23 Beamer

Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Cat. B1B2
23 Communication 23-33 Passenger Entertainment

Passenger Entertainment System General . . . . . . . . . . . . . . . . . . . . . . . . . . 1
23-00 General 23-34 Passenger Information System (Airshow)

System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Passenger Visual Information System Description (OPTION) . . . . . . . . . . . 2
23-11 HF System
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 23-35 Cabin Telecommunications System
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Component Description & Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
HF System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 23-36 Passenger Information (Video)
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
23-12 VHF System
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 23-42 Cockpit to Ground Crew Call System
23-13 Radio Management 23-51 Audio Management
Radio Management Panels (RMP’s). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Audio Integrating System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
RMP Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ACP Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RMP NAV Back Up Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Audio Switching. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Fault Isolation and BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ACP-AMU Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SELCAL Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
23-24 ACARS SELCAL Ground Call and Attendant Call . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ACARS Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight Interphone System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
ACARS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Muting Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
ACARS VHF Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ACARS VHF 3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 AMU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ACARS MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ACARS ECAM Messages (Memo) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 23-60 Static Discharging
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
23-28 Satellite Communications System
System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 23-71 Cockpit Voice Recorder
MCS SATCOM General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 FAA/CAA Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cockpit Telephone Installation (Swiss) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Emergency Locator Transmitter (25-65) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
23-32 Prerecorded Announcement & Boarding Music 23-72 Anti Hijack Camera Monitoring
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Sep08/Technical Training for training purposes only

Contents - I
Copyright by SR Technics
Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Cat. B1B2
Composition & Localization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 CIDS DEU Mount Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

FAP Pages Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
23-73 Cabin Intercommunication Data System (CIDS) FAP Audio Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
CIDS General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Cabin Lighting Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
DEU A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Doors/slides Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
DEU B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Cabin Temperature Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
CIDS Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Water / Waste Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
FAP Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Smoke Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
AAP Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 System Info Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
PTP Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Prerecorded Announcement & Boarding Music . . . . . . . . . . . . . . . . . . . . 108
CIDS Director Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 CIDS Director Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
General DEU Type A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 CIDS Operational Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
General DEU Type B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
General PTP Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 CIDS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
General FAP Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 MCDU COM Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Aft Attendant Panel (AAP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
EVAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 23-74 Cabin Management System (Optional System)
Attendant Indication Panel (AIP) - Presentation . . . . . . . . . . . . . . . . . . . . . 28 Cabin Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Attendant Indication Panel (AIP) Messages (continued) . . . . . . . . . . . . . . 29
Area Call Panel Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 23-Study Questions
PA System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Passenger Announcement From Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Passenger Announcement from Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Cockpit and Cabin Interphone & Call System - Presentation . . . . . . . . . . . 42
Service Interphone - Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
LGCIU and Service Interphone Override Conditions . . . . . . . . . . . . . . . . . 46
Passenger Call System - Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Passenger Lighted Signs - Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . 50
CIDS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
PTP Sys Test & Sys Status Pages Presentation . . . . . . . . . . . . . . . . . . . . 56
CIDS Power - Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
BITE Access via MCDU / CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Differences to Enhanced CIDS System of the A320 Family. . . . . . . . . . . . 85
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
CIDS Director Description/operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
CIDS Type A DEU Description/Operation. . . . . . . . . . . . . . . . . . . . . . . . . . 92
CIDS Type B DEU Description/Operation. . . . . . . . . . . . . . . . . . . . . . . . . . 94

Contents - II
Training Manual Communication
A318/A319/A320/A321 23-00
23 Communication

23-00-1
Copyright by SRTechnics
A318/A319/A320/A321 23-00 General
23-00 General Flight Deck

The crew members may also communicate by the means of interphones.
System Overview
The use of the radio system on the Single Aisle aircraft is extremely important for
the safe operation of the aircraft. While taxiing and towing, communication is nec-
essary with the tower to safely move the aircraft. Basic system description and
procedures will enable the student to understand system interconnect and correct-
ly operate the systems by selecting frequencies and setting transmission and re-
ception modes. In addition, the use of the Service Interphone communications will
also be explained.
The Panels and equipment that will be explained is as follows:
• Audio Control Panel (ACP)
• Radio Management Panel (RMP)
• Audio Management Unit (AMU)
• radio transceivers
• acoustic equipment that includes: Boomsets, hand mikes, and handsets
Radio Communication System

The radio communication system is used for reception and transmission of mes-
sages between the crew on the flight deck and other users.
Cabin Attendants
The crew on the flight deck can dialogue with the cabin attendants and ground me-
chanic.
Passenger Address
The crew can also make announcements to the passengers through the Passen-
ger Address System.
Ground Mechanic
The ground mechanic can dialogue with the crew and with the cabin attendants.
Voice Recording
The radio communication system also includes a voice recorder.

23-00-2
A318/A319/A320/A321 23-00 General
Figure 1: Flight Deck Equipment
BOOM SET BOOM SET

PUSH PUSH
GPWS GPWS
G/S G/S
PFD PFD / ND ND ND PFD / ND PFD

XFR XFR
OFF BRT OFF BRT HEAD SET HEAD SET OFF BRT OFF BRT
LOUD SPEAKER CONSOLE/FLOOR FOOT WARMER FLOOR WARMER CONSOLE/FLOOR LOUD SPEAKER
BRT ON ON BRT
DIM
2 DIM
OFF OFF OFF OFF

OFF MAX
OFF MAX
1 4
3
16 5
15 6
14 7
11 10
13 12 9 8
HAND MIC HAND MIC
PUSH PUSH
1 CAPT HEAD SET BOOM SET CONNECTORS 5 F/O LOUDSPEAKER VOLUME KNOB 9 F/O HAND MIKE CONNECTOR 13 CAPT AND 4TH OCCUPANT OXYGEN MASKS
2 AUDIO SWITCHING PANEL 6 F/O LOUDSPEAKER 10 CAPT & F/O RADIO MANAGEMENT PANEL 14 CAPT SIDE STICK RADIO SELECTOR
3 3RD AND 4TH OCCUPANT AUDIO CONTROL PANELS 7 F/O SIDE STICK RADIO SELECTOR 11 CAPT & F/O AUDIO CONTROL PANEL 15 CAPT LOUDSPEAKER
4 F/O HEAD SET BOOM SET CONNECTORS 8 F/O AND 3RD OCCUPANT OXYGEN MASKS 12 CAPT HAND MIKE SELECTOR 16 CAPT LOUDSPEAKER VOLUME KNOB

23-00-3
A318/A319/A320/A321 23-00 General
Figure 2: Location of Antennas
HF ANTENNA (OPTION)
SATCOM ANTENNA (OPTION)
VHF(3) ANTENNA (OPTION)
ELT ANTENNA (OPTION)
VHF1 ANTENNA SATCOM ANTENNA (OPTION)
VHF(2) ANTENNA

23-00-4
A318/A319/A320/A321 23-00 General
Figure 3: Communication Equipment - Installation AFT Avionics The Cockpit Voice Recorder is installed in the Tail Compartment Between Frames
Compartment 73 and 74.
AVIONICS AVIONICS
PLUG PLUG
2 2
BUS CONNECTED TO THE PLUGS

80VU *
STANDARD OPTION
POTENTIAL GROWTH
HF2 TCAS ATC DME MU AMU DME ATC HF1
VOR 2
VOR 1
ADF 2
ADF 1
VHF 2
VHF 1
VHF 3
2 2 ACARS 1 1
SPARE
(ATSU)
BOX UNITS FITTED
WITH OBRM
FCDC 1
FCDC 2
ELAC SEC FMGC FAC FAC FMGC SEC ELAC

2 2 2 2 1 1 1 1
* * * * * * * *
SFCC EIU DMC FWC SDAC SDAC FWC DMC DMC EIU SFCC
EVMU
HUDC
2 2 2 2 2 1 1 3 1 1 1
* * * * * * * * * * * *
RPDR PRAM
RPDR PES
CIDS CIDS CFDIU DMU QAR DAR
FDI(M)U
MUX PES
(E)GPWC
AEVC
2 1
TAPE
TAPE
MAIN
* *

23-00-5
A318/A319/A320/A321 23-00 General
Figure 4: Flight Interphone Connection

23-00-6
A318/A319/A320/A321 23-11 HF System
23-11 HF System SDAC

The connection between the HF XCVR and the System Data Acquisition Concen-
trator (SDAC) lets the use of the HF system in transmission mode be recorded.
General The connection is obtained through the Push To Talk (PTT) switch. In case of con-
tinuous emitting during more than one minute, the ECAM displays in amber:
The high frequency (HF) system serves for all long-distance voice communica-
tions between different aircraft (in flight or on the ground), or between the aircraft COM: HF 1 EMITTING.
and one or several ground stations.
AMU
The HF system operates within the frequency range defined by ARINC 719, (i.e.
2.8 to 23.999 MHz, with 1 KHz spacing between channels). The HF system is linked to the Audio Management Unit (AMU) for connection to
the audio integrating and SELective CALling system. The Audio Control Panels
System Description (ACPs) are used for HF transmission or reception selection mode and control of
the received audio signal levels through the AMU.
The HF system is composed of:
• 2 transceiver LGCIU
• 2 antenna coupler The Landing Gear Control and Interface Unit (LGCIU) indicates the flight or
• a shunt-type antenna located in vertical stabilizer leading edge. ground status of the aircraft. This information is used by the HF BITE, in order to
count the flight legs in case of Centralized Fault Display Interface Unit failure (CF-
The HF system is associated with:
DIU).
• the Radio Management Panels (RMP) which are centralized systems enabling
the frequency display of the HF system (Ref. ATA 23-13). CFDS
• the Audio Management Unit (AMU) for connection to the audio integrating and For maintenance purposes, BITE is integrated in the HF XCVR. The BITE func-
SELCAL systems (Ref. ATA 23-51). tions of the HF XCVR are monitored by the Centralized Fault Display System
• the Centralized Fault Display Interface Unit (CFDIU) (by the MCDU) which is a (CFDS).
centralized maintenance system (Ref. ATA 31-32).
• the Landing Gear Control Interface Unit (LGCIU) which indicates the aircraft Operation
status (flight or ground) (Ref. ATA 32-31).
• the System Data Acquisition Concentrator (SDAC) which collects transmission Receive Function
information from the HF system (Ref. ATA 31-54). The HF audio integrating signals transmitted by the stations are picked-up by the
antenna and transmitted to the antenna coupler.
HF System Architecture The coupler adapts the impedance between the antenna and HF transceiver.
RMP The signal from the HF coupler is transmitted to the HF transceiver by a coaxial
cable.
The Radio Management Panel (RMP) controls the tuning operations which are
transmitted to the transceiver (XCVR) by a numeric message in compliance with The HF transceiver, tuned on the selected frequency by one of the RMP, demod-
ARINC 429. This message can be received by the port A or the port B of the ulates HF signals into AF signals.
XCVR. The RMP does this selection by a discrete. The message can be made of The AF signals are transmitted via the AMU, to the audio equipment or SELCAL
a one word of 32 bits or two words of 32 bits for the 1KHz or 100 Hz spacing (pin system.
prog). A microprocessor does the decoding of the frequency selected and mode:
Upper Side Band (USB) or Amplitude Modulation (AM).

23-11-1
A318/A319/A320/A321 23-11 HF System
Transmit Function
The AF signals from the microphones are transmitted to the HF transceiver
through the AMU.
The HF transceiver tuned on the frequency selected by one of the RMP, trans-
forms the AF signals into HF modulated signals.
The HF signals are fed to the antenna by the coaxial cable and antenna coupler.
They are then transmitted to the various stations.
A connection between the HF transceiver and the SDAC enables to indicate a fail-
ure, if the HF system is in transmission mode for more than 1 min.
The connection is obtained through the PTT switch.
Indication of Transmission out of Frequency Range

The HF system is designed to operate within the frequency range from 2.8 to
23.999 MHz.
However, an operational facility enables frequency display in the 2 to 29.999 MHz
range on the RMP.
If the out-of-range values of the HF transceiver are displayed on the RMP, the op-
erating anomaly is indicated as follows:
• at first activation of the PTT switch: a 1000 Hz audio signal is triggered.
• interruption of the signal after 15 sec. approximately.
• triggering of the signal at each attempt to transmit.

23-11-2
A318/A319/A320/A321 23-11 HF System
Figure 1: HF System - Block Diagram

23-11-3
A318/A319/A320/A321 23-11 HF System
Figure 2: HF System Antenna & Coupler Location

STA3310/FR69
A E
C
E F
STA3257/FR68
D
A
C
322AL
5RE
D
B
D
321AL

23-11-4
A318/A319/A320/A321 23-11 HF System
Figure 3: HF System Antenna & Coupler Location

23-11-5
A318/A319/A320/A321 23-11 HF System
Figure 4: HF Transceiver & Coupler

23-11-6
A318/A319/A320/A321 23-11 HF System
Figure 5: HF System BITE Menu
<
< >
<
< >
<
<
SELECT CURRENT STATUS <
< >
< >
<
< >
NOTE : - WHEN <RETURN IS SELECTED

NEXT THE MAIN MENU IS DISPLAYED
PAGE ON THE MCDU
- WHEN PRINT * IS SELECTED

THE CURRENT STATUS
PAGE IS PRINTED
<
<
<
< * < *

23-11-7
A318/A319/A320/A321 23-11 HF System
Figure 6: HF Emitting ECAM Warning

23-11-8
A318/A319/A320/A321 23-12 VHF System
23-12 VHF System The antenna is connected to the transceiver by means of a coaxial cable. It is
screwed on to the fuselage. The attachment screws ensure the electrical bonding.
The VHF antenna, the height of which corresponds to a quarter of the wavelength,
General provides a quasi-omnidirectional radiation. This antenna allows the transmission
and reception of VHF signals over the 116 to 156 MHz frequency range. Its imped-
The Very High Frequency (VHF) system is used for all short-range voice commu-
ance is 50 ohms and its standing-wave ratio is lower than 2 over the 118 to 137
nications between different aircraft in flight or between the aircraft and ground sta-
MHz VHF frequency range.
tions.
The aircraft is equipped with two identical VHF systems which are fully independ- RMP
ent: VHF1, VHF2 and VHF3. The VHF3 system (if installed) is also used to trans- The Radio Management Panels (RMPs) are used for VHF frequency control and
mit data link messages (ACARS or ATSU). display. The VHF transceiver has 2 serial input ports:
Each VHF system is composed of: Serial input port A for normal use and serial input port B in case of RMP failure.
• A transceiver
The port selection is done through the discrete port selection information signal.
• An antenna. The selected frequency information sent to the VHF system is a serial 32 bit word.
Each VHF system has an interface with the following systems and components: The VHF requires one serial 32 bit word for complete tuning data.
• Radio Management Panels (RMP)
• Audio Management Unit (AMU)
SDAC
• Centralized Fault Display Interface Unit (CFDIU) The System Data Acquisition Concentrator (SDAC) acquires the VHF Push To
Talk (PTT) signal and sends this information to the ECAM and the Digital Flight
• Landing Gear Control and Interface Unit (LGCIU)
Data Recorder (DFDR). In case of continuous emitting, the ECAM displays:
• System Data Acquisition Concentrators (SDAC)
COM: VHF 1 CONT EMITTING.
• Air Traffic Service Unit (ATSU).
AMU
VHF Transceiver
The VHF system is linked to the Audio Management Unit (AMU) for connection to
The VHF transceiver conforms to ARINC 600 specifications. The case size is
the audio integrating and SELective CALling (SELCAL) systems. The Audio Con-
3MCU. trol Panels (ACPs) are used for VHF transmission or reception selection mode and
The VHF transceiver, tuned on the frequency selected by one of the 3 Radio Man- control of the received audio signal levels through the AMU.
agement Panels (RMP’s), transforms the audio signals into VHF signals (in trans-
mission mode) or VHF signals into audio signals (in reception mode). LGCIU
Optionally, aircraft can have the VHF Data Radio (VDR) system, to communicate The Landing Gear Control and Interface Unit (LGCIU) indicates the flight or
via the data mode, in addition to the voice mode. ground aircraft status. This information is used by the VHF BITE, in order to count
the flight legs in case of Centralized Fault Display Interface Unit (CFDIU) failure.
VHF Antenna
The VHF antenna is a white blade antenna. It weighs 1.2 kg. This antenna is com- CFDS
posed of an aluminum base plate, a laminated radome, a duralinox leading edge The connections with the CFDIU is a type-1 system. This type of system has an
and a C-type coaxial connector surrounded by a seal. ARINC 429 input from the CFDIU and an ARINC 429 output. This system is thus
capable of two-way communication with the CFDIU.

23-12-1
A318/A319/A320/A321 23-12 VHF System
For maintenance purposes, a BITE is integrated in the VHF transceiver. The BITE Transmit Function
functions of the VHF transceiver are monitored by the Centralized Fault Display The AF signals from the microphones are transmitted to the VHF transceiver
System (CFDS). through the AMU. The VHF transceiver tuned on the frequency selected on one
RMP transforms the AF signals into VHF modulated signals. The VHF signals are
Characteristics fed to the antenna by a coaxial cable. They are then transmitted to the various sta-
• Frequency range:118.000 to 136.975 MHz with 8,33 KHz (old 25 KHz) chan- tions. A connection between the VHF transceiver and the SDAC enables to record
nels spacing. the use of the VHF system in transmit mode. The connection is obtained through
• Power supply: 28 VDC the PTT switch.
• Output power: 25 W
• Size: 3 MCU VDR voice/data mode selection
The system has direct control of VDR3 switching between voice and data mode.
ACARS MU / ATSU A switching to voice/data request can be issued from any RMPs and from the Mul-
The ACARS Management Unit (AMU/ATSU) acts as an interface between the tipurpose Control and Display Unit (MCDU) through the Air Traffic and Information
crew and the VHF system 3. VHF system 3 is dedicated to ACARS (Aircraft Com- Management System (ATIMS) (Ref. 46-21).
munication Adressing and Reporting System), but can be used for radio voice
communications.
Power Supply
The VHF1 system is supplied with 28VDC from the 28VDC ESS BUS 4PP (sub-
busbar 401PP) through circuit breaker 2RC1 located on the overhead panel
49VU, in the cockpit. In case of emergency the VHF1 system operates through the
DC emergency generation.
The VHF2 system is supplied with 28VDC from the 28VDC BUS 2 2PP (sub-bus-
bar 204PP) through circuit breaker 2RC2 located on the rear panel 121VU, in the
cockpit.
The VHF3 system is supplied with 28VDC from the 28VDC BUS1 1PP (sub-bus-
bar 101PP) through circuit breaker 2RC3 located on the rear panel 121VU in the
cockpit.
Receive Function
The antenna picks up the VHF radio-communication signals from the stations.
These signals are transmitted to the transceiver by a coaxial cable. The transceiv-
er, tuned on the frequency selected on one RMP demodulates the VHF received
signals into AF signals. The AF signals are transmitted via the AMU to the audio
equipment or SELCAL system.

23-12-2
A318/A319/A320/A321 23-12 VHF System
Figure 1: VHF System Block Diagram

23-12-3
A318/A319/A320/A321 23-12 VHF System
Figure 2: Component Location

23-12-4
A318/A319/A320/A321 23-12 VHF System
Figure 3: Bite Display

23-12-5
A318/A319/A320/A321 23-12 VHF System
Figure 4: VHF Emitting ECAM Warning

23-12-6
A318/A319/A320/A321 23-13 Radio Management
23-13 Radio Management FMGC

In normal operation, the navigation systems are tuned automatically or manually
from the MCDUs by the FMGCs via internal relays of the onside RMPs. The RMP
Radio Management Panels (RMP’s) is thus transparent to the onside FMGC. In case of failure of one FMGC, the on-
side navigation systems are tuned directly by the remaining FMGC.
There are 2 Radio Management Panels.(3rd as an option)
The RMPs are used by the crew to select radio frequencies. CFDIU
RMP 1 and 2 are also used as a back up for the Flight Management Guidance The BITE functions of the system are available through the Centralized Fault Dis-
Computers (FMGC) for standby navigation frequency selection (see 34-00). ¨ play System (CFDS).
RMP 3 can not be used for back up navigation. Each RMP can control any VHF The system is linked to the CFDS via RMP1.
or HF frequency.
Radio Management Panel (RMP) 1 and RMP 2 have two ARINC 429 data buses
LGCIU
connected to the radio communication transceivers (XCVRs): In order to increment the fault memories in case of Centralized Fault Display In-
• COM BUS 1 delivers the VHF 1 frequency, terface Unit (CFDIU) failure, each RMP receives a discrete giving the landing gear
configuration. RMP 1 receives this discrete from Landing Gear Control and Inter-
• COM BUS 2 delivers the VHF 2 frequency.
face Unit (LGCIU) 1, and RMP 2 and 3 from LGCIU 2.
Each RMP can control any radio XCVR but is more particularly dedicated to one
system. Basic allocation: RMP Failure
• RMP 1 VHF 1, The system architecture gives access to all communication functions in case of
• RMP 2 VHF 2. failure of any RMP. But, if RMP 1 or RMP 2 fails, the onside navigation systems
Possible allocation (depending on options): are lost. A RMP failure is indicated by the blanking of the display windows. If a fail-
ure occurs, the failed RMP has to be switched off. When selected off, the RMP
• RMP 3 HF 1, HF 2 and VHF 3. sends a discrete signal for system reconfiguration.
NOTE: Air Traffic Service Unit (ATSU) uses VHF 3 for data transmission.
Navigation
If the standby navigation mode is selected, the navigation systems frequencies
are controlled by RMP 1 and RMP 2 only. The standby navigation is selected in
the event of failure of both Flight Management and Guidance Computers (FM-
GCs). In this condition:
• RMP 1 controls VOR 1, Automatic Direction Finder 1 (ADF) and Instrument
Landing System 1 (ILS) and 2,
• RMP 2 controls VOR 2, ADF 2 and ILS 1 and 2.
For ILS functions, Multi-Mode Receivers (MMRs) 1 and 2 always operate on the
same frequency which can be controlled from any RMP, either directly or through
the cross talk bus.

23-13-1
VHF Transceivers
The VHF transceivers receive frequency signals from RMP1, RMP2, RMP3 and
ACARS MU / ATSU.
Each transceiver is more particularly dedicated to one RMP or to the ACARS MU/
ATSU.
Nevertheless, each RMP can control any VHF or HF system.
VHF3 can be tuned from ACARS MU / ATSU or RMP2 or RMP 1 provided RMP
2 is not faulty.
HF Transceivers
The HF transceivers receive frequency signals from RMP 1,RMP 2 and RMP 3
RMP Dialogue
Three dialog buses are used for the exchange of information between the three
RMPs. Each RMP periodically transmits its context on its dialog bus.
An RMP failure doesn’t affect the system integrity.
The dialogue buses allow RMPs coordination.The 3 RMP’s permanently dialog so
that each RMP is informed of the last selection made on any of the other RMP’s.

23-13-2
Figure 1: RMP’s Block Diagram

23-13-3
RMP Presentation only the stand–by frequency can be modified by means of the dual selector knob.
The new active frequency is transmitted to all RMPs through the dialog buses.
The Radio Management Panel (RMP) is the Digital tuning head for the Communi-
cations transceivers. They are located in the center pedestal, with an optional one 5 ON/OFF Switch
installed in the overhead for the 3rd observer seat.
The panels have an over center ON/OFF switch. When the ON/OFF switch is
1 Display Windows switched to the ON position, two frequencies that were previously selected appear
in the ACTIVE and STandBY windows.The latching ON/OFF switch allows the
There are 2 display windows:
crew to set the RMP on or off.
The ACTIVE window displays the operational frequency.The STandBY/CouRSE
window displays the standby frequency or the course in back–up navigation 6 Transfer P/B
mode. The windows are liquid crystal displays with a high contrast. When the TRANSFER key is pressed, the operational frequency becomes the
STandBY frequency and the STandBY frequency becomes the operational fre-
2 Communication Keys quency.
There are 5 pushbutton keys for the radio communication systems.
To operate the transceiver, you might have to select a new frequency on one of 7 Amplitude Modulation Key
the VHF or HF transceivers. To do this, you must select the Transceiver that you The Amplitude Modulation (AM) key is associated with the HF system for commu-
wish to transmit on. To select the radio, the corresponding radio pushbutton must nication with stations using amplitude modulation transceivers.
be pushed on the RMP. The associated green LED will come on. The AM pushbutton controls the selection of the amplitude modulation (AM) mode
When a key is pressed, the ACTIVE and the STandBY frequencies are automati- for the HF transceivers. By default, the single side band (SSB) mode is selected
cally displayed in the dedicated windows. on the corresponding HF system.This selection is memorized when another sys-
tem is selected. The other RMPs take into account this selection through their di-
3 SEL Indicator alog buses.
The SEL indicator light comes on WHITE, when a non dedicated Radio Manage-
ment Panel takes control of the system frequency selection. The normal configu- 8 Navigation Keys
ration is : The NAVigation guarded pushbutton key allows the radio navigation systems to
• RMP1 allocated with VHF1 be selected, in back–up mode only, when the Flight Management Guidance Com-
• RMP2 allocated with VHF2 puters (FMGCs) are failed. In radio navigation back up mode, navigation frequen-
cy/course selection is per-formed using the dual selector knob.
• RMP3 allocated with VHF3, HF1/2.
If VHF2 is selected on RMP1, the SEL light comes on WHITE on RMP1 and
RMP2.
4 Dual Selector Knob

The DUAL SELECTOR KNOB is used for the selection of the frequency/course
displayed in the STandby/Course window.
The desired frequency can be selected in the stand by window. The transfer push-
button must be pressed to render it active and the displayed values are changed
over. The RMP modifies its output data accordingly.

23-13-4
Figure 2: Radio Management Panel RMP

23-13-5
Radio Communication in Normal Configuration Figure 3: Radio Communication in Normal Configuration

In normal configuration the RMP COM DSCRT is a ground (RMP valid) and ports DIALOGUE BUS 3
A of the COM systems are selected.
Normally, the ACARS MU/ATSU controls the VHF 3 frequency. The PORT SE-
LECT DSCRT from the ACARS MU/ATSU is a ground, which selects port A of
VHF 3. The same discrete is also fed to the RMP’s, to generate the display RMP 3
“ACARS”/ “DATA” in the ACTIVE window, if VHF 3 is selected (23-24).

A change of the frequency control from the ACARS MU/ATSU to the RMP’s is in-
itiated by pushing the transfer key on an RMP. This action momentarily grounds
the REMOTE VOICE/DATA SELECT discrete, which forces the ACARS MU/
ATSU to leave the frequency control of the VHF 3. The PORT SELECT DSCRT
from the ACARS MU/ATSU is now open and VHF 3 receives the frequency from
the RMP’s on port B. At the same time, the previously shown VHF 3 STBY fre-
quency appears in the ACTIVE window and “ACARS”/”DATA” is displayed in the DIALOGUE BUS 1
STBV window (23-24).
DIALOGUE BUS 2
RMP 1 RMP 2
Pushing the transfer key again, changes the frequency control of the VHF 3 over
to the ACARS MU/ATSU.
RMP2 COM DSCRT

RMP1 COM DSCRT
RMP1 COM BUS 1
RMP2 COM BUS 2

VHF 1 VHF 2
A B B A
HF 2
HF 1
A B B A
INFORMATION ACQUIRED
VHF 3
INFORMATION AVAILABLE BUT B A
NOT ACQUIRED
IF INSTALLED
FREQ SELECT
ACARS
ATSU PORT SELECT DSCRT

23-13-6
Radio Communication - Reconfiguration Figure 4: Radio Communication - Reconfiguration

• If an RMP fails or is switched off, then the RMP COM DSCRT changes the
state to an open circuit and the associated COM systems select port B as fre-
quency input.
• The example below shows the automatic reconfiguration due to an RMP 2 fail-
ure. Symmetrical reconfiguration takes place in case of an RMP 1 failure. RMP 3
• If both RMP’s fail, all RMP COM BUSES and discretes are lost. The VHF 3 sys- OFF
tem only can then be tuned by the ACARS MU. The MCDU enables the crew
to operate the ACARS in DATA mode only (with the present ACARS MU soft-
ware), with the appropriate automatic-, or manual frequency selection for VHF
3 in the data link mode.
RMP3 COM DSCRT
RMP 1
RMP1 COM BUS 2
RMP 2
RMP2 COM DSCRT

OFF
RMP1 COM DSCRT

RMP1 COM BUS 1
VHF 1 VHF2
A B B A
HF 2
HF 1
A B B A
VHF 3
B A
FREQ SELECT
ACARS/ATSU
PORT SELECT DSCRT

23-13-7
RMP NAV Back Up Tuning First, the selected frequency is displayed in the STBY / CRS window.
To back up tune an ADF frequency and / or a VOR / ILS frequency and course When the transfer key is pressed, the STANDBY frequency becomes ACTIVE and
open the guard on the NAV key. When the NAV key is pressed in, the on side the active course is displayed in the right hand side window. The outer knob is
VOR/ILS and ADF receivers are controlled by the RMP and no longer by the FM- turned to select a new course. To select another frequency, the transfer key must
GC. The green LED comes on indicating that you are in STANDBY tuning mode. be pressed again to get the active frequency displayed in both windows.
When the STBY NAV key is pressed, (i.e VOR), its green LED comes on and the The operation of course and frequency tuning is the same for VOR and ILS. ADF
previously memorized frequency is displayed in both windows. tuning is performed as for ILS or VOR except that when the transfer key is
pressed, the standby and active frequencies are interchanged.
The knob is turned to select a new frequency.
Figure 5: RMP NAV Back Up Tuning

23-13-8
Fault Isolation and BITE CFDS Messages

The BITE facilitates maintenance on in–service aircraft. The BITE detects and de- Faults detected by the system and transfered to the CFDIU causes the following
termines a failure related to the RMP. The BITE of the RMP is connected to the messages displayed on MCDU screen:
Centralized Fault Display Interface Unit (CFDIU). The BITE : • RMP X NO DATA FROM RMP Y There is no communication between RMP X
• transmits permanently RMP status and an identification message to the CF- and RMP Y.
DIU. • RMP X NO DATA FROM FMGEC 1 (2) There is no communication between
• memorizes the failures occured during the last 63 flight legs. RMP X and FMGEC 1 (2).
• monitors data input from the various peripherals (VHF, HF and CFDIU). • NO DATA FROM CFDIU No connection to the CFDS
• transmits to the CFDIU the result of the tests performed and self–tests.
• can communicate with the CFDIU by the menus.
General Operation
The BITE may operate in two modes :
• the normal mode
• the menu mode.
Normal Mode
During the normal mode the BITE monitors cyclically the momentaneous status of
the RMP. It transmits these information signals to the CFDIU during the flight con-
cerned. In case of fault detection the BITE stores the information signals in the
fault memories.
Menu Mode
The menu mode can only be activated on the ground. This mode enables com-
munication between the CFDIU and the RMP BITE by means of the MCDU (Mul-
tipurpose Control Display Unit). The RMP menu mode is composed of :
• LAST LEG REPORT
• PREVIOUS LEGS REPORT
• LRU IDENTIFICATION
• TROUBLE SHOOTING DATA
• TEST.
Only RMP 1 (or RMP 3, if RMP 1 is switched off) is connected to the CFDIU. The
other RMPs are tested via RMP 1 (or RMP 3)!

23-13-9
Figure 6: RMP CFDS Monitored LRU

23-13-10
Figure 7: RMP MCDU BITE Menu

23-13-11
Figure 8: RMP MCDU BITE Menu Enhanced
< >
< >
<
<
< >
<
IF RMP1 IF RMP2 OR 3
* > < * >
IF FAULT
IF NO FAULT IF NO FAULT
< <
>
<

23-13-12
A318/A319/A320/A321 23-24 ACARS
23-24 ACARS mand, control and management systems. The ACARS is used to transmit or
receive automatically or manually generated reports or messages to or from a
ground station. The ACARS is dedicated to maintenance, operation and commer-
ACARS Presentation cial purposes. Most of the definitions of operational programs are under airline re-
sponsibility because of high customization of the system.
The ACARS Data Link system is an air / ground communication network that en-
ables aircraft to function as a mobile terminal associated with modern airline com- Figure 1: Communication Platform

23-24-1
A318/A319/A320/A321 23-24 ACARS
ACARS Architecture nication with the ground) VHF 3 VOICE, (indicates that VHF 3 is not controlled by
ACARS) ACARS CALL, (indicates a call for voice communication) ACARS
ACARS Management Unit (ACARS MU) FAULT, (indicates a failure of the ACARS MU)
The Aircraft Communication Addressing and Reporting System Management Unit
(ACARS MU) is supplied with 115 VAC from the AC BUS 1 through a circuit break-
CFDIU
er located in the cockpit on the panel 121VU.The ACARS MU manages all tasks All the fault messages and all the warnings recorded by the Centralized Fault Dis-
related to the ACARS. The ACARS MU receives data, to transmit via VHF 3 or play Interface Unit (CFDIU) can be transmitted automatically to the ACARS MU as
SATCOM (SDU), from the various connected systems: FMGS (FMGC), ECAM soon as the CFDIU receives them from a system or a Flight Warning Computer
(SDAC/FWC), AIDS (DMU), CFDS (CFDIU), and PVIS (DIU). The MCDUs are the (FWC). The CFDIU can transmit the Post Flight Report (PFR) automatically to the
flight crew interface with the ACARS and enable manual selection of ACARS func- ACARS MU at the end of the flight. This report can also be transmitted to the
tions. ACARS MU manually. After a dialogue in menu mode between the CFDIU and a
system, any page displayed on an MCDU by the CFDIU can be transmitted man-
VHF 3 Transceiver ually to the ACARS MU.
The VHF 3 transceiver is normally used for ACARS data transmission and receip-
tion, but it can also be used in conventional voice communication.
FMGC
The FMGCs transmit the following messages to the ACARS MU either automati-
The VHF 3 receives a VOICE/DATA SELECT (open/ground) discrete, which de-
cally or manually: request for flight plan initialization, request for wind messages,
termines the mode of operation: DATA- or VOICE mode. This VOICE/DATA SE-
pre-flight report, in-flight report, PFR.
LECT discrete is set to DATA mode at power-up of the ACARS MU and can be
changed only by pushing the transfer button on an RMP, on which VHF 3 is se- The ACARS MU transmits the following messages to the FMGCs either automat-
lected. The PORT SELECT discrete is grounded in DATA mode and selects port ically or manually: flight plan initialization, wind message, advisory message relat-
A of the VHF 3, to allow frequency tuning from the ACARS MU. The same PORT ed to a "request not transmitted to the ground", request for a pre-flight report,
SELECT discrete transfers the message “ACARS” from the STBY- to the ACTIVE request for a PFR.
display window on the RMP, with VHF 3 selected.
PRINTER
The digital data exchanged between the MU and the VHF 3 transceiver are coded
by 1200 and 2400 Hz tones. The ACARS MU is linked to the printer. Data generated by the ACARS MU from
data transmitted by the ground and by peripheral computers can therefore be
In VOICE communication mode, the transceiver can be tuned by any RMP. printed, as well as data entered by the crew through the MCDUs. The data are
transmitted to the printer by the ACARS MU according to a specific protocol, which
Satellite Data Unit (SDU) (Optional System) is also used by the other computers operating in conjunction with the printer.
If VHF 3 communication is lost (indicated on the ACARS COMM STATUS page
with “VHF <OP> NO COMM”), the MU changes over to the SDU for a two-way dig- AIDS DMU/FDIMU
ital data link via SATCOM, and switches automatically back to VHF 3, if available Reports, generated by the DMU, can be programmed individually for transmission
again. via the ACARS MU, either automatically or manually. The ACARS MU can also
require generation and transmission of any report by the DMU. The ACARS MU
ECAM can send information to the DMU when each report has been duly transmitted to
The ACARS MU receives ECAM data from the SDAC 1 and the FWCs (e.g. the the ground.
Out/Off/On/In sensor information) and can also trigger ACARS messages via the
ECAM on the E/WD such as, ACARS MSG, (indicates reception of a message, in
case the printer is faulty or out of paper) ACARS STBV, (indicates loss of commu-

23-24-2
A318/A319/A320/A321 23-24 ACARS
Figure 2: ACARS Architecture

23-24-3
A318/A319/A320/A321 23-24 ACARS
ACARS VHF Network (Remote Tuning) At uncovered areas of the world, if there is no link to a ground
station, the ACARS uses the Satellite Communication.
If there is to much communication traffic at a certain frequency channel, the
ground station initiates an automatic frequency chanche to an other channel. Figure 3: Worldwide Coverage of VHF Network
131.475
131.725
131.725 AVICOM (JAL)
131.550 131.450
131.550
131.725 131.725
131.725
131.725
Air Canada ACARS ARINC ACARS SITA AIRCOM

131.475 131.500

23-24-4
A318/A319/A320/A321 23-24 ACARS
ACARS VHF 3 Operation is in the ACTIVE window, the VHF3 is in voice mode and its frequency is controlled
by the RMP.
ACARS Normal Operation
This sequence deals with the useof the Radio Management Panel (RMP) when
ACARS Failure
VHF 3 is selected. One window displays ACARS: the frequency is then controlled With the ACARS MU failed or selected OFF, the VHF 3 can only be used with the
by the Aircraft Communication Addressing and Reporting System Management Audio Management Unit (AMU) in normal audio communication.
Unit (ACARS MU). The other window shows a frequency value. When this value
Figure 4: ACARS RMP Operation

23-24-5
A318/A319/A320/A321 23-24 ACARS
ACARS MCDU Display of data generated by the ACARS MU from data transmitted by the ground
or by peripheral computers, selection of the various functions of the ACARS MU,
Dialogue between one Multipurpose Control & Display Unit (MCDU) and the
entry of data or text by the crew.
ACARS MU is initiated when ACARS is selected on the MCDU menu. On the
MCDUs the follwin can be done:
Figure 5: ACARS MCDU

23-24-6
A318/A319/A320/A321 23-24 ACARS
Figure 6: ACARS MCDU Link Test

23-24-7
A318/A319/A320/A321 23-24 ACARS
Initialization Figure 7: ACARS COMM & OOOI Status Page

The flight initialization (FLT NBR and FROM/TO entry) is performed on the FMS
INIT page, transmitted from the FMGC to the ACARS MU and automatically dis-
played on the ACARS INIT page.
VHF-Com SAT-No Com
ACARS COMM Status Page
The first line indicates the operational status of the VHF- and SATCOM systems, DATA
which does not reflect the technical status (valid/invalid) of these systems; by the
Present software, it is always set to <OP>.
The message on the second line gives information, whether the VHF- and SAT-
COM systems are in a communication or a no-communication condition.
If NO COMM is displayed for VHF and SAT, the message ACARS STBY appears
on the ECAM E/WD.
The reason for the VHF NO COMM condition may be seen on the ACARS DATA
FREQuency page (accessible via key 1L of the ACARS MISC page), e.g. a fre-
quency tuned, which does not match the area of the aircraft position (normally EU- *
ROPE). If the aircraft is on ground, the problem can be solved by the alignment of
* *
the IRS and - if the tuning mode is not automatic - by pushing key 6R AUTOMAT-
IC* on the ACARS Data Frequency page * *
The troubleshooting of a SAT NO COMM condition can only be Performed by the
BITE function of the Sat Com system.
*
The third line shows, whether DATA- or VOICE mode is active via VHF 3.
< *
The transfer between DATA (ACARS)- and VOICE mode for the VHF 3 is only
possible on the RMPs.
The fourth line shows a countup of unsent downlinks, which are defined to be sent
via VHF or SAT, and the center column (ROUTER) indicates the total countup of
unsent downlinks to be sent either via VHF or SAT.
ACARS OOOI Status pages

The ACARS OOOI STATUS 1/3 page is accessed by pushing the line key 3L from
the ACARS MISC page. There are three ACARS OOOI STATUS pages. On page
1/3, OOOI states which have not yet encountered time values are represented
with white dashes. When the aircraft transitions to one of these states, the time is
inserted as hhmm. The current state is indicated with an arrow in column 12 point-
ing to the appropriate state name. < *

23-24-8
A318/A319/A320/A321 23-24 ACARS
Figure 8: Power and Control
AC
103XP
115VAC 1 115VAC POWER INPUT
3
BUS1 2RB C/B
24-58-02 COM NAV/ACARS/MU 7 115VAC INPUT GROUND
121VU212
8 CHASSIS GROUND
AC
AA
AB
AUDIO SIDETONE HI 15A 9E HI SIDETONE FROM
OUTPUT LO 15B 9F LO TRANSCEIVER
VOICE/DATA MODE MONITOR INPUT THE ACARS MU CONTROLS THE VHF3 OPERATING MODE THROUGH THE VOICE/DATA
VOICE/DATA SELECT 7C 7E MODE DISCRETES:
VOICE/DATA MODE DISCRETE OUTPUT - GROUND: THE VHF3 OPERATES IN DATA MODE
7F
- OPEN CIRCUIT: THE VHF3 OPERATES IN RADIO MODE
DATA KEYLINE 7D 5H DATA KEYLINE
DATA KEYLINE RETURN 8D 7K DATA KEYLINE RETURN
DATA FROM XCVR

SELCAL OUTPUT HI 13A 9C HI
AND DATA OUTPUT LO 13B 9D LO THE ACARS MU AND THE GROUND EXCHANGE DATA VIA THE VHF3 SYSTEM. THE ACARS
MU:
DATA TO XCVR - TRANSMITS OF SDAC, AIDS AND THE CFDS DATA.
DATA HI 5A 9A HI - RECEIVES DATA FROM THE GROUND.
INPUT LO 5B 9B LO
DIGITAL FREQUENCY
SELECTION DATA OUTPUT
FREQ SELECT A 11A 7A A
B IN DATA MODE, THE FREQUENCY OF THE VHF3 IS CONTROLLED THROUGH THE ACARS MU.
INPUT PORT A 11B 7B B
KEY EVENT 1D 14K VHF XCVR KEY EVENT

PORT SELECT DFS PORT SELECT DISCRETE THE ACARS MU APPLIES A COMMAND TO SIGNAL TO THE VHF3 TO TAKE INTO ACCOUNT
11D 7C
DISCRETE ITS FREQUENCY INPUTS THROUGH THE PORT SELECT DISCRETE.
SCH03 AB
1RC3 XCVR 14B
VHF, 3
81VU127 23-12 14C AIRCRAFT TYPE CODE
14G
VOICE DATA A
MONITOR INPUT F
AUTO/MAN CHANNEL
7D
VOICE DATA G CHANGE OVER PROGRAM
SCH01 SELECT OUTPUT A
1RG1 RMP 11D PROGRAM PIN COMMON
COM/NAV FREQ SEL, 1
11VU210 23-13
VOICE DATA A
MONITOR INPUT F
VOICE DATA REMOTE VOICE/DATA SELECT THE RMPs CONTROL THE ACARS MU OPERATING MODE THROUGH THE REMOTE
G 5J
SCH01 SELECT OUTPUT A AA VOICE/DATA SELECT DISRETE.
1RG2 RMP
COM/NAV FREQ SEL, 2
11VU210 23-13
VOICE DATA A
SELECT OUTPUT G
1RB MU
VOICE DATA F ACARS
SCH01 MONITOR INPUT A 82VU128
1RG3 RMP
COM FREQ SEL, 3
20VU210 23-13

23-24-9
A318/A319/A320/A321 23-24 ACARS
ACARS ECAM Messages (Memo)

The messages are shown on the upper ECAM display (E/WD)
Figure 9: ECAM Messages

23-24-10
A318/A319/A320/A321 23-24 ACARS
Figure 10: ACARS MU Location
MU ACARS
(1RB)
A
SHELF 82VU
ELECTRONICS RACK 80VU

23-24-11
A318/A319/A320/A321 23-24 ACARS
Figure 11: ACARS Test via CFDS

23-24-12
A318/A319/A320/A321 23-28 Satellite Communications System
23-28 Satellite Communications System

System Presentation
Figure 1: MCS (Multi Channel Satcom) System Presentation

23-28-1
Figure 2: SATCOM Satellite Network System

23-28-2
MCS SATCOM General The SDU is connected to:

• the Air Data/Inertial Reference System (ADIRS) to provide the Beam Steering
SATCOM Presentation Unit (BSU) with relative azimuth and relative elevation command to let the
The SATCOM system provides voice and data communication links between the steerable beam pointing of the IGA for optimum reception and transmission,
aircraft and ground earth stations (GES) via geosynchroneous satellites. It pro- • the Centralized Fault Display Interface Unit (CFDIU) for BITE,
vides independent channels for the cockpit telephone system, the passenger tel- • the ACARS MU or the Air Traffic Service Unit (ATSU) when the VHF link with
ephone system and for ACARS/ATSU data. The system operates in the frequency ground station is not possible,
range of 1.5 to 1.6 GHz. • the Cabin Telecommunication Unit (CTU) for the cabin/passenger telecommu-
The function of the SATCOM system is the reception and processing of signals via nications equipment to make the best use of resources supplied by the SAT-
satellites supplying aeronautical services in the L-Band. Aero-I SATCOM lets the COM,
aircraft fly within spot beam coverage to transmit and receive multichannel voice, • the MCDUs to display call status information, system configuration information
fax, e-mail and circuit mode data services. Packet mode data services and emer- for the SDU,
gency calls are available world-wide in the global beam. The system Aero-I SAT- • the Multipurpose Disk Drive Unit (MDDU) located on the pedestal, used for up/
COM is composed of: download software,
• a Satellite Data Unit (SDU), • the Flight Warning Computer (FWC), to provide warnings and cautions during
• an Intermediate Gain Antenna (IGA). the flight,
• an High Power Amplifier (HPA) • the Audio Management Unit (AMU) to make audio transmission, calls are initi-
• a Beam Steering Unit (BSU) ated by selecting the associated SATCOM channel SAT 1 or SAT 2 transmis-
The SDU is the interface to other aircraft systems. It contains all data processing sion key on the Audio Control Panel (ACP),
functions, as well as the modems, channel tuning synthesizers, high stability ref- • the Landing Gear Control and Interface Unit (LGCIU) to transmit air/ground in-
erence oscillator, to/from intermediate frequency to/from L-band conversion and formation discrete outputs.
the High Power Amplifier (HPA) used to amplify the SDU generated L-band signal The RF signal is sent to the HPA through an attenuator and it is received from the
to a power level required for proper transmission to the satellite. Diplexer/Low Noise Amplifier (D/LNA).
SDU IGA (Intermediate Gain Antenna)
The SDU is the heart of the SATCOM system. It does most of the data-handling, The IGA is powered by the SDU, and is capable of operating with either 115V AC
protocol, modulation/coding and demodulation/decoding functions of the Aircraft or 28V DC. The IGA is an electronically steered phased array antenna. Simulta-
Earth Station (AES). neous transmission and reception of satellite signals (full duplex operation) gives
The SDU accepts data and voice messages from various sources of the aircraft, two bands of operation:
encodes and modulates this information for transmission, demodulates and de- • receive band, and transmit band. Beam steering of the antenna is done via se-
codes signals for output data or voice to use on-board the aircraft. The SDU pro- rial transmission of phase shifter data and RF signals from the SDU and recep-
vides overall control and monitoring, interface to other components of the system tion. The intermediate gain antenna supplies +6 dB nominal gain with near
and in addition to the ADIRS (Air Data Inertial Reference System) to obtain posi- hemispherical coverage.
tion and attitude changes for the antenna steering. At power-up and if NAV and The IGA has:
attitude data from ADIRS are available the SATCOM system will automatically log-
• a filter regulator to filter the DC power and data lines,
on to the SDU selected GES. SATCOM functions are programmed through the
owner requirement table (ORT) according to airline needs. The top mounted an- • an antenna control driver to make the logical control of the beam steering, and
tenna is fitted on the fuselage above the aft cargo door. also does the BITE functions of the IGA,

23-28-3
• a D/LNA to make the required transmit and receive filtering to get a common
internal antenna port while using separate transmit and receive lines into the
IGA,
• a feed network/array which contains the functional RF switching and radiating
elements for forming the beams.
High Power Amplifier (HPA)

The HPA is responsible for boosting the power of the signals received from the
SDU to the levels required for broadcast. (Integrated into the SDU on AERO I
SAT-COM System)
Beam Steering Unit (BSU)

The BSU contains the antenna power supplies and also the control interface and
monitoring circuitry. The antenna must track the satellite on present position of the
aircraft and also during position and attitude changes. The SDU provides the rel-
ative beam direction (azimuth and elevation) required from the aircraft location to
the BSU.(Integrated into the SDU on AERO I SAT-COM System)
Cabin Telephone Unit (CTU)

The CTU provides interface for the passenger telephone system.

23-28-4
Figure 3: SATCOM Presentation

23-28-5
Component Description Figure 4: Satellite Data Unit SDU
Satellite Data Unit

The SDU accepts data and voice messages from various sources of the aircraft,
encodes and modulates this information for transmission, demodulates and de-
codes received signals for output data or voice use on-board the aircraft. The SDU
provides the overall control and monitoring, interfaces to other components of the
system and in addition to the ADIRS to obtain position and attitude changes for
the antenna steering. At powerup and if NAV and attitude data from ADIRS 1 and
2 are available the SATCOM system will automatically log-on to a SDU selected
GES.
The front panel assembly contains a 20-character alphanumeric display for dis-
playing built-in test equipment (BITE) failure messages, system LRU part num-
bers, and the ORT identification. The display remains inactive when its
temperature is less than -10 degr.C (+14 degr.F) or higher than +50 degr.C (+122
degr.F). The panel also contains two momentary action pushbutton switches on
the front panel labeled TEST and CM/SCROLL. The TEST switch initiates BITE in
the SDU. The CM/SCROLL switch enables the alphanumeric display to scroll
through the BITE information and the software confirmation numbers.
Two red light emitting diodes (LEDs) on the front panel are labeled SDU FAILURE
and SYSTEM LRU. The LEDs indicate the BITE status of both the SDU and other
LRUs in the system. The front panel also contains an ARINC 615 data loader con-
nector and a primary cell for the real-time clock/calendar function of the processor
module.

23-28-6
High Power Amplifier Figure 5: High Power Amplifier HPA

The HPA provides RF power amplification of the L-band signals generated by the
SDU/RFU to a power level required for transmission to the satellite. The HPA is a
linear device capable of amplifying more than one signal at a time. An average of
40 watts RF output power is developed by the HPA while passing multiple signals
without generating excessive intermodulation products.
In addition to providing RF power amplification, the HPA must control output pow-
er to provide the desired Effective Isotropic Radiated Power (EIRP) from the AES.
The SDU controls the gain of the HPA over a 25 dB range in 1 dB increments via
the ARINC 429 interface. This enables automatic adjustment of signal strength to
compensate for a wide variety of conditions. The HPA also measures output pow-
er and available power and reports to the SDU, which uses the information to de-
termine if additional calls can be accommodated.
The front panel assembly contains a (PTT) switch to initiate BITE and a red (FAIL)
and green (PASS) LED to indicate BITE status. The front panel also contains an
ARINC 615 data loader connector and an RF monitor port.

23-28-7
Beam Stearing Unit Figure 6: Beam Steering Unit BSU

The BSU is used with electronically steered antennas and has two main functions.
It contains the antenna power supplies and the control interface monitoring circuit-
ry. The BSU translate antenna position data and beam change commands re-
ceived from the SDU in a standard digital format into signals needed to select
antenna elements in combinations that result in the beam pointing at the desired
satellite. The antenna-BSU-SDU combination always ensures that the beam is au-
tomatically pointed in the intended direction.
The front panel assembly contains a green and a red POWER LED on the left
side, to indicate the BSU power status (BSU input and internal supply voltage).
The front panel also contains three red FAIL LEDs on the right side, to indicate the
BSU, HGA and LNA fault status.

23-28-8
Diplexer / Low Noise Amplifier Figure 7: Diplexer/Low Noise Amplifier D/LNA

The diplexer is a three-port RF device (antenna, transmit, and receive), which pro-
vides signal routing and filtering functions. Signals in the receive band are routed
from the antenna port to the receive port. Transmit signals are routed from the
transmit port to the antenna port. The receive path filters the transmit signal and
other out-of band signals to prevent the LNA and other receive side components
from being driven into nonlinear operation. The transmit path filters receive band
signals so that noise and spurious signals from the HPA do not increase the noise
floor of the receiver.
The LNA establishes the noise floor of the communication system by boosting the
signals and noise received from the antenna to a level much greater than the noise
level of subsequent components in the receive path. The LNA provides at least 55
dB gain and a noise factor of less than 0.8 dB. A diplexer/LNA is required for each
external antenna.

23-28-9
Intermediate Gain Antenna Radiating elements, phase shifters, corporate feed (power splitter/combiner), and
The IGA is a top-mounted low profile plate antenna array. associated driver circuitry are integrated within a low profile, aerodynamically
shaped radome structure. The IGA provides +6 dBic nominal gain with near hem-
Weight : 10.9 Kg (24.00 lbs). Operating altitude: up to 50,000 ft. (15239.72 m) ispherical coverage. Simultaneous transmission and reception of satellite signals
Temperature range: -55 deg.C (-67.00 deg.F) to 70 deg.C (158.00 deg.F) . is provided. The BSU and DIPL/LNA are located external to the main antenna
structure and within the main aircraft structure.
Antenna gain: 6 dBic.
Figure 8: Intermediate Gain Antenna IGA

23-28-10
RF Attenuator Figure 10: SATCOM Rack

Due to defined output power of the SDU (15 +/-2dBm) and problems of dynamic
range for amplification of the RF signal within the HPA, it was decided by the AR-
INC 741 Subcommitee to define the cable loss of 19 to 25 dB between the SDU
and the HPA. This rather high cable loss has been defined due to very long RF-
cables on different aircraft installations (e.g. MD-11). But if the HPA is situated
very close to the RFU (A320 and B747) it is necessary to add an attenuator which
has to be defined by the AES installer (Airbus Daimler-Benz).Equipment Cooling
Equipment cooling
to achieve an acceptable operating temperature for the LRU’s installed on the
SATCOM rack in the bulk cargo bay is provided by the air conditioning system. It
has to be noted, that on ground the Cabin Fans should be ON if the SATCOM sys-
tem is operating with APU not running and no forced air of an external air supply
is available.
Figure 9: Equipment Cooling

23-28-11
Cockpit Telephone Installation (Swiss) Figure 12: SATCOM Cockpit Handset

Same A320 Family Aircraft are equipped with SATCOM handset in the cockpit.
The SATCOM handset is mounted on the pedestal rear wall, RH side opposite the
PA handset and connected to an analog output of the Satellite Data Unit. (SDU)
Circuit Breaker for the handset is located on the Fwd Galley CB panel 2000VU
Figure 11:

23-28-12
A318/A319/A320/A321 23-32 Prerecorded Announcement & Boarding
23-32 Prerecorded Announcement & Prerecorded Announcements Operation

During the initialization, the Light Emitting Diode (LED) display on the audio mod-
Boarding Music ule is not shown. The least significant digit LED of the announcer display on the
audio module in the FAP will show "0" when the initialization is complete. The op-
eration procedures to program and play the announcements are controlled via
General keys on the audio module in the FAP:
The function of the Prerecorded Announcement and Music (PRAM) reproducer is ENTER:
to play prerecorded messages. It also plays Boarding Music (BGM) programs on
a cassette tape to the passengers through the aircraft Passenger Address (PA) When the ENTER pushbutton is pushed, the cursor moves into the MEMO 1 po-
system. The PRAM is controlled by the audio module, which is a part of the For- sition. The required message is keyed-in on the keyboard and appears on the
ward Attendant Panel (FAP). It is installed in the cabin at the forward attendant MEMO 1 display. When the ENTER pushbutton is pushed again, the keyed-in
station. The PRAM and the audio module are connected with two ARINC 429 data data is accepted. The READY light comes on when the PRAM has found the cor-
buses through the Cabin Intercommunication Data System (CIDS) active director responding announcement. The required messages for the MEMO 2 and 3 dis-
(DIR) to receive and transmit control data. The PRAM reproducer is installed in the plays are keyed-in the same way as for the MEMO 1 display. The messages
aft avionics compartment in a 4 MCU (ARINC 600) box. keyed-in into the MEMO 1, 2 and 3 display are alternately played from tape deck
A and B.
Prerecorded Announcement CLEAR:
The PRAM reproducer has two cassette decks. Up to 256 prerecorded announce- When the cursor has moved into the related position (MEMO 1, 2 or 3) and the
ments are stored on two tapes in the prerecorded announcement reproducer CLEAR pushbutton switch is pushed, the display clears.
(each minimum 30 s). The PRAM has the capability to produce an emergency an-
START NEXT:
nouncement in the event of a rapid cabin decompression.
When the START NEXT pushbutton switch is pushed the message shown on the
An emergency announcement is stored in a solid state stored voice. A ground sig-
MEMO 1 display moves up to the ON ANNOUNCE display. The MEMO 2 display
nal from a rapid decompression, triggers, the emergency announcement. All func-
message then moves up to the MEMO 1 display. The message shown on the
tions are remotely controlled from the audio module in the FAP (except the output
MEMO 3 display moves up to the MEMO 2 display.
level of normal and emergency announcements). They are adjustable at the front
of the reproducer. The prerecorded announcements can be controlled from the START ALL:
audio module in the FAP. All messages keyed in into MEMO 1, 2 and 3 will be announced continuously until
the last announcement has finished.
Boarding Music (BGM)
STOP:
There are two sources for the BGM: the PRAM and the Passenger Entertainment
System (PES) audio reproducer. The choice of the BGM channels is established When the STOP pushbutton switch is pushed, the message announcement stops
by each customer. The two cassette decks in the PRAM, give four music chan- immediately.
nels. The cassette tapes are used alternately. When one is playing the other one
rewinds in order to give continuous play. Both reproducers are controlled from the
audio module installed on the FAP. The PRAM is automatically initialized at air-
craft power-up when the reproducer receives 115V AC. The PES audio reproduc-
er is powered when the PES ON/OFF pushbutton is selected on the audio module
in the FAP.

23-32-1
BGM Operation Options

The BGM from the PRAM or the PES audio reproducer, when it is installed, is con- The No Smoking (NS) and Fasten Seat Belt (FSB) announcements can be stored
trolled from the audio module in the FAP with the following keys: in the PRAM and can automatically be broadcast through the PA system in the
ON/OFF, SEL and VOLUME. cabin when the NO SMOKING and SEAT BELTS switches are set to AUTO posi-
tion in the cockpit, and the landing gear and/or flaps/slats conditions are met.
ON/OFF:
When the ON/OFF pushbutton switch is pushed, the light in the pushbutton switch
comes on. Channel 1 is automatically displayed on the BGM channel display.
When the ON/OFF pushbutton is pushed again, the light goes off.
SEL:
When the SEL pushbutton switch is pushed, the system selects one of the avail-
able channels. These are displayed in a numerical ascending code (four channels
in the mono mode, two in the stereo mode).
VOLUME:
The LEDs on the volume display show the volume level (2 dB steps). When the
(-) pushbutton switch is pushed the volume level decreases. When the (+) push-
button switch is pushed the volume level increases.
Codes Displayed on “ON ANNCMT” Display

• E 1 Error in first status message search in respond to SEARCH NEXT com-
mand.
• E 2 Error in second status message search in response to SEARCH RSV 1
command.
• E 3 Designated message does not exist. This error number is displayed when
the message number indicated by a SEARCH NEXT or SEARCH RSV 1 com-
mand is higher than the highest message number recorded on the tape. This
error number is also displayed when the PRAM’s front panel TEST switch is
set and the TAPE INITIAL and SEARCH commands are sent from the AMCU
to the PRAM.
• E 4 Error in emergency tape message search.
• E 5 Parity check error in received data word.
• E 6 Not defined.
• E 7 Not defined.
• E 8 Equipment identification words (Label 377) from the AMCU not received by
the PRAM.
• E 9 Equipment identification words (Label 377) from the PRAM not received by
the AMCU. (Audio Module Control Unit)

23-32-2
Figure 1: Prerecorded Announcement & Music Tape Reproducer System

23-32-3

23-32-4
A318/A319/A320/A321 23-33 Passenger Entertainment
23-33 Passenger Entertainment PRAM

The PRAM can be:
• an audio tape reproducer,
Passenger Entertainment System General • a compact disc reproducer,
The Passenger Address (PA) and entertainment system comprises the following • a flash card directly plugged in the Flight Attendant Panel only.
basic functions: Reproducers or flash card contain prerecorded announcements and BGM sup-
• Passenger Entertainment System (PES), plied to the CIDS DIRs. The announcements are also sent to the MAIN MUX. The
• PES video, PRAM is controlled from the FAP.
• PRerecorded Announcements and Music system (PRAM).
Main Multiplexer
The PES comprises the PES music, the PA announcement and the passenger
service. The MAIN MUltipleXer generates a Radio Frequency (RF) signal which contains
the audio information from the audio reproducer(s), and video System Control Unit
PES (SCU), Passenger Address (PA) announcements from the Cabin Intercommuni-
cation Data System (CIDS) and video signals from the video SCU. If PA an-
The PES transmits prerecorded music programs, PA information, video and video
nouncements are to be made, the CIDS sends a keyline signal to the audio
sounds to the passengers. The audio signals can be heard through headphones
reproducer and to the Video Tape Reproducers (VTRs) , through video SCU, to
connected to the Passenger Control Units (PCUs). The PCU allows several music
stop them.
channels and video audio channels to be selected and the volume to be adjusted.
The PCU also allows the reading lights and passenger calls to be remotely con- A coaxial cable transmits the RF signal to the Seat Electronic Boxes (SEBs), ac-
trolled through the Passenger Services System (PSS). All prerecorded announce- cording to the zone selection through the Wall Disconnect Boxes (WDBs). The
ments (video and sound) and the PA messages, heard in the headphones through SEBs only transmit the selected audio signal to the headsets through the Passen-
the PCUs, have priority over the music and video sound entertainment channels. ger Control Unit (PCU). A zone selection, for PA announcements and video
The PA announcements and messages are also broadcast through the loud- sounds, for a maximum of 2 zones, is made through keylines. Passenger Services
speakers and headsets, via the Cabin Intercommunication Data System (CIDS). System (PSS) digital data is exchanged between the MAIN MUX and the PCU.
The MAIN MUX transmits this data through an ARINC 429 data bus to the CIDS
The PES audio reproducers supply music channels to the MAIN MUltipleXer
directors (DIRs).
(MAIN MUX) and BoardinG Music (BGM) channels to the CIDS directors (DIRs).
The CIDS broadcasts the BGM through the loudspeakers. BGM channel and vol- Wall Disconnect Boxe (WDB)
ume control is performed on the Flight or Forward Attendant Panel (FAP). The
MAIN MUX is connected to the CFDS via the CIDS DIRECTOR to ensure the PA Each WDB supplies a maximum of 2 SEB columns.
BITE function.
Seat Electronic Box (SEB)
PES Video The SEB changes the combined RF audio signal back to its original analog form
The PES video shows prerecorded video movies and video announcements and only transmits the selected program to the PCU. Each SEB supplies a maxi-
through different Display Units (DUs) in the passenger compartment. The video is mum of 3 PCUs. The SEBs receive PCU selected data and transmit it to the CIDS
transmitted to the video System Control Unit (SCU) from the Video Tape Repro- DIR, through the WDB and the MAIN MUX.
ducers (VTRs). The video sound is transmitted to the MAIN MUX and to the CIDS.
Therefore video sounds can be heard from the headset through the PCU or from
the loudspeakers. The in-seat video DUs are supplied through the MAIN MUX.

23-33-1
Passenger Control Unit (PCU)

The PCU allows the passengers to select the channel, to adjust the volume and
to hear music and video sounds. Each PCU has a stereophonic transducer to
drive a stereo pneumatical headset, or a jack for an electrical headset, or both.
Audio Reproducer
The audio reproducers provide different music programs from cassettes tape or
compact disks, to the MAIN MUX. The audio reproducers also send one music
program, among 4 music programs, for BoardinG Music (BGM), to the CIDS DIRs.
The BGM program selection is done through 3 keylines from the CIDS DIR. BGM
program selection and volume are controlled from the Flight or Forward Attendant
Panel (FAP).
BITE
The BITE is used for detection and isolation of system and component faults. All
BITE data of the Passenger Entertainment System (PES) music is assembled in
the MAIN MUX. It transmits the BITE data through an ARINC 429 data bus to the
Centralized Fault Display System (CFDS). The BITE data transmission to the
CFDS is made continuously in normal mode and on request in interactive mode.
In interactive mode, the BITE is connected to the MCDU through the CFDS. The
MAIN MUX starts an automatic self-test after power-up and a manual self-test af-
ter transmission of the related MCDU commands.

23-33-2
Figure 1: Entertainment System Presentation

23-33-3
Figure 2: Main Multiplexer

23-33-4
Figure 3: Component Location & possible Seat Layout
TO 8 0 V U
A CA ASSY WDB-MM
80VU
FR24A CA ASSY WDB-WDB
Z120
88VU
FR1 D B
WDB
CA ASSY WDB-SEB
B
D PES MAIN
M U LT I P L E X E R
PA S S E N G E R E N T E RTA I N M E N T 8MK
C D - AU D I O R E P RO D U C E R
10MK
CA ASSY SEB-SEB
SEB

23-33-5
Figure 4: Seat Components
PA S S E N G E R CHANNEL SELECT
C O N T RO L SWITCH, UP
ELECTRICAL
UNITS E X A M P L E T R I P L E S E AT HEADSET JACKS
(PCU)
201MK CHANNEL
DISPLAY
WA L L
VOLUME CONTROL
DISCONNECT SWITCH, UP
B OX ( W D B )
50MK
PA S S E N G E R
C O N T RO L E X A M P L E T R I P L E S E AT
UNITS
(PCU)
200MK
S E AT
E L E C T RO N I C
B OX ( S E B ) CHANNEL SELECT
SWITCH, DOWN
100MK
VOLUME CONTROL
SWITCH, DOWN
S E AT
E L E C T RO N I C
B OX ( S E B )
100MK
WA L L
DISCONNECT
B OX ( W D B )
50MK
Seat Electronic Box
NYLATCH
Wall Disconnect Box

23-33-6
A318/A319/A320/A321 23-34 Passenger Information System (Airshow)
23-34 Passenger Information System Presentation

The Passenger Visual Information System (PVIS), provides continuously updated
(Airshow) flight and destination information to the passengers on the video Display Units
(DUs). Information is given to the passengers either in text form or/and in multi-
colored maps.

23-34-1
Passenger Visual Information System Description (OPTION) • the present aircraft position on differently scaled maps
• special points of interest along the flight path on a map.
DIU
The PVIS comprises the Digital Interface Unit, (DIU) installed in the electronics ADIRS
rack 88VU in the rear of the electronics compartment and the remote control unit The Air Data/Inertial Reference Unit (ADIRU) 2 is connected to the DIU through
(RCU also called Airshow Control Unit (ACU) installed in the video control center two unidirectional ARINC 429 data buses: an ARINC 429 low speed data bus
in the most forward of the LH overhead stowage compartments. transmits the actual air data, an ARINC 429 high speed data bus transmits the in-
The DIU is the main computer of the PVIS. It is connected to the aircraft avionics ertial reference data.
systems and to the Passenger Entertainment System (PES) video. The DIU inter-
faces with:
FMGS
• the Air Data/Inertial Reference System (ADIRS), The Flight Management and Guidance Computer (FMGC) 2 is connected to the
DIU through an unidirectional ARINC 429 data bus, in order to send data to the
• the Flight Management and Guidance System (FMGS),
DIU. Certain parameters requiring an input (destination, flight time,...) can be en-
• the PES video, tered either by the cabin staff or loaded from FMGC.
• the Centralized Fault Display System (CFDS).
The DIU processes all the information and selects the appropriate maps and CFDS
points of interest stored in its memory. The DIU is also connected to other sys- The Centralized Fault Display Interface Unit (CFDIU) is connected to the DIU
tems: through a unidirectional ARINC 429 low speed data bus for maintenance purpos-
• the Air Traffic and Information Management System (ATIMS), es.
• the cabin management system. ATIMS/ACARS MU
The DIU is supplied with 28V DC and powered via the Video Control Center (VCC) The Air Traffic Service Unit (ATSU)or ACARS MU is connected to the DIU through
master switch. an ARINC 429 low speed data bus. The ATSU allows connecting gate, arrival in-
NOTE: The DIU brings digital data stored in its internal memory (CD-ROM). formation, messages and other data to be up-linked from ground stations.
Remote Control Unit (RCU) Cabin Management System

The RCU is the input unit on which the shown information is selected by the use The cabin management system is connected to the DIU through an ARINC 429
of menus. Its front plate has four P/BSW (membrane switches) in line under an low speed data bus. The cabin management system controls and monitors the
LCD for control. The P/BSW are used for the selection of the menu items. PVIS by means of the lap top computer.
The subsequent information can be selected and shown to the passengers:
Operation
• the airline logo or other symbols
The DIU reads data from the FMGCs and the ADIRUs through ARINC 429 data
• the present aircraft ground speed
buses. These data are used for DIU memory access from where information is
• the time required to reach the destination processed, formatted and transmitted as a video signal to the PES video. The vid-
• the present flight altitude eo System Control Unit (SCU) transmits this information to the DUs to be shown.
• the outside air temperature
• the local time at the destination airport BITE
• the flight route already completed on differently scaled maps A test is done automatically at power-up or manually from the control unit. The re-
sult of this test is transmitted to the video SCU.

23-34-2
Figure 1: Airshow System Presentation

23-34-3
A
80VU
FR24A
88VU
Z120
D
FR1
D B
D I G I TA L I N T E R FAC E
UNIT (190MH)
C
R E M OT E C O N T RO L
UNIT (191MH)
FR20

23-34-4
Training Manual
A318/A319/A320/A321 23-35 Cabin Telecommunications System
23-35 Cabin Telecommunications System stalled codec.The CTU option which allows the connection of the two MCS-3000
analog channels in parallel with optional cockpit handsets and/or Audio Manage-
ment System is shown here.
The Cabin Communications System (CCS), in conjunction with the MCS SAT- The Cabin Distribution System (CDS) consists of two Zone Telephony Boxes
COM avionics a space segment (satellites) and a worldwide network of ground (ZTB), and a number of Seat Telephony Boxes (STB), providing an E1 interface
stations, provides cabin services such as telephone, facsimile, and other commu- between the CTU and the telephones. The E1 interface was developed by the
nication interfaces. Cabin communications are accomplished with both digitally Council of European Posts and Telegraphs (CEPT). The E1 interface is the Inter-
connected phones and analog connected phones, The user interface with digitally national Telegraph and Telephone Consultative Committee (CCITT) recommen-
connected phones is handled by the Cabin Telecommunications Unit (CTU). The dation.
SDU has provisions to support up to two analog connected channels, one per in-
Figure 1: Cabin Communications System

23-35-1
Training Manual
Component Description & Location Zone Telephony Box ZTB

Each ZTB has an interface to the CTU as well as the first Seat Telephony Box
Cabin Telecommunications Unit CTU (STB) each column (it supports four columns). The ZTB is passive. It provides a
The CTU is an intelligent telephony switch that controls and routes calls from air- physical distribution point for wiring convenience.
craft passengers through the Cabin Distribution System (CDS) to the MCS SAT- It also routes 115 VAC 400 Hz power to the STB loops. Each loop can have a max-
COM system. The CTU is not flight critical. It supports up to 8 digital telephony imum of 20 STBs. However, due to ZTB II power distribution no more than 20
interfaces in this release. STBs can be installed on each side of the box.
The front panel assembly contains a PUSH TO TEST switch to initiate a BITE. A If a loop does not have any STBs a loopback plug must be placed on the ZTB-STB
green POWER LED a yellow ACTIVE LED and a red ALARM LED will indicate loop connector to complete the circuit.
BITE/system status. The front panel also contains a RS 232 PC-connector.
No status indicators are available on a Type II ZTB.
Figure 2: Cabin Telecommunications Unit CTU
Figure 3: Zone Telephony Box ZTB

23-35-2
Training Manual
Seat Telephony Box STB Handset (Type III)

A single STB controls as many as three Type Ill handsets. The STB converts an- The Type III handset is a component of the Cabin Communications System. It con-
alog voice and data signals from the Type Ill handset and multiplexes the signals sists of a handset and cradle with connections to a Seat Telephony Box (STB)
on to an E1 interface. It also converts digital pulse code modulation (PCM) infor- through a cord reel. It is the interface device between the user and the STB. It
mation from the E1 interface to analog voice and data signals to drive Type Ill communicates on a two-wire full-duplex asynchronous digital data interface.
handsets and modems. Separate transmit and receive lines are used for this function.
There is a green POWER LED, a yellow ACTIVE LED and a red ALARM/FAULT A magnetic-reed switch will indicate to the STB that the handset has been re-
LED on the front panel available to indicate system status. moved from the cradle.It contains a 2x12 character LCD-display providing differ-
Figure 4: Seat Telephony Box STB ent informations to the user. It also contains three LED status indicators on the
back of the handset meaning;
green - ready (CALL)

amber - wait (WAIT)
red - error (PAGE)
Figure 5: Handset (Type III)

23-35-3
Training Manual

23-35-4
A318/A319/A320/A321 23-36 Passenger Information (Video)
23-36 Passenger Information (Video) can hear the video sounds through headsets connected to the Passenger Control
Units (PCUs) or from the loudspeakers. Each Passenger Address (PA) announce-
ment overrides the PES video sounds in the related zones and stops the VTRs.
General A ground signal from the cabin decompression sensor is connected to the SCU.
In case of a rapid cabin decompression, the video SCU stops the video transmis-
The Passenger Entertainment System (PES) video provides prerecorded video
sion and controls the retraction of the DUs installed in the hatrack. The interface
programs through the LCD-monitors, which are installed in the cabin as Hatrack
between the optional Cabin and Passenger Management System (CPMS 23-74)
Mounted Display Units (HMDU). The video sound, heard from the cabin loud-
and the video SCU allows the following functions:
speakers, is sent through the CIDS (Ref. 23-73).
• remote control of the video system, camera control unit and Passenger Visual
The PES video has the subsequent primary units: Information System (PVIS),
• one System Control Unit (SCU) 11MH, installed in the video control center in • display of news and advertisements provided by the CPMS,
the first FWD overhead stowage compartment on the LH side of the cabin.
• preview of video programs.
• one Video Tape Reproducer (VTR) 12MH, installed in the video control center
The PVIS is an option that receives information which is processed, formatted and
• two cassette storages, installed in the video control center
transmitted as video signals to the video SCU. It transmits this information to the
• 20 Tapping Units (TU) 5OMH, installed in the passenger-compartment lateral DUs. Optional video cameras convert optical images into video signals compatible
wall with the video system. This signal is sent to the video SCU and can be shown on
• 22 Hatrack Mounted Display Units (HMDU) 100MH, with retracting mecha- the DUs. The cameras can be remotely controlled from the CPMS.
nism, installed in the passenger-compartment lateral hatrack
There is a reduced number of TU’s and HMDU’s on the A32O/A319. Tapping Unit (TU)
The TUs distribute the video signals to the DUs in each cabin zone. Each TU can
Video Tape Reproducer (VTR) supply a maximum of 2 displays via connectors B & C. The first tapping unit of
The VTR supplies audio and video signals to the video SCU. The VTRs are re- each data-line receives the video and control data sent from the SCU and 115VAC
motely controlled from the video SCU. On the front panel of the VTRs, all the op- through connector A. The same data is connected through connector D to the next
eration controls are installed. The following video systems are possible: tapping unit input-connector A. The last tapping unit ends with a termination plug
• VHS, SVHS, BETA, VIDEO 8, high band video 8. connected to connector D. Each tapping unit has an 8-bit internal DIP-switch to
give a unique address to the unit. This enables the SCU to control each HMDU
The following signal formats are possible: individually.
• PAL, SECAM, NTSC.
BITE
VCC The BITE is assembled into the video system. All the PES video BITE data is
The video System Control Unit (SCU) with the Video Tape Reproducers (VTRs) transmitted through an ARINC 429 data bus to the MAIN MUX via the CIDS DIRs.
compose the Video Control Center (VCC). The video SCU controls the Passenger The MAIN MUX sends this data through an ARINC 429 data bus to the Centralized
Entertainment System (PES) video. The video SCU receives video and audio sig- Fault Display System (CFDS). The video SCU starts an automatic self-test after
nals from the VTRs. It generates a Radio Frequency (RF) signal which contains power-up and a manual self-test after transmission of the MCDU command. In
the video signals and sends it through the Tapping Units (TUs) to the related Dis- CFDS interactive mode, the BITE is connected to the MCDU through the CFDS,
play Units (DUs). to show the maintenance data, start a test or to show the Line Replaceable Unit
The video SCU sends the video sounds to the Main Multiplexer (MAIN MUX) and (LRU)identification. The BITE failure transmission to the CFDS is made continu-
to the Cabin Intercommunication Data System (CIDS) directors. The passengers ously in normal mode, and on request in interactive mode.

23-36-1
Display Units in the viewing position, and de-energized in the stowed position. The DUs move
DUs are installed in the cabin. Each DUs is connected to the nearest TU. automatically into the stowed position when:
• an electrical power loss occurs for more than 200 ms,
Each DU can operate with these formats: PAL, SECAM, NTSC.
• a mechanical resistance occurs while the DU moves down,
A retraction/extention mechanism is used to move the overhead DUs, installed in • a rapid cabin decompression occurs,
the hatrack, into stowed or viewing position. Each DU is automatically energized
• the VCC master switch is switched off.
Figure 1: Hatrack Mounted Display Units (HMDU)

23-36-2
Figure 2: Video Entertainment System

23-36-3
FR24 FR31 FR38 FR44 FR48 FR53 FR59

F
A
F
50MH1 50MH5 50MH9 50MH13
(50MH2) (50MH6) (50MH10) (50MH14)
50MH3 50MH7 50MH11
(50MH4) (50MH8) (50MH12)
F-F TA P P I N G U N I T 5 0 M H FR23
SECTION
A
E E C
FR20
D
E 13MH
EXAMPLE
TA P P I N G
UNIT
B
50MH
D 12MH D
V I D E O TA P E
B
REPRODUCER CASSETTE
12MH C S TO R AG E
13MH
SYSTEM CONTROL
UNIT 11MH

23-36-4
A318/A319/A320/A321 23-42 Cockpit to Ground Crew Call System
23-42 Cockpit to Ground Crew Call

System The ground crew call system enables crew member to ground mechanic or ground
mechanic to crew member calls.
Figure 1: Presentation

23-42-1
A318/A319/A320/A321 23-42 Cockpit to Ground Crew Call System
Ground Mechanic to Cockpit Call Figure 2: Ground to Cockpit / Cockpit to Ground Call Schematics
The MECH light flashes amber on all ACPs and a buzzer is heard.
An action on the RESET key of any ACP will make all the MECH lights go off.
7WW
MECH lights go off automatically after 60 sec if the call is not cancelled by the RE- CAPT LOUDSPEAKER
SET key.
Cockpit to Ground Mechanic Call FWC

WW
The horn sounds as long as the CALLS/MECH pushbutton is pressed in, and the 8WW
F/O LOUDSPEAKER
cockpit CALL blue light on panel 108 VU stays on.
DC 10WC
The RESET pushbutton makes the COCKPIT CALL light go off. COCKPIT CALL
P/B SW AMU
MEC
Additional Warnings 1RN ACP
The HORN can also be activated by the following warnings: GROUND MECHANIC - TO - CREW MEMBER CALL
• APU fire on ground

• BLOWERS LO FLOW on ground with engines shut down
• ADIRS ON BAT on ground with engines shut down.
702PP
28VDC 15WC
4WC
2WC MECH CALL
HORN SUPPLY
HORN
LGCIU1
GND
FLT
5GA1 1WC
CALLS/MECH
P/B SW
16WC
L & R MLG FLT CTLD
DC
12WC 14WC
6WC COCKPIT CALL
RESET IND LT SUPPLY
P/B SW IND LT
8WC
HORN SUPPLY RESET
BLOWER LO FLOW
ADIRS ON BAT
APU FIRE
CREW MEMBER - TO - GROUND MECHANIC CALL

23-42-2
A318/A319/A320/A321 23-51 Audio Management
23-51 Audio Management

Audio Integrating System Presentation
The Audio Management Unit (AMU) is the heart of the Audio Integrating System.
(AIS) The AMU acts as an interface between the users and the various radio com-
munication and navigation system. The AMU centralizes the audio signals used
by the crew. The Audio Management Unit manages the audio input/ouput signals
of the acoustic equipment according to the orders given through the Audio Control
Panels.
The audio management system provides:
• radio communication and navigation for crew utilization
• flight interphone system
• selective calling system (SELCAL),
• visual indication of ground crew and cabin attendant calls.
• Interface with the Cockpit Voice Recorder. (CVR)
Acoustic Equipment
The acoustic equipment is composed of headset, boomset, oxygen mask micro-
phone, hand microphone and two loudspeakers.
Except for the 4th occupant which has only a jack box.
Transmission
In transmission mode, the AMU collects microphone inputs of the various crew
stations and directs them to the communication transceivers.
Reception
In reception mode, the AMU collects the Audio outputs of the communication
transceivers and navigation receivers and directs them to the various crew sta-
tions.

23-51-1
Figure 1: Audio Integrated System Presentation

23-51-2
ACP Description Reception Knobs

Fifteen pushbutton knobs are used to select reception and adjust the volume of
Transmission Keys received signals. When the reception channel is selected the pushbutton knob
Eight rectangular electronic keys are used for selection of the transmission chan- pops out and illuminates white.
nel. Only one transmission channel can be selected at a time. For transmission,
the microphone key must also be pressed. Figure 2: Audio Control Panel (ACP) without SATCOM integration

23-51-3
Interphone / Radio Selector Switch Reset

The lnterphone/Radio selector switch permits the utilization of interphone or radio, The RESET key is used to cancel all the lighted calls.
when the boomset or oxygen mask are used by the crew. The INT position allows MECH and ATT lights go off automatically after 60 sec. if the call is not cancelled
direct flight interphone transmission whatever the transmission key selected. The by the RESET key.
neutral position allows reception only. The RAD position is used as a push-to-talk
switch when a transmission key is selected. Passenger Address
Voice Filter A key enables selection of the Passenger Address transmission. This key should
be pressed in during the whole transmission.
A voice filter can be used on the ADF and VOR channels. When used, the identi-
fication signals transmitted by the navaids are greatly attenuated (32 dB) so as to
hear only voice signals. ON comes on green when the voice filter is in service, ON
Figure 3: ACP with SATCOM Integration
VOICE key pressed in.

23-51-4
Audio Switching The 3rd occupant Audio equipment cannot be used.

The AUDIO SWITCHING selector is used in case of communication failure on The message “AUDIO 3 XFRD” is displayed in green on the ECAM MEMO display
captain or first officer channels. (Captain or First Officer ACP Failure)
F / 0 3 Position
Norm Position In this selector position, the first officer is switched on the 3rd occupant ACP.
This position corresponds to the normal allocation of the ACPs. The first officer uses the 3rd occupant ACP and his own equipment.
Capt 3 Position The 3rd occupant Audio equipment cannot be used.
In this position, the captain will use the 3rd occupant ACP and his own equipment. The message “AUDIO 3 XFRD’ is displayed in green on the ECAM MEMO display.
Figure 4: Audio Switching

23-51-5
ACP-AMU Link
Three to five identical ACPs can be installed.
They are linked by an ARINC 429 bus to the corresponding audio cards fitted in
the Audio Management Unit.
ACP-AMU link is done by ARINC 429 buses.
Only digital data are exchanged between the AMU and the ACPs.
There are no audio signals inside the ACPs.
AMU Layout
Various functions such as switching, filtering and amplification are performed in-
side the AMU. The AMU includes several identical audio processing cards, one for
each ACP.
Volume Control
The volume control function is achieved by digital transmission of the knobs posi-
tion to the AMU. Volume control is achieved inside the AMU.
VHF volume cannot be set below a minimum level.

23-51-6
Figure 5: Audio Management Unit (AMU) - Interfaces

23-51-7
SELCAL Philosophy using the RESET key on one ACP, or selecting the called channel and activating
the Push To Talk (PTT).
General
The SELective CALling (SELCAL) and CALL functions are done in the Audio Man-
agement Unit (AMU) by the SELCAL/CALL card. This card receives SELCAL calls Figure 6: SELCAL Composition of a Call Signal & Ground Equipment
from the ground stations via the communication channels, a SELCAL code from
the SELCAL code panel, calls from the ground crew and the attendant stations
and sends visual and aural warnings.
SELCAL Code Panel

The SELCAL code panel is used to program the SELCAL code assigned to the
aircraft. This panel is a rectangular box in compliance with ARINC 714. The front 0.2S ± 0.1S
face features:
• 4 knurled knobs for selection of a code made up of 4 letters from amongst the 1S ± 0.25 S 1S ± 0.25 S
following: A - B - C - D - E - F - G - H - J - K - L - M- N - P - Q - R - S.
• A plexiglass cover over the knurled knobs which protects the displayed code. A C
The operator can read the code through the cover.
The rear face is equipped with a round connector for connection to the aircraft
electrical network. In accordance with the BCD code, each of the knurled knobs B D
opens the various circuits or connects the various circuits to the ground. This se-
lects the different frequency filters assigned to the considered codes.
COMPOSITION OF A CALL SIGNAL
When this circuit is connected to the ground or supplied with a voltage of +3.5 V a
logic 0 is obtained. This corresponds to circuit operation.
When the circuit is open or has a resistance greater than 50000 ohms a logic 1 is
obtained. This corresponds to non operation of the circuit.
SELCAL Operation
The aircraft receivers detect and capture the call signals transmitted by the ground
stations (VHF or HF). Once detected, the signals are sent to the AMU SELCAL
card. The SELCAL/CALL card has 7 inputs connected to the communication re-
ceiver SELCAL outputs. These inputs are permanently scanned, and when a SELCAL VHF OR HF
ENCODER TRANSMITTER
SELCAL signal is present, a comparison is made with the code programmed on
the SELCAL code panel. When the 2 codes agree, a message is sent to the vari-
ous Audio Control Panels (ACPs), via the corresponding audio cards. On the
ACPs, the CALL light, corresponding to the communication channel used, flashes
amber. At the same time, data is sent to the Flight Warning Computers (FWCs).
The FWCs send an audio call buzzer to the loudspeakers. The call is cancelled

23-51-8
Figure 7: SELCAL System Presentation

23-51-9
SELCAL Ground Call and Attendant Call

Ground Call
Two types of calls may be received by the SELCAL/CALL card:
• ground call and,
• cabin attendant call.
When the cockpit call pushbutton, located on the external power control panel, is
pressed, ground information is sent to the SELCAL/CALL card and to the FWC.
The FWC activates the buzzer signal through the loudspeakers. The SELCAL
card sends a signal through the various audio cards to the ACPs. The MECHani-
cal legend flashes amber for 60 seconds on the ACPs. The visual call is automat-
ically cancelled and the circuit reinitialized after 60 seconds or when the RESET
pushbutton is pressed in, on any ACP. The automatic reset may be cancelled with
the AMU pin programming.
Attendant Call
When a call is made from a cabin attendant station, the Cabin Intercommunication
Data System (CIDS) generates ground information to the SELCAL/CALL card and
to the FWC. During one second, the FWC activates the buzzer signal through the
loudspeakers. The SELCAL/CALL card sends a signal through the various audio
cards to the ACPs. The ATTendant legend flashes for 60 seconds on the ACPs.
The visual call is automatically cancelled and the circuit reinitialized after 60 sec-
onds or when the RESET pushbutton is pressed in, on any ACP. Information is
also sent to the CIDS for re-initialization. The automatic reset may be cancelled
with the AMU pin programming.

23-51-10
Figure 8: Ground Call and Attendant Call

23-51-11
Flight Interphone System

The flight interphone system provides Interphone-communication between the
various cockpit stations and also with the interphone plugs of the avionics bay and
panel 108 VU (EXTERNAL POWER RECEPTACLE PANEL).
Audio Control Panel

The ACPs provide selection and control of the flight interphone via the AMU.
Flight Interphone System Operation

Flight interphone selection is necessary for voice communications between flight
crew members and for ground handling, taxiing and towing. This control is per-
formed using the ACP. If the flight crew needs to maintain contact and communi-
cate with the mechanic, the flight crew can push the MECHanic pushbutton on the
CALLS panel on the overhead.
The Flight Interphone can also act as a transceiver. (see INT Key and Knob)
INT Selection
The INT/RAD switch is a 3-position switch with INT being a stable position.
The INT position of the INTerphone/RADio selector switch enables permanent
use of the flight interphone without any further action and whatever the radio key
selected. This is a stable position.
NOTE: The radio function has priority over the flight interphone function.
So, even with the INT/RAD switch in INT position, the flight interphone is momen-
tarily cut during a radio emission (radio key selected and hand microphone or side-
stick Push To Talk (PTT) actuated).
RAD Selection
The RAD position of the INT/RAD selector switch puts the pre-selected channel in
emission. This is an unstable position. This position acts like the selection of the
hand microphone pushbutton or like the PTT pushbutton of the side-stick.
INT Key and Knob

The flight interphone is selected like a VHF transceiver. Selection of the INT trans-
mission key lights the green bars, indicating that the flight interphone is ready to
operate. Pressing and releasing the INT reception knob adjusts the interphone
level. If done, the knob comes on white. Placing and holding the INT/RAD switch
in RAD position lets the operator talk through the flight interphone system.

23-51-12
Figure 9: Flight Interphone

23-51-13
Muting Circuit This ground signal decreases the gain and band-pass of the loudspeaker amplifi-
ers.
Each crew station, CAPT, F/O and 3rd occupant, has the direct muting function
managed by the Audio Management Unit (AMU). A muting circuit is installed to NOTE: This attenuating circuit is not operative with the Flight Warning Computer
avoid acoustic coupling and to limit the accoustic feedback phenomenon between (FWC) audio outputs.
the loudspeakers and the microphones. When a transmission is keyed by any
Figure 10: Cockpit Loudspeaker Muting Circuit
push to talk switch, a ground signal is delivered to the two loudspeaker amplifiers.

23-51-14
Power Supply Figure 11: ACP / AMU Power Supply

The system components are supplied with 28VDC from DC BUS1 and DC ESS
BUS via 2 sub–busbars 101PP and 401PP respectively. CAPT
ACP
2RN1
Busbar 101PP
Supply of the 3rd Occupant ACP and its associated electronic circuit located in the 4RN
AUDIO BOARD A
(CAPT + AVNCS COMPT)
AMU via 3A circuit breaker: 401PP
• COM NAV/ACP/THIRD/OCCPNT (121VU) 28VDC
ESS BUS
SELCAL BOARD
Supply of the calls card in the AMU via 3A circuit breaker:
9RN
• COM NAV/SELCAL (121VU) UNUSED
Busbar 401PP F/O

ACP
Supply of the Captain ACP and its associated electronic circuit located in the AMU 2RN2
via 3A circuit breaker: 5RN
• COM/AUDIO/ACP/CAPT (49VU) AUDIO BOARD B
(F/O + 3RD OCC)
Supply of the 1st Officer ACP and its associated electronic circuit located in the
AMU via 3A circuit breaker: BITE BOARD
(+ OPTIONNAL 5TH OCC)
• COM/AUDIO/ACP/F/O (49VU) 8RN
Supply of the Flight–Interphone Electronic Card located in the AMU via 3A circuit UNUSED
breaker:
3RD OCCPNT
• COM/AUDIO/FLT/INTPH (49VU) ACP
2RN3
101PP 6RN
28VDC
BUS 1 UNUSED
AVNCS COMPT
ACP
2RN4
(IF INSTALLED)
7RN
UNUSED
5TH OCCPNT
ACP
2RN5
(IF INSTALLED)
20RN
UNUSED
1RN AMU

23-51-15
AMU BITE Menu Figure 13: AIS Test

The Audio Management Unit (AMU) is equipped with a Type 1 BITE circuit. The
ACP AUDIO boards, the SELCAL board, the BITE board and the ACPs are the
elements monitored by the AMU BITE. The main purpose of the AUDIO system <
BITE is to supply maintenance assistance. The integrated maintenance function < >
has two levels : a real time maintenance, which is active during the operation of <
the unit and a ground maintenance, which brings into operation tests that cannot
be performed during the flight.
< >
AMU Pin Programming < *
In a simple way, the pin-program adapts the AMU to suit the various configurations
of the audio system. The pin-programm:
• Inhibits the function selection annunciators located on the face of the ACP
which correspond to the uninstalled optional equipment (VHF3, HF1, HF2)
• Sends, after processing in the AMU, installation information relevant to the pre-
vious equipment and information relevant to the optional navigation equipment
(ADF2 - MLS). It sends this information to the CFDIU via an output bus.
• Inhibits the automatic reset function after the Cabin Attendant and ground crew
calls have operated for 60 seconds.
• Enables change from FAA certification to CAA certification.
• Enables the PA transmission pushbutton switch located on each ACP to be < *
given stable operation ( same as the other transmission pushbutton switches).
Figure 12: AMU Pin Programming
COMMON PROGRAM
VHF3
HF1
HF2
TO ACPs A.M.U ADF2
MLS
FAA/CAA
AUTOMATIC RESET
AVIONICS ACP
LOCKED PA
< * < *
INSTALL SHUNTS
TO SUIT DEFINITION
TO CFDIU

23-51-16
A318/A319/A320/A321 23-60 Static Discharging
23-60 Static Discharging Purpose

The purpose of the static dischargers is:
• to discharge the static electricity accumulated by the aircraft during its flight,
Presentation • to supply better intelligibility on the HF and VHF system (avoid static electricity
The aircraft behaves like a Faraday cage and should be discharged. The static discharge noise).
dischargers avoid static electricity discharging noise and ensure a good quality of
radio transmission, without interference.

23-60-1
A318/A319/A320/A321 23-60 Static Discharging
Localization of the Static Dischargers Static Discharger

The disposition of the static dischargers provides dispatch of the static electricity. Two kinds of static dischargers are fitted, depending on their localization on the
There dischargers located around the aircraft extremities. aircraft. If the aircraft has been struck by lightning the static dischargers are the
first elements destroyed and they can be easily replaced.
The aircraft must be equipped with at least 80 percent of its static dischargers for
correct operation. Figure 1: Location and Types of Static Discharger

23-60-2
A318/A319/A320/A321 23-71 Cockpit Voice Recorder
23-71 Cockpit Voice Recorder to indicate a successful erase. Erase is only possible, aircraft on the ground, R and
L main landing gear shock absorbers compressed and parking brake applied.
NOTE: If the engines are shut down, the CVR must first be energized by pressing
Presentation the GND CTL P/B on the RCDR panel.
The Cockpit Voice Recorder (CVR) is designed to record and preserve the last 30 Test Mode (Magnetic Tape CVR)
minutes of flight crew communications and conversation, during a flight, to aid in
an aircraft accident investigation. The CVR test is initiated by pressing the CVR TEST P/B on the RCDR panel. A
600 Hz test tone is applied sequentially during 0.8 s to each of the four tracks. Pro-
Depending on configuration, the A/C can has a magnetic tape Cockpit Voice Re- vided the aircraft is on ground, the signal should be heard through the headsets
corder. (CVR) The CVR uses a closed loop magnetic tape. The recorder is a four connected to the CVR maintenance panel. The signal should also be heard
track system and all tracks are recorded simultaneously. When the tape is fully re- through the loudspeakers if the right and left main landing gear shock absorbers
corded, the system progressively erases recordings made in the previous 30 min- are compressed and the parking brake is applied.
utes and simultaneously records new information.
NOTE: Prior to this test, the CVR must be energized by pressing the GND CTL P/
If a solid state version (SSCVR) is installed which records into memory block units, B with the engines not running.
the memory can be enhanced up to 2 Hrs. (EEPROM).
In normal mode, the CVR records, on four independent channels, the audio sig- Test Mode (Solid State CVR)
nals from the CAPT, F/O and 3rd occupant via the Audio Management Unit The SSCVR test is initiated by pressing for a minimum of 0.5 second the CVR
(AMU). TEST P/B on the RCDR panel. Once activated, this function makes an extensive
Channel 4 records the ambient noise picked up by the area microphone and fed set of functional tests to determine the integrity of the system. This results in one
via a pre-amplifier to the CVR. activation of the status Light EmittingDiode (LED) on the solid state CVR. This
BITE indicator gives an indication of the health of the SSCVR. If the SSCVR de-
Erase Mode (Magnetic Tape CVR) tects a fault, which requires removal of the unit from the aircraft installation, the
The ERASE pushbutton enables complete erasure of the tape by activation of a BITE indicator will activate and will remain activated until repair is accomplished.
magnetic field. The BITE indicator remains inactive in all other cases.
The CVR ERASE P/B must be pressed in for a minimum of two seconds to prevent NOTE: Prior to this test, the CVR must be energized by pressing the GND CTL P/
inadvertent erasure. The erase head erases the previously recorded information B with the engines not running.
on all 4 channels simultaneously, before a new recording is made. Erase is only
possible, aircraft on the ground, right and left main landing gear shock absorbers
compressed and parking brake applied.
NOTE: If the engines are shut down, the CVR must first be energized by pressing
the GND CTL P/B on the RCDR panel.
Erase Mode (Solid State CVR)

The RCDR CVR ERASE P/B must be pressed for a minimum of 0.5s to activate
the erase function. Once activated, this function disables the ability to download
the previously recorded data from the Crash Survivable Memory Unit (CSMU) us-
ing the normal download function. A 400 Hz tone is sent through the audio monitor

23-71-1
Power Supply (Power Interlock) Audio Management Unit

The Power Supply is automatically or manually controlled under specific condi- For each station (CAPT. F/O, 3rd occupant) the AMU provides:
tions by the power interlock circuit. • communication signals received and transmitted by radio
The CVR is automatically supplied when the aircraft is one of the configurations • flight interphone signals exchanged between crew members
given below. (Schematics Figure 3) • passenger address announcement signals
In Flight: Each station signal is respectively recorded on channels 1, 2 and 3.
• The CVR is automatically supplied, when the aircraft is in flight, with engines
running or stopped (relay 6RK energized). Underwater Locating Beacon (ULB)
On Ground: An Underwater Locating Beacon (ULB) is mounted on a bracket attached to the
• The CVR is automatically supplied during the first five minutes (TDC Time De- recorder. The ULB emits an acoustic signal if its water sensitive switch is
lay Closing of relay 10RK) following energization of the aircraft electrical net- activated.
work, or with at least one engine running (12KS1 or 12KS2 deenergized), or up
to five minutes after the second engine shutdown (TDC of 10RK to energize
relay 8RK).
Manual Mode:
On ground, engines shut down, the CVR may be energized by pressing the GND
CTL pushbutton on the RCDR panel. For example, to record the check list with
engines shutdown.
• When the GND CTL pushbutton is pressed, relay 12TU is energized and hold
energized. This also energizes the relay 6RK, which enables the CVR to be
supplied. Releasing the GND CTL pushbutton energizes additionally relay
13TU. The hold circuit for 12TU is now via the released GND CTL pushbutton.
Pressing again the GND CTL pushbutton, cuts off the supply for relay 12TU,
the blue ON light goes off, relay 6RK deenergizes and the CVR is no longer
supplied. Releasing again the GND CTL pushbutton deenergizes the relay
13TU.
Microphone and Amplifier

The remote microphone 16RK is Installed at the bottom of the overhead panel for
recording ambient conversation and background noise in the cockpit. The ampli-
fier is located behind the overhead panel.
Panels
The C.V.R control panel is located in the cockpit on the overhead panel 21 VU, it
is designed to control the operation of the C.V.R.
C.V.R. HEADSET is a headset Jack output mounted on the cockpit maintenance
panel (50 VU).

23-71-2
Figure 1: CVR Presentation

23-71-3
FAA/CAA Option In CAA mode, the CAPT, F/O, 3rd occupant boomset microphones are "HOT " at
all times for voice/noise pick-up to reinforce the sounds picked-up by the area
A jumper strap installed on the AMU enables Federal Aviation Administration
mike. The mask microphones circuits are open until the oxygen pressure switch is
(FAA) /Civil Aviation Authority (CAA) recording selection. In FAA mode, all the closed. The hand microphones are only "HOT" when the Push-To-Talk (PTT)
communications heard by the crew members are recorded. This is obtained by the switch on the microphone is activated. However, in CAA mode, as in FAA mode,
recording of side-tone signal: Audio output. This lets, at the same time record all
the signal received in the crew's earphones is recorded on the CVR.
the communications sent out by these crew members.
Figure 2: Hot Mic Recording

23-71-4
Figure 3: Power Interlock

23-71-5
B
A DUST
COVER
CVR MICROPHONE
( 16RK )
21VU
A B
AIRCRAFT
50VU INTERFACE
RCDR PWA
GND CTL CVR ERASE CVR TEST CVR
HEAD SET
A
U
ON T
O
UNITNAME
11TU 3RK 5RK 22RK PLATE WITH
MODIFICATIONS
AND PROGRAM
REVISIONS
CVR MICROPHONE
AMPLIFIER UNDERWATER
( 18RK ) LOCATOR
DEVICE
(BEACON)
CVR
( 1RK )
ATE CONNECTOR
FLASH CRASH
MAIN
SURVIVABLE STORAGE
PROCESSOR
UNIT (FCSSU)
FR74
FR73

23-71-6
Emergency Locator Transmitter (25-65) Emergency Locator Transmitter

The ELT has an orange aluminum-alloy casing. The casing has two parts, base
General plate and housing, and includes these components:
The Emergency Locator Transmitter (ELT) function is to transmit distress signals, • placards attached to the casing (Identification, strap, instruction, type and bat-
it can be used in automatic mode installed in the aircraft, or manually, when you tery),
use the ELT in portable mode. • an electronic board,
The ELT system transmits on 3 frequencies, homing-signals for civil and military, • an interface,
and to satellite system. (121.5Mhz, 243Mhz, 406Mhz) • a three cell battery-pack, to supply power to the electronic board,
The mandatory 406Mhz frequency is dedicated to satellite transmission for long • a two cell battery-pack, to supply power to the G-switch,
distance identification and localization. • an auxiliary-antenna (referred to as antenna).
The battery-pack, installed in the ELT housing, supplies the power to operate the The electronic board is installed in the front half (flight direction), and the battery-
system. The satellite system transmits distress signal to a local user terminal, packs are installed in the rear half. The interface, on the front face of the housing
when it is in range. The local user terminal receiving range in a radius of approxi- includes:
mately 2.500 km (1.367 nm). When the local user terminal is not in receiving
• a remote control panel connector, to connect the remote control panel, pro-
range, the satellite system stores the distress signal until transmission is possible.
gramming and test equipment, an adapter cable and programming-dongle
The local user terminal automatically processes the distress signal to identify and connector, and a maintenance-dongle which has a maintenance identification
show the position of the aircraft to a radius of approximately 1.8 km (5.900 ft). data code programmed in its memory,
The processed data is transmitted to a mission control center. The mission • an ANT connector, to connect the antenna,
control center sends the data to an applicable rescue coordination center, where • a red indicator, to indicate a BITE test result or when ELT operates,
search and rescue operations are started. The civil and military homing-signals • an ON/OFF/ARMED switch, to select desired mode.
are used to find the aircraft in the final stage of search and rescue operation.
Remote Control Panel
ELT Description The front panel of the remote control panel includes:
The ELT system is composed of: • an ON-ARMED-TEST/RESET switch,
• an emergency locator, installed in a bracket, held in position with two buckles • an ON/TEST indicator.
and straps, with the interface in flight direction. The bracket is installed above
a ceiling panel in the AFT utility area, between FRame 65 and FR66,
• a remote control panel, installed on the cockpit overhead panel,
• an adapter cable attached to the bracket, and programming-dongle connector
directly connected to the remote control panel connector,
• an external antenna, linked to the ELT which is installed on the upper external
fuselage between FR64 and FR65,
• a mounting bracket.

23-71-7
ELT Operation When the ELT operates the ON/TEST indicator:

The ELT can be operated in automatic or manual mode. When you use the ELT • flashes two times per second during military and civil transmission,
in portable mode it is operated manually, this is done by removing the antenna and • and, one long flash during satellite transmission.
connect it to the ANT connection on the ELT. The ON/OFF/ARM switch, located
on the front face of the ELT has three functions: BITE Test
• the ARM position for automatic operation of the ELT. An automatic operation This BITE test can be done by means of the ELT or the remote control panel. On
is triggered when the ELT is connected to its system in the A/C, and the G- the front face of the ELT, the BITE test is done by, setting the ON/OFF/ARM switch
switch detects an impact sufficient to start transmission, to the ARM position, or on the remote control panel, by setting the ON-ARMED-
• the OFF position, when the ELT is connected to its system in the A/C and re- TEST/RESET switch to TEST/RESET position, these actions occur:
quires maintenance, when the ELT is disconnected from its system and re- • the red indicator flashes one time, then comes on, and the buzzer operates, on
moved from the A/C, or to stop transmission, the ELT,
• set to the ON position for manual operation of the ELT. • the ON/TEST indicator flashes one time, then comes on, on the remote control
A manual operation occurs when the ELT is connected to its system in the A/C panel,
and the G-switch is not triggered, but a signal must be transmitted (aircraft out of • the ELT indicator comes on, on the external power panel,
operation, injured passengers/crew members), when the ELT is connected to its • the mechanic call-horn operates, in the nose-landing-gear well.
system in the A/C and you do a self-test (BITE), or when the ELT is disconnected
from its system, removed from the A/C and used in portable mode.
An accidental operation occurs when the ELT is connected to its system in the A/
C, and the G-switch starts transmission without a real emergency (hard landing).
Remote Control Panel

The remote control panel controls and indication are as follows:
The ON-ARMED-TEST/RESET switch is set to the ARMED position for automatic
operation of the ELT.
The switch is kept in the ARMED position by a stop, which is part of the switch as-
sembly.
The ON-ARMED-TEST/RESET switch is set to the ON position for manual oper-
ation of the ELT. You must pull the switch to clear the stop, and then set it to the
ON position.
The ON-ARMED-TEST/RESET switch is set to the TEST/RESET position to stop
accidental operation, or to do a BITE test. The switch goes back automatically to
the ARMED position after you have set it to the TEST/RESET position.
The ON/TEST indicator comes on when the ELT operates, or to indicate the BITE
test result.

23-71-8
Figure 5: ELT

23-71-9
Figure 6: ELT Remote Control Panel

23-71-10
A318/A319/A320/A321 23-72 Anti Hijack Camera Monitoring
23-72 Anti Hijack Camera Monitoring General

A Cockpit Door Surveillance System (CDSS) is installed on top of the wiring pro-
visions to let the flight crew identify a person in front of the cockpit door and to sur-
vey the hidden cross section in the door number 1 area.

23-72-1
Composition & Localization again before 30 seconds after the last-entry-request the signals are inhibited. This
is to let the pilot use the VIDEO pushbutton to select and see the pictures from
The Cockpit Door Surveillance System (CDSS) has the following components:
camera 1 or cameras 2 and 3.
• 3 "NTSC video format" black and white video cameras in the door number 1
area, CKPT Door Video Switch (17RA)
• 1 LCD mounted on the rear cockpit wall, The CKPT DOOR VIDEO switch is installed on the overhead panel 27VU. It sets
• 1 ON/OFF P/BSW installed on the COCKPIT DOOR VIDEO panel, the CDSS on or off. The switch has an OFF legend which is on when the system
• 1 camera select momentary P/B installed on the COCKPIT DOOR panel, is off and off when the system is on.
• an entry request discrete from the cockpit door lock system to activate the
CDSS from power safe mode and switch automatically to camera 1 if some- VIDEO Push Button (16RA)
body requests entrance to the cockpit. The VIDEO push button is installed on the pedestal, on panel 119VU. It lets the
flight crew select between the pictures from camera 1 and from cameras 2 and 3.
The Cockpit Door Surveillance System (CDSS) uses cameras in the cockpit en-
trance, and left and right door 1 areas. They let the flight crew monitor the door 1 If the VIDEO pushbutton is pushed during the first 120 seconds of the standby/
area and identify persons who request access to the cockpit. power save mode, the last shown pictures come on.
If the VIDEO pushbutton is pushed after the first 120 seconds of the standby/pow-
Cameras er save mode, the picture for camera 1 comes on.
The CDSS has:
• three "NTSC video format" black and white video cameras. Power Supply
Each camera is hidden in a flight attendant working light housing and has an in- The CDSS is supplied with 28VDC from the normal busbar 101PP. The related cir-
frared light. One video camera installed above the cockpit door lets you have clear cuit breaker 15RA (3amp) is installed on the circuit breaker panel 122VU in the
personal recognition of the person requesting entrance to the cockpit. A second cockpit.
video camera installed in the ceiling near RH door no.1 lets you recognize a per-
son hidden behind the lavatory wall and galley. A third video camera installed in Interface
the ceiling near LH door no.1 has the same role as the previous one, The CDSS has interfaces with this system:
• Entry Request Control Unit (52-51-00)
LCD (10RA)
The LCD is installed on the aft wall of the cockpit. It lets the flight crew see the
picture from the cameras. The pictures from camera 1 are shown as a full screen
on the LCD and the pictures from camera 2 and 3 are shown as a split screen. The
pictures from camera 2 are shown left of the LCD screen and the pictures from
camera 3 are shown on right.
If the system gets no signal from the VIDEO push button (16RA) or the ENTRY
REQUEST KEYPAD (Ref. 52-51-00) for 5 minutes the LCD automatically goes
into the standby/power save mode (blank screen).
NOTE: You can change the pin priority to make the screen stay on continiously.
If entry is requested with the keypad (screen is in the standby mode), the screen
automatically comes on and shows the picture from camera 1. If entry is requested

23-72-2
Figure 1: CDSS Composition and Localization

23-72-3
Component Description • Green LED is on, shows that the system is on, Green LED is off, shows that
Cameras: Camera 1 has a 105 degree lens and cameras 2 and 3 can have a 70, the system is off, Green LED is flashing, shows that a failure has occured in
90 or 120 degree lenses (as required). the system.
LCD: On the front of the LCD there is one green and one white LED, and two ro- The white LED is a light sensor which automatically controls the brightness of the
tary knobs. The two rotary knobs are used to manually set/adjust the screen pictures on the LCD screen.
brightness and contrast. The green LED shows the status of the LCD: Figure 2: CDSS LCD and System Controller

23-72-4
A318/A319/A320/A321 23-73 Cabin Intercommunication Data System
23-73 Cabin Intercommunication Data CIDS Purpose

The Cabin Intercommunication Data System (CIDS) is designed to reach a high
System (CIDS) flexibility in Cabin configuration related functions.
Most Cabin systems are interfaced with the microprocessor controlled CIDS data
buses. The microprocessor provides signal transmission control and processing
for the CIDS related systems.

23-73-1
CIDS General Decoder - Encoder Unit B

The type B Decoder-Encoder Units (DEU) are connected to the directors via one
Director of the two middle line data buses.
For redundancy reasons, the heart of the CIDS comprises two identical computers They are dedicated to the cabin attendant related items listed on the schematic.
called directors installed in the avionics compartment.
There are 4 identical and interchangeable type B DEUs installed with the provision
Director 1 has priority, whereas Director 2 is in hot-standby. of two more.
In case of Director 1 failure, Director 2 takes over automatically.
The On Board Replaceable Module (OBRM) is a cassette located on the front face
of each director. This solid state memory contains part of the operational software
of the DIR. E.g.: a simple exchange of the OBRM can provide system expansion
or software updates.
Forward Attendant Panel

The Forward Attendant Panel (FAP) is installed on the purser station and contains
the following control panels
• Cabin lighting panel
• Passenger Entertainment System (PES) control panel
• Water and miscellaneous panel
Programming and Test Panel

The Programming and Test Panel (PTP) is installed near the Forward Attendant
Panel.
For correct CIDS operation, the Cabin Assignment Module (CAM) must be
plugged in.
The PTP enables attendants or maintenance personal to test and re-program the
CIDS.
For example, to change the cabin configuration, the number of the business class
seat rows can be increased.
Decoder - Encoder Unit A

The type A Decoder-Encoder Units (DEU) are connected to the directors via one
of the four top line data buses. They are dedicated to the
passenger related items listed on the schematic.
There are 26 to 32 identical and interchangeable type A DEUs.

23-73-2
Figure 1: CIDS Architecture

23-73-3
DEU A
Twenty six to thirty two type A Decoder/Encoder Units (DEUs) are installed above
the windows in the cabin ceiling and close to the center ceiling for the DEUs in the
entrance area. The type A DEUs are connected to the directors (DIRs) via a top-
line data bus (i.e. : two wire twisted and shielded cable). They connect alternate
DEUs, this means that a break in one top-line would disable only every other type
A DEU along one side of the cabin. A broken wire in one top-line bus will only af-
fect the type A DEUs behind the crack on this bus. The type A DEUs of the other
top-line bus will work without disturbance.
Passenger Signs
The passenger signs include NO SMOKING or the optional NO ELECTRONIC
DEVICE lights, FASTEN SEAT BELT lights, NON SMOKER ZONE lights and RE-
TURN TO SEAT lights in the lavatories. Furthermore, for the passenger call sys-
tem, the seat row lights are connected to the type A DEUs.
Cabin Lights
The cabin lights include:
• Entrance area lights
• Cabin fluorescent strip lights
• Lavatory lights
• Attendant lights
• Reading lights.
Loudspeakers
The loudspeakers are installed in the Passenger Service Unit (PSU), in each lav-
atory and in the vicinity of the attendant station.
They are all identical and are used for:
• Passenger address announcements
• Call chimes (optional)
Passenger Call
Pushbuttons are fitted in the cabin above each seat row and in the lavatories.
Reading/light Power Unit

One Reading/Light (R/L) power unit for three R/L is installed in each PSU.

23-73-4
Figure 2: Director / DEU A Architecture

23-73-5
DEU B Additional Attendantl Panel

Basically 4 type B DEUs (optional maximum of 6), are installed near the exit doors One Additional Attendant Panel (AAP) is installed near the after attendants sta-
in the center ceiling (Except A321, which can be equipped with 8 DEUs B). They tion.
are connected to the DIRs via a middle line data bus. There are two supplemen-
tary DEU B mounts installed as a provision. Type B DEU interface, may vary with
different locations and with specific airline requirements.
Slide Pressure System (Optional)

The DIRs receive signals from the bottle pressure sensors via type B DEUs. If the
pressure is low, the Cabin Intercommunication Data System (CIDS) CAUTion light
on the Forward Attendant Panel (FAP) comes on.
Door Pressure System (Optional)

The DIRs receive signals from the bottle pressure sensors via type B DEUs. If the
pressure is low, the CIDS CAUT light on the FAP comes on.
Crew Interphone System

The crew interphone system is used for the communication between cockpit crew
and cabin attendants and between each attendant station.
NOTE: From each attendant station it is possible to communicate with personnel
at the service interphone connections.
EPSUs
The Emergency Power Supply Units (EPSUs) are connected to type B DEUs for
the emergency lighting system test.
Drain Mast
The directors receive signals from the drain mast control unit via type B DEUs.
If the drain mast heater or the control unit fails the CIDS CAUTION light on the
FAP comes on.
Attendant Indication Panel

One Attendant Indication Panel (AIP) is installed near each attendant seat for
message purposes.
Area Call Panel

One basic and one optional Area Call Panel (ACP) can be connected to each DEU
B.

23-73-6
Figure 3: Director / DEU B Architecture

23-73-7
CIDS Interfaces Signs Panel (Seat Belts / No Smoking)

The following is a description of the in-/outputs, to/from the director. Discrete signals are used for manual - or automatic control of the info signs in the
cabin.
NOTE: The Cabin Intercommunication Data System (CIDS) DIRs 1 and 2 have the
same interfaces and the same computations. The outputs of the director in stand- Oil Low Pressure Relay (12KS1)
by mode are disabled, except the BITE test which can be carried out by the
CFDIU. A discrete signal is used to automatically increase the Passenger Address level
(+6 dB) in the cabin, when the engines are started.
Centralized Fault Display Interface Unit (CFDIU)
Landing Gear Control and Interface Unit (LGCIU)
Low speed arinc 429 data buses are used for BITE data transmission to the CF-
DIU. The CFDIU is used as an interface between the CIDS and the MCDUs, for A discrete signal, “landing gear down and locked”, is used for the NO SMOKING
testing and troubleshooting. Selecting CIDS on the MCDU main menu permits ac- signs, if that info switch is in auto position. A discrete line is used for incrementa-
cess to the SYSTEM TEST- and MAINTENANCE menu pages, as on the PTP. tion of the fault memory A discrete signal, “landing gear compressed or ground
power connected”, is used to enable the service interphone.
System Data Acquisition Concentrator (SDAC)
Flight Warning Computer (FWC)
A high speed arinc 429 data bus is used for the transmission of doors position in-
formation from SDAC 1, for activation of the row numbering lights during boarding. A discrete signal is used for the activation of aural warnings (buzzer sound, at
Four discrete signals are sent to the SDACs for CIDS operation status information: crew call) generated in the FWC and broadcast via the cockpit loudspeakers.
• No Smoking (NS) signs, Fasten Seat Belt (FSB) signs, CIDS operation status, SFCC
CIDS caution.
Discrete signals are used for automatically activating or deactivating the NS/FSB
Audio Management Unit (AMU) info signs in the cabin.
Audio- and discrete lines are used for transmission or reception of the Passenger Service Interphone Override Pushbutton
Address announcements or interphone communications. Discrete signals are
used for the activation of the Passenger Address, interphone, attendant call and A discrete signal is used to activate or deactivate the service interphone system,
attendant call reset functions. when the aircraft is in flight, or on ground with the landing gear not compressed
and the external power plug not connected.
Cockpit Handset
Exit Signs Relay (8WL)
A cockpit handset is connected to the directors for the first priority Passenger Ad-
dress announcements to the cabin. A discrete signal is used to activate the EXIT signs via the EPSUs, when the NO
SMOKING signal, from the signs panel, or the “signs on” signals from the exces-
Service Interphone Boomsets sive altitude pressure switches, are activated.
Boomsets are connected to the directors for service interphone communication. Relay Board ANN LT Test and Interface
Eight service interphone jacks are located around the aircraft for maintenance pur-
poses. Discrete signals are used for activation or deactivation of the indicator lights when
a function or system is selected.
Cockpit Calls Panel
Discrete lines are used for activation of calls to the cabin attendants or to the
ground mechanic with dedicated visual and aural indications.

23-73-8
Figure 4: Director Interfaces

23-73-9
Programming and Test Panel (PTP) Smoke Detection Control Unit (SDCU)
Low speed arinc 429 data buses are used for transmission and reception of data Low speed arinc 429 data buses are used for transmission of the lavatory smoke
regarding the cabin programming, system test and system status. detection signal, which activates aural and visual warnings in the cabin. The
smoke detectors status information is displayed on the PTP.
Forward Attendant Panel (FAP)
Low speed arinc 429 data buses are used for transmission and reception of the Video System Control Unit (VSCU)
controls, status and BITE information. Audio- and discrete (key) lines are used for transmission of the video sound,
broadcast via the cabin loudspeakers. Low speed arinc 429 data buses are used
Directors for BITE and system status transmission.
Low speed arinc 429 data buses are used for data exchange between the active
and standby directors. The discrete lines are used for the synchronization of the Prerecorded Announcement and Boarding Music (PRAM)
two directors. Audio- and discrete (key) lines are used for the transmission of prerecorded pas-
senger address announcements or boarding music, broadcast via the cabin loud-
Cockpit Door Switch speakers. The low speed arinc 429 data buses are used for BITE and system
When the engines are running and the cockpit door is open, the forward left entry status transmission and also for the remote controls of the PRAM from the FAP.
light goes automatically to 10% lighting intensity. With the cockpit door open, the
forward attendant station loudspeaker volume will decrease by -10 dB (PA from PES &PSS
cockpit). Audio and discrete lines are used for PA announcement distribution according to
the PA zone keyline. Low speed ARINC 429 data buses are used for control, mon-
EVAC Horn itoring and BITE system transmission. The DIRs transmit a discrete signal to the
An analog signal activates the evac warning horn. main multiplexer PES unit in order to initiate the test of the system.
EVAC Panel DEU B

Discrete signals are used to activate or deactivate aural and visual indications in Two (LH & RH) bidirectional middle data bus lines (5 Mbit/s) are used for the trans-
the cockpit and in the cabin. mission of the controls, audio data, BITE and system status information of the at-
tendant cabin systems.
Cabin Pressure Relay (19WR)
The cabin pressure relay discrete signal is used to automatically increase the PA
DEU A
level in the cabin by +4 dB, in case of rapid cabin decompression (cabin altitude Four (LH & RH, 1 & 2) bidirectional top data bus lines (5 Mbit/s) are used for the
above 14’000 feet). transmission of the controls, audio data, BITE and system status information of the
various passenger cabin systems.
Excessive Altitude Pressure (CPCs)
Discrete signals from the Cabin Pressure Controllers are used to automatically ac-
Top Line Cut - Off Relay (106RH)
tivate the NO SMOKING, FASTEN SEAT BELT and EXIT signs, when the cabin This discrete signal is used to activate the top line cut-off relay, when the emer-
altitude is above 11’300 feet. gency mode is activated, to cut the supply of the type A DEUs, in order to decrease
the power consumption.
Pin Programming
Discrete signals are used to determine the active or standby director.

23-73-10
FAP Interfaces • an analog signal connects the FAP and the water quantity transmitter for pota-
ble water quantity indication,
The Forward Attendant Panel (FAP) is connected to the directors (DIRs) through
two ARINC 429 low speed data buses. Through these buses, the FAP transmits • an analog signal connects the FAP with the vacuum system controller for
data for controlling and monitoring of the cabin systems and receives data from waste quantity indication,
the active DIR for signaling. The FAP also transmits, through these lines, its BITE • discrete signal, out of the FAP, for lavatory lighting, passenger reading lights
and cabin attendant work lights,
information:
• a discrete signal for activation of the lavatory water heater,
• a discrete signal is transmitted to the Emergency Power Supply Units (EPSUs)
for activation of the emergency lighting, • a discrete signal for switching on the heating on the FWD and AFT waste serv-
ice panel.
• discrete signals connect the FAP and type B Decoder/Encoder Units (DEUs)
for EVACuation activation, reset and indication, Figure 5: FAP Interfaces

23-73-11
AAP Interfaces to the relevant type B DEU for activation of the EVAC system signaling, reset and
indication. A discrete signal controls the relevant lavatory water heater. A discrete
The Additional Attendant Panel (AAP) is connected to the relevant type B DEU,
signal, out of the AAP, is used for call indication reset.
for the control of the cabin systems, through RS 232 lines. The AAP receives 28V
DC power supply from the relevant type B DEU. Discrete signals connect the AAP Figure 6: AAP Interfaces

23-73-12
PTP Interfaces receives a discrete signal which indicates the result of the system/battery test.
The PTP is connected to the DIRs through ARINC 429 low speed buses. A dis- Figure 7: PTP Interfaces
crete, out of the PTP, initiates the system or battery test of the EPSUs. The PTP

23-73-13
CIDS Director Description/Operation In normal operation the service busbar supplies:

Two identical directors are installed in the avionics compartment. A memory mod- • both directors for normal power sensing,
ule called the On Board Replaceable Module (OBRM) plugs into the front of the • director 2 (A320 only),
director. System related software is stored in the OBRM. Customer related soft- • the remaining non essential circuitry of the DEUs,
ware (optional function) is stored in the Cabin Assignment Module (CAM), plugged • the Forward Attendant Panel & the Programming and Test Panel,
into the PTP. • the area call panels, the attendant indication panels and the aft attendant pan-
el, all of tifem via DEUs B.
Function
The director is the central control and interface component of the CIDS. The direc- Abnormal Power Supply (Essential Bus Failure)
tor provides the following functions: When the essential bus power is unavailable, circuitry in the directors and DEUs
• the handling of six data bus lines, switches the essential circuits to the service busbar. This ensures full CIDS capa-
• the transmission of digitized audio signals, bilities.
• the transmission of control data and commands,
• the adaptation of received Decoder/Encoder Unit (DEU) data,
Emergency Mode (Service Bus Failure)
• the control of other CIDS functional units, When the service bus 601PP is unavailable, the following equipment is inopera-
tive:
• the Forward Attendant Panel (FAP),
• standby director 2 (A320 only), if director 1 = OK,
• the Programming and Test Panel (PTP),
• the non essential DEU circuits (seat numbering- & NS/FS-signs),
• the data transfer to the Passenger Entertainment System (PES),
• the FAP, the PTP and all area call- and attendant indication panels.
• the service interphone system,
• the Additional Attendant Panel (AAP) via type B DEUs, The emergency system is used, if there is a failure of the service bus 601PP and
the essential bus 401PP is available. To reduce power consumption on the essen-
• the interface to cockpit and avionics compartment,
tial bus, the active CIDS director energizes the top line cut-off relay (106RH),
• the handling of cabin systems related inputs and outputs, which disconnects the essential power to the DEUs A, as long as no Passenger
• the control and interface of other systems, Announcements (PA) are made. The system operates with the subsequent mini-
• the realization of programming functions, mum functions:
• the realization of test functions, • the PA system.
• the activation of emergency mode with minimum power consumption. • the Cabin Interphone and
• the EVAC signalling system.
Normal Power Supply
The top line cut-off relay is only energized, if service power is lost and no Passen-
The CIDS is continuously energized, when the essential busbar and the service ger Announcements Are made.
busbar are energized. In normal operation the essential busbar supplies:
• director 1, Power Transfer Switching (A320 only).
• director 2 (A318, A319 and A321 only), The power transfer relay (105RH) is normally energized (DIR 1 = OK). If director
• all the circuitry in DEU A, which is necessary for PA operation, 1 fails, this relay deenergizes and switches the essential power and the top line
• all the circuitry in DEU B, which is necessary for PA-, EVAC- and interphone cut-off relay to the director 2.
operation.

23-73-14
Figure 8: Director - General Function/Power (A320 only)r

23-73-15
Passenger Address Activation

Activation of the PA system sets the DIR 1 internal NAND-gate to 0, which de-en-
ergizes the top-line cut-off relay 106RH. Power from the ESS busbar supplies the
two ESS circuits of type A DEUs.
BITE (Self Test)

On CIDS energization or reset, all DIR interfaces are disabled and the DIRs are
initialized (self-test). The self-test is repeated periodically. It also includes a test of
the data bus lines. The power connections are arranged such that DIR 1 is nor-
mally fully active and in control of the CIDS. DIR 2 is normally partially active, in a
hot-standby mode. A failure in the initialization process in DIR 1 causes a deacti-
vation of the DIR 1 hardware and a switchover of control to DIR 2. If the self-test
of DIR 1 fails, DIR 2 takes over.
(A320 only) At the same time, the power transfer relay is de-energized. This pre-
pares DIR 2 to be supplied from the essential bus in abnormal or emergency
mode. The second contact of the relay prepares the control from DIR 2 to the top
line cut-off relay for the emergency mode.
All BITE results are stored in the director BITE dedicated memory.
Failure indication may be given by the following:
• the CIDS CAUTION light on the FAP,
• the CIDS warning/status on the ECAM displays,
• the PTP- and the respective MCDU displays.
The following equipment has its own BITE functions and signals its BITE status to
the director:
• each DEU
• the PTP
• the FAP
• the connected equipment such as PES (AUDIO/VIDEO).
The director (partially via DEU) is able to test the connected systems.

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Figure 9: Director - General Function/Power (A318/319/321 only)

23-73-17
General DEU Type A Fail Safe Operation

The type A Decoder/Encoder Units (DEUs) are located in the LH and RH sides In the event of a data bus failure the DEU maintains the current status of the dis-
above the cabin windows in the ceiling. Each type A DEU is connected to a Cabin crete cabin systems output for a certain time.
Intercommunication Data System (CIDS) top line data bus. Each data bus uses a After this delay the outputs are switched to a pre-defined fail safe state, that
two wire twisted and shielded cable. means
Function the four fluorescent strip lights come on with full brightness and an other items go
off.
Each type A DEU interfaces:
All audio input/outputs are immediately switched off.
• three Passenger Service Units (PSUs)
• two loudspeakers Emergency Functions
• four fluorescent strip lights which are part of the cabin light system. All DEUs operate in emergency mode when the DC service bus is no longer pow-
ered.
Top Line Data Bus
The DEUs are then supplied from the DC essential bus.
Two top line data buses on each side of the passenger cabin connect the type A
DEUs to the directors. The type A DEU passenger address circuits and type B DEU interphone circuits
remain operational.
Six* oft them are connected to the top line number 1 and seven* to the top line
number 2. A resistor is located on the last DEU A mount of each line for impedance
matching.
(Note*: number of DEUs, depends on aircraft type, 320 +/-l...).
A broken top line can affect no more than half of the DEUs installed on one cabin
side.
Coding Switches
A coding switch in each DEU mount gives each DEU a unique address. This meth-
od enables removal, interchange and replacement of DEUs without having to con-
sider their address.
In the event of mount change it is necessary to select the same code as used be-
fore.
CIDS Power Up
When the CIDS is powered-up or reset the director follows a power up routine.
This includes the initialization and testing of each DEU and connected equipment.
The test results are transmitted to the Director which compares them with its pro-
grammed data to decide on their status.
At least 95% of possible DEU failures are automatically detected.

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Figure 10: Type A DEU - General Function

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General DEU Type B Emergency Functions

The type B Decoder/Encoder Units (DEUs) are located near the exit doors. Each All DEUs operate in emergency mode when the DC service bus is no longer pow-
type B DEU connects to a middle line data bus. Each data bus uses a two wire ered.
twisted and shielded cable. The DEUs are then supplied from the DC essential bus.
Functions The type A DEU Passenger Address circuits and type B DEU interphone circuits
remain operational.
Each type B DEU Interfaces the following components and systems:
• Aft Attendant Panel
• Emergency Power Supply Unit
• Slide pressure monitoring
• Passenger Address / Interphone handset
• Attendant indication Panel
• Area Call Panel
• Drain Mast Heating Monitoring.
Middle Line Data Bus

One middle line data bus on each side of the passenger cabin connects the 2 type
B DEUs to the Directors.
A resistor located in the DEU mount (end of line) terminates each middle line data
bus cable for impedance matching.
Two additional mounts already connected to the middle line data bus are installed
near to the forward right hand door and to the left emergency exit.
Coding Switches
A coding switch in the DEU mount gives each DEU a unique address. This method
enables removal, interchange and replacement of DEUs without having to consid-
er their address.
In the event of mount change it is necessary to select the same code as used be-
fore.
CIDS Power Up
When the CIDS is powered up or reset, the Director follows a power up routine.
This includes the initialization and testing of each DEU and connected equipment.
The test results are transmitted to the Director which compares them with its pro-
grammed Data to decide on their status.
At least 95% of possible DEU failures are automatically detected.

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Figure 11: Type B DEU - General Function

23-73-21
DEU Mounts be selected. A bus termination resistor is installed on the last DEU mount of each
The mounts for type A and type B Decoder/Encoder Units (DEUs) are basically line, for impedance matching.
the same. Due to index pins it is not possible to install a type A DEU on a type B NOTE: A table giving the address code is placed close to the mount.
DEU mount. The mounts for the type A DEUs have the index pins on the outer side
of the slot and the type B DEUs on the inner side of the slot. On each DEU mount Figure 12: DEU Mount
there are address coding switches. In case of a mount change the old code must

23-73-22
General PTP Information Figure 13: Programming and Test Panel (PTP) - Presentation
The Programming and Test Panel (PTP) is located at the FWD Attendant station
behind a hinged access door. For correct Cabin Intercommunication Data System
(CIDS) operation, the Cabin Assignment Module (CAM) must be plugged in.
Functions
The functions of the Programming and Test Panel are as follow:
• To monitor the failure status of the CIDS and certain connected systems.
• To activate CIDS component tests and readout of the results.
• To examine in detail the fault data held in the director BITE memory.
• To program the CIDS properties and cabin layout information into the CIDS
• directors, which are copied from the CAM.
• To onboard reprogram CAM data, activation of the provisioned CIDS extra
functions, change cabin layout, implement cabin zoning.
Description
The PTP has an alphanumeric display with four rows of twenty characters. The
display is used to present messages, test results and selection menus. There are
keys at each end of the display rows. They are labelled on the display with “<“ or”>”
characters. There is no power supply switch. The Programming and Test Panel is
automatically supplied if the DC service bus is supplied. The DISPL ON pushbut-
ton is used to switch on the display. The display is automatically switched off if the
panel is not used for 10 minutes. A keypad is provided for entry of numerical data.
The Programming and Test Panel contains two pushbuttons and two annunciator
lights for testing the emergency light system. The CAM defines all of the modifia-
ble system properties and layout information for the CIDS. It contains four cabin
layouts. The CAM contains the cabin layouts 1, 2, 3 and M. In the basic configu-
ration, only layout 1 is programmed to the airline request. Only layout M can be
modified via the PTP.
Programming and Test Panel (PTP) Utilization (CIDS)

The programming and test panel 110RH transmits to the director via a serial AR-
INC 429 link which connects to both directors in parallel.
For transmission of data to the panel, however, two separate ARINC links are pro-
vided, one from each director. The Cabin Assignment Module (CAM) 115RH plugs
directly into the front face of the panel. Interaction between director and CAM is
via the programming and test panel ARINC links.

23-73-23
General FAP Information nouncement is broadcast via the loudspeakers, the MEMO 2 and 3 move up to
MEMO 1 respectively 2 display and another announcement may be keyed-in in
The Forward Attendant Panel (FAP) is in modular form with a master circuit board
MEMO 3. The START ALL pushbutton activates all announcements, which are in-
and sub-panels which connect to the master board. The master board contains all serted in MEMO 1-3. Pushing the STOP pushbutton stops the announcement im-
parts which are common to all configurations of the FAP. This includes the power mediately, and the CLEAR pushbutton allows to erase the MEMO, selected by the
supply, ARINC 429 transmitter & -receiver.
ENTER pushbutton.
Light Panel Water and Miscellaneous Panel
The cabin light panel comprises control pushbuttons for the different cabin lighting For the water and waste panel description, refer to the related systems.
systems.
• There are controls for the entrance areas and the different cabin sections. EMER LIGHT is a red guarded pushbutton with an integral light which is used to
switch the emergency lighting system on and off. The function of the pushbutton
• The BRT, DIM 1 and DIM 2 pushbuttons respectively switch on the lights at
is independent from the CIDS power supply.
100%, 50% and 10% intensity.
• Power switches provide power for the lavatory lights (LAV), attendant work The LAVatory SMOKE light is used to warn of lavatory smoke. A command from
lights (ATTD) and the passenger reading lights (READ). the Smoke Detection Control Unit (SDCU) can only reset the indication when the
smoke has gone.
• There are also controls for the windows lights (WDO) and the ceiling lights
(CLG). The RESET pushbuttton, in case of lavatory smoke warning, resets the aural and
• All pushbuttons, except for MAIN ON and MAIN OFF, have integral lights for visual indications in the passenger compartment, without affecting the LAV
visual indication of the activated functions. SMOKE indication at the FAP. This RESET also switches the EVAC tone on the
forward attendant area loudspeakers off.
Audio Panel • The EVAC indicator light is controlled by a discrete input.
The audio panel allows centralized control over boarding music and prerecorded • The EVAC CMD pushbutton switches the evacuation system ON/OFF; the
announcements. pushbutton integral light indicates the ON-condition.
• The CALL RESET pushbutton enables a central reset of passenger calls in the
Music FWD cabin zone (similar button on AAP for the AFT cabin zone).
The MUSIC ON/OFF pushbutton switches on/off the boarding music. The push- • The CIDS PNL LIGHT TEST pushbutton is used to switch on all the FAP lights
button integral light illuminates, when the boarding music is on. (bulb check).
The MUSIC SEL pushbutton switches the boarding music to the next channel, • The CIDS CAUTion pushbutton integral light is illuminated to indicate a CIDS-
shown on the numerical display. Pushing the MUSIC +/- pushbutton increases/de- CLASS 1 or CLASS 1 CABIN failure. The CAUTion light criteria are listed in the
creases the loudness of the boarding music, indicated on a 10 step rectangular BITE Failure Transmission List, Page 53.
LED row (VOLUME). The CIDS CAUTion light is resetable in flight, but comes on again on the
ground, when the landing gear is down and locked. The light cannot be reset
Prerecorded Announcement on the ground.
The number of a required message is keyed-in and appears on the MEMO 1 dis- When a CIDS CAUTion occurs, the respective failure message is displayed on
play. When the ENTER pushbutton is pushed, the keyed-in data is accepted and the Programming and Test Panel (PTP).
the cursor (LED in front of each MEMO display) moves to the next MEMO display.
The READY light comes on, when the PRAM has found the MEMO 1 announce-
ment. When the START NEXT pushbutton is pushed, the message shown on the
MEMO 1 display moves up to the ON ANNOUNCE display, the corresponding an-

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Figure 14: Forward Attendant Panel (FAP) - Presentation

23-73-25
Aft Attendant Panel (AAP) In this Configuration:

From the AAP, the cabin attendants can control various cabin systems in the same • Pressing the EVAC CMD pushbutton on the FAP, cancels the EVAC CMD
way as on the FAP. pushbutton integral light on the FAP and the aural and visual EVAC alerts in
the cockpit.
EVAC General The EVAC CAPT/PURS Switch is in CAPT & PURS Position.
The EVAC signalling system is used to provide aural and visual signals in the cab- The system can be activated from the cockpit and from the FAP. When the EVAC
in and in the cockpit for evacuation. The system can be controlled either from the CMD pushbutton on the FAP is pressed, the following will happen:
cockpit or from the cabin.
• The EVAC CMD pushbutton integral light on the FAP comes on.
Activation from the Cockpit • The EVAC indicator light in the COMMAND pushbutton, on the overhead pan-
el, flashes.
The system can be activated by pressing the COMMAND guarded pushbutton on
the EVAC Panel 21VU on the overhead panel. The following indications will hap- • The EVAC horn in the cockpit broadcasts an intermittent signal.
pen: • The EVAC indicator lights on the FAP, AAP and EVAC Panels flash.
• The ON indicator light in the COMMAND pushbutton comes on. • An EVAC tone is heard as an intermittent signal from all attendant loudspeak-
• The EVAC indicator light in the COMMAND pushbutton flashes. ers.
• The EVAC horn gives an intermittent signal. • An “EVACUATION ALERT” message on the AlPs is optional.
On the FAP, on the AAP and EVAC Panels: In this configuration, one of the following actions can be performed:
• The EVAC indicator lights flash. • Pressing the RESET pushbutton on the FAP, AAP or EVAC Panels, cancels
the EVAC tone from the relevant attendant area loudspeakers.
• An EVAC tone is heard as an intermittent signal from the attendant loudspeak-
ers. • Pressing the EVAC CMD pushbutton on the FAP finally, cancels all EVAC au-
ral and visual alerts in the cockpit and in the cabin, and the captain - as the last
• An “EVACUATION ALERT” message on the AlPs is optional.
man - may leave the aircraft...
In this configuration, one of the following actions can be performed:
The EVAC Panel connections are:
• Pressing the EVAC COMMAND pushbutton, on the overhead panel, cancels
• MID R door 2, 2064VU4 to DEU B 300RH7 (L MID LINE),
all aural and visual signals in the cockpit and in the cabin.
• EXIT R door 3, 2064VU6 to DEU B 300RH4 (R MID LINE).
• Pressing the EVAC HORN SHUT OFF pushbutton silences the EVAC horn.
• The AAP is connected to DEU B 300RH5 (L MID LINE).
• Pressing the RESET pushbutton on the FAP, AAP or EVAC Panels stops the
EVAC tone on the relevant attendant loudspeakers.
Activation from the Cabin

The EVAC CAPT/PURS Switch is in CAPT Position.
When the EVAC CMD pushbutton on the FAP is selected, the following will hap-
pen:
• The EVAC CMD pushbutton integral light on the FAP comes on.
• The EVAC indicator light in the COMMAND pushbutton, on the overhead pabel
(21VU) in the cockpit, flashes.
• The EVAC horn broadcasts an intermittent signal for 3 seconds.

23-73-26
Figure 15: Evacuation Signalling

23-73-27
Attendant Indication Panel (AIP) - Presentation Lower Row

The lower row of the display indicates the system information which is derived
General from the CIDS.
The Attendant Indication Panel (AIP) is a display panel which indicates the system
information processed by the Cabin Intercommunication Data System (CIDS). Figure 16: AIP
The AIP is installed near all attendant stations which have a handset for Passen-
ger Address (PA) and interphone purposes.
Functions
The AIP fulfills the following functions:
• display of handset-related information,
• interphone system messages,
• PA system messages,
• passenger (PAX)-lighted signs activation information,
• PAX call indication,
• miscellaneous information.
BITE
The circuitry of the AIP includes BITE circuitry. No internal BITE memory is avail-
able, but a BITE output indicates the operational status of the AIP. The presence
of this output of a 1 Hz waveform indicates "AIP OK" to the connected Decoder/
Encoder Unit (DEU) B. The BITE capabilities include power-up tests and automat-
ic periodic tests.
Messages
The AIP has a display area with an alphanumerical display in two rows, each with
16 characters. Additionally, red and green indicator lights are available and used
as attention getters.
Upper Row
The upper row of the display area is used for the indication of information concern-
ing the cabin and flight crew interphone system. The upper row is divided into 3
sections, 2 sections with 4 characters and one with 8 characters width. The outer
left section is used to show the handset status information. The middle section is
left blank and will not be used. The outer right section will show information about-
the desired interphone station or system function. For special high priority calls,
the full width of the top line of the display will be used.

23-73-28
Attendant Indication Panel (AIP) Messages (continued) Texts shown in the outer right section of the display area indicate the selected
function or, if the station is called, the designation of the calling station will be dis-
Handset Operation Related Messages (Part 1) played. The following texts will appear:
The texts shown for the handset operation are derived from the combination of 2 • PA related messages (see table 2),
texts shown in the outer left and right sections. The text shown in the outer left dis- • interphone related messages (see table 3),
play indicates the operational status of the associated handset station. The follow- • indications at called station (outer right section).
ing texts (max. 4 characters) can appear: (see table 1).
Figure 17: AIP Messages

23-73-29
Handset Operation Related Messages (Part 2) played on the lower row of the display as long as the respective function is done,
For the indications at the calling station (outer right section), see table 4. For the (see table 6).
Indications of high priority interphone functions at all stations (whole upper row), Figure 18: AIP Messages Part 2
see table 5. The System Status Related Messages are available and will be dis-

23-73-30
AIP Indicator Operation

The AIP indicators will be used as attention getters and they will be operated in
conjunction with the respective messages. The operation of the AIP indicators,
with respect to the different system functions, is listed in the table 7.
Figure 19: Messages Part 3

23-73-31
Area Call Panel Indications Cabin Crew Call (green)

The Area Call Panel (ACP) is installed at each end of the cabin to the right and left A normal call or an ALL attendant call from any cabin attendant station turns on
hand sides of the centerline in the ceiling. The ACP has four individually controlled the green steady field, accompanied by one high/low chime on the respective at-
lighted fields, each containing two parallel connected lamps / LED’s. The lights tendant loudspeakers or on all cabin speakers, in case of an ALL call.
can be seen from the front or rear of the ACP. The following colors are the stand-
ard colors for the lamps: Lavatory Call (amber)
• color 1: amber, A call from a lavatory results in lighting the amber field on the Area Call Panel al-
• color 2: pink (optionally green), located to the lavatory, accompanied by one high chime on the attendant- and
cabin loudspeakers.
• color 3: pink (optionally green),
• color 4: blue. Lavatory Smoke (amber flashing)
They are used as cabin attendants attention getters. The amber field of the corresponding Area Call Panel will flash whenever smoke
is detected in a lavatory, accompanied by triple low chimes, with a repetition rate
Operation of approx. 30 seconds, on all cabin speakers.
Five discrete connections link each ACP to a nearby Decoder/Encoder Unit (DEU)
B. One is for each field and one for a common connection to the LEDs. The DEU
B switches the LEDs. Any field or combination of fields can be flashed. The fields
are activated in steady or flashing mode.
Passenger Call (blue)

A call from a passenger to the cabin attendant results in lighting the steady blue
field on the Area Call Panel of that side of the forward-, middle- or aft section from
where the call was initiated.
Passenger Calls are accompanied by one high chime over the attendant- and cab-
in loudspeakers of the respective cabin section, and a message “PAX nnL/R” on
the AlP indicates, from which seat row number (nn) and seat position (L/R) a call
has been activated.
Simultaneously, on the Passenger Service Unit, the seat row numbering sign
comes on steady, if all passenger doors are closed, or flashing with at least one
passenger door open.
Cockpit Crew Call (pink)

A normal call or an EMERgency call from the cockpit is accompanied by a pink
steady field on the Area Call Panel.
The normal calls are accompanied by one high/low chime on the respective at-
tendant loudspeakers.
The EMER calls are accompanied by three high/low chimes on all cabin loud-
speakers.

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Figure 20: Area Call Panels

23-73-33
PA System Presentation As an option the FWD attendant station could have the 2nd level of priority, in this
case the other attendant stations will have the 3rd level of priority. The levels of
General priority and the defined options are programmed in the Cabin Assignment Module
The Cabin Intercommunication Data System (CIDS) directors (DIRs) accept audio (CAM).
signals from the various Passenger Address (PA) sources in the aircraft. The ac-
tive DIR assigns priorities to each source. It transmits the signal in digital form via
PA Level
the four top-line data buses to the type A Decoder/Encoder Units (DEUs) and, op- The volume of PA announcements can be automatically adjusted if several condi-
tionally via the Passenger Entertainment System Main MUltipleXer (PESMMUX), tions are met. It is the active DIR which establishes the level according to the soft-
to each Passenger Control Unit (PCU). The type A DEUs send the signal to the ware, sending the level setting to each individual type A DEU. Then the type A
cabin loudspeakers for broadcasting. The announcements can be heard, at each DEUs do the required amplification. When an engine is running, the PA volume is
passenger seat, with a headset. increased automatically by + 6 dB. The PA volume is also increased by + 4 dB in
the event of cabin depressurization. Depending on software, PA level may be ad-
Sources justable via Programming and Test Panel (PTP) menu screens.
A PA announcement can be manually initiated from the cockpit and from the cab-
in. The announcement from the cockpit can be initiated with:
• the cockpit handset,
• other equipment: handmic, boomset mic, oxygen-mask mic in conjunction with
the Audio Control Panels (ACPs),
• the NO SMOKING and SEAT BELTS switches set to ON.
The announcement from the cabin can be initiated with:
• the attendant handsets,
• the Forward Attendant Panel (FAP): from which the prerecorded announce-
ments, stored in the PRerecorded Announcement and Music (PRAM), can be
selected and initiated, as the BoardinG Music (BGM),
• if a video system is installed, PA announcements can be initiated from the Vid-
eo Control Unit (VCU) (optional).
A PA announcement can be automatically initiated from the PRAM when:
• the NO SMOKING and SEAT BELTS cockpit switches are set to AUTO and ac-
cording to the airline definition,
• a cabin decompression occurs.
Priority
The basic levels of priority are:
• 1st priority: Flight compartment,
• 2nd priority: Cabin attendant stations,
• 3rd priority: Prerecorded announcement (if installed),
• 4th priority: Boarding music and/or entertainment system (if installed).

23-73-34
Figure 21: PA Presentation

23-73-35
Acoustic Equipment Each Attendant indication Panel contains signal lamps and an alphanumerical dis-
The acoustic equipment in the cockpit consists of boomset microphones, hand- play providing system related information.
mikes, headsets, and oxygen mask microphones.
DEU B
AMU The DEU “B” provides interface between the directors, via the middle line data bus
The Audio Management Unit transfers the audio input/output signals from the to the attendant handsets and Attendant Indication Panels carrying speech, and
acoustic equipment, to and from the director. dialling tones, audio sidetone and Push To Talk signals.
Audio Control Panel Programming and Test Panel

The Audio Control Panel enables the Passenger Address selection to be per- The Programming and Test Panel is used to test some connected cabin systems.
formed. This signal is sent to the Audio Management Unit. The programming function allows changes of Passenger Address zones (An-
nouncement zoning) and configuration change of the cabin layout (no smoking ar-
Cockpit Handset ea) defined in the Cabin Assignment Module.
It is possible to operate the Passenger Address directly with the handset mounted
on the pedestal. The audio signals and Push - To - Talk control lines are directly Attendant Handset
connected to the directors. Announcements can be made from the forward and aft cabin Attendant stations.
Each attendant station has a handset for public announcement, interphone dialing
Director and communication. The handset rests in a cradle.
The directors interface with the cockpit equipment and the cabin systems, assign-
ing priorities given by the Cabin Assignment Module(CAM). Function
The volume control is managed by the directors software but the volume is auto- The handset and cradle fulfill the following functions:
matically increased when an engine is running or in case of cabin depressuriza- • the hook-off sensing,
tion. • the Push-To-Talk (PTT) switching,
Forward Attendant Panel • the Passenger Address (PA) announcement,
• the interphone.
An “Audio Panel”, located on the Forward Attendant Panel controls music and the
Passenger Entertainment System (PES). Handset volume adjustment: After removing the keyboard cover, two potentiome-
ters under the PTT button can be adjusted.
Loudspeakers
Announcements from the cockpit or the cabin are broadcast through loudspeakers
located in the cabin, lavatories and Attendant stations.
DEU A
Each DEU A contains two amplifiers for loudspeakers. Signals are sent via Data
top lines through the DEU to and from the director to the loudspeakers.
Attendant Indication Panel

The Attendant Indication Panel is connected to an adjacent DEU B.

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Figure 22: Cabin Handset

23-73-37
Passenger Announcement From Cockpit

Handset
A handset is mounted on the cockpit center pedestal and contains a Push-To-Talk
(PTT) switch. Pressing on the PTT switch keys the Passenger Address (PA) sys-
tem, overriding lower priority PA sources and broadcasting the speech over all PA
loudspeakers. A "PA ALL IN USE" indication appears on all Attendant Indication
Panels (AIPs).
The fastest way to make a passenger announcement from the cockpit is, to
pick-up the handset, push the PTT switch and talk.
Handmic
To select an announcement using the handmic, the PA transmission key located
on the Audio Control Panel (ACP) must be pressed and held. It comes on green
and connects the microphone audio to the PA system. Then, pressing the PTT
switch on the mic, keys the PA system with audio and broadcasts the speech
through the cabin loudspeakers. To get the side tone and to control the volume,
when using the headset, the PA reception knob must be pressed and released. It
comes on white. A "PA ALL IN USE" indication appears on all AIPs.
Boomset/Oxygen Mask
To make an announcement using the boomset or the oxygen mask, the PA trans-
mission key must be pressed and held. It comes on green. To switch on the PA
side tone, the PA reception knob must be pressed and released. It comes on white
and controls the side tone volume. A "PA ALL IN USE" indication appears on all
AIPs.

23-73-38
Figure 23: PA Cockpit

23-73-39
Passenger Announcement from Cabin

The cabin can be split into a maximum of three cabin zones, depending on the air-
line options. This information is stored in the Cabin Assignment Module (CAM).
The director (DIR) uses it to identify the commands received from the cabin at-
tendant handsets and to transmit the passenger announcements to the relevant
cabin zone. An attendant handset is mounted at each attendant station. An AIP is
installed near each handset for display of PA-use information. When the handset
is lifted, a dialing tone (440 Hz) is heard. The top line of the AIP displays a sharp
"#" symbol. When you press the PA ALL key, a confirmation message is displayed
on the AIP. If the PA call is impossible due to the priority of a call already in
progress, then the word "BUSY" appears on the AIP display. To press the keypad
RESET key always clears any handset operation and lets you make a new key
selection. The numbers of all selectable PA zones and the respective keypad
keys, are stored in the CAM. The CAM also contains a priority list which establish-
es if an announcement can be broadcast. Once a PA call is established, the re-
spective "PA IN USE" message is displayed on the bottom line of all AIPs. Cockpit
"PA IN USE" indicator, located on the calls panel is provided as an option. The
PTT switch keys the PA system. Side tone audio is fed to the handset earpiece.
When the PA announcement is over, you can disconnect the handset from the PA
system as follows:
• put the handset into the cradle or,
• press the RESET button.
A second announcement from another Attendant Station cannot be initiated as
long as the handset is not back in the cradle or the RESET pushbutton is not
pressed.

23-73-40
Figure 24: PA Cabin

23-73-41
Cockpit and Cabin Interphone & Call System - Presentation Call From The Cockpit
The cabin and cockpit interphone system is used for the telephone communica- Calls from the cockpit are initiated from the CALLS panel which is connected to
tions between the ATTeNDant stations and, between the ATTND stations and the the DIRs. Connection of the cockpit to the cabin interphone system is done using
cockpit. A communication is always initiated by a dial procedure with the attendant the CABin key and knob on the audio control panels. The call pushbuttons on the
handset or by pushbuttons on the CALLS panel in the cockpit. CALLS panel let the crew select the ATTND station. On the A321, the CALLS pan-
el has two additional pushbuttons:
System Description • the MIDdle pushbutton is used by the crew to select the middle station,
The Cabin Intercommunication Data System (CIDS) director (DIR) accepts audio • the EXIT pushbutton is used by the crew to select the exit station.
signals from the various interphone sources in the aircraft and assigns priorities to
each source. The DIR does telephone exchange switching and call functions from All Attendant Call (Conference Call)
cockpit call switch settings or the attendant handset keypad entries. All this is done The conference mode is used for the communication between more than two in-
with reference to the parameters defined in the Cabin Assignment Module (CAM). terphone sources.
Chimes are transmitted via the top line data bus and the DEU A to Passenger Ad-
dress (PA) loudspeakers. In the cockpit, the amber light (flashing) on the ATTend- Call From Cockpit
ant transmission key on the audio control panel annunciate interphone calls, When the ALL key is selected on the cockpit CALLS panel, all the called stations
accompanied by a buzzer sounds. In the cabin, the area call panels and Attendant are switched to a common link to the calling station including cockpit.
Indication Panels (AIPs) are used for annunciation.
Call From Cabin
Priority
When the ALL ATTND key on the cabin handset is selected, all the called stations
All communication modes are handled with respect to the predefined priorities list- are switched to a common link to the calling station except the cockpit.
ed below: 1, emergency call, 2, call from cockpit including an all call from cockpit,
and a normal call from cockpit, 3, all call from cabin station, 4, normal call from Emergency Call
cabin station.
Call From Cockpit. The EMERgency CALL pushbutton on the CALLS panel must
Additionally, all interphone sources have interrelated priorities, as assigned in the be pressed in order to initiate an emergency call from the cockpit. This initiates a
CAM. If more than one interphone source requests the same communication communication between the cockpit and all cabin stations on a common link.
mode, the source with the higher priority will have preference. If they have the
same priority, the interphone source which was dialed first will be given prefer- Call From Cabin. The EMER CALL key on one of the cabin ATTND handsets must
ence. be pressed in order to initiate an emergency call from the cabin. The calling hand-
set only calls the cockpit.
Call From The Cabin
Call Indications
Interphone communications are done with the attendant station handsets which
are connected to the type B Decoder/Encoder Units (DEUs). To initiate a call, take In The Cabin. When a call is initiated, visual indications are activated on the AIPs
the handset off the hook and then select the pushbutton on the keyboard. When and area call panels, associated to the called station. High/low chimes are also
broadcast in the assigned zones through the cabin loudspeakers. In The Cockpit.
the communication link is established, all the visual indications in the cabin are re-
set when the cabin handset is taken off its hook. All ATTND stations in the cabin In case of an emergency call activation, the EMER CALL light on the cockpit
have a RESET key to reset the interphone function, and proceeds to a new dialing CALLS panel and the amber ATT light on the audio control panels are activated,
a buzzer is also broadcast. The aural and visual cockpit indications are reset with
the RESET key on the audio control panel.

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Options Modified Area Call Panels

Call Chime. When an ATTND station is called from an other ATTND station or Instead of two steady pink lights a steady green light can be triggered on the call-
from the cockpit, the high/low chime can be broadcast from: ing station area call panel. The steady green light is used for cabin ATTND to cab-
• the loudspeakers of the called ATTND station only, in ATTND calls or used for cabin information to advise the cabin crew that the
• both all ATTND and passenger loudspeakers. cockpit is ready to take-off or land.
Figure 25: Cockpit and Cabin Interphone & Call System - Presentation

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Service Interphone - Presentation

The SerViCE INTerphone SYStem is a voice communications system on the
ground, between the flight crew and the ground service personnel. The Service In-
terphone system is integrated in the CIDS directors. A communication can also be
made between the attendant stations and the dedicated jacks around or in the air-
craft.
System Description
The SVCE INTPH SYS is made of:
• eight interphone jacks,
• a SVCE INTerphone OVerRiDe switch, with an integral indicator light located
on the maintenance panel in the cockpit,
• five isolation units, If there is a short-circuit condition in a maintenance-inter-
phone jack-socket, the isolation unit will keep the effects of the failure on the
service interphone system to a minimum.
The audio lines from the cockpit, cabin and interphone jacks are routed to the am-
plifiers in both Cabin Intercommunication Data System (CIDS) directors.
Ground Service Jack

Location of the service interphone jacks:
• FWD avionics compartment (1RJ).
• RH electrical compartment (2RJ).
• AFT avionics compartment (3RJ on 63VU).
• Engine L and R (4000RJ1 and 4000RJ2).
• Hydraulic compartment (11RJ on 2025VU).
• AFT fuselage (13RJ).
• APU bay (14RJ).

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Figure 26: Service Interphone - Presentation

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LGCIU and Service Interphone Override Conditions

There are 2 modes to connect the jacks to the SVCE INTPH.
The automatic mode:
On ground only, with the landing gear down and compressed. The Landing Gear
Control and Interface Units (LGCIUs) send a ground signal to the SVCE INTPH
SYS, integrated in the directors.
The manual mode:
The SVCE INT OVRD pushbutton, on the maintenance panel, must be pressed.
Then the white ON light comes on. The aircraft is on the ground with no signal from
the LGCIUs (e.g: The LGCIUs are not supplied). When the SVCE INT OVRD
pushbutton is pressed or when the aircraft is on jacks, a ground signal is sent to
the directors.
Operations from Cockpit

To establish a speech communication from the cockpit with the SVCE INTPH
jacks, the CABin key and knob on any Audio Control Panel (ACP), must be
pressed. The audio signals are transmitted to the jacks through the Audio Man-
agement Unit (AMU), the SVCE INTPH SYS, integrated in the CIDS directors and
the audio lines.
Operations from Cabin Station(S)

To establish a speech communication from the cabin with the SVCE INTPH jacks,
the SVCE key on the cabin attendant handset must be pressed. The message
"SERV INT" is displayed on the calling station Attendant Indication Panels (AIPs).
On all other AIPs, the steady "SERV INT IN USE" message appears. The audio
signals are digitized through the type B Decoder/Encoder Units (DEUs) and trans-
mitted through the middle data bus lines to the directors. After conversion to ana-
log signals, they are transmitted to the jacks through audio lines. NOTE: When the
CAB and INT keys are pressed (respectively on the ACPs in the cockpit and on
the handset in the cabin), speech communications can be established between
the cockpit, the cabin stations and the jacks.

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Figure 27: Service Interphone Override Condition

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Passenger Call System - Presentation • central reset of PAX calls for all zones from the Forward Attendant Panel
(FAP),
At Cabin Intercommunication Data System (CIDS) power-up a general call reset
will be initiated. Any call initiated from a passenger seat or a lavatory activates au- • central reset of PAX calls zone wise, from the FAP and Additional Attendant
ral and visual indications. If no passenger call is made during boarding time, all Panel (AAP),
seat row numbering lights will be steadily illuminated when at least one passenger • PAX call indication on Attendant Indication Panels (AIP). The seat row number
door is open. with the reference Left or Right will be displayed in clear text on the AlP as-
signed to that particular cabin section (e.g. “PAX 3L). A second received call
If a passenger call is made during boarding time, the respective seat row number- will be displayed after reset of the first call on the respective PSU.
ing light will flash.
• chime inhibition for PAX to cabin ATTND calls.
Passenger to Cabin Attnd Call from Passenger Seat (One Cabin Any of these options, once adopted, will be integrated in the Cabin Assignment
Zone). Module (CAM).
When a passenger (PAX) seat PAX call pushbutton is pressed on the Passenger
Service Unit (PSU), the following actions occur: 2/3 Cabin Zones
• the associated seat row numbering light comes on or flashs if at least one cabin When a passenger seat PAX call pushbutton is pressed on the PSU, the following
door is open. actions occur:
• a high 1 chime is broadcast over all ATTeNDant and PAX loudspeakers, • the blue visual indication of a PAX to cabin ATTND call will be effective on the
• the blue light on all Area Call Panels (ACPs) comes on steady. ACP assigned to the PAX compartment where the call has been initiated,
• the aural call annunciation (1 high chime) will be broadcast via the cabin and
If several pushbuttons are pressed simultaneously, a maximum of three chimes
ATTND loudspeakers assigned to the PAX compartment where the call has
sound. The call indications associated with an activated pushbutton are reset
been initiated.
when the same pushbutton is pressed a second time.
Passenger To Cabin Attnd Call From Lavatories (One Cabin Zone) Passenger to Cabin Attnd Call Via Cabin Attnd Station Loudspeakers
Basic version: When a lavatory call pushbutton is pressed, the following actions Only
occur: The visual call annunciation will be effective on the ACP assigned to the PAX com-
• the integrated call light comes on, partment where the call has been initiated. The aural call annunciation will be
broadcast via the cabin ATTND loudspeakers assigned to the PAX compartment
• a chime is broadcast over all ATTNDs and PAX loudspeakers,
where the call has been initiated.
• the amber light comes on steady on the respective ACP,
• the respective lavatory call amber light comes on. Lavatory Call
Pressing the respective lavatory call pushbutton a second time resets the associ- When a lavatory call pushbutton is pressed, the respective Area Call Panel indi-
ated call indications. cator comes on amber and, adjacent to that lavatory, an indicator comes on am-
ber. A high chime is broadcast through the attendant- and cabin loudspeakers of
Options the respective cabin section. A message (e.g. PAX La A) is displayed on the as-
The following options could be embodied upon customer request: signed AlP. To reset a lavatory call, the lighted call pushbutton must be pressed
• two zone PAX to cabin ATTND calls, again.
• three zone PAX to cabin ATTND calls, The central CALL RESET buttons on the FAP and AAP allows to reset all lavatory
• PAX to cabin ATTND call via cabin ATTND station loudspeakers only, calls in the respective cabin section.

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Figure 28: Passenger Call System - Presentation

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Passenger Lighted Signs - Presentation Options

If the CIDS is energized, the passenger lighted sign system is fully operational. No The following options can be embodied upon customer request:
Smoking (NS) signs on is achieved by a 3-position switch (ON/AUTO/OFF) in the • flashing mode of passenger light signs,
flight compartment for NS and EXIT signs in the passenger compartment. Fasten • chime activation at signs "ON" operation only,
Seat Belt (FSB) and return to seat signs on is achieved by a 2-position switch (ON/ • automatic FSB signs control at landing gear down and locked,
OFF) in the flight compartment for FSB signs in the passenger compartment and
the return to seat signs in the lavatories. A class divider will be installed in the cab- • automatic FSB signs control when slats and flaps are activated,
in when more than one cabin zone is adopted. • automatic NS signs control when slats and flaps are activated,
• combined NS/seat row numbering signs.
NS and Exit Signs Manual Mode Any of these options, once adopted, will be integrated in the Cabin Assignment
In manual mode, the 3-position switch installed in the flight compartment can be Module (CAM).
set in the ON/OFF position for activation/deactivation of the NS and EXIT signs.
Visual indication: the NS at the seat rows and the EXIT signs are switched on/off. Flashing Mode of Passenger Lighted Signs
Aural indication: one low chime is broadcast via all passenger and all attendant The FSB and NS will flash for approximately five seconds, when the related
(ATTND) loudspeakers when the signs are switched on/off. switches in the flight compartment are set to the ON position. After expiration of
this time period the signs will remain on and steady until they are switched off.
Automatic Mode
For the automatic mode, the 3-position switch installed in the flight compartment Chime Activation at Signs on Operation Only
has to be set in the AUTO position. When the landing gear is down and locked the The passenger attention low-chime broadcast through the passenger and cabin
NS and EXIT signs are switched on. The visual and aural indications are the same attendant station loudspeakers will be initiated only when the SEAT BELTS or the
as in the manual mode. NO SMOKING signs are switched on.
FSB and Return to Seat Signs Manual Mode EPSUs
The2-position switch installed in the flight compartment can be set in the ON/OFF The Emergency Power Supply Units (EPSUs) are used to control the emergency
position for activation/deactivation of the FSB and return to seat signs. lighting system. When the NO SMOKING signs are switched on, the directors pro-
Visual indication: the FSB signs at the seat rows and the return to seat signs at the vide a signal to the EPSUs, in order to light the EXIT signs. There is also a con-
lavatories are switched on/off. nection between the EPSUs and the Programming and Test Panel (PTP), to
Aural indication: One low chime is broadcast via all cabin and all ATTND loud- perform an emergency lighting system test or to initialize a test of the batteries lo-
cated in the EPSUs. The EXIT signs belong to the emergency lighting system. The
speakers when the signs are switched on/off.
bulbs are checked during the system test, initialized from the PTP.
Automatic Mode
No Electronic Device Signs
There is no automatic mode in the basic version.
At customer request, the NS signs can be replaced by the no electronic device
Excessive Altitude signs.
In case of excessive altitude the FSB, return to seat, NS and the EXIT signs switch
on automatically.

23-73-50
Figure 29: Passenger Lighted Signs - Presentation

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CIDS Warnings • display of the STatuS reminder on the EWD,

There are 3 types of test available in the CIDS for failure detection: • display of CIDS 1 message on the STATUS page (on request).
• the power on test (activated after every power Connection to the CIDS), NOTE: The STATUS page does not appear automatically after a warning.
• the continuous test (automatic periodical. system test), In flight, it is possible to reset the illuminated caution light on the FAP. After land-
• the manually activated test (via PTP, CFDS...). ing, if the failure still exists, the light comes on again and the SYSTEM STATUS
mode is displayed.
All BITE results are stored in the director (DIR) BITE dedicated memory (except
the manually activated test results) with failure indication shown on the Cabin In- The failures are divided into 4 failure classes:
tercommunication Data System (CIDS) CAUTion light, the ECAM EWD, the STA- • Class 1
TUS page on the ECAM SD, the MCDU and the Programming and Test Panel • Class 1CAB (cabin)
(PTP). Some failures or combination of failures cause immediate indication on • Class 2 and 3.
ECAM and single chime activation. A failure in the initialization process in DIR 1
causes: Figure 30: CIDS Warnings

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CIDS 1 + 2 Fault STATUS page. A "CIDS FAIL" (check CIDS functions) message is displayed for
If a failure of: cabin crew on the PTP for all cases. The related message is sent to the Central-
ized Fault display System (CFDS)/PTP:
• both directors,
• DIR (via DIR 1 + 2),
• 50% of all type A Decoder/Encoder Units (DEUs),
• 50% type A DEUs,
• 20% of adjacent type A DEUs zone wise,
• 20% type A DEUs in (x) zone,
• all type B DEUs with connected handset,
• all type B DEUs with handset.
happens, the single chime sounds, the ECAM MASTER CAUT comes on in the
cockpit and the CIDS CAUT light comes on, on the Forward Attendant Panel Figure 31: CIDS 1 and 2 Fault
(FAP). The failure message is shown on the ECAM EWD, and on request, on the

23-73-53
CIDS Caution on ECAM DIR continues to send CIDS caution message to the System Data Acquisition
When a CIDS caution message is displayed on the ECAM, the detailed failure Concentrator (SDAC) until the fault is corrected. The CIDS caution message on
message is memorized in the PTP and available on ground on request. The cau- the ECAM is displayed if one DIR fails.
tion messages on the ECAM are the STS reminder on the EWD, and the class 2 Figure 32: CIDS Caution on ECAM
maintenance message on the STATUS page which is displayed on request. The

23-73-54
CIDS Caution Light on FAP • the heater of the drain mast fails,
Some CIDS caution message or failure signals also activate the CIDS CAUT light • the control unit of the drain mast fails,
on the FAP. • the slides bottle pressure is low,
NOTE: The CIDS CAUT light can be reset in flight, but comes on again on the • the doors bottle pressure is low,
ground (landing gear down and locked). The light cannot be reset on the ground. • CIDS top bus,
When a CIDS CAUT occurs, the respective failure message is displayed on the • CIDS mid bus,
PTP. The CIDS CAUT light comes on if : • DEU-A,
• both DIRs fail, • DEU-B,
• 50% of all type A DEUs fail, • FAP, PTP, Cabin Assignment Module (CAM),
• 20% of adjacent type A DEUs fail zonewise, • no data from CAM,
• all type B DEUs with a connected handset fail, • no data from FAP,
• no data from Smoke Detection Control Unit (SDCU) channel 1 and 2, • no data from PTP.
• the lavatory smoke detector fails (option),
• lavatory fire extinguisher bottle pressure low (by SDCU) (option), Figure 33: CIDS Caution on FAP

23-73-55
PTP Sys Test & Sys Status Pages Presentation

The following sequence deals with the Programming and Test Panel (PTP) SYS-
TEM STATUS and SYSTEM TEST functions. After pressing the DiSPLay ON
pushbutton, the first page gives access to 3 main parts:
• SYSTEM STATUS to get information on the Cabin Intercommunication Data
System (CIDS) and on all connected cabin systems,
• SYSTEM TEST to test CIDS as well as all connected cabin systems,
• PROGRAMMING to change the zoning, (not explained in this module).

23-73-56
Figure 34: PTP Presentation

23-73-57
System Status
The SYSTEM STATUS function lets the current status of the CIDS be monitored.
This includes the CIDS and the interfaces to other systems. In case of no failure,
the message is "OK" E.g.: "CIDS OK". In case of failure, the message is indicated
first. E.g.: "SLIDE PRESS LOW". Selecting the membrane switch next to the fail-
ure message gives more details on the related failure. For maintenance/cabin
crew support, the following systems functions are also monitored:
• lavatory smoke system (detectors and lavatory fire extinguisher pressure),
• slide bottle pressure,
• doors bottle pressure,
• drain masts,
• doors closed/slides armed status.
NOTE: If an optional system/function is not requested by the customer, it will not
be monitored or shown on the display.
Maintenance
The MAINTENANCE page gives access to the same items as the Centralized
Fault Display System (CFDS) SYSTEM REPORT/TEST concerning the CIDS:
• last leg report,
• previous legs report,
• Line Replaceable Unit (LRU) identification,
• fault data,
• class 3 faults,
• ground scan.
Data displayed in these pages are identical to those available in the CFDS SYS-
TEM REPORT/TEST function concerning the CIDS.
In flight, only the "CURRENT LEG REPORT" item is displayed and available.

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Figure 35: PTP System Status & Maintenance

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Last Leg Report

This display shows the LAST/CURRENT LEG REPORT, with the date and time of
the failure occurrence, the ATA chapter and the name of the failed unit. It contains
class 1+2 failures.
In flight, this report is titled CURRENT LEG REPORT and is the only item available
within the MAINTENANCE mode.
Previous Legs Report

This display shows the previous legs. It contains class 1+2 failures. The various
failed units can be:
• director (DIR) 1,
• DIR 2,
• Decoder/Encoder Unit (DEU) A,
• DEU B,
• CIDS top bus,
• CIDS middle bus,
• PTP,
• Forward Attendant Panel (FAP),
• System Data Acquisition Concentrator (SDAC) 1+2,
• Centralized Fault Display Interface Unit (CFDIU),
• Emergency Power Supply Units (EPSUs),
• Smoke Detector Control Unit (SDCU) channel 1+2,
• Cabin Assignment Module (CAM).
NOTE: The PREV LEG report contains the fault information of the last 64 flight
legs and includes the date, time and ATA chapter.
LRU Identification
The Part Number of the relevant unit is shown.

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Figure 36: PTP Last Leg / Previous Legs / LRU Ident

23-73-61
Maintenance Fault Data dated when the failure has been cancelled. For non-monitored systems, the up-
This display contains the same DATA as "TROUBLE SHOOTING DATA" when date will occur after a DIR power-on or after a test activation via the PTP or MCDU.
using the MCDU with the CFDS. It shows:
• the date,
• the leg number,
• the hour,
• the number of occurrences,
• a 6 digits code which gives a more precise failure identification.
For example, code 240A07 means DEU A 200RH07 discrete output or wiring con-
nection pin J2-2.
NOTE: Failures are marked with "LEG 03".
Class 3 Faults
This display shows class 3 fault messages from the following items:
• CFDIU,
• SDCU channel 1,
• SDCU channel 2,
• SDAC 1,
• sign lamp,
• call lamp,
• Attendant Indication Panel (AIP),
• Additional Attendant Panel (AAP),
• reading light,
• reading light Printed Circuit Board (PCB),
• power reading light PCB,
• work light FWD, MIDdle, AFT,
• work light PCB FWD, MID,
• power PCB FWD, MID, AFT,(PCB = Printed Circuit Board.)
• Passenger Entertainment System (PES) Main Multiplexer (MMUX),
• announcement reproducer,
• video system.
Ground Scan
The GROUND SCAN indicates all class 1 and 2 failures which are present on
ground. For the continuously monitored systems, the ground memory will be up-

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Figure 37: PTP Maintenance Fault / Class 3 Faults / Ground Scan

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System Test
The SYSTEM TEST function is used for the test on ground only of the following
units: :
• active DIR,
• CIDS bus,
• DEU A,
• DEU B,
• CAM,
• PTP,
• FAP,
• AAPs,
• AIPs,
• loudspeakers,
• sign lamps,
• Area Call Panels (ACPs),
• passenger call lamps,
• reading/work lights,
• emergency light battery,
• drain masts.
NOTE: Test of the passive director (DIR) 2 is only available via the MCDU. (ACT)
indicates that director 1 is active.
The RESET function initiates a CIDS power on reset including the complete power
on test. The complete power on test is only done if there is at least one cabin door
open. If there is a failure, it can be read using the automatically displayed SYS-
TEM STATUS/MAINTENANCE mode on the PTP.

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Figure 38: PTP System Test

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Operational Test for ACPs and Loudspeakers

When you push the ACP or Loudspeaker Test related membrane switch, the re-
lated submenu comes on. In the submenu for the loudspeaker test a tone for all
cabin loudspeakers can be switched on/off. Via the ACP test submenu you can
switch on/off alt ACPs for a visible check.
After selecting the Loudspeaker Test submenu at some seatrows the pax call!
seatrow numbering lamps can go off. A reset is done by activating a Pax Call
Lamp test at the end of the loudspeaker test.
Reading/work Lights Test

See ATA 33 for more explanations about EMERGENCY LIGHT BATTERY test.
NOTE: The reading/work lights test also includes the test of the decoration lights,
if the system is installed.

23-73-66
Figure 39: PTP Reading and Work Light Test

23-73-67
PTP Cabin Reconfiguration

This presentation deals with the use of the Programming and Test Panel (PTP) for
cabin reconfiguration. The programming function is used to change the ZONING
or to make a CABIN PROGRAMMING. For the ZONING mode, no access code is
required. But for the CABIN PROGRAMMING mode, an access code is required.
The ZONING function is used for the selection of the number of zones inside the
cabin as well as the various No Smoking (NS) areas and the class divider. The
class divider is a device which separates the cabin zones. Each cabin zone begins
with a NS zone.
Cabin Zones
For CABIN ZONES programming, the end seat-row number of each zone has to
be entered. The specific functions will then be automatically adapted. The NS
zones begin in accordance with the respective cabin zones. The NS signs in these
zones come on steady. Here are three asymmetrical cabin zones. The FWD zone
ends at seat-row 03 Right/04 Left, the MIDdle zone ends at seat row 14R/16L and
the AFT zone starts at seat row 15R/17L. In case of symmetrical cabin zones the
numbers will appear only in the right hand positions of the menu without left hand
or right hand separations.
NOTE: Symmetrical or asymmetrical cabin zones are customer options.
To increase the FWD zone by 3 seat rows on the right section select 06 for the
end of the FWD zone. The FWD zone ends now at seatrow 06R/04L and the MID
zone starts at seat row 07R/05L. If a change was made, the flashing message
"PARAMETER SAVING" appears.
With the message "PARAMETER SAVED" the saving of the new configuration to
layout M (Modifiable) and into the director (DIR) is completed. The MODIFICA-
TION counter is incremented and displayed (Here M = 019).

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Figure 40: PTP Cabin Programming

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No Smoking (NS) Zones

Each cabin zone begins with a NO SMOKING ZONE.
The NS ZONES function gives the seat row numbers of the end of the NS zones
for each cabin zone. The NS zones are modified using the keyboard in the same
way as for the cabin zones.
NOTE: : Entering a zero (0) deletes the NS zone in the respective cabin zone. If
the layout of cabin zones is changed, the NS zones layout follows automatically.
The number of seat rows in each NS zone will remain constant except if the cabin
zone is smaller than the NS zone. In case of symmetrical NS zones, the numbers
will appear only in the right hand positions of the menu without left hand or right
hand separations.
Class Divider (Div)

There can be passive class dividers without sign lamps or active with sign lamps.
The CLASS DIVIDER programming is used for BITE related current sensing. In
case of cabin reprogramming, the class divider should be moved manually.

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Figure 41: PTP No Smoking Selection

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CAM Layout Selection AFT). These segments/areas are fixed (noise level zone defined) and independ-
The CABIN PROGRAMMING function is protected by an access code. Note that ent of the cabin zones. The definition is laid down in the CAM.
each code digit is marked by a * sign. There are 3 programming levels: Additionally the AUTOmatic INCREASE levels for the cases ENGine running and
• The 3-digit access code (333), level 1, enables the CAM LAYOUT SELECTion cabin DEPRESSurization can be adjusted (display 5). The acoustic loudness in
only, and the cabin for these auto increase cases is always according to the basic loudness
• the 6-digit access code (333 123), level 2, enables additionally level plus the auto increase level. After selection of a segment/area/auto increase
case at the right side of the respective menu, the related currently active loudness
• the PA LEVEL ADJustments. value is flashing. It can be adjusted in +/- 2 dB steps by pushing the related +/- key
• A 9-digit access code is for vendor use only. at the left side of the menu. The respective loudness level in the cabin is updated
If an incorrect access code is entered, the display gives the message USER AU- immediately (for the auto increase cases only if the cases are currently activ).
THORIZATION FAILURE. A new entry can be started after activation of the RE- When a loudness level has been changed, push the RET key and, after the mess-
Turn key. sage PARAMETER SAVING, PARAMETER SAVED with the new (increased)
The 6-digit access code has been inserted. ENTERing provides the: MODIFICATION number will appear.
• CAM LAYOUT SELECTion or PA LEVEL ADJustments. The RES key is used to select the default values. If a segment/area/auto increase
The Cabin Assignment Module (CAM) LAYOUT SELECTION function is used for case has been selected, this flashing value resets to the default value, after push-
the selection of a new CAM layout. When activating the Cabin Intercommunication ing RES. If none has been selected before pushing RES (no flashing value), all
Data System (CIDS), the last selected layout is loaded from the CAM into the DIR values of the page reset to the default values.
memory. The programmed layouts are marked with a "<" or ">" sign. The number
of the last selected layout flashes. A new layout can be selected by pressing the
related labeled key. Then this number flashes and the layout is downloaded into
the DIR. The CIDS system will then be completely updated. The CAM shown here
includes three fixed layouts 1, 2 and 3 (a maximum of 3 fixed layouts can be pro-
grammed) and the modifiable layout M. If layout 1, 2 or 3 are loaded and modified,
they are saved into layout M. The key M should be pressed in order to load the
layout M. If no CAM is available, the last downloaded layout is maintained in the
DIR. If no CAM is available and the last downloaded layout is defective, the CIDS
works with its own layout. In these cases, the failure message "CIDS FAIL" ap-
pears on the SYSTEM STATUS page.
Any PROGRAMMING, either the no access code required ZONING (CABIN
ZONES- and NS ZONES modifications), or the access code required CABIN
PROGRAMMING (CAM LAYOUT SELECTION and PA LEVEL ADJustment), is
saved in layout M and active, until another layout (1-3) is reselected.
Cabin Programming
When the 6 digit level 2 access code (333123) in the CABIN PROGRAMMING is
inserted, the PA LEVEL ADJ item appears additionally on the display (1).
The following menus allow to adjust the basic loudness levels for three cabin seg-
ments (display 3: SEG1-3) and for the separate attendant areas (display 4: FWD-

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Figure 42: PTP Programming Page

23-73-73
Steps To Modify A Selected Cabin Layout

Load desired layout 1, 2, 3 or M into director.
Select e.g. ZONING.
By programming steps, the CABIN ZONES or NS ZONES layout data is modified
in the RAM of the director.
After completing the programming, press RET ) and the message PARAMETER
SAVING flashes.
This stores the modified data in the layout M of the CAM and in the EEPROM of
the director.
Reselection of layouts 1, 2 or 3 is possible, but layout M holds the modified layout
2 version, until a new programming is made.
If RET is not pressed, the system will operate with the modified data, until a power
interruption causes a restart of the system. In this case, the modified data will be
lost and the old layout 2 will again control the function of the CIDS.

23-73-74
Figure 43: PTP Layout Change Example

23-73-75
Figure 44: CIDS DEU A Location Example A319

25 1
N OT E :
24
1 M O U N T I N G B R AC K E T I N C L U D E S 22 26 1
T E R M I N AT I O N R E S I S TO R 2 1 0 R H
20
18 23
21
14
19
12
17 FR66
10
8 13
FR63
6 11
FR61
4 A FR57
2 9
1 7
5 FR53
FR45
3
FR42
FR35 200RH17 0 251RH17

17 2010VU17
DEU-A F 253RH17
FR29
200RH18 1 251RH18
18 2010VU18
DEU-A 0 253RH18
FR24
200RH7 0 251RH7 200RH19 1 251RH19
7 2010VU7 19 2010VU19
FR16 DEU-A 7 253RH7 DEU-A 1 253RH19
200RH8 0 251RH8 200RH20 1 251RH20
FR12 8 2010VU8 20 2010VU20
DEU-A 8 253RH8 DEU-A 2 253RH20
200RH1 0 251RH1 200RH9 0 251RH9 200RH21 1 251RH21
1 2010VU1 9 2010VU9 21 2010VU21
DEU-A 1 253RH1 DEU-A 9 253RH9 DEU-A 3 253RH21
200RH2 0 251RH2 200RH10 0 251RH10 200RH22 1 251RH22
2 2010VU2 10 2010VU10 22 2010VU22
DEU-A 2 253RH2 DEU-A A 253RH10 DEU-A 4 253RH22
200RH3 0 251RH3 200RH11 0 251RH11 200RH23 1 252RH1
3 2010VU3 11 2010VU11 23 2014VU1
DEU-A 3 253RH3 DEU-A B 253RH11 DEU-A 5 254RH1
200RH4 0 251RH4 200RH12 0 251RH12 200RH24 1 252RH2
4 2010VU4 12 2010VU12 24 2014VU2
DEU-A 4 253RH4 DEU-A C 253RH12 DEU-A 6 254RH2
200RH5 0 251RH5 200RH13 0 251RH13 200RH25 1 252RH3
5 2010VU5 13 2010VU13 25 2014VU3
DEU-A 5 253RH5 DEU-A D 253RH13 DEU-A 7 254RH3
200RH6 0 251RH6 200RH14 0 251RH14 200RH26 1 252RH4
6 2010VU6 14 2010VU14 26 2014VU4
DEU-A 6 253RH6 DEU-A E 253RH14 DEU-A 8 254RH4

23-73-76
Figure 45: CIDS DEU A Location Example A321
22 24 1 26 1
200RH1 0 251RH1
1 2010VU1 20 19
DEU-A 1 253RH1 31 25 1
15 17
200RH2 0 251RH2 32 18
2 2010VU2
DEU-A 2 253RH2
16 23 1
200RH3 0 251RH3
3 2010VU3
DEU-A 3 253RH3 13 21
11
9 FR66
N OT E : 29 14
FR63
27 12
1 M O U N T I N G B R AC K E T FR59
I N C U D E S T E M I N AT I O N 28 10
R E G I S TO R 2 1 0 R H 30 FR55
7 FR51
5
8 FR48 200RH19 1 251RH19
19 2010VU19
3 DEU-A 9 253RH19
6 FR47.2
200RH20 1 251RH20
20 2010VU20
4 A FR45 DEU-A A 253RH20
12 200RH21 1 251RH21
FR40 21 2010VU21
DEU-A B 253RH21
FR35.8 200RH22 1 251RH22
22 2010VU22
FR35.5 DEU-A C 253RH22
FR35.1 200RH23 1 252RH1

23 2014VU1
DEU-A D 254RH1
FR32
200RH10 0 251RH10 200RH24 1 252RH2
10 2010VU10 24 2014VU2
FR28 DEU-A E 253RH10 DEU-A E 254RH2
FR24 200RH11 0 251RH11 200RH25 1 252RH3
11 2010VU11 25 2014VU3
DEU-A F 253RH11 DEU-A F 254RH3
FR14
200RH12 1 251RH12 200RH26 0 252RH4
12 2010VU12 26 2014VU4
DEU-A 0 253RH12 DEU-A 0 254RH4
200RH4 0 251RH4 200RH13 1 251RH13 200RH27 0 251RH27
4 2010VU4 13 2010VU13 27 2010VU27
200RH5 0 251RH5 200RH14 1 251RH14 200RH28 0 251RH28
5 2010VU5 14 2010VU14 28 2010VU28
DEU-A 5 253RH5 DEU-A 2 253RH14 DEU-A A 253RH28
200RH6 0 251RH6 200RH15 1 251RH15 200RH29 0 251RH29
6 2010VU6 15 2010VU15 29 2010VU29
DEU-A 6 253RH6 DEU-A 5 253RH15 DEU-A B 253RH29
200RH7 0 251RH7 200RH16 1 251RH16 200RH30 0 251RH30
7 2010VU7 16 2010VU16 30 2010VU30
DEU-A 7 253RH7 DEU-A 6 253RH16 DEU-A C 253RH30
200RH8 0 251RH8 200RH17 1 251RH17 200RH31 1 251RH31
8 2010VU8 17 2010VU17 31 2010VU31
200RH9 0 251RH9 200RH18 1 251RH18 200RH32 1 251RH32
9 2010VU9 18 2010VU18 32 2010VU32
DEU-A D 253RH9 DEU-A 8 253RH18 DEU-A 4 253RH32

23-73-77
Figure 46: CIDS DEU B Location Example A19 & A321
300RH1 7 351RH1 6 1 300RH1 7 351RH1

1 2011VU1 5 1 1 DEU-B 2011VU1
DEU-B 1 353RH1 1 353RH1
7 351RH2 7 351RH2 8 1
2 2011VU2 2 2011VU2
2 353RH2 2 353RH2 1 7
7 351RH3 300RH7 7 351RH7
3 2011VU3 3 DEU-B 2011VU7
3 353RH3 3 353RH7
300RH4 7 351RH4 7 351RH8
4 2011VU4 4 2011VU8
DEU-B 4 353RH4 4 353RH8
3 2
300RH5 7 352RH1 7 351RH3 6
5 2015VU1 5 2011VU3
DEU-B 5 354RH1 FR67 5 353RH3
4 5 2
300RH6 7 352RH2 300RH4 7 351RH4
6 2015VU2 6 DEU-B 2011VU4
DEU-B 6 354RH2 6 353RH4 FR67
300RH5 7 S1
7 2015VU1
DEU-B 7 S2
2 2
300RH6 7 S1
1 8 2015VU2
DEU-B 0 S2
2 4
A 3
FR42
EXAMPLE FR47.2 A
A 2 2 EXAMPLE
C O D I N G S W I T C H E3S5 1 R H
A CODING SWITCHES 351RH
1
352RH 353RH
353RH S1
354RH S2
FR35.1
FR16
FR12
FR16
CIDS BUS CIDS BUS

C O N N E C TO R C O N N E C TO R
N OT E : N OT E :
1 M O U N T I N G B R AC K E T I N C L U D E S 1 M O U N T I N G B R AC K E T I N C L U D E S
T E R M I N AT I O N R E S I S TO R 3 1 0 R H T E R M I N AT I O N R E S I S TO R 3 5 0 R H
2 WITHOUT DEU CABIN EQUIPMENT 2 WITHOUT DEU CABIN EQUIPMENT
C O N N E C TO R S C O N N E C TO R S

23-73-78
Figure 47: CIDS Director Location
CABIN EQUIPMENT
C O N N E C TO R S
101RH
B 102RH
AV I O N I C S R AC K 8 0 V U
1 0 2 R H ( H OT- S TA N D B Y )
187VU 1 0 1 R H ( AC T I V E )
101RH1
102RH1
B
B
FR24A
AV I O N I C S
C O M PA RT M E N T
Z120
FR1

23-73-79
Figure 48: Top Line Bus & Middle Line Bus Arrangement (Example)
1RH OUTPUT
2RH OUTPUT
2RH OUTPUT
1RH OUTPUT
2LH OUTPUT
1LH OUTPUT
1LH OUTPUT
2LH PUTPUT
102RH DIR2
101RH DIR1
LH OUTPUT LH OUTPUT
TO P L I N E
TO P L I N E
TO P L I N E
TO P L I N E
TO P L I N E
TO P L I N E
TO P L I N E
TO P L I N E
MIDDLE LINE MIDDLE LINE
RH OUTPUT RH OUTPUT
MIDDLE LINE MIDDLE LINE
PRESS LOW
2011VU2
101RH DIR1 102RH DIR2
SLIDE + DOOR
FWD DOOR RH/LH
340RH1 340RH2
331RH1 PRESS LOW

DEU DEU SLIDE + DOOR
200RH1 2010VU 1 2010VU 2 200RH2
2011VU1
MID DOOR RH/LH
300RH1
DEU B
330RH1
2011VU8
DEU DEU
2010VU 3 200RH3 200RH4 2010VU 4 330RH14
340RH13 340RH14
DEU A DEU RESET

200RH5 2010VU 5 2010VU 6 200RH6 320RH1
EVAC/SMOKE
FWD LH ATTENDANT 2064VU4
DEU A DEU A
2010VU 7 200RH7 200RH8 2010VU 8
2011VU7
300RH7
DEU B
DEU DEU PRESS LOW 322RH
200RH9 2010VU 9 2010VU 10 200RH10 SLIDE + DOOR MID RH ATTENDANT
EXIT DOOR RH/LH
DEU A DEU A
2010VU 11 200RH11 200RH12 2010VU 12
340RH7 340RH8
DEU DEU
200RH13 2010VU 13 2010VU 14 200RH14
2011VU3
PRESS LOW 330RH8
DEU A DEU A
2010VU 17 2010VU 18 SLIDE + DOOR
2011VU4
300RH4
200RH17 200RH18
DEU B
AFT DOOR RH/LH
RESET
DEU DEU EVAC/SMOKE
200RH19 2010VU 19 2010VU 20 200RH20 340RH9 340RH10 2064VU6
DEU A DEU A
2010VU 21 200RH21 200RH22 2010VU 22
322RH
DEU A 2014VU 1 2014VU 2 DEU A 330RH9 EXIT RH ATTENDANT
200RH23 1 1 200RH24
2015VU1
300RH5
DEU B
2015VU2
300RH6
2014VU 3 DEU A DEU A 2014VU 4 1 330RH11
DEU B
1 1 AAP
200RH25 200RH26 1
126RH
320RH9 320RH11
MOUNTING BRACKET INCLUDES
N OT E : 1 M O U N T I N G B R AC K T I N C L U D E S AFT LH ATTENDANT NOTE: 1 TERMINATION RESISTOR 310RH AFT RH ATTENDANT
T E R M I N AT I O N R E S I S TO R 2 1 0 R H

23-73-80
CIDS Power - Up Test • approx. 30 sec after completion of the power—up test.
– Audio Control Panel:
Conditions of Power-Up Test initialization • ATT light flashes for approx. 60 sec.
A/C configuration: The following repercussions can be observed in the cabin:
• A- Landing gear not compressed. – A/C in config. A:
• B- Landing gear compressed and all doors closed. • after approx. 30 sec, cabin lights go off for approx. 2 sec,
• C- Emergency mode (only essential power available). • chimes are heard 40 sec after power-up test initialization.
• D- Landing gear compressed and with a minimum of one door open. – A/C in config. B:
The computer must be de-energized for a time of 10 sec in A/C config. A, B, C and • after approx. 30 sec, cabin lights go off for approx. 2 sec,
D. • after approx. 35 sec, the signs flash for approx. 1 sec,
Progress of Power-Up Test • and chimes are heard approx. 35 sec after power-up test initialization.
– A/C in config. C:
The time durations below are only valid if the CAM has been already loaded before
the power-on was performed. The CAM loading requires approx. 15 sec. • no observations.
– A/C in config. D:
Duration:
• after approx. 30 sec, cabin lights go off for approx. 2 sec,
– A/C in config. A:
• after approx. 35 sec, the call/seatrow numbering lights and the signs
approx. 35 sec until the system is operational,
flash for approx. 80 sec,
approx. 60 sec until the end of the test.
• chimes are heard approx. 170 sec after power-up test initialization.
– A/C in config. B:
Results of Power-Up Tests
approx. 40 sec until the system is operational,
approx. 70 sec until the end of the test. Cockpit repercussions in case of test pass / test failed.
– A/C in config. C: a) Test pass: - none.
approx. 10 sec until the system is operational. b) Test failed:
– A/C in config. D: 1) In case of CIDS 1 or CIDS 2 failure (CLASS 2 warning):
approx. 170 sec until the system is operational, ECAM STATUS:
approx. 200 sec until the end of the test. MAINTENANCE “CIDS 1” or “CIDS 2” white indication.
2) In case of CIDS 1 and CIDS 2 failure (CLASS 1, LEVEL 2 warn):
The stated values are typical values and may be increased under certain condi-
tions. Master caution light comes on and one single chime,
ECAM warning:
Cockpit repercussions (ECAM warning, audio warning, lights):
COM “CIDS 1 + 2 FAULT”
A/C in config. A-, B-, C- or D.
INOP SYSTEM “CIDS” (STATUS).
– ECAM maintenance status:
“CIDS 1” and/or “CIDS 2” come on and go off after completion:
• at the same time or,
• separately or,

23-73-81
CIDS Director Switchover • CABIN ASSIGNMENT MODULE

In case of Director 1 failure, the activity is switched to the Standby Director 2. • AlP
1. A/C configuration: • EPSU
A- Landing gear not compressed. • SIGNS AND PA
B- Landing gear compressed and all doors closed. • SLIDE BOTTLE PRESS LOW
C- Emergency mode (only essential power available). • LAVATORY SMOKE DETECTION HEATER OF DRAINMAST SYSTEM
D- Landing gear commpressed and with a minimum of one door open. • UNIT OF DRAINMAST SYSTEM
2. Duration: • SDCU CHANNEL 1+2
The time measurement has been started with the Director 1 power-off. Besides the DEU A failure message, the FIN 200RH15, the date, the time of oc-
Before the switchover simulation, the CAM has been already loaded. currence and the reference to the ATA chapter is displayed.
– A/C in config. A and B:
approx. 25 sec until the system is operational and the end of the test.
– A/C in config. C:
approx. 5 sec until the system is operational.
– A/C in config. D:
approx. 105 sec until the system is operational and the end of the test.
The stated values are typical values and may be increased under certain condi-
tions.
This CIDS menu is similar to the MAINTENANCE menu selected on the PTP. It is
only possible to check the active CIDS (CIDS 1 ACT).
CIDS 2 could be tested by disconnecting the Power Supply of Director 1.
The various failed units can be:
• DIRECTOR 1
• DIRECTOR 2
• DEU A
• DEU B
• CIDS TOP BUS
• CIDS MID BUS
• PROG and TEST PNL
• FWD ATTND PNL

23-73-82
BITE Access via MCDU / CFDS

Figure 49: CIDS MCDU BITE Access Example
MCDU MENU
1 1
MCDU MENU S T S T E M R E P O RT / T E S T
COM
<FMS <AMU CIDS2> 1
<RMP1 HF1>
<CFDS <RMP2 HF2>

C I D S 1 ( AC T. )
<RMP3 VHF1>
GROUND SCANNING
<CIDS1 VHF2>
<RETURN VHF3> UTC ATA

SELECT DESIRED SYSTEM 1 8n 3 23-73-46
D E U - A 2n n R H 1 5
CFDS C I D S 1 ( AC T. )
< L A S T L E G R E P O RT < L A S T L E G R E P O RT TEST> <RETURN PRINT>
< L A S T L E G E C A M R E P O RT < P R E V I O U S L E G S R E P O RT
< P R E V I O U S L E G S R E P O RT < L RU I D E N T I F I C AT I O N
< A / C C U R R E N T S TAT U S < T RO U B L E S H O OT I N G DATA
< S Y S T E M R E P O RT / T E S T < C L A S S 3 FAU LT S GND SCAN>
POST FLIGHT REPRINT <RETURN
S Y S T E M R E P O RT / T E S T C I D S 1 ( AC T. )
<AIRCOND F/CTL> C L A S S 3 FAU LT S
<AFS FUEL>
ATA
<COM ICE & RAIN>
23-73-22
<ELEC INST> AT T N D I N D P N L A F T L
< F I R E P R OT L/G>
<RETURN N AV > <RETURN
1 F O L L OW S T H E S A M E P R O C E D U R E A S C I D S

23-73-83
Figure 50: CIDS MCDU BITE Access Example
C I D S 1 ( AC T. )
< L A S T L E G R E P O RT TEST>
< P R E V I O U S L E G S R E P O RT
< L RU I D E N T I F I C AT I O N
< T R O U B L E S H O OT I N G DATA
< C L A S S 3 FAU LT S GND SCAN>
<RETURN
C I D S 1 ( AC T. ) C I D S 1 ( AC T. )
TEST
CIDS BUS TEST < D I R E C TO R
<CIDS BUS
ATA 2 3 - 7 3 - n n <DEU A
TEST IN PROGRESS
<DEU B
< P & T PA N E L
<RETURN PRINT> <RETURN
N E X T PAG E
C I D S 1 ( AC T. ) C I D S 1 ( AC T. )
TEST
CIDS BUS TEST <CAM
< F W D AT T N D PA N E L
ATA 2 3 - 7 3 - n n < A D D AT T N D PA N E L
TEST OK
< AT T N D I N D I C AT I O N PA N E L
< L O U D S P E A K E R S1
N E X T PAG E

23-73-84
Differences to Enhanced CIDS System of the A320 Figure 51: Differences A320 Classic to Enhanced
Family
On the A320 classics, the Cabin Intercommunication Data System (CIDS) consist
of 2 computers (the directors) which communicate through a system bus with the
Decoder/Encoder Units (DEUs). The DEUs send (and receice) information to (and
from) the passengers and cabin crew systems.The directors are linked to:
The Forward Attendant Panel (FAP) to control and monitor the cabin function.
The Programming and Test Panel (PTP) to program customer demands and to
test the entire CIDS and related aircraft systems.
On the enhanced versions, in addition to the already available CIDS functions, the
following equipement and respective functions are integrated in the new CIDS di-
rectors:
• Smoke Detection Control Unit (SDCU)
• Vacuum System Controller (VSC).
On the enhanced versions, there is no PTP. All programming functions are done
on the Flight Attendant Panel (FAP) and all test function are done by the CFDS
through the MCDU. The new generation CIDS includes the following updated
equipment:
• Directors
• Type A DEUs
• Type B DEUs
• DEU connections boxes
• DEU termination boxes
• FAP with Cabin Assignment Module (CAM), On Board Replaceable Module
(OBRM) and Prerecorded Announcement and Music (PRAM).
• FAP software
• Passenger Service Unit (PSU) with Passenger Interface Supply Adapter (PI-
SA) and Light Emitting Diode (LED) reading lights.

23-73-85
General Loudspeakers
The Cabin Intercommunication Data System (CIDS) includes: The loudspeakers are linked to the Passenger Interface Supply Adapters (PISAs)
• the central control components, the DIRectors, installed in the Passenger Service Units (PSUs), and directly connected to DEUs
A and stand alone PISAs, close to the attendant station and in each lavatory. They
• the main user interface, the Flight Attendant Panel (FAP),
are all identical and are used for:
• and the data interfaces, the Decoder/Encoder Units (DEUs).
• passenger address announcements,
The cabin interphone and some Passenger Address (PA) audio are transmitted in • call chimes (optional).
a bi-directional way via the Audio Management Unit (AMU) between the cockpit
and the DIRs. The cockpit handset is directly linked to the DIRs via 1 discrete sig- NOTE: One PISA is installed in each PSU.
nal and 2 analog signals. The touch screen FAP controls and indicates the status
of the CIDS. The PRerecorded Announcement and Music (PRAM), Cabin Assign-
Passenger Call
ment Module (CAM) and On Board Replaceable Module (OBRM) flash cards are Pushbuttons are fitted in the PSUs above each seat row and in the lavatories.
integrated into the FAP.
Reading/light
DEU A Reading lights are supplied by the active CIDS DIR via type A DEUs and PISAs.
Maximum of sixteen type A DEUs are installed above the windows in the cabin
ceiling and close to the center ceiling for the DEUs in the entrance area. Each Attendant Light
DEU type A is controlled by the active DIR. The DEUs type A are connected to Attendant lights are supplied by the active CIDS DIR via type A DEUs and the
one of the two data-bus top lines (i.e. : two wire twisted and shielded cable). A bro- stand alone PISAs.
ken wire in one top-line bus will only affect the type A DEUs behind the crack on
this bus. The type A DEUs of the other top-line bus will work without disturbance. DEU B
A maximum of 8 type B DEUs are installed near the exit doors in the center ceiling.
Passenger Signs They are connected to the DIRs via a middle line data bus. DEU B location may
The passenger signs; equipped with Light Emitting Diode (LED) technology; in- vary with specific airline requirements.
clude NO SMOKING or the optional NO ELECTRONIC DEVICE lights, FASTEN
SEAT BELT lights, NON SMOKER ZONE lights and RETURN TO SEAT lights in Slide Pressure System
the lavatories. Furthermore, for the passenger call system, the seat row lights are The DIRs receive signals from the bottle pressure sensors via type B DEUs. If the
connected to the type A DEUs. pressure is low, the message CHECK SLIDE PRESSURE is displayed on the lo-
cated zone of the DOORS/SLIDES page on the FAP.
Cabin Lights
The cabin lights include: Door Pressure System
• entrance, windows & ceiling lights, The DIRs receive signals from the bottle pressure sensors via type B DEUs. If the
• lavatory lights, equipped with LED technology and fluorescent lamp, pressure is low, the message CHECK DOOR PRESSURE is displayed on the lo-
• attendant lights, equipped with LED technology, cated zone of the DOORS/SLIDES page on the FAP.
• reading lights, equipped with LED technology.

23-73-86
Figure 52: Enhanced CIDS Layout

23-73-87
Crew Interphone System Flush Control Unit

The cabin crew interphones are linked to the type B DEUs via 1 discrete and 2 an- The Flush Control Unit (FCU) is an electronic assembly installed on the supporting
alog audio signals. frame of the toilet assembly. The unit controls the time and sequence of the toilet
NOTE: From each attendant station it is possible to communicate with personnel operation during the flush cycle.
at the service interphone connections.
Vacuum Generator
EPSU The vacuum generator sends an overheat signal to the type B DEUs via a discrete
The Emergency Power Supply Units (EPSUs) are connected to type B DEUs for line.
the emergency lighting system test.
Lavatory Smoke Detector
ACP The lavatory smoke detectors are connected to the type B DEUs via Controller
One basic and one optional Area Call Panel (ACP), equipped with LED technolo- Area Network (CAN) bus.
gy, can be connected to each DEU B.
Water Quantity Transmitter
AAP The water quantity transmitter transmits an analog signal to the type B DEUs.
One Additional Attendant Panel (AAP) is installed near the aft (and middle for
A321) attendant stations.
Director
For redundancy, the system has two identical directors. In normal operation, di-
Potable & Waste Water Service Panel rector 1 is active and director 2 is in hot stand-by. This means that director 2 re-
Due to the door switch on potable or waste water service panel, the service door ceives and computes the same data as director 1 but its outputs are disabled. The
open information is sent to the FAP, through a discrete signal to the DEU B, and director commands cabin equipment via DEUs. The cargo smoke system is linked
to the active DIR. by Controller Area Network (CAN) busses. The FAP is linked by Ethernet busses.
Each director is separated in two parts: The director main functions with the inte-
Drain Mast Control Unit grated Vacuum System Control Function (VSCF). The smoke detection board.
The DIRs receive signals from the drain mast control unit via the type B DEUs. If Both parts work independently with the segregated hardware and software.
the drain mast heater or the control unit fails, a related message is displayed and System reconfiguration for the installation of options, cabin reconfiguration or
the CAUTion light on the FAP comes on. CIDS expension is limited to software database changes. These data base are the
OBRM and CAM, downloaded from the FAP to the directors, at the power-up. The
Waste Liquid Level Sensor CIDS is also designed to detect internal and external faults. The CIDS is a type 1
The Liquid Level Sensor (LLS) is installed in the upper section of the waste holding system. It is connected via the directors by an ARINC links to the CFDS for main-
tank, it is connected electrically to the DEUs B. When the waste holding tank con- tenance purposes.
tent level is at full, the liquid level sensor sends a discrete signal to DEUs B. In the normal mode, the service bus supplies the FAP, all directors, and all DEUs
with 28 VDC. The system operates at full capacity.
Waste Liquid Level Transmitter
In the emergency mode, only the essential bus supplies 28 VDC to the CIDS. The
The Liquid Level Transmitter (LLT) is installed in the bottom section of the waste
type A DEUs, which are connected to the top lines, are then only supplied with
holding tank, it is connected electrically to the DEUs B. It monitors the contents
power when a PA signal is present. If there is no PA signal, the director operates
level in the waste holding tank, the liquid level transmitter sends an analog signal
the top cut-off relays to stop the power supply to the DEUs.
to DEUs B.

23-73-88
Figure 53: CIDS Directors

23-73-89
CIDS Director Description/operation NOTE: Type B DEUs are directly supplied from the ESS BUS but only for PA and
interphone operations.
Normal Power Supply
The DIRs are continuously energized when the ESS and SVCE BUS are ener-
Passenger Address Activation
gized. In normal operation, the ESS BUS supplies: Activation of the PA system causes the top-line cut-off relay de-energization by the
• the active DIR, DIR 1. Power from the ESS BUS supplies the ESS circuits of type A and B DEUs,
and DIRs.. All BITE results are stored in the DIR BITE dedicated memory. Failure
• all the circuitry in DEU A which is necessary for PA operation,
indications may be given by the following items:
• all the circuitry in DEU B which is necessary for PA and interphone.
• the CIDS CAUTion light,
In normal operation, the SVCE BUS supplies: • the ECAM warning page,
• the active and the second DIRs, • the ECAM status page,
• the remaining non essential circuitry of the DEUs, • the respective MCDU pages.
• the FAP.
The following items of equipment have their own BITE functions and send their
The DEUs type A, are only supplied with power when there is an audio signal. If BITE status to the DIRs:
there is no audio signal, the director operates the Top Line cut-off relay to stop the • each DEU,
power supply to the DEUs.
• the FAP,
NOTE: The SVCE BUS also supplies, the Area Call Panels (ACPs), the Attendant • the connected equipment such as PES.
Indication Panels (AIPs) and the AAP, via DEU B.
The DEUs are able to test the connected equipment.
Passenger Address Operation
BITE / Self-test
If a PA operation is done, the top line cut-off relay is no longer energized, and then
the ESS BUS supplies the circuitry in type A DEUs which is necessary for PA op- On CIDS energization or reset, all DIR interfaces are disabled and the DIRs are
eration. initialized (self-test). The self-test is repeated periodically. It also includes a test of
the data bus lines. The power connections are arranged such that DIR 1 is nor-
Essential Bus Unavailable mally fully active and in control of the CIDS. DIR 2 is normally partially active, in a
hot-standby mode. A failure in the initialization process in DIR 1 causes a deacti-
If the ESS BUS power is unavailable, circuitry in the directors and DEUs switches
vation of the DIR 1 hardware and a switchover of control to DIR 2. If the self-test
the essential circuits to the SVCE BUS. This fulfills full CIDS capabilities except of DIR 1 fails, DIR 2 takes over. At the same time, the power transfer relay is de-
for emergency mode operation. energized. This prepares DIR 2 to be supplied from the ESS BUS in abnormal or
Service Bus Failure emergency mode.
The DIRs internal normal power sensing circuits are always checking if power is
available on the SVCE BUS. If the power fails, the following action occurs:
• DIR 1 sends a signal to energize the top line cut-off relay.
With the top line cut-off relay energized the emergency mode is activated. In emer-
gency mode, the power from the ESS BUS is disconnected from all type A DEUs
as long as no PA announcements are made.

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Figure 54: Enhanced CIDS Power Supply

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CIDS Type A DEU Description/Operation NOTE: Note: The last connection box on the top line includes a bus termination
resistor for impedance matching.
General
Top line data buses link the directors (DIRs) to type A Decoder/Encoder Units
Connection Box
(DEUs) for passenger related functions. One twisted pair of cable on each cabin Each connection box is connected to a DEU. It gives the DEU its own address by
side connects all type A DEUs installed on the same side. Up to 17 type A DEUs the two coding switches. This method enables replacement of DEUs without se-
plus 1 in spare can be installed in the cabin (10 in the typical configuration). lecting their address.
Functions CIDS Power-up

The Cabin Intercommunication Data System (CIDS) uses each type A DEU to When the CIDS is powered-up or reset, the DIR follows a power-up routine. This
control cabin lighting, signs and cabin loudspeakers according to cabin parame- includes the initialization and testing of each DEU and connected equipment. The
ters programmed in the Cabin Assignment Module (CAM). The passenger func- test results are transmitted to the DIR which compares them with its programmed
tions are centralized in the Passenger Service Unit (PSU). The Passenger data to decide on their status. At least 95 % of possible DEU failures are automat-
Interface and Supply Adapter (PISA) is the PSU interface with the DEU A. A PISA ically detected.
is integrated into each PSU. Each DEU can control up to 6 PISAs and 2 stand
alone PISAs. Fail Safe Operation
One PISA interfaces with: A broken wire in one top-line bus will only affect the type A DEUs behind the crack
on this bus. The sound level of the operable top line is increased to make sure that
• reading light switches and Light Emitting Diode (LED) reading lights,
the Passenger Address (PA) distribution is fulfilled for the other (not operable) top
• passenger call buttons and call lights/seat row numbering lights, line side. An open circuit disables all DEUs after the break in the line.
• loudspeakers,
• No Smoking (NS) and Fasten Seat Belt (FSB) signs. Emergency Functions
• One stand alone PISA interfaces with: All DEUs operate in emergency mode when the DC SerViCE bus is no longer
• Return To Seat (RTS) signs, powered. The DEUs are then supplied from the DC ESSential bus. The type A
DEU PA circuits and type B DEU interphone circuits remain operational.
• loudspeaker,
• passenger call button and call light.
Each type A DEU interfaces with:
• PISAs and STA PISAs,
• loudspeakers,
• fluorescents strips and ballasts units,
• NS and FSB signs.
Top Line Data Bus

One top line data bus on each side of the passenger cabin connect the type A
DEUs to the directors. Top lines are bi-directional serial high-speed data buses.
(4 MB/sec).

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Figure 55: Enhanced DEU Type A Interfaces

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CIDS Type B DEU Description/Operation Connection Box

Each connection box is connected to a DEU. It gives the DEU its own address by
General the two coding switches. This method enables replacement of DEUs without se-
Middle line data buses link the directors (DIRs) to type B Decoder/Encoder Units lecting their address.
(DEUs) for cabin crew related functions. One twisted pair of cable on each cabin
side, above the ceiling, connects all type B DEUs installed on the same side. Mid- CIDS Power-up
dle lines are bi-directional serial high-speed data busses (4MB/sec.). When the CIDS is powered-up or reset, the DIR follows a power-up routine. This
includes the initialization and testing of each DEU and connected equipment. The
Functions test results are transmitted to the DIR which compares them with its programmed
Up to 8 type B DEUs can be installed in the cabin. The Cabin Intercommunication data to decide on their status. At least 95 % of possible DEU failures are automat-
Data System (CIDS) uses each type B DEU to control the different devices need- ically detected.
ed by the cabin crew and the aircraft systems. The Attendant Indication Panels
(AIPs), located in the cabin crew stations, indicate (in written form) Passenger Ad- Fail Safe Operation
dress (PA), INTerPHone (INTPH) and other system information to the cabin crew. A failure of one middle line disables all cabin crew functions in the middle line side.
The Additional Attendant Panel (AAP), located in the aft cabin, to remote control
of light, evac and reset. The Area Call Panels (ACPs) located on the ceiling near Emergency Functions
the cabin crew stations, draw the cabin crew attention by colored lights. Each cab- All DEUs operate in emergency mode when the DC SerViCE bus is no longer
in crew station has a handset for passenger address and interphone functions. powered. The DEUs are then supplied from the DC ESSential bus. The type A
The following equipments are connected to type B DEUs: DEU PA circuits and type B DEU INTPH circuits remain operational.
• drain mast control unit,
• Emergency Power Supply Units (EPSUs),
• slide and door sensors,
• call lights,
• lavatory smoke detectors,
• waste service panel,
• potable water service panel,
• flush control unit,
• Liquid Level Sensor (LLS),
• Liquid Level Transmitter (LLT),
• potable water quantity transmitter,
• vacuum generator overheat signal.
Middle Line Data Bus

One middle line data bus on each side of the passenger cabin connects the type
B DEUs to the DIRs. Note that the last connection box on the middle line includes
a bus termination resistor for impedance matching. Middle lines are bi-directional
serial high-speed data buses.

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Figure 56: Enhanced DEU Type B Interfaces

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CIDS DEU Mount Description

The type A and type B Decoder/Encoder Units (DEUs) are physically the same,
however a type A DEU cannot be replaced by a type B DEU and vice versa due
to a mount coding device. Connection boxes connected to the middle line are
physically the same as the ones connected to the top lines. On each DEU connec-
tion box, there are two address-coding switches which give the DEU its own ad-
dress. In case of a connection box change make sure that the coding switches are
correctly set for the location. There are power supply monitoring lights on each
connection box. The green NORMal LED is on if the DC SerViCE BUS power is
good. The amber ESSential LED is on if the DC ESS BUS power is good. NOTE:
A bus termination resistor is installed on the last DEU connection box of each line,
for impedance matching.

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Figure 57: DEU Mounts

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FAP Pages Presentation • EMERgency (for emergency lights),

• PAX SYStem to cut off the In-Flight Entertainment (IFE) system normally ena-
General bled upon power-up (if installed).
The Flight Attendant Panel (FAP) is the main user interface with the Cabin Inter- The following interfaces are installed on the sub panel:
communication Data System (CIDS). It programs, monitors and indicates the sta- • USB plug for personal computer connections,
tus of the CIDS and related cabin systems. It has a touchscreen and a sub panel.
• headphone plug to listen to PRerecorded Announcement and Music (PRAM)
FAP Touchscreen before broadcasting.
The FAP display structure is made of different pages related to the different sys- NOTE: Some system pages are protected by a password.
tems connected to the CIDS. The FAP has its own software to build the screens
using data from the DIRectors. On the top left hand corner of the touchscreen, the
CAUTion button will turn from grey to amber in case of CIDS fault. A message re-
lated to this caution will be shown on the heading row to indicate which page to
select. In some cases, system pages will come up automatically under failure de-
tection. The Screen Off button, set in the lower left corner, lets switch off the touch-
screen. It is also switched off, if no input is made for more than 10 minutes. The
screen is switched on again, if you touch the screen or in case of an auto event.
At the bottom of the touchscreen, the system and function keys are used to navi-
gate through the different pages.
FAP Sub Panel

The sub panel is used for major functions, which have to operate independently
from the FAP touchscreen. It contains all hard keys and some interfaces, and it is
protected under a transparent cover. The following hard keys are installed on the
sub panel:
• Portable Electronic Device (PED) POWER to switch the portable electronic de-
vice power ON or OFF in all class seats (if installed),
• LIGHTS MAIN ON/OFF to switch the main cabin lights ON or OFF (100% or
0%),
• LAVatory MAINTenance standing for lavatory maintenance to switch lavatory
lights on (100%),
• SCREEN 30 sec LOCK to lock the touch function of the screen and be able to
clean it,
• EVACuation CoMmanD to initiate an emergency evacuation,
• EVAC RESET to reset the evacuation lights and audio alert,
• SMOKE RESET to reset the audio smoke alert,
• FAP RESET.
The following switches are installed on the sub panel:

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Figure 58: Enhanced FAP (Flight Attendant Panel) Presentation

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Cabin Status Page • CABIN LIGHTING page,

This page is used to give an overview of the current cabin status. This page is • DOORS/SLIDES page,
shown by using the Cabin Status button on the bottom RH corner of the touch- • CABIN TEMPERATURE page,
screen. The following system overview pages are available by pressing the FAP • WATER/WASTE page.
system keys or the respective aircraft symbols on the screen:
• AUDIO page, Figure 59: Enhanced CIDS Cabin Status Page

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FAP Audio Page The page also has switches for CABIN SETTINGS:
This page gives access to the BoardinG Music (BGM) and to the prerecorded an- • Passenger Address (PA) Level (+/- 6 dB with the engines stopped),
nouncement messages systems. The BGM controls and displays are: ON/OFF, • Call Reset to reset passenger calls,
CHANnel select and VOLume control. The PRERECORDED ANNOUNCEMENT • Chime Inhibit (passenger calls turn on the call lights without chimes).
controls and displays are: •
• MEMO keys for ENTER, up/down (memo search), CLEAR ALL, STOP, PLAY •
NEXT, PLAY ALL, and SELECT keys for Previous and Next Page, Open/
Close, Direct Play and up/down (select search). Figure 60: Enhanced CIDS FAP Audio Page

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Cabin Lighting Page Refer to ATA CHAPTER 33 FOR MORE INFORMATION.

This page is used to control the cabin lighting for the cabin zones. Figure 61: Enhanced CIDS FAP Cabin Light Page

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Doors/slides Page • an amber symbol indicates a door locked but its escape slide disarmed.
This page shows the doors/slides status on the aircraft: The words "SLIDE DISARMED" are also shown in amber near the associated
• a red symbol indicates a door unlocked/open, symbol.
• a green symbol indicates a door locked and its escape slide armed, Figure 62: Enhanced CIDS FAP Doors Page

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Cabin Temperature Page lected and controlled. The RESET switch resets the temperature control to the
cockpit selected values.
This page is used for remote control of the air conditioning system. The page in-
dicates the selected target and actual temperature of the FWD and aft cabin are-
as. Note that the temperatures are displayed in degrees Celsius but, as an option,
Figure 63: Enhanced CIDS FAP Cabin Temperature Page
can beshown in degrees Fahrenheit. FWD and aft areas can be individually se-

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Water / Waste Page Refer to ATA CHAPTER 38 for more information.

This page is used to give information about the water and waste systems.
Figure 64: FAP Water Waste Page

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Smoke Page Refer to ATA CHAPTER 26 for more information.

This page indicates cabin related smoke alert and smoke sensor faults.
Figure 65: Enhanced CIDS FAP Smoke Detection Page

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System Info Page An amber light, next to a system switch, indicates that a fault status message is
loaded. Push the related switch to display the message.
This menu provides the status indication of several cabin system (CIDS Internal,
Ice Protection, Miscellaneous). Additionally, this menu appears during all flight Figure 66: Enhanced CIDS FAP System Info Page
phases if there is a message for the cabin crew.

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Prerecorded Announcement & Boarding Music Options

The No Smoking (NS) and Fasten Seat Belt (FSB) announcements can be stored
General in the PRAM and can automatically be broadcast through the PA system in the
The PRerecorded Announcement and Music (PRAM) can be a flash card type, di- cabin when the NS and FSB switches are set to AUTO position in the cockpit, and
rectly plugged into the Flight Attendant Panel (FAP), or an audio cassette/compact the landing gear and/or flaps/slats conditions are met, through respectively the
disc audio reproducer type. The function of the PRAM is to play prerecorded mes- Landing Gear Control and Interface Unit (LGCIU) and the Slat Flap Control Com-
sages. It also plays BoardinG Music (BGM) programs to the passengers through puter (SFCC).
the aircraft Passenger Address (PA) system. The selection of prerecorded an-
nouncement and/or boarding music is made on the AUDIO page of the FAP in- Flash Card Prerecorded Announcements Operation
stalled in the cabin at the forward attendant station. The PRAM audio reproducer The PRAM is controlled from the AUDIO page of the FAP, which gives access to
is installed in the after avionics compartment, connected with ARINC 429 data the prerecorded announcement messages:
buses to the Cabin Intercommunication Data System (CIDS) active director to re- • Play All, key and display to start all previously entered announcements,
ceive and transmit control data. The FAP, including the PRAM flash card is linked
to the CIDS director via ethernet bus. The Full Authority Digital Engine Control • Play Next, key and display to start the announcement which has been entered
(FADEC) interface is for an automatic audio level increase (+ 6 dB) at engine start. in the first input field,
The Cabin Pressure Controller (CPC) interface is for automatic announcement • Stop, key and display to terminate previously started announcement.
and audio level increase (+ 4 dB) in case of cabin depressurization. The activation of a prerecorded announcement sends a "PA IN USE" message to
the Attendant Indication Panel (AIPs).
Prerecorded Announcements
The prerecorded announcements can be stored in different media, as tape, com- BGM Operation
pact disc or flash card. The PRAM has the capability to produce an emergency The BGM is controlled from the AUDIO page of the FAP, which gives access to
announcement in the event of a rapid cabin decompression thanks to a ground the BGM:
signal from the rapid decompression sensor. All the functions are remotely con- • ON/OFF button and indication, to start or stop BGM operation,
trolled from the AUDIO page on the FAP, except the output level of normal and
• CHANnel select buttons, with channel display to choose the channel,
emergency announcements for audio cassette/compact disc audio reproducer
type. They are adjustable at the front of the reproducer. • VOLume control buttons, with volume display to adjust the volume.
Boarding Music
There are two sources for the BGM: The PRAM audio reproducer or flash card and
the Passenger Entertainment System (PES) audio reproducer. The PES music (or
video) is a cabin distribution network, which supplies the In-Flight Entertainment
(IFE) and the Passenger Service System (PSS) functions to the passenger seats.
The IFE transmits all installed audio programs and video sounds to the passen-
gers. In addition, the director transmits PA announcements to the IFE. On the
FAP, the PAX SYStem key let switch the power distribution of the IFE system on/
off. The IFE transmit the PA announcement to the headsets and the passenger
can hear the audio programs through the headset connected to the jack on the
Passenger Control Unit (PCU).

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Figure 67: Enhanced CIDS Flash Card PRAM Handling

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Cassette/Compact Disc Audio Reproducer Prerecorded

Announcements Operation
The PRAM is controlled from the AUDIO page of the FAP, which gives access to
the prerecorded announcement messages:
• when the Enter button is pushed, the cursor moves into the MEMO 1 position.
The required message is keyed-in on the keyboard and appears on the MEMO 1
display. When the Enter button is pushed again, the keyed-in data is accepted.
The required messages for the MEMO 2 or 3 (4, 5, 6) displays are keyed-in the
same as for the MEMO 1 display,
When the cursor has moved into the related position (MEMO 1, 2, 3, 4, 5, 6) and
the Clear button is pushed, the display clears, - when the Play Next button is
pushed the message shown on the MEMO 1 display moves up to the ON AN-
NOUNCE display. The MEMO 2 display message then moves up to the MEMO 1
display. The message shown on the MEMO 3 display moves up to the MEMO 2
display (etc...). When the Play All button is pushed, all messages keyed on MEMO
1, 2, 3, 4, 5, 6 will be announced continuously until the last announcement has fin-
ished.
When the Stop button is pushed, the message announcement stops immediately.
BGM Operation
The BGM is controlled from the audio page of the FAP, which gives access to the
BGM:
• ON/OFF button and indication, to start or stop BGM operation,
• CHANnel select buttons, with channel display to choose the channel,
• VOLume control buttons, with volume display to adjust the volume.

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Figure 68: Enhanced CIDS Cassette/Compact Disc PRAM Handling

23-73-111
CIDS Director Interfaces CFDIU

Low speed ARINC 429 data buses are used for BITE data transmission to the CF-
General DIU.
Here is the list of director (DIR) interfaces described in this module:
• Centralized Fault Display Interface Unit (CFDIU), SDAC
• System Data Acquisition Concentrators (SDACs), A high speed ARINC 429 data bus is used for transmission of doors position infor-
• Audio Management Unit (AMU), cockpit handset, mation from SDAC 1. This information is used by the DIR to activate the row num-
bering light, after a passenger call during boarding. 5 discrete signals are sent to
• service interphone boomsets, calls panel, signs panel,
the SDACs for CIDS operation status information:
• Full Authority Digital Engine Control (FADEC),
• No Smoking (NS) signs, Fasten Seat Belt (FSB) signs, portable electronic de-
• Landing Gear Control and Interface Units (LGCIUs), vice signs, CIDS operation status, CIDS caution.
• Slat Flap Control Computers (SFCCs),
• Flight Warning Computers (FWCs), service interphone override P/BSW, AMU
• Flight Attendant Panel (FAP), Audio and discrete lines are used for transmission or reception of the Passenger
• other DIR, Address (PA) announcements or interphone communications. Discrete lines are
• cockpit door switch, used for activation or deactivation of the PA, interphone, attendant call and attend-
ant call reset functions.
• EVACuation panel,
• EVAC horn, Cockpit Handset
• PRerecorded Announcement and Music (PRAM) audio reproducer (optional), A cockpit handset is connected to the DIRs for PA announcements to the cabin.
• Decoder/Encoder Units (DEUs) B,
• DEUs A, Calls Panel
• top line cut-off relay, Discrete lines are used for activation of calls to the cabin attendants or to the
• pin programming, ground mechanics with dedicated visual and aural indications.
• indicator light control box, Signs Panel
• exit signs relay,
Discrete lines are used for manually or automatically activate or deactivate the info
• cargo smoke detectors, signs in the cabin.
• In-Flight Entertainment (IFE),
• Air Conditioning System Controllers (ACSCs), FADEC
• Cabin Pressure Controllers (CPCs), A discrete signal is used to automatically increase audio level in the cabin when
• motor start relay vacuum generator. engine is running.
NOTE: The Cabin Intercommunication Data System (CIDS) DIRs 1 and 2 have the LGCIU
same interfaces and the same computations. The outputs of the director in stand-
by mode are disabled, except the BITE test which can be carried out by the CF- Two discrete lines are used for incrementation of the fault memory or activation or
DIU. deactivation of the service interphone and NS/FSB signs when the info switches
are in the auto position.
Note: The AUTO position on the SEAT BELTs switch is available as an option.

23-73-112
SFCC PRAM
Discrete signals are used for automatically activate or deactivate the NS/FSB info Audio and discrete lines are used for the broadcasting of prerecorded messages
signs in the cabin. and BoardinG Music (BGM) programs. The low speed ARINC 429 data buses are
Note: The AUTO position on the SEAT BELTs switch is available as an option. used for transmission of the BITE and status system.
NOTE: The PRAM can optionally be an audio cassette/Compact Disc audio repro-
FWC ducer type.
An ARINC 429 bus gives to the CIDS Smoke Detection Function (SDF) informa-
tion to the FWCs in order to give indications on the ECAM upper display unit. A DEU B
discrete line is used for activation of aural warnings in the cockpit, through the Two bi-directional middle data bus lines are used for the transmission of the con-
FWC. trols, audio data, BITE and status system information of the cabin crew systems.
Service Interphone Override P/Bsw DEU A

A discrete line is used to activate or deactivate the service interphone system Two bi-directional top data bus lines are used for the transmission of the controls,
when the aircraft is in flight or on the ground with the landing gear not compressed audio data, BITE and status information of the various passenger cabin systems.
and the external power plug not connected.
Top Line Cut-off Relay
FAP The top line cut-off relay discrete signal is used to activate or deactivate the top
Ethernet buses are used to control and monitor different cabin system and the CI- line cut-off relays when the emergency mode is activated, in order to cut the sup-
DS, and to indicate system status. The FAP can also be used to access the Cen- ply of the type A DEUs and decrease the power consumption.
tralized Fault Display System (CFDS) reports. Discrete line is used for reset.
Pin Programming
Directors Discrete signal is used to determine the active or standby director.
Low speed ARINC 429 data buses are used for data exchange between the active
and standby directors. The discrete lines are used for the synchronization of the Indicator Light Control Box
two DIRs. Discrete lines are used for activation, deactivation, test or dimming of the EMER-
gency CALL, SerViCE INTerPHone and PA indication light, from the ANNunciator
Cockpit Door Switch LighT P/BSW via the indicator light control box.
The cockpit door switch discrete signal is used to automatically dim the lights and
attenuate the PA announcement level, at the entrance door, when the engines are Exit Signs Relay
running and the cockpit door is open to avoid acoustic feedback with the cockpit. A discrete line is used for activation or deactivation of the EXIT signs when the NS
signal, from the signs panel, or the SIGNS ON signals, from the Cabin Pressure
EVAC Panel Controller (CPC), are activated or deactivated.
Discrete lines are used to activate or deactivate aural and visual indications in the
cockpit and cabin after activation of the EVAC system. Cargo Smoke Detectors
The cargo smoke system is linked by Controller Area Network (CAN) buses, for
EVAC Horn the cargo compartment smoke detection indication.
An analog signal activates the EVAC aural signal.

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In Flight Entertainment (IFE) (Optional)

Arinc 429, audio and discrete lines are used for music and video distribution for
the passengers.
Airconditioning System Controller (ACSC)

Arinc 429 data buses lets individual control of FWD and aft temperature zones of
the aircraft through the FAP.
Cabin Pressure Controller (CPC)

Discrete line is used for an automatic announcement and audio level increase (4
dB) in case of cabin depressurization. Analog line is used to transmit cabin pres-
sure data for vacuum generator control.
Motor Start Relay Vacuum Generator

Discrete line is linked to the motor starting relay to activate the vacuum generator
according to the altitude.

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Figure 69: Enhanced CIDS Interfaces

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CIDS Operational Interfaces • DIRs and FAP Part Numbers (PN), Serial Numbers (SN) and Functional Item
Number (FIN),
CIDS Programming • active OBRM PN and software PN,
On the Classic A320, the cabin programming is made from the Programming an • in slot OBRM PN and software PN.
Test Panel (PTP) programming menu. Note: When the 'active' and 'in slot' data is different, it is highlighted in amber. If
On the Enhanced Version, the cabin programming is made from the Flight Attend- there is no difference, it is highlighted in green.
ant Panel (FAP). Push the UP/DOWN keys to select the area (e.g. FIRST CLASS) and then push
the +/- keys to adjust the volume. The adjustment goes from -6 to +6 dB related to
General the nominal volume. The DEFAULT button resets all parameters to the CAM de-
The Cabin Intercommunication Data System (CIDS) is customizable. A system fault values. To save the changes, push the SAVE button. Without saving the new
reconfiguration for the installation of options, cabin reconfiguration or CIDS expan- entries, the previous settings stay valid.
sion is limited to software database changes: the On Board Replaceable Module
(OBRM) and the Cabin Assignment Module (CAM). The OBRM defines the oper-
ating software of the CIDS, and all connections to the related systems and emer-
gency functions. The CAM defines the cabin layout. According to the program, the
directors (DIRs) will consider the various cabin features and options validated by
the CAM software and will make sure that the CIDS operates properly. This soft-
ware is in the CAM A part. The CAM also has another essential role: To define all
messages and page layouts of the FAP screen. It is known as CAM B. During the
CIDS power-up, the DIRs will compare CAM and OBRM layout with their memo-
ries. If they find a difference, OBRM and CAM data will be downloaded. In the case
of a total FAP failure combined with loss of the CAM and the OBRM flash cards,
the CIDS will operate in restricted operating mode (basic functions active), thanks
to the simplified operating software and cabin layout memory stored in the DIRs.
The CIDS programming can operate on:
• SOFTWARE LOADING,
• CABIN PROGRAMMING,
• LAYOUT SELECTION,
• LEVEL ADJUSTMENT.
Note: The FAP pages are protected from unauthorized use by a password except
for the FAP SET-UP page.
Software Loading
To load the CIDS software, the SOFTWARE LOADING page on the FAP should
be used (SW Load button). This page is protected by an access code and is only
available on ground. Plug in new data storage hardware (OBRM flash card) to load
the new software version. The FAP "SOFTWARE LOADING" page will show the
CIDS hardware and software details as follows:

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Figure 70: Enhanced CIDS FAP Software Loading Page

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Cabin Programming seat row. The NON SMOKER A/C ON/OFF button is used to set the entire cabin
The CIDS makes the cabin zone boundaries and the no smoking zone boundaries as a no smoking area. Thus the Smoke Prog buttons are disabled. To save the
changes. This programming function is possible on ground and in flight. To relo- changes, push the Save button. The change is saved in the CAM as a modified
cate these zone boundaries, select the Cabin Prog button and the area Smoke layout. Without saving the new entries, the previous settings stay valid.
Prog buttons on the FAP CABIN PROGRAMMING page. Zone boundaries are sit- Figure 71: Enhanced CIDS FAP Cabin Programming Page
uated between two seat rows. Each cabin zone has to contain a minimum of one

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Layout Selection saving the new layout parameters will increment the modified layout count
The CAM can contain up to three pre-programmed cabin layouts and 3 additional number. The selected layout is highlighted by a colored bar. Use the UP/DOWN
modified layouts. These layouts are selectable on the FAP LAYOUT SELECTION buttons to select a layout and the Load button to activate it.
page, which is available on ground and in flight, and protected by an access code.
Each time new settings are saved, a modified layout is created under the basic
layout used before modifications. If new settings are applied to a modified layout, Figure 72: Enhanced CIDS FAP Layout Selection Page

23-73-119
Level Adjustment select the area (e.g. FIRST CLASS) and then push the +/- buttons to adjust the
The CIDS is used for the adjustment of volume of chimes and announcements volume. The adjustment goes from -6 to +6 dB related to the nominal volume. The
changes in all defined cabin areas independently. To change the settings in one Default button resets all modifications to the CAM default values. To save the
area, the FAP LEVEL ADJUSTMENT page has to be selected via the Level Adjust changes, push the Save button. Without saving the new entries, the previous set-
button. Then select CABIN ZONES, ATTENDANT AREAS or LAVATORY Adjust tings stay valid.
button. Push the UP/DOWN buttons on the VOLUME ADJUSTMENT subpanel to Figure 73: Enhanced CIDS FAP Level Adjustment Page

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FAP Set-up selected. Push the related +/- buttons to adjust the display brightness and the in-
The CIDS enables the brightness of the screen to be changed and to adjust the ternal loudspeaker or headphone volume. The Default button resets all the FAP
volume settings for the FAP internal loudspeaker and headphone. To change the SET-UP modifications to the CAM default values. To save the changes, push the
settings, the FAP SET-UP page has to be selected via the FAP Set-up button. The Save button. Without saving the new entries, the previous settings stay valid.
TOUCHSCREEN CLICK ON/OFF button makes the FAP emit a key click through Figure 74: Enhanced CIDS FAP Set Up Page
the internal loudspeaker each time a button is selected. It becomes green when

23-73-121
Component Location TYPE A DEU

Here are the locations of the new components on the improved Directors. Ten type A DEUs for the standard version and a maximum of 17 DEUs plus 1
spare are connected to the directors via top line data busses and through connec-
Two CIDS directors are located on the bottom shelf of rack 80VU, in the main av-
tion boxes. The connection boxes identify each type A DEU.
ionics compartment.
Access is via ceiling and coving panels.
Figure 75: Directors & DEU Type A Location

23-73-122
TYPE B DEU FAP

Four type B DEUs for the standard version and a maximum of six DEUs are con- The FAP manages the system with a touch screen panel. It is the interface be-
nected to the directors via a middle line data busses and through connection box- tween the system and the crew members. The FAP is located near the forward
es. The connection boxes identify each type B DEU. Acces is via ceiling and entry door.
sidewall panels.
Figure 76: DEU Type B & FAP Location

23-73-123
Components in the Cabin The handset and cradles are installed at each cabin crew station and connected
Three AIPs are connected to the type B DEUs. They are installed at each cabin to the type B DEUs.
crew stations. Four ACPs are located in the forward and aft cabin ceiling.
The AAP is connected to the type B DEUs. It is installed in the aft cabin.
Figure 77: Components in the Cabin

23-73-124
PSU Every second PSU has a loudspeaker and a no smoking/fasten seat belt sign. A
PSUs are located above each seat row. They contain individual reading lights, PISA is integrated into each PSU and interface with a type A DEU.
reading light switches and an attendant call switch.
Figure 78: PSU (Passenger Service Unit)

23-73-125
Loudspeakers and Signs in the Cabin and Lavatories There is a Passenger Service Information Unit (PSIU) in each lavatory. It contains
Loudspeakers are installed in each door and in the lavatories as well as in the a shaver socket, a Return to Seat lighted sign and a cabin crew call button. A lav-
PSUs. atory call is indicated by an amber light on the lavatory exterior panel.
Figure 79: Loudspeakers and Signs in the Cabin and Lavatories

23-73-126
CIDS Warnings Non Critical CIDS Faults

The indication of the failure depends of their importance. Non critical CIDS faults (e.g. CAM layout transmission failure) have no flight crew
related effects, so there are no 'in flight' cockpit alerts.
There is a CIDS CAUTION (CAUT) light in the upper corner of each FAP page dis-
play. It is normally off. In most cases there is a FAP Caution and /or message.
The CAUT light comes on amber (flashing) when the active director detects a fault However some of these faults are Class 2 maintenance faults only.
that needs cabin crew action. The cabin crew is not alerted but the cockpit crew gets an ECAM STS alert when
The action needed is displayed in the HEADING ROW (e.g. Select Water/Waste both engines are shutdown on the ground.
page). The ECAM STATUS page displays MAINTENANCE CIDS 1 (2). All faults at this
When you select the page, the CAUT light stops flashing and remains on steady. level are recorded in the CFDS Last Leg Report and the PFR
If the fault is cleared the CAUT light goes off. Class 3 Faults
For some faults the required page is automatically displayed on the FAP (AUTO The cockpit and cabin crews are not alerted at any time for minor faults, with no
PAGE DISPLAY). operational consequence (e.g. reading light).
When the page is automatically displayed there can also be BLUE CARD mes- Class 3 faults are recorded in the CFDS class 3 faults menu and do not appear on
sage. This is a blue rectangle with a fault message written in amber. the Last Leg Report or the PFR
Major CIDS faults (class 1) are also indicated to the flight crew with Flight Warning
System (FWS) level 2 or level 1 alerts.
All CIDS faults generate Centralized Fault Display System (CFDS) / MCDU class
1,2,3 messages.
MAJOR CIDS FAULTS

Class 1 CIDS faults are:
• CIDS director 1&2 fault,
• A top line bus failure,
• A middle line bus failure,
• 10% of A type Decoder Encoder Units (DEU) failed,
• 50% of B type DEUs with handsets connected have failed.
In each case the cockpit display will be:
Master Caution light (AMBER), single stroke chime, and an ECAM message CIDS
1&2 FAULT on the Engine / Warning Display (EWD) (inhibited in flight phases 3,
4, 5, 7 and 8). CIDS 1&2 will be added to the INOP SYS list on the ECAM STS
page.
CLASS 1 faults are recorded in the CFDS Last Leg Report and Post Flight Report
(PFR).

23-73-127
Figure 80: Enhanced CIDS Major Faults

23-73-128
Figure 81: :Enhanced CIDS Non Critical Faults .

23-73-129
Figure 82: Enhanced CIDS Class 3 Faults

23-73-130
MCDU COM Page • Emergency Power Supply Unit (EPSU) Battery (BAT) Capacity (CAP) TEST is
added,
Due to the CIDS software evolution some modifications have been applied on the
various MCDU menus of the CIDS 1 and 2 pages: • OP TEST line key is added.
• Some minor modifications concerning the display itself, • GROUND REPORT line key is added,
• TESTS line key is replaced by the SYSTEM TESTS line key, • SYSTEM CONFIG line key is added.
Figure 83: MCDU Page

Classic
CIDS 1
<LAST LEG REPORT TEST>
<PREVIOUS LEGS REPORT
<LRU IDENTIFICATION
<TROUBLE SHOOTING DATA
<CLASS 3 FAULT
<RETURN GND SCAN>
Enhanced
CIDS 1
LAST LEG CLASS 3
<REPORT FAULTS>
PREVIOUS LEGS SYSTEM
<REPORT TESTS>
EPSU BAT
<LRU IDENT CAP TEST>
OP
<GND SCANNING TESTS>
TROUBLE SHOOT GROUND
<DATA REPORT>
SYSTEM
<RETURN CONFIG>

23-73-131
System Tests • The ACTIVE DIR,

The INTERFACE + POWER TEST is selectable for the Active or the Passive Di- • The ATA reference,
rector. All other tests are done with the Active Director. • The identity of the unserviceable Line Replaceable Unit (LRU),
On the A320, the CIDS test in used to test each component (Directors, CIDS Bus, • The class of the failure (1,2 or 3) with a prompt > to get acces to the trouble
DEUs...). On the enhanced system, this function is deleted and replaced by a pas- shooting data or to the submenus for the class 3 failures.
sive or active Director test. For the active Director, the CIDS does a power up test If there are no failures found during the test, the message TEST OK is shown in
on certain CIDS components and starts the internal Built In Test Equipment (BITE) the center of the screen. The passive Director does a self-test for 30 seconds. It
of the associated systems. It can last up to 6 minutes. If there is a failure, the sub- checks all power related conditions, all FAP / CAM / Director interlink and ARINC
sequent data about this failure is displayed: / ETHERNET items.
Figure 84: System Tests
CIDS 1
LAST LEG CLASS 3
<REPORT FAULTS>
<REPORT TESTS>
EPSU BAT
OP
<DATA REPORT>
SYSTEM
<RETURN CONFIG>
OR
CIDS 1 CIDS 2
SYSTEM TESTS SYSTEM TESTS
DIR1 ACTIVE DIR2 PASSIVE, DIR TEST ONLY
INTERFACE+ INTERFACE+
<POWER/UP TEST (6MIN) <POWER/UP TEST
ILLUMINATION DRAINMAST ILLUMINATION DRAINMAST
<TEST SYS TEST> <TEST SYS TEST>
<EPSU SYS TEST <EPSU SYS TEST
<RETURN PRINT> <RETURN PRINT>
SYSTEM TEST PAGE SYSTEM TEST PAGE

(FOR ACTIVE DIRECTOR) (FOR PASSIVE DIRECTOR)

23-73-132
Figure 85: Interface & Power-Up Test

INTERFACE + POWER-UP TEST (ACTIVE DIRECTOR) INTERFACE + POWER-UP TEST (PASSIVE DIRECTOR)
CIDS 1 CIDS 2
SYSTEM TESTS SYSTEM TESTS
INTERFACE+ INTERFACE+
<POWER/UP TEST (6MIN) <POWER/UP TEST
ILLUMINATION DRAINMAST ILLUMINATION DRAINMAST
<TEST SYS TEST> <TEST SYS TEST>
<EPSU SYS TEST <EPSU SYS TEST
CIDS 1 CIDS 2
INTERFACE+POWER-UP TEST INTERFACE+POWER-UP TEST
ATA CLASS
322100 1 TEST IN PROGRESS 30S
LGCIU1/2(5GA1/5GA2)
DIR1(101RH)
<RETURN PRINT> PRINT>
CIDS 1 CIDS 2
INTERFACE+POWER-UP TEST INTERFACE+POWER-UP TEST
ATA CLASS TEST OK
237334 1
DIR1(101RH)
237319
CAM(115RH)FAP(120RH)

23-73-133
Operational Tests
There tests are for audio and visual checks. Cabin loudspeakers, lights and signs
are activated during the related tests.
Figure 86: Operational Tests
CIDS 1
LAST LEG CLASS 3
<REPORT FAULTS>
<REPORT TESTS>
EPSU BAT
CIDS 1
OP
<GND SCANNING TESTS> OP TESTS
TROUBLE SHOOT SYSTEM RESET AFTER TEST
GROUND
<DATA REPORT>
<LOUDSPEAKERS ACTIVATION
SYSTEM
<RETURN CONFIG>
READING LT+ACP+
PAX CALL+SIGN
<LAMPS ACTIVATED
<RETURN PRINT>
CIDS 1 CIDS 1
OP TEST OF LOUDSPEAKER, OP TEST OF LAMPS,
NO CABIN ASSIGNEMENT, NO CABIN ASSIGNEMENT,
MODULE RELATION MODULE RELATION
LOUDSPEAKER READING LT+ACP+

ACTIVATED PAX CALL+SIGN
LAMPS ACTIVATED

23-73-134
Ground Report
This page shows the internal failure messages that have been detected when the
aircraft is in ground configuration.
Figure 87: Ground Report
OR
CIDS 1 CIDS 1 CIDS 1

LAST LEG CLASS 3 GROUND REPORT GROUND REPORT
<REPORT FAULTS> NOV11
PREVIOUS LEGS SYSTEM DATE UTC UTC ATA CLASS
<REPORT TESTS> 1>
NO FAULT DETECTED 1250 237300
EPSU BAT CAM(115RH)
<LRU IDENT CAP TEST> DIR(101RH)
OP
<GND SCANNING TESTS> <EPSU SYS TEST
<DATA REPORT>
SYSTEM
<RETURN CONFIG> <RETURN PRINT> <RETURN PRINT>
CIDS 1
GROUND REPORT
DATE UTC
NOV11 1250
MANDATORY LAYOUT
HHHH HHHH HHHH HHHH HHHH
<RETURN PRINT>

23-73-135
System Configuration
This page shows the configuration of the system.
Figure 88: System Configuration
CIDS 1
LAST LEG CLASS 3
<REPORT FAULTS>
<REPORT TESTS>
EPSU BAT
OP
<DATA REPORT>
SYSTEM
<RETURN CONFIG>
CIDS 1
SYSTEM CONFIGURATION
DATE: NOV11, UTC: 1205
A/C: DA ABCD
<LSP VOLUME REPORT
ACTIVE DIR: 1
CAM P/N: -----------------------------------------
ACTIVE LAYOUT: CAM 2
PROD/CHANGE: 2002 NOV11
iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii
<RETURN PRINT>
CIDS 1 1/12
LSP VOLUME REPORT
PAVOLIN CABIN AREA
SR10-05 +2Db
SR06-20 0Db
SR21-30 -2Db
SR31-45 +4Db
<RETURN PRINT>

23-73-136
CFDS Emulation on FAP

This function provides the possibility to emulate reports from the Centralized Fault
Display System (CFDS) on the FAP, like it is possible on the Multi Purpose Control
Display Unit (MCDU) in the cockpit.
Figure 89: CFDS MCDU Page

23-73-137

23-73-138
A318/A319/A320/A321 23-74 Cabin Management System (Optional
23-74 Cabin Management System

(Optional System)

23-74-1
Cabin Management System

The cabin management system provides a direct contact for the cabin crew with
the ground via the Air Traffic Service Unit (ATSU). The cabin management sys-
tem controls and monitors the Passenger Visual Information System (PVIS) via
the Digital Interface Unit (DIU). The attendants use the system to transmit and re-
ceive real-time data (e.g. passenger information and reservations, maintenance
reports, security catering and beverages), through the ATSU.
Test
The cabin management system has a BITE. The test is done when the system is
powered-up.
Cabin Management System Components

The cabin management system is composed of:
• a laptop computer,
• a dot matrix printer,
• an interface assembly,
• a message awaiting light.
The interface is provided with two sliding drawers, the lower for the computer and
the upper for the printer. It is also equipped with a power supply circuit board and
an interface circuit board. The message awaiting light indicates that information
has been received from a ground station.
Operation
All system controls and data entries are performed on the laptop computer. The
software provides guidance for the operator to use the system. All functions are
available through selection from the display. To operate the cabin management
system, first the printer drawer has to be unlocked and pulled forward then pushed
back to the locked position. After that, the computer drawer has to be unlocked
and pulled forward, then the computer can be switched on.

23-74-2
Figure 1: Cabin Management System

23-74-3
Figure 2: Cabin Management System Components

23-74-4
Training Manual Study Questions
A318/A319/A320/A321 Communication
23-Study Questions
23-13 Radio Management 23-24 ACARS
1. When does the SEL light on the RMP illuminate? 4. Where is an ACARS system fault indicated?
2. What happens, if RMP 1 fails? 5. On which ACARS page can a linktest be activated?
3. When does the VHF-3 transceiver switch over from frequency data input port
A to port B? (B2 only) 23-34 Airshow
6. The airplane symbol is missing on the map displays. Which system must be
turned on?
Sep08/Technical Training For training purposes only

Study Questions 23-1
7. The INFO mode is selected on the FCU and the TIME TO DESTINATION is 23-51 Audio Management
not correct. Which P/BSW sequence has to be performed, to adjust this time
indication? (B2 only) 10.What is the function of the AMU (1RN)?
23-36 Video 11.How is a SELCAL call indicated on the ACP?
8. When are all HMDU’s automatically retracted?
12.Which actions must be performed, to talk through the Flight Interphone Sys-
9. What may be the trouble, when all HMDU’s in the aft right cabin remain in the tem?
stowed position? (B2 only)
13.What happens, when the “F/0-3” position is selected on the AUDIO SWITCH-
ING panel?

14.Is it possible to transmit simultaneously on PA and VHF channels? 18.What is the purpose of the Flight Interphone System? (B2 only)
15.What is the function of the RESET key on the ACP? (B2 only)
23-71 Cockpit Voice Recorder

19.What is the purpose of the CVR?
16.Is the following statement true? The audio signals between the AMU and the
ACP’s are exchanged via digital data buses. (B2 only)
20.Aircraft on ground and engines shutdown; what are the conditions to erase the
CVR tape?
17.Which aural warning sounds simultaneously with a visual SELCAL indication?

(B2 only)
21.Aircraft on ground and engines shutdown; what are the conditions to energize
the CVR? (B2 only)

23-73 CIDS 26.When does the CIDS Caution light on the FAP illuminate?
22.Which unit allows cabin configuration changes?
27.In which case does the passenger address volume automatically increase?
23.How does the PTP(Programming & Test Panel) power down?
28.How is a passenger announcement performed from the cockpit and from the
cabin?
24.What happens, if the DC essential bus fails?
29.Which CIDS failures are shown on the ECAM displays?

25.What happens if the self test of Director 1 fails?

30.What is the result, if one top line is broken? (B2 only) 34.Where are the DEU coding switches located? (B2 only)
31.Where are the ACP’s connected to? (B2 only)

35.What is displayed on the AlP (Attendant Indication Panel), if an attendant
handset is unhooked? (B2 only)
32.Which bus supplies Director 1 in normal operation? (B2 only)
36.Which unit assigns the priority for an announcement? (B2 only)
33.To which units are the cabin loudspeakers connected? (B2 only)
37.Which selections are necessary to arrange a conference talk between the

cockpit (using a boomset), the aft attendant station and the APU bay (service
interphone jack) with the aircraft in flight condition (on jacks)? (B2 only).

38.Which MAINTENANCE submenu has to be selected, to list all class-1 and

class-2 failures which are present on ground? (B2 only)
39.Where can a power on test be initiated (without recycling CB’s)? (B2 only)
40.For which CABIN PROGRAMMING is no access code needed? (B2 only)
41.Which access code has to be inserted, to change the passenger address vol-
ume level? (B2 only)


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Training Manual Table of Contents

A318/A319/A320/A321 EASA Part 66 Cat. B1B2

23 Communication 23-33 Passenger Entertainment

23-00 General 23-34 Passenger Information System (Airshow)

Sep08/Technical Training for training purposes only

Composition & Localization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 CIDS DEU Mount Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

23-00 General Flight Deck

Radio Communication System

Sep08/Technical Training for training purposes only

Figure 1: Flight Deck Equipment

BOOM SET BOOM SET

PFD PFD / ND ND ND PFD / ND PFD

OFF OFF OFF OFF

HAND MIC HAND MIC

Sep08/Technical Training for training purposes only

Figure 2: Location of Antennas

VHF(3) ANTENNA (OPTION)

ELT ANTENNA (OPTION)

VHF1 ANTENNA SATCOM ANTENNA (OPTION)

Sep08/Technical Training for training purposes only

BUS CONNECTED TO THE PLUGS

ELAC SEC FMGC FAC FAC FMGC SEC ELAC

CIDS CIDS CFDIU DMU QAR DAR

Sep08/Technical Training for training purposes only

Figure 4: Flight Interphone Connection

Sep08/Technical Training for training purposes only

23-11 HF System SDAC

Sep08/Technical Training for training purposes only

Indication of Transmission out of Frequency Range

Sep08/Technical Training for training purposes only

Figure 1: HF System - Block Diagram

Sep08/Technical Training for training purposes only

Figure 2: HF System Antenna & Coupler Location

Sep08/Technical Training for training purposes only

Figure 3: HF System Antenna & Coupler Location

Sep08/Technical Training for training purposes only

Figure 4: HF Transceiver & Coupler

Sep08/Technical Training for training purposes only

Figure 5: HF System BITE Menu

NOTE : - WHEN <RETURN IS SELECTED

- WHEN PRINT * IS SELECTED

Sep08/Technical Training for training purposes only

Figure 6: HF Emitting ECAM Warning

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 1: VHF System Block Diagram

Sep08/Technical Training for training purposes only

Figure 2: Component Location

Sep08/Technical Training for training purposes only

Figure 3: Bite Display

Sep08/Technical Training for training purposes only

Figure 4: VHF Emitting ECAM Warning

Sep08/Technical Training for training purposes only

23-13 Radio Management FMGC

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 1: RMP’s Block Diagram

Sep08/Technical Training for training purposes only

4 Dual Selector Knob

Sep08/Technical Training for training purposes only