORMER RECTIFIER)
WHICH ARE RATED AT 200 A AND 28 V
• THERE ARE 3 TR, EACH SUPPLIED BY AC BUS1, AC BUS2 AND CSMG
• DC BUS 1 IS NORMALLY SUPPLIED BY TR1 OR ALTERNATELY BY BAT
BUS
• DC BUS 2 IS NORMALLY SUPPLIED BY TR2 OR ALTERNATELY BY BAT
BUS
• DC ESS BUS IS SUPPLIED BY BAT2, BAT BUS AND ESS TR (PRIORITY)
• ESS TR IS SUPPLIED BY THE AC ESS BUS AND SUPPLIES THE DC ESS
BUS AND DC SHED BUS IF TR1 OR 2 FAIL
• AC ESS BUS IS NORMALLY SUPPLIED BY THE AC BUS1 BUT WILL
GIVE PRIORITY TO THE CSMG (EMER GEN)
• AC SHED BUS WILL BE SHED WHEN EITHER BAT COMES ONLINE OR
WHEN WE PERFORM THE EMER GEN TEST
• AC BUS1 PROVIDES POWER TO – B ELEC PUMP, FAN BLOWER,
GALLEYS, WHC2 (WINDOW HEAT CONTROLLER)
• AC BUS2 PROVIDES POWER TO – WHC1, FAN EXTRACT, GALLEYS
• AC BUS2 SUPPLIES THE Y ELEC PUMP FOR GROUND OPERATIONS
• GPU IS DIRECTLY CONNECTED TO THE TR2
• ON COMMAND FROM THE GPCU (GROUND POWER CONTROL UNIT),
EXTERNAL POWER WILL BE SUPPLIED TO BOTH AC BUS VIA THE
BTC1+2
• DC SHED ESS BUS WILL BE SHED WHEN EITHER BAT COMES ONLINE
OR WHEN WE PERFORM EMER GEN TEST
• DC BUS1ÆBAT BUSÆDC ESS BUSÆDC SHED ESS BUS
• DC SERVICE BUS IS NORMALLY SUPPLIED BY THE TR2 OR BY THE DC
ESS BUS
• BAT1 SUPPLIES THE STATIC INVERTER
• STATIC INVERTER IS RATED FOR 115 V, 400 HZ AND 1 KVA
• EXT PWR “ON” LIGHT ONLY INDICATES THAT EPC IS CLOSED. IT
WILL WAIT FOR PRIORITY LOGIC BEFORE ENERGISING THE BUS
• ON GRD WITH GEN1 ENERGISED AND EXT PWR AVAIL – TO SUPPLY
AC BUS1 WITH EXT PWR, GEN1 MUST BE SELECTED “OFF”
• IF EXT PWR IS NOT ACCEPTED BY THE A/C, CHECK THE BUS TIE
SWITCH. EVEN THOUGH THE “OFF” LIGHT IS NOT INDICATED, THE
BTC MAY BE OPEN DUE TO INTERNAL LOGIC
• 2 WAYS OF CONNECTING EXT PWR: EXT PWR SWITCH ON ELEC
PANEL, MAINT BUS SWITCH ON PANEL 2000VU AND TR2 ENERGISED
(SUPPLYING THE DC GRD SRVC BUS). THE EXT PWR SWITCH ON THE
ELEC PANEL MUST BE OFF. NOW IF EXT PWR IS SELECTED ON, THE
GRD SRVC BUS IS SHED BUT AC BUS1+2 ARE ENERGISED
• AC ESS BUS IS SUPPLIED FROM ALL SOURCES AT A TIME, CANNOT
BE PARALLELED
• AC BUS2 MUST BE MANUALLY SELECTED TO SUPPLY THE AC ESS
BUS. THIS IS DONE FROM ELEC PANEL. THE FAULT LIGHT WILL
INDICATE AC ESS BUS IS NOT POWERED FROM ITS NORMAL SOURCE
– AC BUS1
• IN ALL CASES, THE PRIORITY TO SUPPLY THE AC ESS BUS IS FROM
THE EMER GEN
• AC ESS BUS FAILURE IS INDICATED BY LOSS OF ALL DU INFO, INCL
CAPT PFD AND UPPER ECAM
• AC ESS BUS IS DEPOWERED WHEN A/C SPEED DROPS BELOW 50 KTS
• GALLEY CIRCUIT CONSITS OF – MAIN AND SECONDARY
• MAIN CARRIES MOST OF THE ELEC LOADS AND IS FIRST TO BE SHED
(AUTOMATICALLY) WHEN SINGLE GEN IS IN OPERATION. THE
GALLEY SWITCH MUST BE IN AUTO POSITION
• GALLEY LOADS ARE NOT MONITORED WHEN EXT PWR IS
CONNECTED
• GALLEY SHEDDING IS NOT AVAIL ON GRD WITH APU GEN SUPPLY. IF
OVERLOAD IS DETECTED, THE ENTIRE GALLEY LOAD IS SHED
• A GALLEY PUSHBUTTON LIGHT ON THE ELEC PANEL INDICATES
OVERLOAD DURING ALL FLT CONDITIONS
 • 3 WAYS TO RELEASE THE RAT – AUTOMATIC, “MAN ON” SWITCH ON
EMER ELEC PWR PANEL AND SWITCH ON HYD PANEL (PROVIDES
ONLY HYD PWR)
• NORMAL REFUELLING PWR IS SUPPLIED FROM THE DC SRVC BUS
AND DEPENDS ON TWO CONDITIONS – GEAR LEVER DOWN AND
REFUEL PANEL OPEN
• IN CASE OF LOSS OF ALL A/C POWER, BAT1 CAN SUPPLY THE
REFUELLING BUS
• APU START USUALLY DRAINS 600 A OF PWR. TO FULFILL THIS
REQUIREMENT, THE BCL (BAT CHARGE LIMITER) CONNECTS BOTH
BAT1+2 TO THE BAT BUS FOR APU START
• BCL CONTACTORS CLOSE FOR BAT CHARGING, APU START AND
EMERGENCY CONDITION
• DURING NORMAL OPERATION THE BCL REGULATES BAT CHARGING
• BAT BUS IS SUPPLIED BY DC BUS1, DC BUS2 OR BOTH BAT
• TO PREVENT BAT DRAIN ON GRD WITH NO GPU CONNECTED, THE
BCL CUTS BAT SUPPLY TO THE BAT BUS
• BCL CLOSES UNDER EMERGENCY CONDITION AND A/C SPEED
BELOW 100 KTS
• BOTH BAT MUST BE ON FOR APU START TO ALLOW FOR THE HIGH
POWER DEMAND
• BOTH BAT ARE DISCONNECTED IN FLT
• EACH BAT IS RATED AT 23 AH
• AUTO CONDITIONS FOR RAT DEPLOYMENT – AC BUS1 OFF, AC BUS2
OFF AND A/C SPEED ABOVE 100 KTS
• 2 WAYS TO RESET TR FAULT – VIA THE MCDU FOR EACH TR UNIT OR
A DEDICATED SWITCH IN THE AVIONIC COMPARTMENT. THIS IS
ALSO THE ONLY WAY TO RESET THE TR WHEN ENGINES ARE
RUNNING

SMOKE CONDITION
• ON THE EMER ELEC PWR PANEL, GEN1 LINE BUTTON INDICATES
SMOKE CONDITION IN ANY A/C LOCATION. WHEN PRESSED THE
GLC1 WILL OPEN AND GEN1 WILL GO OFFLINE
• WE THEN SIMULATE EMER CONDITION BY MANUALLY DEPLOYING
THE RAT USING THE “MAN ON” SWITCH
• ALL ELEC BUS ARE SUPPLIED
CHAPTER 26 – FIRE PROTECTION

ENGINE FIRE DETECTION/EXTINGUISHING SYSTEM

• ENGINE FIRE DET SYS CONSISTS OF 2 LOOPS – A+B CONNECTED IN

PARALLEL
• EACH LOOP HAS 3 DETECTORS CONNECTED IN PARALLEL. FAN,
PYLON AND CORE
• EACH ENGINE HAS 1 FIRE DETECTION UNIT (FDU)
• TEST SWITCH CHECKS INTEGRITY OF LOOPS A+B, FDU, INDICATIONS,
WARNINGS AND SQUIB CIRCUIT CONTINUITY. SQUIB ARMED AND
DISCHARGED LIGHT CIRCUIT IS TESTED FOR CONTINUITY, NOT THE
OPERATION
• THE BOTTLE IS DISCHARGED ONLY IF THE FIRE PUSHBUTTON
SWITCH IS RELEASED
• 2 BOTTLES PER ENGINE IN THE PYLON. SPECIAL PRECAUTIONS TO
BE OBSERVED DURING MAINT
• FDU HAS 2 CHANNELS FOR MONITORING LOOPS A+B. 3 LOGIC
CONDITIONS FOR FIRE DET – FIRE WARNING, LOOP FAULT WARNING
AND DETECTION FAULT (DUAL LOOP FAILURE)
• FIRE WARNING IS GENERATED IF BOTH OR EITHER LOOP DETECTS
FIRE OR IS FAULTY. IF BOTH LOOPS ARE DETECTED FAULTY WITHIN
5 SEC OF EACH OTHER, FIRE WARNING IS GENERATED
• LOOP FAULT MESSAGE IS GENERATED IN CASE OF ELECTRICAL OR
INTEGRITY FAILURE OF ONE LOOP OR ONE LOOP DETECTING A FIRE
FOR MORE THAN 16 SEC WHEN THE OTHER LOOP IS NORMAL
• DETECTION FAULT WARNING IS GENERATED WHEN BOTH LOOPS
ARE DETECTED FAULTY – DETECTION SYSTEM FAILURE

FIRE PUSHBUTTON INTERFACES

• ENG INTERFACE UNIT DE-ENERGISED
• LP FUEL AND ENG RETURN FUEL VALVE SHUT
• ENG BLEED VALVE AND PACK FLOW CONTROL VALVE SHUT
• IDG DE-ENERGISED
• HYD FIRE SHUTOFF VALVE CLOSED

• SYSTEM WARNINGS – CRC, MASTER WARNING, ENG FIRE P/B LT,

FIRE LT ON ENG PANEL, ECAM ENG FIRE MESSAGE
• WAIT FOR 10 SEC AFTER ENG SHUTDOWN TO FIRE THE BOTTLE.
ALLOWS THE ENG TO SLOW DOWN AND INCREASES EFFECTIVENESS
OF THE AGENT
• IF FIRE PERSISTS AFTER 30 SEC, FIRE SECOND BOTTLE
• ON GROUND, IF A/C SPEED IS LESS THAN V1, A/C CAN BE STOPPED
(THRUST REVERSERS CAN BE OPERATED – PARK BRAKE MUST BE
 SET ON). IF V1 IS EXCEEDED, A/C MUST T/O BEFORE ACTION CAN BE
TAKEN
• AFTER FIRE EXTINGUISHER OPERATION ON GROUND AND BOTH ENG
SHUTDOWN, APU MUST BE SHUT DOWN
• FIRE BOTTLE CARTRIDGES ARE CLASS C EXPLOSIVE
• FIRE BOTTLE CONTENTS – BROMOTRIFLUOROMETHANE AT 600 PSI
• BOTTLE PX SWITCH IS CALIBRATED AT 225 PSI TO INDICATE
DISCHARGE AND 275 PSI TO INDICATE LEAK
• BOTTLE PX IS RELEASED BETWEEN 1600-1800 PSI DUE TO OVERHEAT
• SQUIB IS POWERED FROM 28 V DC BUS
• USE SAFETY OHM-METER TO CHK CONTINUITY OF SQUIB
• FIRE DETECTOR IS SYSTRON-DONNER TYPE WITH STAINLESS STEEL
TUBE ENCLOSING HELIUM GAS AND HYDROGEN IMPREGNATED
TITANIUM WIRE

APU FIRE DETECTION/EXTINGUISHING SYSTEM

• 1 DETECTOR WITH 2 LOOPS CONNECTED IN PARALLEL TO 1 FDU

• FDU IS INTERCHANGEABLE WITH ENGINE FDU
• APU FIRE ON GROUND CAUSES AUTO SHUTDOWN AND AUTO
EXTINGUISHING
• BOTTLE INSTALLED ON FIREWALL OUTSIDE AND FWD OF APU
COMPARTMENT
• RED DISC INDICATES BOTTLE PX INTEGRITY. IF BOTTLE IS
THERMALLY DISCHARGED, RED DISC IS BLOWN OUT EXPOSING
YELLOW PAINT
• FIRE DETECTION LOGIC IS SAME AS THAT OF THE ENGINES
• ON RELEASING THE FIRE P/B SWITCH, THE ECB IS SIGNALLED TO
SHUT DOWN THE APU AND ALL SYSTEMS ARE ISOLATED

FIRE PUSHBUTTON INTERFACES

• ECB INITIATES EMERGENCY SHUTDOWN SEQUENCE (NO
COOLDOWN)
• LP FUEL SHUT OFF VALVE CLOSED
• BLEED VALVE CLOSED
• GENERATOR DE-ENERGISED

AUTO EXT GROUND TEST

• PERFORMED WITH APU SHUT DOWN AND MASTER SWITCH ON
• FROM OVHD MAINT PANEL SELECT “APU EXTING TEST”
• SQUIB CIRCUIT IS ISOLATED DURING TEST
• ONCE TEST IS COMPLETE PRESS RESET
• AFTER A 3 SEC DELAY THE AUTO EXTINGUISHING FUNCTION IS RE-
ACTIVATED
 • MANUAL EXTINGUISHING FUNCTION WHEN APU IS RUNNING IS
SIMILAR TO THE ENGINE
• AFTER FIRE IS EXTINGUISHED, P/B LIGHTS GO OUT. THEN SELECT
MASTER SWITCH OFF
• DURING AUTO SHUTDOWN SEQUENCE ON GROUND, EXTINGUISHER
IS DISCHARGED 3 SEC AFTER THE APU SHUTDOWN ORDER IS GIVEN
• DETECTOR IS SIMILAR TO THAT ON THE ENGINE
• BOTTLE PX SWITCH IS CALIBRATED SIMILARLY TO THE ENGINE
BOTTLES

AVIONICS COMPARTMENT DETECTION

• IONIZATION TYPE DETECTOR IN EXTRACT DUCT

• AEVC CAN BE TESTED FROM THE MCDU (CFDIU) ONLY
• 1 AEVC COMPUTER

EMERGENCY PROCEDURE IF AVIONIC COMP SMOKE DETECTED

• RESET MASTER CAUTION AND SELECT OXYGEN MASK IF SMOKE IS
PRESENT IN THE COCKPIT
• SWITCH OFF “CAB FAN” TO PREVENT SMOKE CIRCULATION IN THE
CABIN
• SET BLOWER TO OVRD. BLOWER FAN STOPS AND A/C AIRCON SYS
PROVIDES VENTILATION AIR
• SET EXTRACT TO OVRD. EXTRACT FAN CONTINUES RUNNING AND
AIR IS EVACUATED THROUGH THE SMALL FLAP ON THE EXTRACT
SKIN VALVE
• GEN 1 IS ISOLATED FROM THE SYSTEM VIA THE “GEN 1 LINE”
SWITCH (GEN 1 IS STILL ENERGISED AND SUPPLYING ELEC POWER).
GEN 2 SUPPLIES AC BUS 1, GALLEY LOAD IS SHED, WING FUEL
TANKS ARE STILL SUPPLIED
• EXTEND RAT VIA “MAN ON” SWITCH
• ONCE CSMG IS OPERATING, GEN2 IS SWITCHED OFF VIA THE “GEN 2”
SWITCH. IF APU IS RUNNING, APU GEN MUST BE TAKEN OFF LINE AS
WELL
• ONCE ON EMER POWER, MONO ECAM STATUS IS ESTABLISHED, GEN
1 IS SUPPLYING THE FUEL PUMPS, GEN 2 AND APU GEN ARE OFFLINE

CARGO FIRE DETECTION/EXTINGUISHING SYSTEM

• EXTINGUISHING SYSTEM REQUIRES THE DETECTION SYSTEM

• 1 SDCU (2 CHANNELS) CONTROLS CARGO AND LAV DETECTION
FUNCTIONS. LOCATED IN FWD AVIONICS COMPARTMENT
• 4 DETECTORS (2 PAIRS) IN AFT COMP AND 2 (PAIRED) IN FWD COMP
INTERCONNECTED
• CONNECTED IN LOOP WITH LAV DETECTORS TO THE SDCU
 • FOR SMOKE WARNING, ALL DETECTORS IN EACH AREA MUST BE
TRIGGERED
• IN CASE ONLY ONE DETECTOR IS TRIGGERED, SDCU CHECKS THE
OTHERS FOR INTEGRITY. IF THE OTHER DETECTOR IS NORMAL, THE
FIRST ONE IS DECLARED FAULTY AND NO WARNING IS PRESENTED.
IF THE OTHER DETECTOR IS ABNORMAL, IT IS DECLARED FAULTY
AND SMOKE WARNING IS TRIGGERED
• ONCE SMOKE IS DETECTED, VENTILATION CONTROLLER CLOSES
ALL ISOLATION VALVES FOR THAT COMPARTMENT
• SINGLE BOTTLE FOR BOTH CARGO COMPARTMENTS, LOCATED IN
FWD CARGO RH AFT OF THE DOOR. 1 “DISCH” SWITCH FOR EACH
COMPARTMENT, BUT BOTH “DISCH” LTS ILLUMINATE ONCE BOTTLE
IS FIRED
• TEST FUNCTION SIMULATES SMOKE AND BOTTLE LO PX CONDITION
• FAULTY DETECTOR IS ISOLATED FROM THE LOOP BY THE SDCU
• IF PAIR OF DETECTORS IN THE SAME LOCATION ARE FAULTY,
DETECTION FAULT MESSAGE IS DISPLAYED ON ECAM
• SQUIB INTEGRITY FAILURE OR BOTTLE LO PX CAUSES MASTER
CAUTION AND ECAM MESSAGE

LAV DETECTION/EXTINGUISHING SYSTEM

• PHOTO-ELECTRIC CELL TYPE IN EACH LAV CONNECTED TO OTHERS

IN A LOOP
• CONTROLLED BY THE SDCU
• LAV FIRE MUST BE EXTINGUISHED WITH A PORTABLE
EXTINGUISHER
• SDCU SENDS WARNINGS TO ECAM, CFDS AND CIDS
• COCKPIT LAV FIRE WARNINGS CAN BE DISABLED
• ECAM AND MASTER WARNING ARE TRIGGERED
• ANY FAULTY DETECTOR IS AUTOMATICALLY ISOLATED FROM THE
LOOP BY THE SDCU. THIS IS INDICATED IN THE CABIN AND THE
COCKPIT
• ANY SYSTEM FAULT WILL BE INDICATED ON THE FAP BY “CIDS
CAUTION” LIGHT. THE PTP (PROGRAMMING AND TEST PANEL) MUST
BE USED TO IDENTIFY THE FAULTY COMPONENT

• IN CASE OF ONCE CHANNEL FAILURE OF SDCU, OTHER CHANNEL

CAN CONTINUE DETECTION
• DUAL CHANNEL FAILURE CAUSES MASTER CAUTION AND ECAM
ADVISORY
• IN CASE OF CARGO SMOKE WARNING, ISOLATION VALVES OF THE
CORRESPONDING COMPARTMENT ARE CLOSED AUTOMATICALLY
 BUT THE COCKPIT “ISOL VALVE” P/B MUST BE PRESSED TO CONFIRM
THE ACTION
• ON GROUND CARGO SMOKE WARNING MUST BE CONFIRMED
VISUALLY AND EXTINGUISHED WITH PORTABLE UNITS RATHER
THAN A/C BOTTLE
• LAV SMOKE WARNING STOPS WHEN THE SMOKE CONCENTRATION
DROPS OR MANUALLY VIA THE RESET P/B
• ALL LAV WASTER BINS HAVE EXTINGUISHER WHICH
AUTOMATICALLY DISCHARGES (ABOVE 79 DEG C) AGENT VIA A
FUSIBLE PLUG AT THE TIP OF THE DISCHARGE TUBE
• PORTABLE EXTINGUISHERS ARE LOCATED BELOW FWD AND AFT
ATTENDANT SEATS
CHAPTER 31

• PFD/ND XFR SWITCH ONLY CHANGES THE DISPLAY ON REQUEST

• IF PFD IS SWITCHED OF AND ND IS SWITCHED ON – ND SCREEN
INDICATES PFD. SAME FOLLOWS FOR UPPER AND LOWER ECAM
• PFD AND UPPER ECAM ARE FIRST PRIORITY
• DMC – DISPLAY MONITORING COMPUTER/LOCATED 85VU – REAR
AVIONICS/3/DMC 3 CAN BE MANUALLY SELECTED FOR EITHER CAPT
OF F/O
• EACH DMC CAN PROCESS 3 DU’S
• FWC – FLIGHT WARNING COMPUTERS/2/COMPUTE ALL WARNING
MESSAGES/LOCATED 85VU – REAR AVIONICS
• SDAC – SYSTEM DATA AQUISATION CONCENTRATORS/COLLECTS
ALL THE DATA REQUIRED BY THE FWC AND DMC
• DMC 1 – CAPT (PFD, ND UPPER ECAM)
• DMC 2 – F/O (PFD, ND LOWER ECAM)
• FWC 1 AND 2 BACKUP EACH OTHER
• NORMAL CONFIG – “EIS DMC” “ECAM/ND XFR” SWITCHES IN “NORM”
• “ECAM/ND XFR” SWITCH TO “CAPT” – SDÆND UPPER ECAMÆBLANK
NDÆNOT DISPLAYED
• “ECAM/ND XFR” SWITCH TO “F/O” – SDÆND LOWER ECAMÆBLANK
• RADIO HEIGHT CALLOUTS ARE OPTIONAL
• AURAL WARNING CAN ALSO BE CANCELLED BY THE “EMER CANC”
BUTTON ON THE ECAM CONTROL PANEL
• LOWER ECAM DISPLAYS 13 PAGES – 12 SYSTEM AND 1 STATUS
• STATUS PAGE LEFT PART – LIMITS AND PROCEDURES IN
BLUE/LANDING CAPABILITIES AND REMINDERS IN GREEN
• STATUS PAGE RIGHT PART – INOP SYSTEMS AND MAINT STATUS
• DURING T/O AND LANDING MOST WARNINGS ARE INHIBITED
• CRUISE PAGE IS AUTOMATICALLY CALLED UP IN CRUISE
CONDITION
• STATUS PAGE IS AUTOMATICALLY CALLED UP WHEN SLATS ARE
SET TO POSN 2 DURING APPROACH
• ECAM STATUS PAGE WILL DISPLAY APU/ENG PARAMETERS WHEN
STARTED AND 10 SEC AFTER
• AFTER ENG START, STATUS PAGE WILL DISPLAY WHEEL PAGE
• FWC CONTROLS AUTO DISPLAY OF STATUS PAGE
• TO DISPLAY CRUISE PAGE ON GRD – SELECT ANN LT TEST
• FWC RESETS 5 MIN AFTER SECOND ENG SHUTDOWN
• “EMER CANC” CAUSES MASTER CAUTION AND ECAM MESSAGES TO
AUTOMATICALLY BE CANCELLED FOR THE REST OF THE FLIGHT
• THIS CAN BE MANUALLY RESTORED BY PRESSING “RCL” FOR MORE
THAN 3 SEC
• ECAM ALERT MODES – LEVEL 3/MASTER WARNING LEVEL 2/MASTER
CAUTION LEVEL 1/ADVISORY-NO ATTENTION GETTERS STATUS
• TYPES OF FAILURE – INDEPENDENT, PRIMARY AND SECONDARY
• INDEPENDENT FAILURE MESSAGES DISPLAYED WITH TITLE
UNDERLINED
• PRIMARY FAILURE DISPLAYED WITH TITLE IN A BOX
• SECONDARY FAILURE INDICATED BY ASTERIX
• ADVISORY MODE MONITORS CRITICAL SYSTEM PARAMETERS
• SDAC – SYSTEM DATA ANALOG COMPUTERS/2/INTERCHANGEBALE
• FWCÅSDACÆDMC
• SDAC CAN BE UPGRADED USING OBRM – ONBOARD REPLACEABLE
MODULES
• FWC – FLIGHT WARNING COMPUTERS/2/INTERCHANGEABLE
• FWC DIRECTLY CONNECTED TO SYSTEM COMPUTERS FOR RED
MASTER WARNING FAILURE
• BOTH FWC INTERCONNECTED AND SUPERVISING EACH OTHER
• DMC MAY BE CONNECTED DIRECTLY TO SYSTEM COMPUTERS OR
VIA SDAC AND FWC
• BOTH MASTER CAUTION AND WARNING LIGHTS ARE
SIMULTANEOUSLY CONTROLLED BY BOTH FWC
• DURING VENT BLOWER AND EXT FAULT, ANY GREY COLOUR ON
THE PFD IS SUPPRESSED TO PREVENT OVERHEATING
• NO OPERATIONAL CONSEQUENCES DUE TO ONE SDAC FAILURE
• NO OPERATIONAL CONSEQUENCES DUE TO ONE FWC FAILURE
• IF BOTH SIDE WX RADAR PLAN MODE IS SELECTED, WX RADAR
FAILS
• IF BOTH FWC FAIL, THERE IS NO WARNING. ONLY ECAM ADVISORY
• IF BOTH SDAC FAIL, AMBER WARNINGS ARE LOST
• ONLY ONE SDAC, FWC, DU, DMC MAY BE INOP
• DFDU AND FDIU FAILURES DO NOT RESTRICT FLIGHT
• THE CLOCK SUPPLIES INFO TO CFDIU, FDIU AND FMGC
• TEST THE CLOCK BY SELECTING ANN LT TEST
• SYSTEM DATA = ECAM+DFDRS+AIDS+CFDS
• CFDS BITE TEST – POWER UP TEST, CYCLIC TEST, SYSTEM TEST AND
SPECIFIC TEST
• CFDS DISPLAYS ALL FAILURES EXCEPT SECONDARY FAILURES
• CFDIU WORKS WITH 2 CHANNELS – NORMAL CHANNEL (FULL
FUNCTIONS) AND STANDBY CHANNEL
• FWC SENDS ONLY PRIMARY AND INDEPENDENT FAILURE MESSAGES
TO THE CFDS
• CFDS – ECAM, FWC, PRINTER, SYSTEM COMPUTERS AND MCDU
• BITE RECORDS THE FAILURES AND REPORTS TO THE CFDIU. BITE
CAN RECORD FAILURE FOR UPTO 64 FLIGHT LEGS
• FULL BITE FUNCTIONS ARE ONLY ALLOWED IN FLIGHT. ON GROUND
THE FAILURE INFO IS STORED ONLY WITHIN THE BITE
• CFDIU OPERATES IN TWO MODES – NORMAL AND MENU
• NORMAL MODE IS ACTIVE ONLY IN FLIGHT AND IS COMPREHENSIVE
AND COMPLETE
• MENU MODE IS ACCESSIBLE ONLY ON GROUND AND CAN WORK
WITH ONE COMPUTER AT A TIME
• CFDIU CAN MEMORISE UPTO 40 LINES OF FAILURES
• LAST LEG REPORT – FAILURE MESSAGES OF ALL SYSTEMS. IT
INDICATES THE SOURCE AND THE AFFECTED SYSTEMS
• LAST LEG ECAM REPORT – ALL ECAM WARNING MESSAGES. UPTO 8
IDENTICAL MESSAGES CAN BE RECORDED
• PFR – LAST LEG REPORT + LAST LEG ECAM REPORT
• PFR BEGINS RECORDING – 1 ENGINE START + 3 MINS OR A/C SPEED
ABOVE 80 KTS
• PFR STOPS RECORDING – AIRCRAFT SPEED LESS THAN 80 KTS
• CFDS FAILURE CATEGORIES – CLASS 1 (MEL RELATED), CLASS 2
(REQ MAINT ACTION WITHIN 10 DAYS. DISPLAYED AS MAINT
STATUS MESSAGE) AND CLASS 3 (IGNORE TILL TIME PERMITS)
• CLASS 1+2 FAILURES HAVE TO BE INCLUDED IN THE TECH LOG AND
RELEVANT MEL ENTRIES MUST BE MADE
• CFDIU SYSTEM CATEGORIES – TYPE 1 (SINGLE, MULTI AND
DUPLICATED COMPUTER), TYPE 2 AND TYPE 3
• TYPE 1 – CAN RECORD UPTO 64 FLIGHT LEGS WITHIN ITS OWN
MEMORY
• TYPE 2 – CAN MEMORISE LAST LEG FAULTS ONLY AND TRIGGERED
BY A DISCRETE INPUT FROM THE SYSTEM
• TYPE 3 – CANNOT STORE FAILURE MESSAGES AND SEND/RECEIVE
DISCRETE SIGNALS ONLY
• WHEN YOU PRINT THE PFR, THE ENTIRE REPORT IS PRINTED
• WHEN YOU PRINT THE PREVIOUS LEG REPORT, ONLY THE
DISPLAYED FAILURE MESSAGE IS PRINTED
• “AVIONICS STATUS” PAGE DISPLAYS THE SYSTEMS WHICH ARE
CURRENTLY AFFECTED BY A FAILURE
• CLASS 3 FAILURES ARE INDICATED ON THE “AVIONICS STATUS”
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