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A380

TECHNICAL TRAINING MANUAL


MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL II - Cockpit, Avionic & Equipment Bays
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 II - COCKPIT, AVIONIC & EQUIPMENT BAYS


Cockpit Preparation/Systems powering Crew Oxygen
Equipment & Furnishings Crew Oxygen System Description (2) . . . . . . . . . . . . . . . . . . . . . . .206
Crew Oxygen System Operation, CTL & IND (2) . . . . . . . . . . . . . .218
Cockpit Door Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Crew Oxygen System Component Location (2) . . . . . . . . . . . . . . .228
Windows Cleaning & Rain Repellent SYS Desc. (2) . . . . . . . . . . . . .12
Windows Cleaning & WSHLD Rain PROT Comp. Loc. (2) . . . . . . .20 AIRBUS Documentation-Servicing & Replacement
Cockpit Preparation & Systems Powering Documentation-Servicing & Replacement (2) . . . . . . . . . . . . . . . . .230

Cockpit Systems
Electrical Power System Description (2) . . . . . . . . . . . . . . . . . . . . . .22
Ground Service Bus System Description (2) . . . . . . . . . . . . . . . . . . .34
Power Isolation System Description (2) . . . . . . . . . . . . . . . . . . . . . . .36
Control & Display System Description (2) . . . . . . . . . . . . . . . . . . . .50
Clock System Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Air Data & Inertial Reference System Desc. (2) . . . . . . . . . . . . . . . .62
Documentation-AMM Maintenance Practices (2) . . . . . . . . . . . . . . .66
Cockpit Preparation Operation, CTL & IND (2) . . . . . . . . . . . . . . . .80
Cockpit Lighting System & Power Outlets Desc. (2) . . . . . . . . . . . .92
Voice Communication Systems Description (2) . . . . . . . . . . . . . . . .102
Recording Systems Description (2) . . . . . . . . . . . . . . . . . . . . . . . . .116
Communications System Operation, CTL & IND (2) . . . . . . . . . . .122
External Light System Description (2) . . . . . . . . . . . . . . . . . . . . . . .126
External Light System Operation, CTL & IND (2) . . . . . . . . . . . . .138
NSS & OIS Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .152
Network Server System Component Location (2) . . . . . . . . . . . . . .158
AIRBUS Maintenance Philosophy & Tools
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AIRBUS Maintenance Philosophy Description (2) . . . . . . . . . . . . .160


Onboard Maintenance System Description (2) . . . . . . . . . . . . . . . .170
AIRMAN Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .196

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COCKPIT DOOR DESCRIPTION (2)


General
The cockpit door opens inside the cockpit.
It is an armored and bulletproof door that secures by preventing
unauthorized access to the cockpit, providing a barrier to intruders and
hazardous objects.
For flight compartment security, a Cockpit Door Locking System (CDLS)
is installed in the cockpit and in the cockpit door area. In the cockpit, the
CDLS is composed of:
- a cockpit door panel on the pedestal with a toggle switch and a fault
indicator,
- a buzzer on the overhead panel.
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GENERAL

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COCKPIT DOOR DESCRIPTION (2)


Cockpit Door Lock System
On the cockpit door, components are:
- a three latches mecanism and a D-Ring lock (cockpit side),
- a spyhole,
- an evacuation flap,
- a keypad for cockpit access authorization (cabin side).
The CDLS has two operating modes:
- a normal mode,
- an emergency mode.
The CDLS controls and monitors the cockpit access and the electrical
release strikes unlocking in case of cockpit rapid decompression. The
door opens inwards into the cockpit under differential pressure.
The system consists of:
- The control unit in the cockpit overhead panel,
- The control panel on the cockpit center pedestal with a toggle switch
and a fault indicator,
- The buzzer on the cockpit overhead panel,
- The keypad in the cabin for cockpit access authorization,
- Three lock assemblies.
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COCKPIT DOOR LOCK SYSTEM

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COCKPIT DOOR LOCK SYSTEM

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COCKPIT DOOR DESCRIPTION (2)


Operating Modes
In the normal mode, to operate the cockpit door from the cockpit, the
D-Ring must be lifted and turned through 90.
To operate the cockpit door from the cabin in normal mode:
- the '#' P/B or a zero to seven digit code must be typed on the keypad
(depends on the airliner policy),
- the buzzer operates for a minimum of 2 seconds,
- a white LED comes ON on the keypad.
If the flight crew gives the access to the cockpit (toggle switch to
UNLOCK), the green LED on the keypad comes on and the door can be
opened.
If the flight crew does not give the access (toggle switch not operated to
LOCK), the red light on the keypad will come on and the door stays
locked. The access to the cockpit will be possible only after a
pre-determined period (keypad inactive) or by the flight crew operating
the toggle switch to UNLOCK.
If there is no reaction of the cockpit, door remains locked. In this case
the cabin crew can decide an emergency access procedure
To operate the cokpit door from the cabin in the emergency mode:
- a four digit security-code must be typed and then the '#' P/B must be
pressed,
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- the buzzer operates continuously,


- on the cockpit door panel, the OPEN light comes on amber and on the
keypad, the green LED flashes.
If there is no flight crew action on the cockpit door panel (toggle switch
in NORM position), after a set period, the green LED comes ON, on the
keypad and the door unlocks for 5 seconds.
In the lower part of the door (cabin side), an evacuation flap allows a
rapid pressure release in the cockpit, if decompression occurs in the cabin.

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OPERATING MODES

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OPERATING MODES

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WINDOWS CLEANING & RAIN REPELLENT SYS DESC. (2)


Cockpit Windows
Windows Cleaning
The cockpit windows are:
- the left and right windshields,
- the fixed windows and,
- the sliding windows.
The cockpit windows have to be cleaned with approved agents as
defined in standard practices. The product is applied with circular
movements on the entire surface.
Sliding Windows System
The opening/closing mechanism is composed of:
- an upper and lower rails,
- four locking pins (hooks),
- a rack,
- a handle.
The handle is located on the lower part of the sliding frame; it is the
single device to operate the window.
Pushing the pushbutton on the handle unlocks and opens the sliding
window. By turning the handle towards the inside of the cockpit lets
the complete opening of the window. This disengages the latches from
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the locking pins and frees the sliding window from its frame. When
the handle end-of-travel is reached, pull the handle rearwards to let
the sliding window move aft.
When the sliding window is open, push the pushbutton to unlock the
rack and to close the window. By pushing the handle forwards lets
the sliding window move forward. Then turning the handle towards
the outside of the cockpit engages the latches in the locking pins and
locks the sliding window in the closed position.

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COCKPIT WINDOWS - WINDOWS CLEANING & SLIDING WINDOWS SYSTEM

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WINDOWS CLEANING & RAIN REPELLENT SYS DESC. (2)


Windshield Wiper System
The system is composed of two independent sub-systems: one for the
CAPT windshield and one for the F/O windshield.
Each sub-system comprises:
- a wiper arm and his blade,
- a two speeds electrical motor and his converter,
- a WIPER control switch.
The WIPER control switch has three positions:
- FAST,
- SLOW and,
- OFF corresponding to the parking position.
The motor is powered with 115 VAC. Each motor converter integrates
an Electronic Control Unit (ECU), which does the monitoring function
of the wiper system. Through the TEST output of the related Anti-Ice
Control Unit (AICU), each sub-system can be tested. In case of an internal
electronic failure or motor overheat, the ECU stops the motor and sends
a signal to its related AICU. The arm/blade junction is made in such way
that the blade is removable without removing the arm.

NOTE: CAPT system shown as an example.


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WINDSHIELD WIPER SYSTEM

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WINDOWS CLEANING & RAIN REPELLENT SYS DESC. (2)


Rain Repellent System CAUTION: - BE CAREFUL TO CORROSIVE FLUID; MAKE SURE
THAT THE FLUID DOES NOT STAY ON THE
The rain repellent system is composed of:
AIRCRAFT STRUCTURE.
- one rain-repellent fluid can assembly,
- one gage assembly,
- one blowout reservoir,
- two solenoid valves,
- two purge check valves,
- one test check valve,
- two spray nozzles.
The can and gage assembly are installed in the main avionics
compartment, on the Nose Landing Gear (NLG) bay structure. The can
assembly contains the rain repellent fluid, FORALKYL 2211, and is
pressurized with nitrogen. The can assembly is directly installed on the
gage assembly.
The gage assembly has a transparent fluid reservoir, which shows the
level of the remaining fluid level. The rain repellent fluid is sprayed either
on the right or left windshield through two separated circuits. The system
is operated by 2 separated RAIN RePeLleNT P/BSWs.
When the RAIN RPLNT P/BSW is pushed, the solenoid valve of the
related system releases the fluid to the spray nozzle consisting of one
cycle. When the system does not operate, the air conditioning system
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continuously supplies pressurized hot air. The hot air goes to the spray
nozzles through the blowout reservoir and the check valves. This allows
the purge of the lines and prevents the spray nozzles from clogging.
When the can assembly is fully empty, the gage assembly sends a discrete
output signal to the AICU 1, which generates a message for indication
on the ECAM DOOR/OXYGEN page. In this case, the can assembly
must be replaced by a new one.
Human factor points:

WARNING: - BE CAREFUL TO CORROSIVE FLUID; DO NOT GET


THE FLUID ON YOUR SKIN OR IN YOUR EYES.
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RAIN REPELLENT SYSTEM

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RAIN REPELLENT SYSTEM

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WINDOWS CLEANING & WSHLD RAIN PROT COMP. LOC. (2)


Cockpit
A/C Zone 210
Windshield
A/C Zone 211
Main Avionics Bay
A/C Zone 123

WARNING: : DO NOT GET THE FLUID ON YOUR SKIN OR IN


YOUR EYES. IF YOU DO:
- FLUSH IT AWAY WITH CLEAN WATER
- GET MEDICAL AID
MAKE SURE THAT YOU DEPRESSURIZE THE
RAIN REPELLENT SYSTEM BEFORE YOU
REMOVE THE RAIN REPELLENT FLUID-CAN.
RAIN REPELLENT FLUID CAN COME OUT
SUDDENLY IF YOU REMOVE THE FLUID CAN
WITH THE SYSTEM PRESSURIZED.
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CAUTION: : MAKE SURE THAT THE FLUID DOES NOT STAY


ON THE AIRCRAFT STRUCTURE. IF THE FLUID
GOES ON TO THE AIRCRAFT STRUCTURE,
REMOVE IT IMMEDIATELY WITH SOAP AND
WATER.
Safety Precaution:
Put a WARNING NOTICE in position to tell persons
not to operate the RAIN RPLNT pushbutton switches.

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ELECTRICAL POWER SYSTEM DESCRIPTION (2)


Each EPC connects the EXT PWR to the related network.
Architecture Each AGC connects the APU generator to the related network.
The BTCs and the SIC enable the supply of the whole AC electrical
The electrical power system generates and distributes electrical AC and
network via the transfer circuit.
DC powers to all applicable systems.
This supply only depends on the availability of one of the power
AC Power sources according to a predetermined order of priority.
Three types of power sources supply 115 VAC in normal Action on the BUS TIE P/BSW on the ELECtrical cockpit overhead
configuration: panel (1225VM) isolates all four channels, by opening the SIC and
- four Variable Frequency Generators (VFGs) sources (GENerator 1, all BTCs (for example in case of an electrical smoke procedure) by a
GEN 2, GEN 3 and GEN 4), discrete signal to the contactors.
- two APU Generators (APU GEN A and APU GEN B), DC Power
- four EXTernal PoWeR sources (EXT 1, EXT 2, EXT 3 and EXT
The 28 VDC power is provided from the AC power by:
4).
- three Battery Charge and Rectifier Units (BCRU 1, BCRU 2, BCRU
Two types of power sources supply 115 VAC in case of emergency:
ESS),
- the variable frequency Ram Air Turbine (RAT) GEN.
- two Transformer Rectifiers (TR 1, TR 2).
- the STATic INVerter used when no AC power source is available.
In the event that AC power is not available, three BATteries (BAT 1,
The AC electrical network is mainly composed of:
BAT 2, BAT ESS) can also provide DC power.
- an AC BUS 1,
- an AC BUS 2,
NOTE: Note: DC ESS and battery generation is also used in
- an AC BUS 3,
electrical emergency configuration or when no AC power
- an AC BUS 4,
source is available.
- an AC ESSential BUS,
The APU starting system has a dedicated TR (APU TR) and a
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- an AC EMERgency BUS,
dedicated battery (APU BAT).
- an AC G.S. BUS (service bus),
The DC electrical network is mainly composed of:
- an AC Electro-Hydrostatic Actuator (EHA).
- a DC BUS 1,
The following commutation devices fulfill the Electrical Network
- a DC BUS 2,
Management Function (ENMF):
- a DC ESS BUS,
- Generator Line Contactors (GLCs),
- a DC BUS 6 (service bus),
- APU Generator Contactors (AGCs),
- an APU STARTING DC BUS,
- External Power Contactors (EPCs),
- a DC EHA.
- Bus Tie Contactors (BTCs),
The Line Contactors (LC) BLC 1/TR LC 1 supply 28VDC to DC
- a System Isolation Contactor (SIC).
BUS 1 via BCRU 1/TR 1. These LCs are controlled by the BCRU
Each GLC connects the VFG to the related network.
1/TR 1 and supply:
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- BAT 1 via BAT LC 1, in normal configuration,
- DC BUS ESS via Inter-Bus Line Contactor (IBLC) 1, in case of
BCRU ESS failure,
- DC BUS 1 via TR LC 1, in case of BCRU 1 failure or loss of
management of BLC 1,
- DC BUS 2 via IBLC2, in case of BCRU 2/TR 2 failure or loss of
management of BLC 2/TR LC 2.
The LCs BCL 2/TR LC 2 supply 28 VDC to DC BUS 2 via BCRU
2/TR 2. These contactors are controlled by the BCRU 2 /TR 2 and
supply:
- BAT 2 via BAT LC 2, in normal configuration,
- DC BUS 2 via TR LC 2, in case of BCRU2 failure or loss of
management of BLC 2.
The APU TR LC supplies 28VDC to the APU STARTING DC BUS.
This contactor is controlled by the APU TR and supplies the APU
BAT.
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ARCHITECTURE - AC POWER & DC POWER

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ELECTRICAL POWER SYSTEM DESCRIPTION (2)


Checks
Batteries
DC generation monitoring and indicating are done by means of:
- one voltmeter located on the BAT section of the cockpit overhead
panel (1255VM), which indicates the voltage of the four batteries
(BAT1, BAT2, BAT ESS, BAT APU) to the crew members.
- the ECAM, on which the electrical parameters concerning the four
batteries, the 3 TRs, the 3 BCRUs and the DC bus bars are displayed.
Battery voltage above 25.5 V, ensures a charge above 50 % at least.
If battery voltage is below 25.5 V, a charging cycle of approximately
20 minutes is required.

NOTE: Note: after 5 minutes with the aircraft electrical network


supplied by batteries only, the ground horn sounds.
Static Inverter
The STAT INV is used to supply the AC EMER BUS when the main
batteries are the only source of supply onboard the A/C. The STAT
INV transforms DC power from BAT 1, and from ESS BAT, into 115
VAC power at a constant frequency of 400 Hz.
The monitoring and indicating of the STAT INV are done by means
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of the ECAM system.

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CHECKS - BATTERIES & STATIC INVERTER

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ELECTRICAL POWER SYSTEM DESCRIPTION (2)


EXT PWR status and parameters are also presented on the ECAM
Ground Power ELEC AC page.
Two external power units are sufficient to supply the entire A/C
Sources
network.
Four EXT PWR receptacles installed at the aft of the Nose Landing A minimum of 3 GPUs may be necessary if high electrical demand
Gear (NLG) well enable supply of the A/C network with up to 90kVA is anticipated.
each.
This is done by means of three-phase, 400Hz, 115/200V Ground
Power Unit (GPU).
The normal power up procedure recommends to:
- switch on first battery P/Bs (BAT ESS, BAT 1 and BAT 2),
- start electrical power in the following order EXT 2, EXT 3, EXT 1
et EXT 4.
This order lets the complete system start in shorter time and minimizes
power transfers.

NOTE: Note: complete start up sequence can take up to 20 seconds


up to complete display availability.
Manual control is provided on the cockpit overhead ELEC panel
(1225VM):
- EXT PWR P/BSWs is used for the connection of the respective
power source via EPCs.
- the green AVAILable light indicates that the GPU source is ready
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to be connected with correct parameters,


- blue ON indicates that EPC is closed in order to supply the A/C
network.
On the external power receptacles, there are two lamps related to each
EXT PWR:
- an amber "EXT PWR AVAIL" lamp indicates that power is ready
(it agrees with the green AVAIL light in the cockpit),
- a white "EXT PWR NOT IN USE" lamp indicates that the related
EPC contactor is open.
Besides the lamps, a light test P/B is installed.

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GROUND POWER - SOURCES

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ELECTRICAL POWER SYSTEM DESCRIPTION (2)


Ground Power (continued)
Main AC Bus Reconfiguration
On ground it is possible to connect up to four external power units.
Each EXT PWR unit provides 90 KVA of power.
AC bus bars are supplied from various sources. Here, only EXT PWRs
and APU generators are considered, as they are the common power
supply on ground.
Each AC bus is supplied in priority by its own external power.
Other sources are listed in the priority table.
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GROUND POWER - MAIN AC BUS RECONFIGURATION

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ELECTRICAL POWER SYSTEM DESCRIPTION (2)


APU Starting System
Two constant speed APU generators supply the AC auxiliary generation.
Each APU generator is able to replace a GPU or a VFG (in case of
disconnection or failure).
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APU STARTING SYSTEM

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GROUND SERVICE BUS SYSTEM DESCRIPTION (2)


Architecture/Description
The ground servicing electrical network is supplied when:
- EXT 1 is connected to the A/C, and
- GrouND SERVICE SELECT S/W, also called Ground Service SW
(located near the main-deck cabin door M1L) is ON.

NOTE: Note: another switch, the COCKPIT WAY LIGHT SW is


installed beside the Ground Service SW.
In this configuration, the normal and emergency electrical networks are
not supplied.
Only the following loads are supplied:
- Cabin and cockpit lighting,
- Hydraulic compartment lighting,
- Cargo compartment lighting and power outlets,
- Landing gear compartment lighting and servicing power outlets,
- Equipment compartment lighting and servicing outlets,
- Vacuum cleaner power outlets,
- Cockpit servicing power outlets,
- Fuel quantity indicator,
- Loads necessary for refueling,
- Navigation lights,
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- Parking brake,
- Cargo door electro-hydraulic pumps.

NOTE: Note: the Ground Service Buses (GSBs) are sub-bus bars of
the main AC buses. Therefore all those service bus bars are
also supplied in normal electrical configuration.

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ARCHITECTURE/DESCRIPTION

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POWER ISOLATION SYSTEM DESCRIPTION (2)


Protective Devices Distribution Emergency Electrical Power Distribution Center
The AC and DC ESSential distribution is located in the emergency
PEPDC electrical power distribution center which is segregated from the
The Primary Electrical Power Distribution Center (PEPDC) is installed PEPDC and uses different technologies (conventional relays, C/Bs
in the center of the main avionics bay. and RCCBs).
The PEPDC contains: The emergency electrical power distribution center contains:
- main distribution bus bars, - an emergency AC and DC generation equipment, including the Ram
- contactors, Air Turbine (RAT) Generator Control Unit (GCU),
- AC and DC generation logics, - contactors,
- electronic Remote Controlled Circuit Breakers (RCCBs), - AC and DC ESS distribution bus bars,
- AC and DC Circuit Breaker (C/B) panels, - conventional C/Bs, thermal current sensing (bi-metal strip) devices,
- logic relays. which can be manually tripped and reset,
- RCCBs. These are conventional thermal (bi-metal strip) over current
SEPDCs
protection devices, whose contactor may be tripped or reset remotely
Two Secondary Electrical Power Distribution Centers (SEPDCs) via an internal relay,
supply electrical power to technical loads (with normal current up to - logic relays.
15 A) and protect the distribution network lines against failures.
SEPDC 1 supplies electrical power to technical loads on aircraft Cabin SPDBs
electrical side 1 and SEPDC 2 supplies electrical power to technical There are 6 Secondary Power Distribution Boxes (SPDBs) installed
loads on aircraft electrical side 2. in the cabin for the commercial loads.
The SEPDCs contain: These SPDBs contain:
- AC & DC secondary distribution bus bars, - AC & DC cargo commercial distribution bus bars,
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- Solid State Power Controllers (SSPCs), - SSPCs,


- programmable commutation logic cards, - logic cards.
- data loading.
Each SEPDC comprises two rows of Line Replaceable Modules NOTE: Note: the SSPCs can be opened selectively in case of
(LRMs), one above the other: overload of an available power source.
- the upper row of LRMs is dedicated to the DC SSPCs, their
Cargo SPDBs
respective power supplies and communication modules.
- the lower row is dedicated to the AC SSPC, their respective power There are two SPDBs installed on the lower deck for cargo loads.
supplies and communication modules. These SPDBs contain:
As an option, it is possible to add further LRMs for additional power - AC & DC cargo commercial distribution bus bars,
supply lines. - SSPCs,

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- logic cards.

NOTE: Note: the SSPCs can be opened selectively in case of


overload of an available power source.
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PROTECTIVE DEVICES DISTRIBUTION - PEPDC ... CARGO SPDBS

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POWER ISOLATION SYSTEM DESCRIPTION (2)


Power Distribution Maintenance Interface
Architecture
The power distribution maintenance interface allows the maintenance
crew to monitor and control (open, secure, tag and close) the various
remote protective devices installed in the PEPDC, the SEPDCs, the
SPDBs and the emergency power center through CPIOM-E1.
Via two redundant Power Distribution Maintenance Computers
(PDMC) and two Power Distribution Control Systems (PDCS) hosted
in the OMS, the power distribution maintenance interface interconnects
with:
- all C/Bs (whatever their location) and electromechanical RCCBs (in
the emergency electrical power distribution center) which are manually
controlled. The PDMC receives their status but cannot change it,
- the electronic programmable RCCBs (in the PEPDC) and SSPCs
(in the SEPDCs and SPDBs) which are remotely controlled. The
PDMC receives their status and can change them, according to
maintenance operator request, via the OMT or two OITs located in
the flight deck, or via a Portable Multipurpose Access Terminal
(PMAT) at various access connections in the aircraft.
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POWER DISTRIBUTION MAINTENANCE INTERFACE - ARCHITECTURE

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POWER ISOLATION SYSTEM DESCRIPTION (2)


- C/Bs and conventional RCCBs monitoring via CPIOM-E1 in
Power Distribution Maintenance Interface (continued) emergency electrical power distribution center.
Access to the PDCS is done through the Human Machine Interfaces
Normal Power Operation Mode
(HMIs) composed of two OITs, the OMT and the PMAT.
PDMC power supplies is available on ground only:
- a power supply relay must be closed by a "low airspeed" discrete
from Air Data and Inertial Reference Unit (ADIRU) 3 (for PDMC 1)
or ADIRU 1 (for PDMC 2).
- the REMOTE C/B CTL P/BSW on the ELEC section of overhead
panel (1255VM), must be "ON" (white legend comes on) to connect
a power supply to either PDMC.

NOTE: Note: the REMOTE C/B CTL P/BSW is for on ground use
only, by maintenance personnel and should be reset to the
normal position (ON legend not lighted on) as part of a
"close-up" maintenance procedure, before the aircraft is
released for flight.
The PDMCs are supplied as follows:
- PDMC 1 with 115 VAC from AC BUS 1 and 28 VDC from DC
BUS 1,
- PDMC 2 with 115 VAC from AC BUS 3 and 28 VDC from HOT
BUS 2.
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NOTE: Note: the PDMCs use AC power in priority.


In normal power mode:
- both PDMCs are supplied from an AC busbar,
- PEPDC, SEPDC1, SEPDC2 and SPDBs are supplied,
- CPIOM-E1 is supplied,
- both OITs and the OMT are supplied.
In this mode, the power distribution maintenance interface functions
are:
- C/Bs and RCCBs monitoring and RCCBc control in PEPDC,
- SSPCs monitoring and control in SEPDCs and SPDBs,

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POWER DISTRIBUTION MAINTENANCE INTERFACE - NORMAL POWER OPERATION MODE

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POWER ISOLATION SYSTEM DESCRIPTION (2)


Power Distribution Maintenance Interface (continued)
Reduced Power Operation Mode
Even if the A/C has a limited power available (i.e. only the A/C battery
2) there is still a maintenance requirement to monitor and remote
control the protective devices.
In reduced power mode:
- only PDMC 2 is supplied from the DC HOT BUS 2 (the redundant
PDMC is not powered),
- The PEPDC, SEPDC1 and SEPDC2 are supplied from a DC bus
bar,
- SPDBs and CPIOM-Es are not supplied.
In this mode, the power distribution maintenance interface functions
are:
- C/Bs and RCCBs monitoring and RCCBs control in PEPDC,
- SSPCs monitoring and control in SEPDCs.
The power distribution maintenance interface allows control and
monitoring of the RCCB and SSPC status, when A/C is cold:
- to check the A/C configuration before re-powering the A/C,
- to tag the protection device if an equipment is removed,
Access to the PDCS is done through the F/O OIT.
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POWER DISTRIBUTION MAINTENANCE INTERFACE - REDUCED POWER OPERATION MODE

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POWER ISOLATION SYSTEM DESCRIPTION (2)


Circuit Breakers and Resets Summary
Control
For circuit protection and control, various protection circuit devices
are used on the A/C:
Reset C/Bs
The reset C/Bs are installed on the RESET panels (1231VM and
1222VM). on top of the cockpit overhead panel
The reset C/Bs do not cut the power supply but trigger a hardware
reset to their respective computer.
Conventional Circuit Breakers
Classical C/Bs are found in some places. Green ones are monitored
on the ECAM, black ones are not monitored.
Conventional Electromechanical RCCB (in EEPDC)
The RCCBs are used for heavy currents on some systems. The
non-programmable ones include reset button on their front face.
Tripping or resetting the C/B, which supplies the RCCB internal relay
coil change the conventional RCCB status.
Programmable Electronic RCCB
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The RCCBs are used for heavy currents on some systems. These
electronic protective devices cannot be manually manipulated and
require power to operate. In order to display their status and command
them, the procedure is implemented electronically via the power
distribution maintenance interface.
SSPC
Many systems are supplied through SSPCs. They are reset and
manipulated through the PDCS application via the HMIs.
Human Factor:

WARNING: HIGH VOLTAGE CAN KILL YOU


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CIRCUIT BREAKERS AND RESETS SUMMARY - CONTROL

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POWER ISOLATION SYSTEM DESCRIPTION (2)


Circuit Breakers and Resets Summary (continued)
Indicating
The PDCS applications receive information from the active PDMC
and display the status of the various monitored protective devices on
the OMT, the OITs or the PMAT.
"C/B" pages, produced by the circuit breaker monitoring application
hosted in CPIOM-E1, lists tripped protection devices for technical
loads.
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CIRCUIT BREAKERS AND RESETS SUMMARY - INDICATING

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CONTROL & DISPLAY SYSTEM DESCRIPTION (2)


- of the CAPT and F/O CDS reconfiguration control panels, which
Architecture/Description enable DUs reconfigurations.
In normal configuration, when all DUs are operating:
General
- L1 displays the CAPT PFD,
The Control and Display System (CDS) is an avionics world system - L2 displays the CAPT ND,
connected with most of other aircraft systems in order to display flight - L3 displays the CAPT MFD,
information, to allow systems monitoring, through eight identical and - C1 displays the EWD,
interchangeable Display Units (DUs): - C2 displays the SD,
- 2 Primary Flight Displays (PFDs), - R3 displays the F/O MFD,
- 2 Navigation Displays (NDs), - R2 displays the F/O ND,
- 1 Engine/Warning Display (EWD), - R1 displays the F/O PFD.
- 1 System Display (SD), The aim of the reconfiguration function is to allow pilot to recover
- 2 MultiFunction Displays (MFDs). the display of formats lost after DU failure on an available DU.
The MFDs have more interactive capability through the use of cursors The availability of formats are:
or focus, controlled by the Keyboard and Cursor Control Units - PFD, ND and MFD on outer DUs (L1 and R1),
(KCCUs). - ND, PFD, MFD, EWD and SD on inner DUs (L2 and R2),
The CDS includes the Electronic Flight Instrument System (EFIS) - MFD, PFD, ND, EWD and SD on outer DUs in the pedestal (L3
and the Electronic Centralized Aircraft Monitoring (ECAM) system. and R3),
Each EFIS DU acquires data from A/C systems via the Avionics Data - EWD on central DU (C1),
Communication Network (ADCN). Then it elaborates the applicable - SD and EWD on central DU in the pedestal (C2).
pages. In order to overcome a complete ADCN failure, the DUs can The DC ESSential BUS supplies with 28VDC:
also acquire data through a backup connection, directly from the Air - the CAPT EFIS,
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Data Inertial References (ADIRS). - the EWD,


Each ECAM DU acquires data from A/C systems to elaborate the - the CAPT MFD,
Engine Primary display on the EWD and the A/C systems synoptic - the CAPT KCCU.
pages on the SD. It also acquires and displays data from the Flight The DC BUS 2 supplies with 28VDC:
Warning System (FWS). - the F/O EFIS,
Note that these data acquisitions are done via the ADCN. In order to - the SD,
overcome a complete ADCN failure, the DUs can also acquire data - the F/O MFD,
through a backup connection, directly from FWS. - the F/O KCCU.
Interactivity with ECAM is given to both pilots, for display selection
and reconfiguration:
- through a single ECAM Control Panel (ECP) for pages control and
selection,
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ECAM
The ECAM provides necessary information to the flight crew, for
both normal and abnormal operations. It displays this information on
the:
- EWD,
- SD,
- PFD lower zone.
Interactivity with ECAM is given to both pilots, for display selection
and reconfiguration:
- through a single ECP for pages control and selection,
- of the CAPT and F/O CDS reconfiguration control panels, which
enable DUs reconfigurations.
EFIS
The EFIS displays information related to the aircraft guidance and
navigation.
This information is shown in front of each pilot on a PFD main zone
and on the ND.
Interactivity with EFIS is given independently to each pilot, for display
selection and reconfiguration, through:
- the CAPT and F/O EFIS control panels which provide selection of
the display modes,
- the CAPT and F/O CDS reconfiguration control panels, which enable
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DUs reconfigurations,
- the CAPT and F/O KCCUs, which enable to control cursor or focus
in order to select interactive functions on their dedicated Dus.

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ARCHITECTURE/DESCRIPTION - GENERAL ... EFIS

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CONTROL & DISPLAY SYSTEM DESCRIPTION (2)


- MFD,
Architecture/Description (continued) - EWD,
- SD,
Display Units Reconfiguration
- PFD,
There are 3 types of reconfiguration. - ND.
Automatic reconfiguration This list is accessible by using a RECONF P/B (one for CAPT and
In case of L1, R1 or C1 failure or switched off: one for F/O) on CDS reconfiguration control panel (1313VU/1314VU).
- if L1 is failed or off, the PFD CAPT is transferred automatically on At each P/B action the next format in the list is displayed (scrolling
L2, list type) with a priority order (internal to the list).
- if R1 is failed or off, the PFD F/O is transferred automatically on The list is by default accessible on L3/R3.
R2, If the L3 is out (failed or off) then the list will be available on L2.
- if C1 is failed or off, the EWD is transferred automatically on C2. If L3 and L2 are out (failed or off), then the list will be available on
PFD.
Manual PFD/ND transfer A CDS mechanism avoids the display of the EWD or SD formats at
The Capt can transfer L1 to L2 by pressing the PFD/ND pushbutton the same time on both sides (not accessible in the list when one is still
on the CDS reconf control panel (1313VU). displayed).
The F/O can transfer R1 to R2 by pressing the PFD/ND pushbutton Furthermore EWD and SD must not be displayed on L1 and R1
on the CDS reconf control panel (1314VU).
NOTE: Note: In case of no DU failure, there is no effect if the
NOTE: Note: After PFD / ND transfer, in case of L2, R2 failure or RECONF P/B is pressed
switched off :
- if L2 is failed or off, the PFD CAPT is transferred
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automatically on L1,
- if R2 is failed or off, the PFD F/O is transferred
automatically on R1.
Reconfiguration on manual pilot action.
The CDS principle is to use a list (one for CAPT and one for F/O)
that contains the format of the associated failed or off DU (one or
more) available for reconfiguration.
After a DU failure or off position the format (s) associated of the
failed/off display (one or more) is (are) automatically accessible in
the list.
the list that contains the formats is:
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ARCHITECTURE/DESCRIPTION - DISPLAY UNITS RECONFIGURATION

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CONTROL & DISPLAY SYSTEM DESCRIPTION (2)


The ECAM information is shown on several display units:
Display Units Description - the EWD,
- the SD,
EFIS
- the PFDs A/C Configuration and Flight Limitation Zone.
The EFIS displays flight parameters and navigation data. The EWD is shown to both pilots and divided into two zones:
The EFIS is displayed on four display units: - the Engine Display zone, displays all engine primary parameters.
- two PFDs units for short-term flight information, These data are driven by the ECAM itself,
- two NDs units for navigation. - the Warning Display (WD) zone, displays Warning/Caution messages
The upper section of the PFD displays the: and related procedures, Memos, general Limitations, normal checklists
- aircraft attitudes, and abnormal procedures. These data are driven by the FWS,
- air speed, The SD image is shown to both pilots and is divided into three zones:
- altitude and vertical speed, - an upper zone called SD Main Zone, displays the A/C systems
- heading, synoptic pages driven by the ECAM itself or the Status page driven
- information on flight modes, by the FWS,
- radio altitude, - a middle zone dedicated to permanent data related to temperature,
- landing system data. time, weight and fuel, driven by the ECAM as well,
Each ND displays medium/long term flight information dedicated to - a lower zone called Air Traffic Control (ATC) Mail Box not driven
navigation and is also divided into two different zones. by the ECAM,
The upper part called ND Main Zone, displays the: The A/C configuration and Flight Limitation Zone located on the
- aircraft location with respect to the flight plan and/or Navigation lower part of the PFDs gives slats, flaps and trim position, memos
Aid (NAVAID), and limitations. Note that all memos and limitations generated by the
- weather radar information, FWS are displayed on the EWD while PFDs display only memos and
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- surveillance information. limitations related to short- term flight.


The lower part called Vertical Display zone, which displays vertical
information, takes into account the vertical selected or managed Color code
profile, and improve crew awareness on A/C vertical situation by The ECAM displays information in various colors. Each color
providing a synthetic view of vertical parameters such as: indicates the importance of the displayed information, or of the failure:
- aircraft altitude, - RED for configurations, or failures, that requires immediate action,
- safe altitude, - AMBER for configurations, or failures, that the crew should be
- trajectory, aware of, but that do not require immediate action. However, when
- terrain and weather. time and situations permit, these cautions should be considered without
delay, to prevent any further degradation of the affected system,
ECAM - GREEN for items that are operating normally, or checklist items
Displays completed by the flight crew,
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- WHITE for actions completed by the flight crew, or for conditional
items,
- CYAN for actions to be done, limitations to be followed, or checklist
items to be checked,
- MAGENTA for a specific memo (e.g. takeoff (TO) or Landing
(LDG) inhibition).
Human factor:

CAUTION: TO CLEAN DISPLAY UNITS, USE ONLY LINT-FREE


CLOTH AND CLEANING AGENT RECOMMENDED
BY THE MANUFACTURER. IF YOU DO NOT
APPLY THE REQUIRED CLEANING PROCEDURE
YOU CAN CAUSE DAMAGE TO DISPLAY UNITS.
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DISPLAY UNITS DESCRIPTION - EFIS & ECAM

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DISPLAY UNITS DESCRIPTION - EFIS & ECAM

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CLOCK SYSTEM DESCRIPTION (2)


General
The clock displays the time in Universal Time Coordinated (UTC). It
has a Chronometer (CHR), and a function to measure the Elapsed Time
(ET). In addition, the clock can display the date.
The Clock is electrically-supplied by the 28VDC from the DC ESS BUS
and the HOT BUS ESS through two C/Bs (installed in 2501VU and
2502VU):

NOTE: Note: if only the +28VDC battery bus supplies the clock, the
time and date will not be displayed, but the clock will continue
to operate.
The Clock has two operating modes:
- the GPS mode which is the normal mode. In this mode, the clock time
is synchronized with the GPS.
- the INT mode. In this mode, the clock internally computes the time,
and its time-reference is not synchronized by the GPS.
The time and date can be set by turning the operating mode selector to
SET.
Turning clockwise or counterclockwise will increment or decrement
minutes/hours/year/month/day.
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NOTE: Note: when the operating mode selector is set to INT, the Clock
starts and the seconds appear as "00".
On the overhead panel, when the ANNunciator LighT switch is on TEST
position, all displays show eight.

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GENERAL

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AIR DATA & INERTIAL REFERENCE SYSTEM DESC. (2)


The 28 VDC provides the back-up generation.
Architecture Each ADIRU transfers automatically from primary to back-up
generation whenever the main power (115 VAC) exceeds its normal
Description
limits.
The Air Data/Inertial Reference System (ADIRS) is based on three
independent and redundant channels, and each channel is composed NOTE: Note: At each power-up, the ADIRU will do an internal test
of: and will verify its power supply. It will verify if it receives
- 1 Air Data/Inertial Reference Unit (ADIRU) installed in the main the 28 VDC and 115 VAC on its inputs, and will internally
avionics bay, switch from the main (115 VAC) to the back-up (28 VDC)
- 1 MultiFunction Probe (MFP), installed on the FWD fuselage, power to test the electrical generation.
- 2 Integrated Static Probes (ISPs), installed on the FWD fuselage,
- 1 Side Slip Angle (SSA) probe, installed on the FWD fuselage,
- 1 ADIRS control Panel (1221VM) which is common to the 3
ADIRUs, installed on the overhead panel
- 1 SWITCHING panel (1311VU) for the selection of the Air Data
Reference (ADR) 3 or Inertial Reference (IR) 3, for instrument
displays in case of ADIRU 1 or ADIRU 2 failure, installed on the
front panel.
Two Integrated Standby Instrument Systems (ISIS) located in the
center of the main instrument panel, are the back-up systems in case
of ADIRS, Control and Display System (CDS) or Avionics Data
Communication Network (ADCN) failures:
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- ISIS 1 displays the standby flight display and ISIS 2 displays the
standby navigation display.
- one standby pitot probe, installed on the LH side of the FWD
fuselage, provides Total Pressure,
- two standby static probes, installed on the LH and RH sides of the
FWD fuselage on the nose front fairing, provide static pressure.
Power supply
In normal configuration the ADIRUs are supplied with 115 VAC.
In case of loss of main AC electrical generation, the principle of the
distribution is to supply two ADIRUs (ADIRU 1 and ADIRU 3) with
the AC EMERgency BUS.
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ARCHITECTURE - DESCRIPTION & POWER SUPPLY

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AIR DATA & INERTIAL REFERENCE SYSTEM DESC. (2)


Control and Indicating
Each ADIRU is powered by a rotary selector SW.
Each ADR part is controlled individually by an ADR P/BSW.
Each IR part is controlled individually by an IR P/BSW.
In case of ADIRU 1 and/or ADIRU 2 failure, ADR 3 and/or IR 3 outputs
may be manually selected by using the SWITCHING control panel.
By switching the IRs on NAV mode on the ADIRS control panel
(1221VM), the Inertial Reference System (IRS) is automatically initialized
on the Global Position System (GPS) position at the end of alignment
period.

NOTE: Note: the duration of the alignment is function of the aircraft


position and may vary from 5 to 17 minutes.
The initialization process can be followed on the POSITION / IRS page
on the MultiFunction Displays (MFDs).
The aerodynamic information is immediately displayed on the Primary
Flight Displays (PFDs).
The navigation information is available on the Navigation Displays (NDs)
after the complete alignment.
Each probe has an integrated de-icing regulation, which can be activated
automatically by ADIRS or manually through a PROBE/WINDOW
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HEAT P/BSW.
As a back-up display:
- ISIS 1 displays the standby flight display,
- ISIS 2 displays the standby navigation display.

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CONTROL AND INDICATING

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DOCUMENTATION-AMM MAINTENANCE PRACTICES (2)


General
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GENERAL

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DOCUMENTATION-AMM MAINTENANCE PRACTICES (2)


Maintenance Task Performance
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MAINTENANCE TASK PERFORMANCE

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AMM Maintenance Practices Presentation
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AMM MAINTENANCE PRACTICES PRESENTATION

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DOCUMENTATION-AMM MAINTENANCE PRACTICES (2)


Circuit Breakers Config Check
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CIRCUIT BREAKERS CONFIG CHECK

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MPD-AMM Link Presentation
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MPD-AMM LINK PRESENTATION

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COCKPIT PREPARATION OPERATION, CTL & IND (2)


General
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GENERAL

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Overhead Panels
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OVERHEAD PANELS

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ECAM Pages
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ECAM PAGES

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Aircraft Powering
From GPU
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AIRCRAFT POWERING - FROM GPU

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Aircraft Powering (continued)
From APU
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AIRCRAFT POWERING - FROM APU

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Aircraft De-powering
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AIRCRAFT DE-POWERING

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COCKPIT LIGHTING SYSTEM & POWER OUTLETS DESC. (2)


Ambient and Instrument Panel Lighting
Ambient lighting
The ambient lighting around the overhead panel provides overall
shadow-free cockpit lighting.
Three light strips provide this ambient lighting.
The ambient lighting is adjustable from the center pedestal using the
AMBIENT LT potentiometer installed on the 1117VU panel
Main Instrument and Panel Area Lighting
The light on the overhead panel lights the center pedestal.
The lights under the glare shield light the main instrument panel.
The INTEG LT potentiometer installed on the pedestal (1117VU) controls
the brightness level of all lighted plates and Liquid Crystal Display (LCD)
Storm Function
The storm lighting function provides maximum lighting in the cockpit
for:
- the main instrument panel lights are at their maximum brightness,
- the ambient lights are also at their maximum brightness, whatever the
position of the AMBIENT LT knob,
This function is activated by the STORM pushbutton installed on the
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1215VM panel.
Power Supplies
Captain main instrument panel and center pedestal lights are supplied
with 28VDC from DC BUS 1.
F/O main instrument panel lights are supplied with 28VDC from the DC
BUS 2.
Ambient (LH and RH) lights are supplied with 28VDC from the DC ESS
BUS.
The aft ambient light is supplied with 28VDC from the DC G.S BUS.

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AMBIENT AND INSTRUMENT PANEL LIGHTING

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COCKPIT LIGHTING SYSTEM & POWER OUTLETS DESC. (2)


Instrument and Panel Integral Lighting / Annunciators Light
Test and Dimming System
Pilot Eye Reference Device and Ice Indicator
There are lights for the:
- pilot eye reference device and standby compass,
- visual ice indicator (outside).
The ICE IND & STBY COMPAS switch, installed on the overhead panel
controls these lights.
Instrument and Panels Integral Lighting
All cockpit panels have integral lighting.
The INTEG LT potentiometer installed on the pedestal (1117VU), and
two potentiometers installed under the glare shield control the integral
lighting.
Annunciators Light Test and Dimming System
The brightness of all annunciators (e.g. on the pushbuttons or
pushbutton-switches) is adjustable.
The TEST position of the ANN LT switch (installed on the 1215VM
panel), is used to visually check that the lighting of all annunciator is
operative.
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Power Supplies
The pilot eye reference device is supplied with 28VDC from the DC BUS
1.

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INSTRUMENT AND PANEL INTEGRAL LIGHTING / ANNUNCIATORS LIGHT TEST AND DIMMING SYSTEM

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Forward Cockpit Lighting
Utility Lights
Each Captain and First Officer station has,:
- a light for their map holder. The brightness of this light is adjustable,
- a reading light. The orientation of this reading light is adjustable,
- a light under the glare shield that provide lighting for sliding table.
Area Lights
Each Captain and First Officer station has:
- a lateral console light,
- a briefcase area light,
- floor area lights. These lights are under the Captain and First Officer
seats, and provide lighting for the surrounding floor.
The areas lights are adjustable for each pilot through the three-position
CONSOLE & FLOOR LT switch (installed on 1511VU / 1512VU).
Power Supplies
Captain utility lights are supplied with 28VDC from DC BUS 1.
F/O utility lights are supplied with 28VDC from DC BUS 2.
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FORWARD COCKPIT LIGHTING

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COCKPIT LIGHTING SYSTEM & POWER OUTLETS DESC. (2)


Aft Cockpit Lighting
Reading Lights
Lights are installed in the aft cockpit to provide lighting to occupants:
- a fixed reading light for the 3rd occupant adjustable with the
READING LT potentiometer (installed on the 1252VU),
- a fixed reading light for the 4th and 5th occupants. adjustable with
the READING LT potentiometer (installed on the 1515VU on each
side),
- a fixed reading light for the maintenance console adjustable with
the CONSOLE LT (installed on the 1513VU).
Power supplies
3rd and 5th Occupant utility lights are supplied with 28VDC from the
DC BUS 1.
4th Occupant utility light is supplied with 28VDC from the DC BUS
2.
3rd Occupant maintenance console light is supplied with 28 VDC from
the DC G.S BUS.
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AFT COCKPIT LIGHTING - READING LIGHTS

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Aft Cockpit Lighting (continued)
Coat Closet Ambient Lighting
Ambient lights are installed in the coat closet. These lights are
controlled with the COAT SToWaGe LighT switch installed on the
1545VU.
Maintenance Power Outlets
Two electrical connectors installed on the 1535VU are dedicated to
maintenance operations:
- one 28 VDC outlet,
- one 115 V/360-800Hz outlet.
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AFT COCKPIT LIGHTING - COAT CLOSET AMBIENT LIGHTING & MAINTENANCE POWER OUTLETS

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VOICE COMMUNICATION SYSTEMS DESCRIPTION (2)


Architecture / Power Supply
Through the Radio and Audio Management Panel (RMP) and various
acoustic equipments (boomsets, headsets, microphones), the flight crew
can use:
- the various radio communication facilities for frequency selection and
tuning, for transmission and reception of the audio signals.
- the flight interphone system,
- the service interphone,
- the cabin interphone
- the SELective CALling system (SELCAL) and call functions.
In the cockpit, the communication system equipment includes:
- 4 loudspeakers,
- 1 Push-to-Talk (PTT) switch on each sidestick,
- 3 boomsets,
- 3 hand microphones each with a PTT SW
- 1 microphone on the Captain (CAPT), First Officer (F/O) and third
occupant oxygen masks.
Each Audio Management Unit (AMU) contains a flight interphone system.
The 28VDC ESS BUS supplies AMUs for:
- CAPT and F/O Audio Cards,
- CAPT and F/O Loudspeaker amplifiers,
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- CAPT and F/O SELCAL functions,


The 28VDC DC BUS 1 supplies AMU 1 for:
- 3rd OCCPNT audio card,
- BITE,
- CAPT Back-up Audio Card.
The 28VDC DC BUS 2 supplies AMU 2 for:
- BITE
- F/O Back-up Audio Card.

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ARCHITECTURE / POWER SUPPLY

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VOICE COMMUNICATION SYSTEMS DESCRIPTION (2)


Radio And Audio Management Panel
Description
The three Radio Management Panels (RMPs), are used for the tuning,
control and display of the various radio communication systems
installed on the aircraft.
The RMP 1 and RMP 2 are supplied by the 28VDC (DC ESS BUS).
The RMP 3 is supplied by the 28VDC (DC BUS 1).
Functions
To be operational, each OFF/BRIGHTNESS button of the RMP
(CAPT, F/O and 3rd OCCPNT) is out of the OFF position.
This button is used for the brightness control of the RMP display.
The control and display means on the RMP front panel are:
- main page access keys (VHF, HF, TEL, SQWK, MENU, NAV),
- Activation/Dialing keys, to activate the related displays,
- Line Selection Keys, to select the related displays,
- MSG CLR key, to clear the message displayed in the scratchpad,
- transmission keys,
- reception knob,
- numerical KEYPAD used for the frequency tuning and the dialing
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of telephone numbers,
- INTerphone/RADio PTT switch, used for the interphone mode,
- RST key, to reset incoming call,
- up and down scroll keys used for the scrolling function.

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RADIO AND AUDIO MANAGEMENT PANEL - DESCRIPTION & FUNCTIONS

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VOICE COMMUNICATION SYSTEMS DESCRIPTION (2)


to the Audio Management System: VHF1, VHF2, VHF3, HF1, HF2,
Radiocommunication TEL1, TEL2, INT, PA, CAB.
Each key integrates two legends :
Selection
- one to indicate the selection for transmission (three green lines on
It is possible to select, display and modify the operating frequencies the upper side of the key),
of all communication transceivers on one RMP. - one to indicate a Call (Amber legend CALL, for radio
The modification of the VHF or HF standby frequency is done by: communication, ATT on CAB key for a cabin call, MECH on INT
- selecting the right page (VHF, HF pushbutton), key for flight interphone call).
- pressing the relevant key line pushbutton on the right side to enter
the standby window of the related radio,
- entering the new frequency on the keyboard. If the frequency is
correct, it is automatically validated,
- to transfer the standby frequency to active frequency, the
Activation/Dialing key (left side of the screen) is pushed.

NOTE: Note: After each restart (power ON / OFF), a context saving


allows the recall of the previous frequencies and modes of
each radio means.
Transmission
Various PTT commands are available at each Pilot station:
- one RAD PTT installed on the CAPT and F/O side sticks for
transmission using boomset or oxygen mask,
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- one RAD PTT on each hand microphone used for transmission,


- one RAD/OFF/INT on each RMP,
- two PTTs on glare shield (optional).

NOTE: Note:
- RAD PTT has priority over INT PTT when simultaneously
activated,
- When a PTT (RAD or INT) is activated, a muting is done
on the loudspeaker to avoid feedback effect.
The electronic interlocked keyboard of the RMP is used for the
selection of transmission of one of any communication means linked
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RADIOCOMMUNICATION - SELECTION & TRANSMISSION

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VOICE COMMUNICATION SYSTEMS DESCRIPTION (2)


Flight Interphone Communication
Architecture/Description
The flight interphone system is hosted in the AMUs.
The flight interphone system allows communication between:
- the captain,
- the first officer,
- the third occupant,
- the ground mechanic (via the FLT INT jack on the nose gear).
The flight Interphone can be used in two different ways.
By using FLT interphone transmission key
The INT transmission key is pressed and the same process than the
one used for radio communications is applied.
The RAD PTT, is pressed and maintained to transmit.
If permanent transmission is required
The INT/RAD switch installed on the RMP is selected in the INT
stable position to allow permanent transmission for the Flight
Interphone system without the use of other PTT.

NOTE: Note: any action on radio PTT will override FLT interphone
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The flight crew communicates with each other via the flight
interphone, using either:
- the boomsets, or
- the hand microphones, or
- the oxygen masks (only the captain, the F/O and the third occupant).

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FLIGHT INTERPHONE COMMUNICATION - ARCHITECTURE/DESCRIPTION

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VOICE COMMUNICATION SYSTEMS DESCRIPTION (2)


Flight Interphone Communication (continued)
Ground Crew Calls
When a ground mechanic pushes the cockpit call pushbutton on the
ground service panel, a ground information is sent to both AMUs and
Flight Warning System (FWS) (generation of an aural alert) and then
to the RMPs.
If a mechanic calls the cockpit from the ground, an amber legend
MECH flashes under the green lines of the INT transmission
pushbutton,
The MECH pushbutton switch flashes during 60 seconds max.
After 60 seconds, or when the operator pushes the RST P/BSW, or
keys the radio, the MECH light extinguishes.
Cockpit crew can initiate a call to the ground mechanics by pressing
the MECH P/BSW on the CALLS panel. This action activates the
horn at the Nose Landing Gear (NLG) area and a blue light on the
ground service panel (3000 VU).
Human factor point:

WARNING: MAKE SURE THAT THERE ARE NO PERSONS IN


A RADIUS OF 5 M MIN. AROUND THE NOSE
LANDING GEAR. WHEN THE MECHANIC CALL
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HORN OPERATES, THE SOUND LEVEL IS MORE


THAN 110 DB.

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FLIGHT INTERPHONE COMMUNICATION - GROUND CREW CALLS

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VOICE COMMUNICATION SYSTEMS DESCRIPTION (2)


Flight Interphone Communication (continued)
Service Interphone System
The service interphone system is hosted in the Cabin
Intercommunication Data System (CIDS).
The service interphone system allows communications between the
cockpit, cabin and ground crew.
The flight crew communicates via the service interphone, using either:
- the boomsets, or
- the hand microphones, or
- the oxygen masks (only the captain, the F/O and the third occupant),
or
- the cockpit handset.
For this, the flight crew member must:
- press the CAB transmission key and reception knob on the RMP,
and
- press the appropriate PTT SW.
FLT crew can also use cockpit handset.
The ground crew communicates via the service interphone using the
service interphone jacks (e.g 1912VU).
From the cabin, it is possible to use any handset.
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FLIGHT INTERPHONE COMMUNICATION - SERVICE INTERPHONE SYSTEM

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VOICE COMMUNICATION SYSTEMS DESCRIPTION (2)


Flight Interphone Communication (continued)
Cabin Interphone System
The cabin interphone is hosted in the CIDS.
The cabin interphone allows communications between:
- the flight crew / cabin crew
- the cabin crew / various cabin stations.
The flight crew communicates via the cabin interphone, using either:
- the boomsets, or
- the hand microphones, or
- the oxygen masks (only the captain, the F/O and the third occupant),
or
- the cockpit handset.
For this, the flight crew member must:
- press the CAB transmission key and reception knob on the RMP,
and
- press the appropriate PTT SW.
FLT crew can also use cockpit handset.
When a call is made from the cabin attendant station through the
handset, the CIDS generates information, which is sent to both AMUs
and FWS (generation of an aural alert) and then to the RMPs.
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The ATT pushbutton switch flashes during 60 seconds.


After 60 seconds, or when the operator pushes the RST P/BSW, or
keys the radio, the ATT light extinguishes.
When the cockpit crew initiates a call to the cabin:
- a pink light on the related Area Call Panel (ACP) comes on,
- the message appears on the related Attendant Indication Panel (AIP),
- a chime is generated through the related cabin loudspeaker.

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FLIGHT INTERPHONE COMMUNICATION - CABIN INTERPHONE SYSTEM

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RECORDING SYSTEMS DESCRIPTION (2)


General
In compliance with Airworthiness Regulations, all mandatory flight
instrument and A/C system parameters, and cockpit conversations, are
recorded by the:
- Cockpit Voice Recorder (CVR) that records all conversations in the
cockpit,
- Flight Data Recording System (FDRS) that records all flight parameters.
The CVR system is mainly composed of:
- a CVR located in the aft pressurized fuselage,
- a CVR Control Unit (CU) installed on the overhead panel,
- a cockpit area microphone, located in the cockpit.
The FDRS is mainly composed of:
- a Flight Data Recorder (FDR), located in the aft fuselage,
- a Centralized Data Acquisition Module (CDAM), located in the main
electronic bay,
- a three axis accelerometer, located on Center of Gravity (CG),
- a Digital Flight Data Recorder (DFDR) EVENT marker, installed on
the 1116VU on the center pedestal,
- a ReCorDeR GrouND ConTroL P/BSW installed on the 1211VM panel
on the overhead panel.
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GENERAL

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RECORDING SYSTEMS DESCRIPTION (2)


Cockpit Voice Recorder System
The CVR system records the conversations and audio communications
of the crew, and the data link communications. This recorded information
is used to help in investigations after an A/C accident or incident.
The CVR system is mainly composed of:
- a CVR,
- a CVR CU, installed on the overhead panel,
- a cockpit area microphone.
The CVR is supplied with 115 VAC from the AC ESSential BUS.
The CVR CU is supplied with 28 VDC from DC ESS BUS.
On ground, pressing the RCDR GND CTL P/BSW (installed on the
1211VM) can manually energize the CVR.
This manual mode allows pre-flight checklist recording and
maintenance/test operations.
The CVR system test on ground consists in pushing the TEST pushbutton
and then to release it so as to be able to listen the tone that indicates that
the CVR is operational.
This 600 Hz tone can be listened through a boomset plugged to the CVR
CU.
To permit the CVR to be in recording phase, the RCDR GND CTL
P/BSW must be pressed back to AUTO mode.
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The audio recording can be manually erased on ground with the park
break set, by pressing during 2 seconds the CVR ERASE P/B (installed
on the CVR CU).
The CVR in return confirms good erasure of audio by providing a 400
Hz tone during 0.5 seconds.

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COCKPIT VOICE RECORDER SYSTEM

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RECORDING SYSTEMS DESCRIPTION (2)


Flight Data Recording System (FDRS)
The FDRS is designed to meet the airworthiness authorities recording
requirements for mandatory parameters for investigations.
The FDRS is mainly based on:
- acquisition and processing flight parameters, done by the CDAM,
- recording done by the FDR.
The crew has the capability to control the FDRS through two different
control means:
- the Ground Control Switch which enables to supply the FDRS on ground
for test and maintenance purposes, or for preflight check,
- the EVENT pushbutton, which is used to record an event mark in each
FDRS recording device.
The FDR is supplied with 115 VAC from AC ESS BUS.
The CDAM is supplied with 28 VDC from DC ESS BUS.
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FLIGHT DATA RECORDING SYSTEM (FDRS)

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COMMUNICATIONS SYSTEM OPERATION, CTL & IND (2)


General
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GENERAL

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COMMUNICATIONS SYSTEM OPERATION, CTL & IND (2)


Cockpit
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COCKPIT

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EXTERNAL LIGHT SYSTEM DESCRIPTION (2)


General
The external lighting system provides external lighting by means of:
- anti-collision beacon and strobe lights,
- navigation and obstruction lights,
- logo lights,
- wing and engine scan lights,
- runway turnoff lights,
- taxiing aid camera lights,
- landing lights and,
- taxi and take-off lights.
These lights are controlled from the overhead EXT LT panel. The external
lights are of Light Emitting Diode (LED) or High Intensity Discharge
(HID) technologies.
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GENERAL

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EXTERNAL LIGHT SYSTEM DESCRIPTION (2)


beacon light is installed on the bottom side of the fuselage. The
Anti-Collision Lights BEACON switch controls the three beacon LED lights.
The anti-collision/strobe lighting system gives different flashing light Navigation and Obstruction Lights
signals on the exterior of the aircraft to prevent collisions in flight.
The crew activates the anti-collision/strobe lights when the engines are The navigation light system gives an external, visual indication of the
running on ground. position of the aircraft and its direction of flight. One navigation LED
The system is composed of: light is installed at the leading edge of each wingtip and another LED
- strobe lights, light is installed on the tail cone below the APU exhaust.
- beacon lights. The obstruction LED lights give a visual indication of the aircraft wingtips
The anti-collision/strobe lights are controlled separately by two switches. position during ground operations.
The anti-collision/strobe lights operate in a synchronized mode when One obstruction light is installed on the outboard surface of each wingtip
both switches are set to ON or when the STROBE switch is set to AUTO fence. Each light is colored in aviation white.
(A/C airborne) and the BEACON switch set to ON. The NAV switch controls the navigation and obstruction lights. The NAV
and obstruction lights can be operated on ground when ground service
Strobe Lights
busses are powered.
The anti-collision light system has three white flashing strobe lights.
One strobe light is installed in each wingtip. A strobe light is installed
on the tail cone below the APU exhaust.
The three-way STROBE switch controls the three LED strobe lights,
according to the condition of the Nose Landing Gear (NLG).
When the STROBE switch is set to:
- ON: all strobe lights start flashing.
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- AUTO: if the aircraft is airborne, all strobe lights start flashing, if


the NLG is on ground position the strobe lights stay off.
- OFF: the strobe lights stay off.
If the NLG is on ground position, and the STROBE switch is set to
the OFF position, the warning message STROBE LT OFF is generated
and displayed on the EWD.
Beacon Lights
The beacon light system has three red flashing beacon lights. Two
beacon lights are installed on the upper side of the fuselage; one

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ANTI-COLLISION LIGHTS & NAVIGATION AND OBSTRUCTION LIGHTS

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EXTERNAL LIGHT SYSTEM DESCRIPTION (2)


Logo Lights
One logo light unit comprising two HID lights is installed on each side
of the Trimmable Horizontal Stabilizer (THS) to light the airline logo.
The three-way LOGO switch controls the logo lights.
When the LOGO switch is set to:
- ON: logo lights come on.
- AUTO: logo lights come on automatically during taxiing, takeoff,
approach, and landing phases.
- OFF: logo lights stay off.

Wing and Engine Scan Lights


The wing and engine scan light system gives lighting to the wing leading
edges and the engine air intakes. The system has, on each side of the
FWD fuselage:
- one wing scan light,
- one engine scan light.
The two wing scan lights and the two engine scan lights are controlled
together by the WING switch.
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LOGO LIGHTS & WING AND ENGINE SCAN LIGHTS

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EXTERNAL LIGHT SYSTEM DESCRIPTION (2)


Runway Turnoff Lights
The runway turn-off lights light the areas around the front of the aircraft.
Two runway turn-off lights of HID type are installed on the NLG. The
runway turn-off lights are controlled by the RWY TURN OFF &
CAMERA switch according to the condition of the NLG.
The runway turn off lights operate if:
- the NLG is down and locked,
- the RWY TURN OFF & CAMERA control switch is set to the ON
position.

Taxi Aid Camera Lights


The taxi aid camera light system provides sufficient light to the view area
of the External and Taxiing Aid Camera System (ETACS) at the NLG
and the Main Landing Gear (MLG).
The system has four lamps of HID type:
- two lights are mounted at the bottom of the front fuselage to light the
area of the NLG,
- two other lights are mounted at the bottom of the wings to light the area
of the MLG.
The taxi aid camera lights are controlled by the RWY TURN OFF &
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CAMERA switch.
The taxi aid camera lights operate if:
- the ETACS is activated through the TAXI P/B on EFIS control panel
or ECAM control panel,
- the NLG down and locked signal is sent by the Landing Gear Extension
and Retraction System (LGERS),
- the RWY TURN OFF & CAMERA control switch is set to the ON
position.

NOTE: When taxi aid camera lights are operated, the runway turn-off
lights also come on.

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RUNWAY TURNOFF LIGHTS & TAXI AID CAMERA LIGHTS

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EXTERNAL LIGHT SYSTEM DESCRIPTION (2)


Landing Lights
The landing lights give a forward lighting of the landing area when the
aircraft is on the approach. Two-HID landing lights are installed in each
wing root leading edge. The landing lights are installed on the same
mounting bracket with three adjustable bolts to give the light a slight
adjustment in all directions. The landing lights can be used during all
flight and ground operations. The LAND switch controls the landing
lights.

Taxi and Takeoff Lights


The taxi lights, light the areas around the front of the aircraft. One HID
taxi light is installed in each wing root leading edge, vertically above the
landing lights.
Three HID takeoff lights are installed on the NLG to light the area 400
m ahead of the aircraft and 40 m on both sides of the runway centerline.
The two uppermost takeoff lights are adjustable vertically. The three-way
NOSE switch operates the taxi and takeoff lights.
The taxi lights operate if the NOSE switch is set to the TAXI position.
The takeoff lights operate if:
- the NLG is locked down,
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- the NOSE switch set to the T.O position.

NOTE: When the NOSE switch is set to the "T.O" position the taxi
lights stay activated.

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LANDING LIGHTS & TAXI AND TAKEOFF LIGHTS

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EXTERNAL LIGHT SYSTEM DESCRIPTION (2)


Safety Precautions
Obey the AMM procedures.
Human factor points:

WARNING: - DO NOT LOOK AT THE TAKEOFF, LANDING, TAXI,


OR TURNOFF LIGHTS WHEN THEY ARE ON. THE
LIGHTS ARE VERY BRIGHT AND CAN CAUSE
DAMAGE TO YOUR EYES,
- DO NOT REMOVE THE STROBE LIGHT FOR A
MINIMUM OF TEN MINUTES AFTER YOU
DE-ENERGIZE THE ELECTRICAL CIRCUIT. THE
CAPACITOR IN THE ELECTRICAL CIRCUIT OF THE
STROBE LIGHT CAN KEEP A HIGH VOLTAGE
CHARGE FOR SOME MINUTES,
- BE CAREFUL WHEN YOU TOUCH THE LIGHT, IT
BECOMES VERY HOT WHEN IT IS ON, AND IT CAN
BURN YOU IF YOU TOUCH IT,
- BE CAREFUL TO MOVING SURFACES OR
MOVEMENT OF COMPONENTS; THEY CAN KILL OR
CAUSE INJURY TO PERSONS.
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CAUTION: - DO NOT TOUCH THE HID LAMP GLASS WITH YOUR


FINGERS. THE OIL FROM YOUR SKIN CAN CAUSE
THE LAMP TO BECOME UNSERVICEABLE.

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SAFETY PRECAUTIONS

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EXTERNAL LIGHT SYSTEM OPERATION, CTL & IND (2)


General
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GENERAL

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Anti-Collision Lights
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ANTI-COLLISION LIGHTS

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Navigation and Obstruction Lights
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NAVIGATION AND OBSTRUCTION LIGHTS

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Logo Lights
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LOGO LIGHTS

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Wing & Engine Scan Lights
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WING & ENGINE SCAN LIGHTS

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Runway Turnoff & Camera Lights
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RUNWAY TURNOFF & CAMERA LIGHTS

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EXTERNAL LIGHT SYSTEM OPERATION, CTL & IND (2)


Landing Lights

Taxi & Takeoff Lights


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LANDING LIGHTS & TAXI & TAKEOFF LIGHTS

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NSS & OIS DESCRIPTION (2)


Architecture
The Onboard Information System (OIS) part hosted in the AVIONICS
DOMAIN, supplies:
- an onboard/ground communication capability between the A/C and the
Airline Operational Control (AOC) centers,
- tools to support maintenance operations dedicated to the avionics world
and to the AVIONICS DOMAIN,
- electronic documentation related to flight, maintenance and cabin
operations (Airnav, CCOM, CDL, MEL),
- servicing tool dedicated to refueling operation.
The AVIONICS DOMAIN is accessible from the cockpit, from the cabin
and from additional areas on the A/C, through various Human Machine
Interfaces (HMIs), which are:
- the Onboard Maintenance Terminal (OMT),
- the CAPT and F/O Onboard Information Terminals (OITs),
- the Portable Multipurpose Access Terminal (PMAT),
- the main and upper deck FAPs,
- the printer 1 located in the center pedestal, for data/reports retrieval.
In normal configuration:
- the OMT is supplied with 115 VAC from AC BUS 3 and AC
EMERgency BUS,
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- the OIT CAPT is supplied with 115 VAC from AC BUS 4,


- the OIT F/O is supplied with 115 VAC from AC ESSential BUS and
AC EMER BUS,
- the printer 1 is supplied with 115 VAC from AC BUS 1.

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ARCHITECTURE

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NSS & OIS DESCRIPTION (2)


Controls
The Network Server System (NSS) controls are as follows:
- two NSS reset C/Bs on the 1222VM for AVIONICS and FLIGHT
OPERATIONS DOMAINS,
- two OIT side SWs located on the 1511VU (CAPT)/1512VU(F/O) with
two positions "NSS AVNCS" or "FLT OPS",
- two OIT brightness potentiometers located on the 1313VU
(CAPT)/1314VU (F/O),
- a NSS MASTER SW on the 1211VM panel. In case of smoke detection,
this SW activates a hard shut down of NSS Line Replaceable Units
(LRUs) installed in the upper avionics bay,
- a GND CONNECTION P/B on the MAINTenance panel (1255VM),
to connect the PMAT to the NSS.

NOTE: Note: the OIS DATA TO AVNCS P/B located on the 1255VM
is used to cut the communication from NSS to avionics world.
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CONTROLS

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NSS & OIS DESCRIPTION (2)


Components
The CAPT and F/O OIT with their keyboard and Additional Control
Device (ACD), are installed at each side of the cockpit.
The OMT is installed at the rear part of the cockpit.
The FAPs are located in the main and upper deck.
The PMAT is stored in the upper electrical bay.
The PMAT network plugs are located as follows:
- cockpit OMT rack (1543VU),
- main avionics bay (1913VU),
- upper avionics bay near the interphone plug (1914VU),
- AFT avionics bay near the interphone plug,
- Nose Landing Gear (NLG),
- Body Landing Gear (BLG) bay in refuel panel near the interphone plug,
- APU bay near the interphone plug,
- FWD Lower Deck Cargo Compartment (LDCC) in service panel RH,
- AFT LDCC in service panel RH.
There is a power supply plug near each PMAT network plug, except in
the APU bay and OMT rack,

NOTE: Note: there is no power plug in the APU bay and OMT rack.
Thus at these places the PMAT works on battery.
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COMPONENTS

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NETWORK SERVER SYSTEM COMPONENT LOCATION (2)


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NLG Bay A/C Zone 310

A/C Zone 120


Main Avionics Bay
A/C Zone 120
A/C Zone 123
A/C Zone 124
Lower Deck Cargo Compartments
A/C Zone 130 (FWD)
A/C Zone 150 (AFT)
Belly Fairing
A/C Zone 190
Cockpit
A/C Zone 210
Cabin
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A/C Zone 220 to 290


A/C Zone 800
Emergency Avionics Bay
A/C Zone 260
A/C Zone 261 - NSS Bay
APU Compartment

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AIRBUS MAINTENANCE PHILOSOPHY DESCRIPTION (2)


Tool Overview
For the A380 there are three interconnected maintenance tools:
- the Onboard Maintenance System (OMS),
- the e-Logbook available on board, or on the ground through AIRcraft
Maintenance ANalysis (AIRMAN),
- on the ground, AIRMAN is the main link with the two others.
The data exchange between these three tools can be either automatic (real
time or deferred) or manual.
The first entry for the A380 maintenance action should be AIRMAN,
because A/C data are available on AIRMAN before A/C arrival.
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TOOL OVERVIEW

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AIRBUS MAINTENANCE PHILOSOPHY DESCRIPTION (2)


AIRMAN Engineering
AIRMAN allows detailed investigations of un-scheduled maintenance
The AIRMAN tool serves three principle areas of activity within the issues.
airline: For complex troubleshooting, users can access reports that list all
- gate maintenance (fault identification and management), recorded occurrences of a specific fault. These lists give rapid access
- hangar maintenance (preventive maintenance identification and to all the information stored during the flights where the specified
prioritization), fault occurred.
- engineering services (line and hangar maintenance support). AIRMAN automatically gives a highly consistent report function that
Gate Maintenance lets users monitor the:
- evolution of fleet technical status in terms of outstanding maintenance
Whether the aircraft is at the gate, on the runway or in-flight,
actions,
AIRMAN gives the user direct access to:
- fault occurrence rates for any or all systems on any or all aircraft.
- logbook data, either transmitted by a compatible electronic logbook,
Moreover the Engineering through technical entries can support
or manually entered by the user (following a pilot call while the aircraft
maintenance actions by providing specific information like technical
is in-flight or from the paper logbook when the aircraft is on the
notes.
ground),
An automatic creation of Reports gives statistics, ratios and trends
- OMS information automatically transmitted from the aircraft,
available through tables.
- technical documents from both AIRBUS and the airline,
- an overview of the fleet operational and technical status, Main Benefits
Hangar Maintenance The Gate Maintenance and Hangar Maintenance get the most
appropriate troubleshooting procedure from AIRMAN. It ensures that
Identification of a deteriorating system will allow a fault to be rectified
the correct maintenance action is done within the minimum time frame.
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before it becomes visible to the pilot. In this way pilot defect reports
From the analysis of AIRMAN data (OMS data, e-Logbook data, and
and potential delays can be avoided.
maintenance feed-back), engineering will be able to improve
Using algorithms based on statistical analysis AIRMAN checks all
maintenance policies.
OMS reports to identify systems that are most likely to fail in such a
AIRMAN allows to:
way that a pilot report is produced. The results of this analysis are
- optimize the maintenance,
shown in AIRMAN Job List.
- increase the dispatch reliability,
In order to focus on the most important problems AIRMAN
- reduce maintenance costs.
automatically assigns a priority level to each job.
These assignments can be further refined by the airline.

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AIRMAN - GATE MAINTENANCE ... MAIN BENEFITS

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AIRBUS MAINTENANCE PHILOSOPHY DESCRIPTION (2)


Onboard Maintenance System
The OMS is composed of several sub-systems:
- the Central Maintenance System (CMS),
- the Data Loading and Configuration System (DLCS),
- the Aircraft Condition Monitoring System (ACMS),
- the e-Logbook,
- the documentation,
- the Power Distribution Control System (PDCS).
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ONBOARD MAINTENANCE SYSTEM

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AIRBUS MAINTENANCE PHILOSOPHY DESCRIPTION (2)


e-Logbook
The objectives of the e-Logbook are:
- to improve trouble shooting efficiency (standard reporting gives more
clarity, automatic link to the documentation, automatic link to OMS data),
- to suppress handwritten logbook capture costs,
- to make technical data more consistent and clear,
- to improve logbook reporting.
There are three profiles to access the e-Logbook:
- flight crew,
- cabin crew,
- maintenance.
On ground the e-Logbook data are synchronized with AIRMAN.
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E-LOGBOOK

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AIRBUS MAINTENANCE PHILOSOPHY DESCRIPTION (2)


Maintenance Scenario
The e-Logbook is either in flight crew or maintenance hands.
In flight:
- the OMS transmits in real time the A/C data to AIRMAN. So the
maintenance can be prepared,
- the pilots enter the defects in the e-Logbook.
On the ground:
- when the flight is closed by the pilots, the e-Logbook is synchronized
with the ground,
- the maintenance actions are done by using the e-logbook, AIRMAN
and the OMS.
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MAINTENANCE SCENARIO

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Architecture
The Onboard Maintenance System (OMS) is designed to support line
and hangar maintenance activities, and engineering follow-up.
The OMS is hosted in the Network Server System (NSS).
The OMS is composed of several sub-systems. Here only the common
parts used in ramp and transit activities are taking into account:
- the Central Maintenance System (CMS),
- the e-Logbook access,
- the documentation access,
- the Power Distribution Control System (PDCS).
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ARCHITECTURE

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from avionic terminals
Home Page
The maintenance home page is displayed after a login as a maintenance
user.
The OMS home page gives the access and operates the following
maintenance electronic tools, data and items:
- the data synchronization,
- the Logbook data,
- the Post Flight Report,
- the Serviced Report,
- the Servicing Report,
- and the Maintenance Release.
The screen upper part has:
- the menus and functions selection,
- the flight identification data,
- the navigation and data export/print buttons,
- the information window,
The OMS can be operated through several Human-Machine Interfaces
(HMIs):
- the Onboard Information Terminals (OITs),
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- the Onboard Maintenance Terminal (OMT),


- the Portable Multipurpose Access Terminal (PMAT).

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ACCESS FROM AVIONIC TERMINALS - HOME PAGE

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from avionic terminals (continued)
e-Logbook
The access to the Logbook (technical and cabin) entries page is done
from the home page by the Logbook Data key.
This page shows the open or the deferred entries.
Each logbook entry is identified by:
- the entry date,
- the context, the type,
- the crew observation.
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ACCESS FROM AVIONIC TERMINALS - E-LOGBOOK

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from avionic terminals (continued)
Servicing Report
The access to the Servicing Report is done from the home page by
selecting the Servicing Report key.
The Servicing Report page shows the parameters status.
There is a servicing report for:
- the tire pressure,
- the oxygen,
- the supplement cooling,
- the hydraulic,
- the avionics ventilation.
Through hyperlinks, there are direct accesses to:
- the AMM maintenance procedures,
- the serviced report.
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ACCESS FROM AVIONIC TERMINALS - SERVICING REPORT

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from avionic terminals (continued)
Serviced Report
The access to the Serviced Report is done from the home page by
selecting the Serviced Report key.
The serviced report page enables to report:
- servicing actions,
- fluid quantities.
There is a window to add comments.
To close the servicing actions the maintenance crew must validate the
report.
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ACCESS FROM AVIONIC TERMINALS - SERVICED REPORT

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from avionic terminals (continued)
Post Flight Report
The access to the Post Flight Report is done from the home page by
selecting the dedicated key.
The failures are classified (using tabs) to make easier and order
maintenance actions.
This classification is fully airline customizable.
There are two modes of display:
- full display,
- smart display based on airline predefined filter.
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ACCESS FROM AVIONIC TERMINALS - POST FLIGHT REPORT

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from avionic terminals (continued)
Flight Report Printing
The access to the Flight Report Printing page is done from the upper
part of the flight report, by selecting the Print key.
This page shows:
- the data description,
- and the printing options.
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ACCESS FROM AVIONIC TERMINALS - FLIGHT REPORT PRINTING

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from avionic terminals (continued)
Maintenance Documentation
On the home page, via the document scroll menu, the maintenance
crew can access to:
- the Flight Operation Consultation Tool (FOCT) to consult the flight
operation documentation (e.g. FCOM, MEL),
- the airnav application to consult the maintenance documentation
(e.g. AMM).
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ACCESS FROM AVIONIC TERMINALS - MAINTENANCE DOCUMENTATION

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from avionic terminals (continued)
Power Distribution Control Page
The access to the power distribution control is done via the tools scroll
menu in the home page.
The power distribution control item is selected in the pull-down list.
From the power distribution control page, the maintenance crew
monitors and controls (open, secure, tag and close) the various remote
protective devices installed in the Primary Electrical Power
Distribution Center (PEPDC), the Secondary Electrical Power
Distribution Centers (SEPDCs) and the Secondary Power Distribution
Boxes (SPDBs).
From this page, the protective devices in the emergency power center
can only be monitored.
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ACCESS FROM AVIONIC TERMINALS - POWER DISTRIBUTION CONTROL PAGE

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from Flight Attendant Panel
Flight Attendant Panel Description
The FAP has:
- a touch screen to display each selected page and to navigate through
the different pages with the system and functions keys,
- a heading row to show each selected title page,
- system and function keys,
- a cabin status key to have a direct access to the cabin status page,
- a hard key panel which gives access to major functions independently
from the FAP touch screen,
- a screen off key to switch off the touch screen,
- deck selection keys to select all decks or a particular one.
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ACCESS FROM FLIGHT ATTENDANT PANEL - FLIGHT ATTENDANT PANEL DESCRIPTION

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from Flight Attendant Panel (continued)
e-Logbook Home Page
The access to the cabin logbook is done from the system and functions
keys.
When the page is selected, the related selection key is displayed in
green.
From this page, the main controls are:
- the menu bar,
- the reporting access P/Bs,
- the user and flight status,
- the cabin status summary,
- and the exit P/B.
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ACCESS FROM FLIGHT ATTENDANT PANEL - E-LOGBOOK HOME PAGE

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from Flight Attendant Panel (continued)
e-Logbook Display Page
After selecting the displays logbook from the home page, there is a
direct access to the cabin status and the select reports.
From the select reports, there are accesses to:
- the open defect reports,
- the hold item list,
- the operation relevant defect reports,
- the last flight,
- further filter.
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ACCESS FROM FLIGHT ATTENDANT PANEL - E-LOGBOOK DISPLAY PAGE

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ONBOARD MAINTENANCE SYSTEM DESCRIPTION (2)


Access from Flight Attendant Panel (continued)
Servicing Page
For servicing, the water/waste page is selected by using the related
key on the main page.
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ACCESS FROM FLIGHT ATTENDANT PANEL - SERVICING PAGE

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AIRMAN DESCRIPTION (2)


Functional Overview
In ramp and transit activities the common accesses through AIRMAN
are:
- the Last A/C status page,
- the PFR/Logbook page,
- the Serviced report page.
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FUNCTIONAL OVERVIEW

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AIRMAN DESCRIPTION (2)


Last A/C Status Page
The access to the Last A/C status page is done via the Flights scroll menu
in the home page.
To display the Last A/C status page, select "launch the query".
A single screen shows in real time an overview of the operational and
technical status related to the selected fleet.
Each box represents an A/C with the following information:
- flight number,
- A/C position (Taxi out/in flight/Taxi in/Gate),
- arrival/departure,
- flight report received,
- warning message received.
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LAST A/C STATUS PAGE

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AIRMAN DESCRIPTION (2)


PFR/Logbook Page
Access
By selecting the desired A/C, on the Last A/C status page, gives the
access to the PFR/Logbook Page.
From this PFR/Logbook page, by the means of tabs, there is an access
to:
- the Last Leg Logbook entries,
- the current flight and post flight reports (CFR/PFR),
- the Previous flight items,
- the Work order.
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PFR/LOGBOOK PAGE - ACCESS

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AIRMAN DESCRIPTION (2)


PFR/Logbook Page (continued)
Last Leg Logbook Entries
By selecting the related tab gives the access to the Last Leg Logbook
entries.
Selecting the desired row gives the access to the Logbook entries.
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PFR/LOGBOOK PAGE - LAST LEG LOGBOOK ENTRIES

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AIRMAN DESCRIPTION (2)


Serviced Report
By selecting the related key on the PFR/Logbook page gives access to
the Serviced report page.
The Serviced report page lets report:
- servicing actions,
- fluid quantities.
There is a window to add comments.
To close the servicing actions, the maintenance crew must validate the
report.
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SERVICED REPORT

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CREW OXYGEN SYSTEM DESCRIPTION (2)


Architecture / Power Supply
The flight crew oxygen system has three sections:
- the oxygen storage,
- the oxygen distribution and,
- the oxygen control and indicating.
The flight crew oxygen is stored in a high-pressure oxygen cylinder.
This cylinder is installed in the upper emergency electronic bay and
placed in a cradle.
The oxygen is supplied to the flight crew stations through a distribution
circuit, which is as follows:
- high pressure is reduced to low pressure by the pressure
reducer/transmitter,
- low pressure oxygen flows via the low pressure supply valve to the
distribution manifold from where the mask stowage boxes in the cockpit
are supplied.
Each mask stowage box has a full face quick donning mask.
A PBSW,installed on the overhead panel (1211VM), is used to open or
close the low-pressure supply valve.
Status of the flight crew oxygen system (oxygen supply, oxygen pressure
in the cylinder, high pressure or low pressure warnings) is indicated on
the DOOR/OXY page of the ECAM system display.
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High Pressure (HP) and Low Pressure (LP) oxygen circuits are discharged
overboard in case of overpressure.
The Oxygen System Control Unit (OSCU) and the LP supply valve are
supplied by the 28VDC (DC ESS BUS).

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ARCHITECTURE / POWER SUPPLY

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CREW OXYGEN SYSTEM DESCRIPTION (2)


Operational Tests
On the stowage box when pressed, the PRESS TO TEST AND RESET
pushbutton either tests, or resets, the oxygen system:
- if the mask has not been taken out of the stowage box (OXY ON flag
not visible), this P/BSW tests the oxygen system.
When it is pressed the oxygen supplies the mask, thus the oxygen flow
indicator will be yellow for a few seconds and the mask microphone is
active,
- if the mask has been taken out of the stowage box and re-stowed (OXY
ON) flag visible), this P/BSW resets the oxygen system. Therefore the
oxygen supply to the stowage box is cut off, the mask microphone is
deactivated and the OXY ON flag disappears.
On the full-face/quick-donning mask:
- when the inflation control plates are pressed together, the harness inflates
and when they are released the harness deflates,
- the emergency rotation knob provides overpressure (permanently when
it is turned or temporary when it is pressed),
- the N/100% selector provides a mixture of ambient air from the cockpit
and oxygen when it is on the N position; at 100% the mask supplies 100%
of pure oxygen.
The test of the full-face/quick-donning mask is carried out in situ (mask
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stowed in the box), by means of:


- Radio Management Panel (RMP) with the INT/RAD switch on INT
and loudspeakers to ON to hear the oxygen flow,
- the PRESS TO TEST AND RESET pushbutton on the stowage box,
- the EMERGENCY rotation knob.
This test is performed to make sure that the distribution of oxygen through
the mask and the integrated microphone are operational.

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OPERATIONAL TESTS

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CREW OXYGEN SYSTEM DESCRIPTION (2)


Stowage
Proper stowing of the mask is essential for quick and efficient donning
of the mask and to prevent leak.
STEP 1
Coil the hose that is connected to the mask, and put it into the bottom of
the stowage box.
STEP 2
Fold the harness, and put it into the mask
STEP 3
Put the mask into the stowage box.
Make sure that the mask:
- touches the bottom of the stowage box,
- N / 100% set is face up, and at the 100% position
STEP 4
Close the doors of the mask stowage box.
Firmly press the PRESS TO TEST AND RESET P/B.
When released, check that the OXY ON flag disappears.
Press the EMERGENCY selector, and check that the oxygen flow
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indicator remains black.

NOTE: Note: At the end of the re-stowing operation, do the: IN SITU


TEST.

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STOWAGE

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CREW OXYGEN SYSTEM DESCRIPTION (2)


Bottle Maintenance
Quantity Verification
To do quantity verification, refer to the minimum flight crew oxygen
pressure table in the FCOM or AMM.
The oxygen quantity can be read:
- through the Onboard Maintenance System (OMS). The servicing
report gives the available oxygen quantity,
- on ECAM door oxygen page,
- on filling panel indicator.
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BOTTLE MAINTENANCE - QUANTITY VERIFICATION

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CREW OXYGEN SYSTEM DESCRIPTION (2)


- USE ONLY TOOLS/GROUND SERVICING
Bottle Maintenance (continued) EQUIPMENT MADE ESPECIALLY FOR OXYGEN
SYSTEMS.
Replenishment / Replacement
- MAKE SURE THAT YOUR HANDS AND ALL THE
Oxygen can be replenished via the fill port and the system pressure TOOLS/GROUND SERVICING EQUIPMENT ARE
is checked on the fill pressure indicator. CLEAN. THIS WILL PREVENT CONTAMINATION
OF THE OXYGEN SYSTEM.
NOTE: Note: If, due to national regulations, refilling on the aircraft - CAREFULLY OBEY THE REPLENISHING
is not allowed, the depleted oxygen bottles have to be INSTRUCTIONS. IF YOU DO NOT OBEY THESE
removed, refilled in the shop and reinstalled on the aircraft. INSTRUCTIONS, YOU CAN CAUSE A FIRE OR AN
The filling indicator is mounted on the fill panel near the cargo door. EXPLOSION.
A direct-reading pressure gage installed on the oxygen cylinder, - MAKE SURE THAT THERE IS A GOOD FLOW OF
indicates to maintenance personnel, the pressure in the cylinder. AIR THROUGH THE WORK AREA TO PREVENT
A manual, opening ON/OFF valve is used during the replacement of A CONCENTRATION OF OXYGEN.
the cylinder to isolate the cylinder. - DURING THIS PROCEDURE, MAKE SURE THAT
Human factor points: THERE ARE NO PASSENGERS IN THE AIRCRAFT.
WARNING: OBEY THESE SPECIAL PRECAUTIONS WHEN YOU
DO THIS PROCEDURE:
- PREVENT ALL MAINTENANCE PROCEDURES
TOO NEAR 5M (16.4 FT) TO THE WORKING AREA
OF THE AIRCRAFT.
- STOP ALL REFUELING, ALL REPAIRS ON FUEL
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AND HYDRAULIC SYSTEMS, AND ALL


PROCEDURES THAT USE FLAMMABLE
MATERIALS SUCH AS CLEANING AND DE-ICING
MATERIALS.
- MAKE SURE THAT NO PERSON
CONNECT/DISCONNECT THE GROUND POWER
CONNECTOR.
- MAKE SURE THAT NO PERSON SMOKE, AND
THAT THERE ARE NO FLAMES, IN A RADIUS OF
15M (50 FT) OF THE REPLENISHING EQUIPMENT.

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BOTTLE MAINTENANCE - REPLENISHMENT / REPLACEMENT

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BOTTLE MAINTENANCE - REPLENISHMENT / REPLACEMENT

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CREW OXYGEN SYSTEM OPERATION, CTL & IND (2)


General
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GENERAL

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Flight Crew Oxygen System Operation, Control & Indicating
The CREW SUPPLY P/BSW controls the LP supply solenoid valve. The
white OFF light only reflects the selection of the P/B, and not the position
of the LP supply solenoid valve.
There are two oxygen thresholds for the cockpit high-pressure indication
(P1 and P2):
P1 (Dispatch pressure):
Oxygen cylinder pressure to protect 4 cockpit (option: 5) occupants
covering depressurization and toxic gases/smoke emissions (PIN
programmed in the Oxygen System Control Unit (OSCU) depending on
the maximum number of cockpit occupants, the number of oxygen
cylinders installed, and the intended operation of the A/C).
P2 (Cockpit Minimum Pressure):
Oxygen cylinder pressure to protect 2 cockpit occupants covering
depressurization and toxic gases/smoke emissions (15 minutes oxygen
supply) depending on the intended operation of the A/C.
When the pressure is between P1 and P2 (first threshold), the half box is
displayed in amber (the digits remain green).
When P is lower than P2 (second threshold, meaning that the crew oxygen
is lower than minimum pressure), the cockpit indication is displayed in
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amber (the digits become amber as well).


In addition, the caution OXY CKPT BOTTLE PRESS LO is displayed
on ECAM E/WD.
Average temperature compensated cylinder pressures are displayed
separately for crew and passenger system

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FLIGHT CREW OXYGEN SYSTEM OPERATION, CONTROL & INDICATING

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FLIGHT CREW OXYGEN SYSTEM OPERATION, CONTROL & INDICATING

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Flight Crew Oxygen System Operation, Control & Indicating
(continued)
Mask In Situ Test
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FLIGHT CREW OXYGEN SYSTEM OPERATION, CONTROL & INDICATING - MASK IN SITU TEST

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CREW OXYGEN SYSTEM OPERATION, CTL & IND (2)


Flight Crew Oxygen System Operation, Control & Indicating
(continued)
Discharge Indicator
The high-pressure safety outlet on the oxygen cylinder head, and the
low-pressure safety outlet on the pressure reducer/transmitter are
connected to a discharge indicator on the fuselage skin.
The discharge indicator is a green blowout disc that can be seen from
outside of the A/C.
This disc will blow out at a pressure of 3.5 barg to show a yellow
indicator.
This indicates there has been a discharge of oxygen.
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FLIGHT CREW OXYGEN SYSTEM OPERATION, CONTROL & INDICATING - DISCHARGE INDICATOR

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CREW OXYGEN SYSTEM COMPONENT LOCATION (2)


Cockpit

Emergency Avionic Bay

FWD Cargo Compartment


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DOCUMENTATION-SERVICING & REPLACEMENT (2)


General
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GENERAL

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Servicing & Replacement Tasks
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SERVICING & REPLACEMENT TASKS

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AMM Servicing Tasks Presentation
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AMM Replacement Tasks Presentation

WARNING: Beware of explosion/burn risks when manipulating oxygen


and hydrocarbon products
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AMM REPLACEMENT TASKS PRESENTATION

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IPC Presentation
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IPC PRESENTATION

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IPC PRESENTATION

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IPC PRESENTATION

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LEVEL II - Cockpit, Avionic & Equipment Bays Page 243
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED

AN EADS JOINT COMPANY


WITH BAE SYSTEMS