DOC AIRBUS | AMM A320FCENTRAL WARNING SYSTEMS - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
The central warning system called the Flight Warning System comprises various items of equipment which allow the crew to be aware, by means of audio and visual devices and two display units (the ECAM display units), of the main aircraft equipment behaviour, and aircraft dangerous configurations.
It also provides the appropriate corrective actions.
** ON A/C NOT FOR ALL The central warning system called the Flight Warning System comprises various items of equipment which allow the crew to be aware, by means of audio and visual devices and two display units (the ECAM display units), of the main aircraft equipment behaviour, and aircraft dangerous configurations.
It also provides the appropriate corrective actions.
2. Component Location
The following figures show the location of the system components.
The following table gives the FWS components
The following table gives the FWS components
In addition the FWS uses:
** ON A/C NOT FOR ALL The following figures show the location of the system components.
The following table gives the FWS components
The following table gives the FWS components
In addition the FWS uses:
- 2 DUs called EWD and SD housed in racks on the center instrument panel.
- 3 DMCs (Display Management Computers) common to the EFIS and ECAM systems, located in the avionics compartment.
The DMC standard is adapted to each aircraft through pin programming. - two sets of visual devices, located on the glareshield, on either side of the FCU, each including a MASTER WARN light and a MASTER CAUT light; these lights are of the pushbutton switch type.
- circuit breakers:
. those connected to ESSENTIAL bus bars are located on the rear part of the overhead panel.
. the others are located on the rear cockpit partition.
- 2 DUs called EWD and SD housed in racks on the center instrument panel.
- 3 DMCs (Display Management Computers) common to the EFIS and ECAM systems, located in the avionics compartment.
The DMC standard is adapted to each aircraft through pin programming. - two sets of visual devices, located on the glareshield, on either side of the FCU, each including a MASTER WARN light and a MASTER CAUT light; these lights are of the pushbutton switch type.
- an audio mixing box located in the avionics compartment.
- circuit breakers:
. those connected to ESSENTIAL bus bars are located on the rear part of the overhead panel.
. the others are located on the rear cockpit partition.
| FIN | FUNCTIONAL DESIGNATION | PANEL | ZONE | ACCESS DOOR | ATA REF |
|---|---|---|---|---|---|
| ** ON A/C ALL | |||||
| 1WW1 | FWC-1 | 85VU | 127 | 31-53-34 | |
| 1WW2 | FWC-2 | 86VU | 128 | 31-53-34 | |
| 6WT | CTL PNL-ECAM | 11VU | 210 | 31-61-12 | |
| 1WV1 | SDAC-1 | 85VU | 127 | 31-55-34 | |
| 1WV2 | SDAC-2 | 86VU | 128 | 31-55-34 | |
| 7WW | LOUD SPEAKER-CAPT | 831 | 211 | 31-53-21 | |
| 8WW | LOUD SPEAKER-F/O | 831 | 212 | 31-53-21 | |
3. System Description
A. General Description
(1) System Architecture and Interface
The system architecture has been designed in a way as to ensure an actual segregation between EFIS, engine indicating system and ECAM information, although each DMC receives all three kinds of information.
The EIS components receive from the aircraft systems all the information necessary for the elaboration of the various EFIS and ECAM displays.
For any EIS computer (DMC, FWC, SDAC), note that all the signals from the various sensors are sent in parallel to the concerned EIS equipment of side 1 and 2 (and possibly 3 for the DMCs).
In fact, all the signals entering the EIS computers are acquired redundantly. For example, the SDAC 1 receives signals from A/C systems, computers and sensors of the side 1 and of the side 2, and identically for the SDAC 2.
This allows FWS to be transparent to any single failure.
This principle of redundancy provides numerous advantages :
The system architecture has been designed in a way as to ensure an actual segregation between EFIS, engine indicating system and ECAM information, although each DMC receives all three kinds of information.
The EIS components receive from the aircraft systems all the information necessary for the elaboration of the various EFIS and ECAM displays.
For any EIS computer (DMC, FWC, SDAC), note that all the signals from the various sensors are sent in parallel to the concerned EIS equipment of side 1 and 2 (and possibly 3 for the DMCs).
In fact, all the signals entering the EIS computers are acquired redundantly. For example, the SDAC 1 receives signals from A/C systems, computers and sensors of the side 1 and of the side 2, and identically for the SDAC 2.
This allows FWS to be transparent to any single failure.
This principle of redundancy provides numerous advantages :
- no operational degradation in case of loss of an EIS computer and simple reconfiguration.
NOTE: CAT 3 landing fail-operational capability lost in case of loss of 1 FWC, but not fail-passive capability.
- reliable presentation on CRTs of A/C system configuration and status, which allows simplifying the A/C system panels, and particularly the overhead panel
- simple procedures
- homogeneity in data acquisition and processing.
(2) System Architecture and Interface
The system architecture has been designed in a way as to ensure an actual segregation between EFIS, engine indicating system and ECAM information, although each DMC receives all three kinds of information.
The EIS components receive from the aircraft systems all the information necessary for the elaboration of the various EFIS and ECAM displays.
For any EIS computer (DMC, FWC, SDAC), note that all the signals from the various sensors are sent in parallel to the concerned EIS equipment of side 1 and 2 (and possibly 3 for the DMCs).
In fact, all the signals entering the EIS computers are acquired redundantly. For example, the SDAC 1 receives signals from A/C systems, computers and sensors of the side 1 and of the side 2, and identically for the SDAC 2.
This allows FWS to be transparent to any single failure.
This principle of redundancy provides numerous advantages :
The system architecture has been designed in a way as to ensure an actual segregation between EFIS, engine indicating system and ECAM information, although each DMC receives all three kinds of information.
The EIS components receive from the aircraft systems all the information necessary for the elaboration of the various EFIS and ECAM displays.
For any EIS computer (DMC, FWC, SDAC), note that all the signals from the various sensors are sent in parallel to the concerned EIS equipment of side 1 and 2 (and possibly 3 for the DMCs).
In fact, all the signals entering the EIS computers are acquired redundantly. For example, the SDAC 1 receives signals from A/C systems, computers and sensors of the side 1 and of the side 2, and identically for the SDAC 2.
This allows FWS to be transparent to any single failure.
This principle of redundancy provides numerous advantages :
- no operational degradation in case of loss of an EIS computer and simple reconfiguration.
NOTE: CAT 3 landing fail-operational capability lost in case of loss of 1 FWC, but not fail-passive capability.
- reliable presentation on LCDs of A/C system configuration and status, which allows simplification of the A/C system panels, and particularly the overhead panel
- simple procedures
- homogeneity in data acquisition and processing.
(3) System Description
The main instrument panel comprises two ECAM display units, one E/WD and one SD, on which the images elaborated by the DMCs from aircraft sensor data are displayed, in addition to clear messages elaborated by FWS.
Each DMC (1 & 2) controls one ECAM display unit.
The ECAM system provides the crew with operational assistance for both normal and abnormal aircraft system configurations.
This operational assistance is given through visual and aural attention getters and through the two ECAM CRT display units by means of messages and system synoptic diagrams.
The main instrument panel comprises two ECAM display units, one E/WD and one SD, on which the images elaborated by the DMCs from aircraft sensor data are displayed, in addition to clear messages elaborated by FWS.
Each DMC (1 & 2) controls one ECAM display unit.
The ECAM system provides the crew with operational assistance for both normal and abnormal aircraft system configurations.
This operational assistance is given through visual and aural attention getters and through the two ECAM CRT display units by means of messages and system synoptic diagrams.
(4) System Description
The main instrument panel comprises two ECAM display units, one E/WD and one SD, on which the images elaborated by the DMCs from aircraft sensor data are displayed, in addition to clear messages elaborated by FWS.
In normal operation, the DMC1 drives the E/WD and the SD.
The ECAM system provides the crew with operational assistance for both normal and abnormal aircraft system configurations.
This operational assistance is given through visual and aural attention getters and through the two ECAM LCD display units by means of messages and system synoptic diagrams.
The main instrument panel comprises two ECAM display units, one E/WD and one SD, on which the images elaborated by the DMCs from aircraft sensor data are displayed, in addition to clear messages elaborated by FWS.
In normal operation, the DMC1 drives the E/WD and the SD.
The ECAM system provides the crew with operational assistance for both normal and abnormal aircraft system configurations.
This operational assistance is given through visual and aural attention getters and through the two ECAM LCD display units by means of messages and system synoptic diagrams.
(5) System Description - Normal configuration
Without aircraft system failure, the ECAM system improves crew comfort by eliminating the need for frequent scanning of the various system panels by monitoring temporarily used systems or functions (MEMO messages on the upper DU lower part).
Typical MEMO messages are:
The ECAM system also helps by providing the crew with the most significant items of normal check lists, and their execution status. At last the ECAM system provides automatic call out of radio altitudes and decision height (synthetic voice messages).
Without aircraft system failure, the ECAM system improves crew comfort by eliminating the need for frequent scanning of the various system panels by monitoring temporarily used systems or functions (MEMO messages on the upper DU lower part).
Typical MEMO messages are:
- REFUELING
- APU AVAILABLE
- SEAT BELTS ON
| (E.G.) ! PARK BRK |
| AUTO BRK MAX ! |
| LDG GEAR DN ! |
| SIGNS ON ! IGNITION |
| SPLRS ARM ! ENG A-ICE |
| FLAPS T.O ! LDG LT |
| CONF 3 ! FUEL XFEED |
The ECAM system also helps by providing the crew with the most significant items of normal check lists, and their execution status. At last the ECAM system provides automatic call out of radio altitudes and decision height (synthetic voice messages).
(6) System Description - Abnormal configuration
Further details about the description of the FWS messages, refer to 31-51-00.
The ECAM system directs the flight crew's attention to the centralized message display by visual and/or aural signals, whenever a warning or caution situation occurs:
general sounds:
The ECAM system provides warnings/cautions when :
The lower ECAM Display Unit presents the relevant A/C system pages automatically called by the given warning or manually by the crew. Eventually, after the messages/synoptic diagrams associated to the failure, the crew will see on the lower ECAM DU the operational STATUS of the A/C, i.e.:
Further details about the description of the FWS messages, refer to 31-51-00.
The ECAM system directs the flight crew's attention to the centralized message display by visual and/or aural signals, whenever a warning or caution situation occurs:
- visual attention is attracted by a MASTER WARN or a MASTER CAUT light for each pilot.
- specific sounds: for instinctive reactions
- synthetic voice messages: auto call-out (altitude) and specific warnings.
general sounds:
- the single chime will accompany the level 2 amber cautions.
- the continuous repetitive chime will accompany most of the red warnings.
- cavalry charge for AP disconnect
- triple click for landing capability change
- cricket for stall warning
- buzzer for calls and selcal
- "C" chord for altitude alert.
- ring for ATC messages
- reporting of significant radio altitudes
- HUNDRED ABOVE and "MINIMUM" for decision height
- warnings: STALL, WINDSHEAR, SPEED, PRIORITY LEFT or RIGHT, RETARD (an non exhaustive list given for example) .
The ECAM system provides warnings/cautions when :
- the A/C flies out of its regular flight envelope
- failures affect the A/C integrity.
- improved failure analysis
- guidance of corrective actions
- minimization of need to refer to paper check list or normal read out
- improved understanding of aircraft and system configuration after failure.
The lower ECAM Display Unit presents the relevant A/C system pages automatically called by the given warning or manually by the crew. Eventually, after the messages/synoptic diagrams associated to the failure, the crew will see on the lower ECAM DU the operational STATUS of the A/C, i.e.:
- list of all the losses of systems/items of equipment resulting from the origin or primary failure
- landing capability
- possible procedures
- performance limitations
- title of systems for which maintenance actions have to be performed in the mean term (corresponding to class 2 failures)
- list of warnings/cautions which may have been cancelled by the crew.
B. System Data Acquisition Concentrator (SDAC)
(1) Mechanical Structure
All the digital boards are organized around a standardized bus: the Standard Computer System Bus (SCSB).
This enables the use of standard boards (size, connections etc.) and use of non-specialized backplane connectors (point-to-point connections). The unit is made up of standard cast modules, one module per board.
These modules are picked up by a spacer on the front face and linked to the rear face by four longitudinal angle extrusions.
The sides and covers of the casing can be removed from inside the extrusions.
All the digital boards are organized around a standardized bus: the Standard Computer System Bus (SCSB).
This enables the use of standard boards (size, connections etc.) and use of non-specialized backplane connectors (point-to-point connections). The unit is made up of standard cast modules, one module per board.
These modules are picked up by a spacer on the front face and linked to the rear face by four longitudinal angle extrusions.
The sides and covers of the casing can be removed from inside the extrusions.
(2) Constitution of the Unit
The unit comprises:
The unit comprises:
- 1 CPU board
- 1 memory module
- 1 ANARINC (ANALOG + ARINC) board
- 1 input board
- 1 converter input board
- 1 power supply board
- 1 back mother card
1 back lightning card
C. Flight Warning Computer (FWC) - Computer Architecture
All the digital boards are organized around a standardized system bus : the Flying Computer System Bus (FCSB).
This enables the use of standard boards (size, connections, etc.) and the use of non-specialized backplane connectors (point-to-point connections).
The FWCs also generates the aural alerts, as well as synthetic voice messages for radio-height automatic call-out.
All these sounds are generated by software.
They are described in Para 3.A.(2).(b).
Note that the 2 FWCs are synchronized for the audio outputs, and each of them is connected to the two loudspeakers.
The cockpit loudspeakers broadcast, even if turned off, the aural warnings and voice messages associated with the radio-height automatic call-out. The audio volume of these messages is not controlled by the loudspeaker volume knobs. (These knobs only allow volume adjustment for radio communication).
When both engines are shut-down, the audio level output is automatically reduced by 6 dB.
The FWCs also generate control signals for the visual devices and AFS AUTOLAND lights.
Furthermore, the FWCs compute the flight phases from the configuration signals they acquire, and they control through DMC which A/C synoptic diagrams are to be displayed in normal mode (according to the current flight phase).
All the calculations and processing are controlled by a MONITOR
which manages the results of the calculations, and makes them active through such or such other output:
All these sounds are generated by software.
They are described in Para 3.A.(2).(b).
Note that the 2 FWCs are synchronized for the audio outputs, and each of them is connected to the two loudspeakers.
The cockpit loudspeakers broadcast, even if turned off, the aural warnings and voice messages associated with the radio-height automatic call-out. The audio volume of these messages is not controlled by the loudspeaker volume knobs. (These knobs only allow volume adjustment for radio communication).
An audio mixing box mix the windshear radar synthetic voice with the CVR test (on the ground) or the TCAS voice (if installed). The purpose of the audio mixing box is to sum low-frequency audio signals after level and independance matching.
When both engines are shut-down, the audio level output is automatically reduced by 6 dB.
The FWCs also generate control signals for the visual devices and AFS AUTOLAND lights.
Furthermore, the FWCs compute the flight phases from the configuration signals they acquire, and they control through DMC which A/C synoptic diagrams are to be displayed in normal mode (according to the current flight phase).
All the calculations and processing are controlled by a MONITOR
which manages the results of the calculations, and makes them active through such or such other output:
All the digital boards are organized around a standardized system bus : the Flying Computer System Bus (FCSB).
This enables the use of standard boards (size, connections, etc.) and the use of non-specialized backplane connectors (point-to-point connections).
- Constitution of the Unit
The FWC comprises 9 boards connected to the FCSB, 2 memory modules and the power supply module.
The general architecture is as follows:
.two CPU boards structured around INTEL microprocessors 80186 and 80C31,
.two standard memory modules each connected to a CPU board,
.two discrete/synchro acquisition boards,
.two ARINC bus acquisition boards,
.one AUDIO and SYNTHETIC VOICE output board,
.one discrete output board comprising the MAIL BOX RAM used for dialog between the two CPU boards,
.the power supply unit.
The FWCs also generates the aural alerts, as well as synthetic voice messages for radio-height automatic call-out.
All these sounds are generated by software.
They are described in Para 3.A.(2).(b).
Note that the 2 FWCs are synchronized for the audio outputs, and each of them is connected to the two loudspeakers.
The cockpit loudspeakers broadcast, even if turned off, the aural warnings and voice messages associated with the radio-height automatic call-out. The audio volume of these messages is not controlled by the loudspeaker volume knobs. (These knobs only allow volume adjustment for radio communication).
When both engines are shut-down, the audio level output is automatically reduced by 6 dB.
The FWCs also generate control signals for the visual devices and AFS AUTOLAND lights.
Furthermore, the FWCs compute the flight phases from the configuration signals they acquire, and they control through DMC which A/C synoptic diagrams are to be displayed in normal mode (according to the current flight phase).
All the calculations and processing are controlled by a MONITOR
which manages the results of the calculations, and makes them active through such or such other output:
- either discrete (for MASTER WARN, MASTER CAUT and AUTOLAND lights), continuous or 2 Hz pulsing,
- or ARINC 429 (for retransmission of system data),
- or RS 422 (for texts/messages presented on the DUs),
- or Audio (for the loudspeakers).
- synthetic voices.
All these sounds are generated by software.
They are described in Para 3.A.(2).(b).
Note that the 2 FWCs are synchronized for the audio outputs, and each of them is connected to the two loudspeakers.
The cockpit loudspeakers broadcast, even if turned off, the aural warnings and voice messages associated with the radio-height automatic call-out. The audio volume of these messages is not controlled by the loudspeaker volume knobs. (These knobs only allow volume adjustment for radio communication).
An audio mixing box mix the windshear radar synthetic voice with the CVR test (on the ground) or the TCAS voice (if installed). The purpose of the audio mixing box is to sum low-frequency audio signals after level and independance matching.
When both engines are shut-down, the audio level output is automatically reduced by 6 dB.
The FWCs also generate control signals for the visual devices and AFS AUTOLAND lights.
Furthermore, the FWCs compute the flight phases from the configuration signals they acquire, and they control through DMC which A/C synoptic diagrams are to be displayed in normal mode (according to the current flight phase).
All the calculations and processing are controlled by a MONITOR
which manages the results of the calculations, and makes them active through such or such other output:
- either discrete (for MASTER WARN, MASTER CAUT and AUTOLAND lights), continuous or 2 Hz pulsing,
- or ARINC 429 (for retransmission of system data),
- or RS 422 (for texts/messages presented on the DUs),
- or Audio (for the loudspeakers).
- synthetic voices.
D. ECAM Control Panel
ON/OFF and brightness controls are provided for each ECAM DU on the ECAM control panel left part.
The ECAM control panel (ECP) allows the selection of the display on the ECAM DUs as far as the warning/caution messages and A/C system/status images are concerned. In more detail, the ECP controls enable:
This ECAM CP mounted EMER CANC key , when pressed, cancels any aural warning, including GPWS ones.
This facility enables the crew to suppress an untimely repetitive aural warning generated in a failure case (and at the same time to extinguish the associated MASTER lights).
ON/OFF and brightness controls are provided for each ECAM DU on the ECAM control panel left part.
The ECAM control panel (ECP) allows the selection of the display on the ECAM DUs as far as the warning/caution messages and A/C system/status images are concerned. In more detail, the ECP controls enable:
- manual selection of any A/C system synoptic diagram,
- cancellation of a warning inhibition (RECALL),
- clearing warning/caution messages after execution of some procedure (CLR),
- manual call of status functions (STS),
- sequential display of all the A/C system pages by means of the ALL key,
- cancellation of warning/caution (audio and visual) under certain conditions (EMER CANC),
- change of page in case of message overflow,
- takeoff configuration test to be initiated (T.O CONFIG).This function is used to give the crew the list of the systems which are not in a safe takeoff configuration (for example: pitch trim, slats/flaps, spoilers, side sticks, parking brake). If this test is not activated during the T.O MEMO scrolling, all the T.O configuration warnings are triggered at the transition from phase 2 to phase 3 if they exist.
Furthermore, the associated aural attention getters can be stopped by deselecting the takeoff position of the throttle control levers.
This ECAM CP mounted EMER CANC key , when pressed, cancels any aural warning, including GPWS ones.
This facility enables the crew to suppress an untimely repetitive aural warning generated in a failure case (and at the same time to extinguish the associated MASTER lights).
E. "Attention getters"
A MASTER WARN red light and a MASTER CAUT amber light are installed in front of each pilot to draw their attention .
They are of the spring-loaded pushbutton switch type.
A MASTER WARN red light and a MASTER CAUT amber light are installed in front of each pilot to draw their attention .
They are of the spring-loaded pushbutton switch type.
- the MASTER WARN lights flash for level 3 warnings. The MASTER WARN light illumination is accompanied by an aural warning.
Pressing the light when active resets it, as well as the aural warning. - the MASTER CAUT steady lights come on for level 2 alerts, and are accompanied by an aural caution signal (single chime).
Pressing the light when active resets both visual and aural attention getters.
Generally speaking, these lights go off and the aural warnings stop : - when pressing the related P/B switch
- when the warning/caution situation stops, by itself or because the crew performs an action which stops it
- when the crew presses the EMER CANC key.
NOTE: The attention devices (lights and sounds) are not activated by level 1 alert, DU messages only are provided in these cases.
NOTE: The attention devices (light/sounds) are inhibited under logic conditions depending on A/C configuration and flight phase inhibition logic.
F. Display Management Computers (DMC)
Further details about the description of the DMC, refer to 31-60-00.
The 3 DMCs are identical. Each integrates the EFIS/ECAM functions, and is able to drive simultaneously one PFD, one ND, and either ECAM display unit (Engine/Warning or System/Status).
The DMC comprises four parts, two of which are used in the FWS:
Further details about the description of the DMC, refer to 31-60-00.
The 3 DMCs are identical. Each integrates the EFIS/ECAM functions, and is able to drive simultaneously one PFD, one ND, and either ECAM display unit (Engine/Warning or System/Status).
The DMC comprises four parts, two of which are used in the FWS:
- acquisition of dedicated FWC link (RS-422)
- ECAM channel.
G. ECAM Display Units
Each DMC controls three display units (PFD, ND, ECAM).
DMC1 controls upper ECAM display.
DMC2 controls lower ECAM display.
The upper and lower ECAM screen surfaces are shared in two zones each.
The upper ECAM DU is called Engine/Warning Display Unit (E/WD).
The upper zone (approximately two thirds of the screen surface) shows all the engine primary indications, plus the on board fuel quantity and the flaps/slats position indications (described in 316000).
The lower zone presents various kinds of messages.
The upper zone (approximately three quarters of the screen surface) shows:
DMC1 controls the CAPT PFD, CAPT ND and the two ECAM.
DMC2 controls the F/O PFD and the F/O ND.
The upper and lower ECAM screen surfaces are shared in two zones each.
The upper ECAM DU is called Engine/Warning Display Unit (E/WD).
The upper zone (approximately two thirds of the screen surface) shows all the engine primary indications, plus the on board fuel quantity and the flaps/slats position indications (described in 316000).
The lower zone presents various kinds of messages.
The upper zone (approximately three quarters of the screen surface) shows:
Each DMC controls three display units (PFD, ND, ECAM).
DMC1 controls upper ECAM display.
DMC2 controls lower ECAM display.
The upper and lower ECAM screen surfaces are shared in two zones each.
The upper ECAM DU is called Engine/Warning Display Unit (E/WD).
The upper zone (approximately two thirds of the screen surface) shows all the engine primary indications, plus the on board fuel quantity and the flaps/slats position indications (described in 316000).
The lower zone presents various kinds of messages.
- MEMO and aircraft configuration items
- WARNING/CAUTION messages
- TITLES of aircraft system pages related to WARNING/CAUTION
The upper zone (approximately three quarters of the screen surface) shows:
- either aircraft systems synoptic diagrams (described in 316000).
- or STATUS messages.
DMC1 controls the CAPT PFD, CAPT ND and the two ECAM.
DMC2 controls the F/O PFD and the F/O ND.
The upper and lower ECAM screen surfaces are shared in two zones each.
The upper ECAM DU is called Engine/Warning Display Unit (E/WD).
The upper zone (approximately two thirds of the screen surface) shows all the engine primary indications, plus the on board fuel quantity and the flaps/slats position indications (described in 316000).
The lower zone presents various kinds of messages.
- MEMO and aircraft configuration items
- WARNING/CAUTION messages
- TITLES of aircraft system pages related to WARNING/CAUTION
The upper zone (approximately three quarters of the screen surface) shows:
- either aircraft systems synoptic diagrams (described in 316000).
- or STATUS messages.
4. ECAM Operation
A. General principles
This section relates ECAM part of the EIS display in normal configuration, i.e. without any failure and without transfer, and provided that the EIS is not engaged, partially or totally, in one of the test/maintenance functions.
This section relates ECAM part of the EIS display in normal configuration, i.e. without any failure and without transfer, and provided that the EIS is not engaged, partially or totally, in one of the test/maintenance functions.
(1) General rules
The two following principles have been adopted:
The two following principles have been adopted:
(a) Cockpit "lights out" philosophy
In normal operation all the lights are off. The use of lights to indicate correct operation is limited to a few examples of temporary but normal operation of a system.
In normal operation all the lights are off. The use of lights to indicate correct operation is limited to a few examples of temporary but normal operation of a system.
(b) Detection sequence of an alert
The detection sequence is composed of three distinct phases :
The detection sequence is composed of three distinct phases :
| ------------------------------------------------------------------------------- |
| ! PHASE ! FUNCTION ! MEANS OF DETECTION ! |
| !-----------!------------------!----------------------------------------------! |
| ! 1 ! Alert ! Aural and visual attention is drawn ! |
| ! ! ! ! |
| ! 2 ! Identification ! Specific sound & general display ! |
| ! ! ! (upper ECAM DU) ! |
| ! ! ! ! |
| ! 3 ! Isolation ! Detailed display (upper and lower ECAM DUs) ! |
| ! ! ! and local caution/warning (caption light if ! |
| ! ! ! any) ! |
| ------------------------------------------------------------------------------- |
(2) Lights rules
| ------------------------------------------------------------------------------- |
| ! INDICATION ! COLOR ! INTERPRETATION ! |
| !----------------!-----------!------------------------------------------------! |
| ! WARNING ! RED ! Configuration or failure requiring immediate ! |
| ! ! ! action - warning texts or flags. ! |
| !----------------!-----------!------------------------------------------------! |
| ! CAUTION ! AMBER ! Configuration or failure requiring immediate ! |
| ! ! ! attention but not immediate action. ! |
| ------------------------------------------------------------------------------- |
| ------------------------------------------------------------------------------- |
| ! INDICATION ! COLOR ! INTERPRETATION ! |
| !----------------!-----------!------------------------------------------------! |
| ! ! GREEN ! Normal and long-term operation ! |
| ! ! ! No action to be performed ! |
| ! !-----------!------------------------------------------------! |
| ! ! WHITE ! Indication of controlled function & action ! |
| ! ! ! carried out but not corresponding to normal ! |
| ! ! ! operation (e.g., setting the control of a ! |
| ! ! ! system to the OFF position) ! |
| ! !-----------!------------------------------------------------! |
| ! ! CYAN ! Action to be carried out (e.g. procedure or ! |
| ! ! ! reference value to be selected ) ! |
| ------------------------------------------------------------------------------- |
(3) Aural indications
- general sounds: SC (Single Chime) or CRC (Continuous Repetitive Chime) to draw attention
- specific sounds (examples: Cavalery Charge, Cricket, C-chord)
- synthetic voices (examples: Auto call out, Stall, Speed, Retard)
(4) Alert/information levels
The alerts are classified in 3 levels according to the importance and urgency of the corrective action required.
LEVEL 3 : warnings
This corresponds to an emergency configuration. Corrective or palliative action must be taken immediately by the crew.
The following warnings fall into this category :
The MASTER WARN light flashes as long as the failure condition is present or the crew does not press either MASTER WARN light or EMER CANC key.
The title of the warning message on the DU is also in red color.
LEVEL 2 : cautions
This corresponds to an abnormal configuration of the aircraft, where immediate crew awareness is required, but not immediate crew corrective action. The crew must decide how soon action has to be taken.
This level mainly comprises :
The title of the caution message on the DU is also in amber color.
LEVEL 1 : cautions
This corresponds to a configuration requiring crew monitoring, i.e. mainly failures leading to a loss of redundancy or degradation of a system.
e.g. : loss of 1 FUEL TANK PUMP LH or RH but not both.
These alerts do not trigger the attention getters (MASTER CAUT and sound), but the corresponding messages are displayed in amber on the upper ECAM DU (E/W).
Some defects which do not trigger warning or caution, but which do require further maintenance actions are indicated to the crew by means of the flashing STS indication which appears after engine shutdown. The crew will have to call the STATUS page manually to see the affected systems. These are presented under the title maintenance.
The maintenance messages can be displayed after engine shutdown only.
The alerts are classified in 3 levels according to the importance and urgency of the corrective action required.
LEVEL 3 : warnings
This corresponds to an emergency configuration. Corrective or palliative action must be taken immediately by the crew.
The following warnings fall into this category :
- aircraft in dangerous configuration or limit flight conditions (e.g. : OVERSPEED, ...)
- system failure altering the flight safety
(e.g. : ENGINE/APU fire, EXCESS CABIN ALT, ...)
- serious system failure
(e.g. : DUAL HYDRAULIC FAILURE).
The MASTER WARN light flashes as long as the failure condition is present or the crew does not press either MASTER WARN light or EMER CANC key.
The title of the warning message on the DU is also in red color.
LEVEL 2 : cautions
This corresponds to an abnormal configuration of the aircraft, where immediate crew awareness is required, but not immediate crew corrective action. The crew must decide how soon action has to be taken.
This level mainly comprises :
- system failures having no immediate consequences on safety.
The title of the caution message on the DU is also in amber color.
LEVEL 1 : cautions
This corresponds to a configuration requiring crew monitoring, i.e. mainly failures leading to a loss of redundancy or degradation of a system.
e.g. : loss of 1 FUEL TANK PUMP LH or RH but not both.
These alerts do not trigger the attention getters (MASTER CAUT and sound), but the corresponding messages are displayed in amber on the upper ECAM DU (E/W).
NOTE: Each level has priority over the level below, and within each level, an order of priority between warnings is also defined.
Examples :
LEVEL 3 (RED) : ENGINE/APU FIRE, EXCESS CABIN ALT, etc...
LEVEL 2 (AMBER) : NAV ADC, FUEL, AIR BLEED, etc...
LEVEL 1 (AMBER) : DFDR FAULT, ONE SDAC FAULT, etc...
Examples :
LEVEL 3 (RED) : ENGINE/APU FIRE, EXCESS CABIN ALT, etc...
LEVEL 2 (AMBER) : NAV ADC, FUEL, AIR BLEED, etc...
LEVEL 1 (AMBER) : DFDR FAULT, ONE SDAC FAULT, etc...
NOTE: Some level 3 warnings have no associated texts/messages on DUs. However, should they occur, their specific associated aural warning sounds according to its priority level.
Maintenance status function Some defects which do not trigger warning or caution, but which do require further maintenance actions are indicated to the crew by means of the flashing STS indication which appears after engine shutdown. The crew will have to call the STATUS page manually to see the affected systems. These are presented under the title maintenance.
The maintenance messages can be displayed after engine shutdown only.
NOTE: Only one message per ATA number is shown.
B. ECAM display
Warning and Caution message presentation
Whenever a warning or a caution situation occurs, the FWCs send by their "message" output bus (RS 422 liaison) the text to be written on the lower part of the upper display unit in lieu of the MEMO information.
These texts consist of messages written in plain English language, and providing the crew with:
As a matter of fact, an improved understanding of the aircraft and system configuration at the time of the failure and then during the execution of the corrective actions, is provided by the automatic display of the relevant A/C system synoptic diagram (system page) on the lower ECAM DU.
The task of the DMCs for the ECAM display units is to edit the possible warning/caution/information text received from the FWCs and to control the display of the relevant A/C system page or status page according to a logic included in the DMC ECAM monitor and taking into account the FWC requests, the crew orders, the advisory conditions for parameters, and the flight phases.
Warning and Caution message presentation
Whenever a warning or a caution situation occurs, the FWCs send by their "message" output bus (RS 422 liaison) the text to be written on the lower part of the upper display unit in lieu of the MEMO information.
These texts consist of messages written in plain English language, and providing the crew with:
- an A/C systen failure analysis, with warning/caution identification and corrective actions to be taken
- operational assistance by minimizing the need to refer to paper check-list or normal read out.
As a matter of fact, an improved understanding of the aircraft and system configuration at the time of the failure and then during the execution of the corrective actions, is provided by the automatic display of the relevant A/C system synoptic diagram (system page) on the lower ECAM DU.
The task of the DMCs for the ECAM display units is to edit the possible warning/caution/information text received from the FWCs and to control the display of the relevant A/C system page or status page according to a logic included in the DMC ECAM monitor and taking into account the FWC requests, the crew orders, the advisory conditions for parameters, and the flight phases.
C. ECAM display - Upper ECAM
In normal operation, i.e. without DU failure, the top two thirds of the display present engine primary indications, plus fuel quantity and flaps/slats position indications.
The bottom third presents:
In normal operation, i.e. without DU failure, the top two thirds of the display present engine primary indications, plus fuel quantity and flaps/slats position indications.
The bottom third presents:
(1) On the L part:
- leither Memo messages, i.e. a list of functions/systems which are temporarily used (e.g. APU running), plus some key items of the normal check list in the Take-Off and the Approach phases
- or warning/caution messages, giving the title of the failure and the corresponding procedures/actions to be performed.
(2) On the R part
- either Memo messages
- or title of the A/C system pages presenting parameters concerned with a secondary failure.
D. ECAM display - Lower ECAM
In normal operation, the Display Unit presents:
At last, the two bottom lines are reserved for the permanent display of A/C parameters such as TAT, SAT, A/C Gross weight, and TIME (UTC).
In normal operation, the Display Unit presents:
- either an A/C system synoptic diagram, corresponding to the current phase of flight or to the crew manual selection, or to the automatically called system page corresponding to the caution/ warning that is shown to the crew eventually
- or status messages, i.e.:
- an operational summary of the aircraft condition
- an explanation of possible autoland capability downgrading
- indications of the aircraft status following all failures except those that do not affect the flight
- general contents, limitations (speed, altitude), peculiar or emergency postponable procedures, informations, etc...
At last, the two bottom lines are reserved for the permanent display of A/C parameters such as TAT, SAT, A/C Gross weight, and TIME (UTC).
E. ECAM display - Messages presentation
The following rules are followed:
The following rules are followed:
- wording and abbreviations are consistent with the overhead panel
- after action, the message either changes in color or disappears.
F. ECAM display - Messages - Operational modes
(1) Types of Warnings/Cautions
There are three distinct types of warnings/cautions:
There are three distinct types of warnings/cautions:
- those associated with an independent failure
- those associated with a primary failure
- those associated with a secondary failure.
(a) Independent failure:
This is a failure which affects an isolated item of equipment or system without affecting the other items of equipment or systems on the aircraft.
This is a failure which affects an isolated item of equipment or system without affecting the other items of equipment or systems on the aircraft.
(b) Primary failure
This is a failure of an item of equipment or system causing the loss of other items of equipment which depend on it.
This configuration constitutes a cascade of failure all originating from the same primary failure.
e.g. : HYD B SYS LO PR failure leads to the loss of: SPLRS 3.
This is a failure of an item of equipment or system causing the loss of other items of equipment which depend on it.
This configuration constitutes a cascade of failure all originating from the same primary failure.
e.g. : HYD B SYS LO PR failure leads to the loss of: SPLRS 3.
(c) Secondary failure
This is the loss of an item of equipment or system resulting from a primary failure.
This apparent failure could, in some cases, disappear after corrective crew action.
This is the loss of an item of equipment or system resulting from a primary failure.
This apparent failure could, in some cases, disappear after corrective crew action.
NOTE: Different failures combination may occur sequentially or simultaneously.
(2) Normal operation
When there is no current A/C system failure or when all the requested actions corresponding to the last failure have been performed and the ECAM pages related to this failure have been cleared, the upper display bottom third shows MEMO messages (and some elements of normal check list in TO or APPR) and the lower display presents the synoptic diagram related to the present flight phase.
When there is no current A/C system failure or when all the requested actions corresponding to the last failure have been performed and the ECAM pages related to this failure have been cleared, the upper display bottom third shows MEMO messages (and some elements of normal check list in TO or APPR) and the lower display presents the synoptic diagram related to the present flight phase.
(3) MEMO information (Part 1)
MEMO messages are presented on the lower part of the upper ECAM DU when there is no warning/caution message to be presented.
Complete list of the possible MEMO messages is given hereafter. They are presented in the following priority order:
MEMO messages are presented on the lower part of the upper ECAM DU when there is no warning/caution message to be presented.
Complete list of the possible MEMO messages is given hereafter. They are presented in the following priority order:
| ------------------------------------------------------------------------------- |
| ! LEFT PART ! RIGHT PART ! |
| !--------------------------------------!--------------------------------------! |
| ! T.O MEMO (G)(refer to the list below)! STEEP APPR (G) ! |
| ! LDG MEMO (G)(refer to the list below)! SPEED BRK (A) (G) ! |
| ! LDG MEMO STEEP APPR (G) ! PARK BRK (A) (G) ! |
| ! (refer to the list below) ! HYD PTU (G) ! |
| ! COMPANY ALERT (G) ! RAT OUT (A) (G) ! |
| ! REFUELG (G) ! EMER GEN (G) ! |
| ! IRS IN ALIGN 1 (A) (G) ! RAM AIR ON (G) ! |
| ! IRS IN ALIGN 2 (A) (G) ! NW STRG DISC (A) (G) ! |
| ! IRS IN ATT ALIGN (G) ! IGNITION (G) ! |
| ! GND SPLRS ARMED (G) ! CABIN READY (G) ! |
| ! SEAT BELTS (G) ! PRED W/S OFF (A) (G) ! |
| ! NO SMOKING (G) ! TERR STBY (G) ! |
| ! NO PORTABLE DEVICES (G) ! TERR OFF (A) (G) ! |
| ! STROBE LT OFF (G) ! TCAS STBY (A) (G) ! |
| ! OUTR TK FUEL XFRDF (G) ! ACARS CALL (G) ! |
| ! FUEL < 1.5 T (G) ! COMPANY CALL (G) ! |
| ! GPWS FLAP MODE OFF (G) ! SATCOM ALERT (G) ! |
| ! ATC DATALINK STBY (G) ! ACARS MSG (G) ! |
| ! COMPANY DATALINK STBY (G) ! COMPANY MSG (G) ! |
| ! ACARS STBY (G) ! ENG A.ICE (G) ! |
| ! NO MOBILE (G) ! WING A.ICE (G) ! |
| ! GSM DISC < 4MN (G) ! ICE NOT DET (G) ! |
| ! ! HI ALT (G) ! |
| ! ! APU AVAIL (G) ! |
| ! ! APU BLEED (G) ! |
| ! ! LDG LT (G) ! |
| ! ! BRK FAN (G) ! |
| ! ! AUDIO 3 XFRD (G) ! |
| ! ! SWITCHG PNL (G) ! |
| ! ! GPWS FLAP 3 (G) ! |
| ! ! HF DATA OVRD (G) ! |
| ! ! HF VOICE (G) ! |
| ! ! VHF 3 VOICE (G) ! |
| ! ! AUTO BRK (G) ! |
| ! ! MAN LDG ELEV (G) ! |
| ! ! CTR TK FEEDG (G) ! |
| ! ! FUEL X FEED (A) (G) ! |
| _______________________________________________________________________________ |
(4) MEMO information (Part 1)
MEMO messages are presented on the lower part of the upper ECAM DU when there is no warning/caution message to be presented.
Complete list of the possible MEMO messages is given hereafter. They are presented in the following priority order:
MEMO messages are presented on the lower part of the upper ECAM DU when there is no warning/caution message to be presented.
Complete list of the possible MEMO messages is given hereafter. They are presented in the following priority order:
| ------------------------------------------------------------------------------- |
| ! LEFT PART ! RIGHT PART ! |
| !--------------------------------------!--------------------------------------! |
| ! T.O MEMO (G)(refer to the list below)! SPEED BRK (A) (G) ! |
| ! LDG MEMO (G)(refer to the list below)! PARK BRK (A) (G) ! |
| ! COMPANY ALERT (G) ! HYD PTU (G) ! |
| ! REFUELG (G) ! RAT OUT (A) (G) ! |
| ! IRS IN ALIGN 1 (A) (G) ! EMER GEN (G) ! |
| ! IRS IN ALIGN 2 (A) (G) ! RAM AIR ON (G) ! |
| ! IRS IN ATT ALIGN (G) ! NW STRG DISC (A) (G) ! |
| ! GND SPLRS ARMED (G) ! IGNITION (G) ! |
| ! SEAT BELTS (G) ! CABIN READY (G) ! |
| ! NO SMOKING (G) ! PRED W/S OFF (A) (G) ! |
| ! NO PORTABLE DEVICES (G) ! TERR STBY (G) ! |
| ! STROBE LT OFF (G) ! TERR OFF (A) (G) ! |
| ! OUTR TK FUEL XFRD (G) ! TCAS STBY (G) ! |
| ! FUEL < 1.5 T (G) ! ACARS CALL (G) ! |
| ! GPWS FLAP MODE OFF (G) ! COMPANY CALL (G) ! |
| ! ATC DATALINK STBY (G) ! SATCOM ALERT (G) ! |
| ! COMPANY DATALINK STBY (G) ! ACARS MSG (G) ! |
| ! ACARS STBY (G) ! COMPANY MSG (G) ! |
| ! ! ENG A.ICE (G) ! |
| ! ! WING A.ICE (G) ! |
| ! ! ICE NOT DET (G) ! |
| ! ! STEEP APPR (G) ! |
| ! ! HI ALT (G) ! |
| ! ! APU AVAIL (G) ! |
| ! ! APU BLEED (G) ! |
| ! ! LDG LT (G) ! |
| ! ! BRK FAN (G) ! |
| ! ! AUDIO 3 XFRD (G) ! |
| ! ! SWITCHG PNL (G) ! |
| ! ! GPWS FLAP 3 (G) ! |
| ! ! HF DATA OVRD (G) ! |
| ! ! HF VOICE (G) ! |
| ! ! VHF 3 VOICE (G) ! |
| ! ! AUTO BRK (G) ! |
| ! ! MAN LDG ELEV (G) ! |
| ! ! CTR TK FEEDG (G) ! |
| ! ! FUEL X FEED (A) (G) ! |
| _______________________________________________________________________________ |
(5) MEMO information (Part 1)
MEMO messages are presented on the lower part of the upper ECAM DU when there is no warning/caution message to be presented.
Complete list of the possible MEMO messages is given hereafter. They are presented in the following priority order:
MEMO messages are presented on the lower part of the upper ECAM DU when there is no warning/caution message to be presented.
Complete list of the possible MEMO messages is given hereafter. They are presented in the following priority order:
| ------------------------------------------------------------------------------- |
| ! LEFT PART ! RIGHT PART ! |
| !--------------------------------------!--------------------------------------! |
| ! T.O MEMO (G)(refer to the list below)! STEEP APPR (G) ! |
| ! LDG MEMO (G)(refer to the list below)! SPEED BRK (A) (G) ! |
| ! LDG MEMO STEEP APPR (G) ! PARK BRK (A) (G) ! |
| ! (refer to the list below) ! HYD PTU (G) ! |
| ! COMPANY ALERT (G) ! FLT L/G DOWN (G) ! |
| ! REFUELG (G) ! RAT OUT (A) (G) ! |
| ! IRS IN ALIGN 1 (A) (G) ! EMER GEN (G) ! |
| ! IRS IN ALIGN 2 (A) (G) ! RAM AIR ON (G) ! |
| ! IRS IN ATT ALIGN (G) ! OXY PAX ON (G) ! |
| ! GND SPLRS ARMED (G) ! NW STRG DISC (A) (G) ! |
| ! SEAT BELTS (G) ! IGNITION (G) ! |
| ! NO SMOKING (G) ! ENG 1 COWL (G) ! |
| ! NO PORTABLE DEVICES (G) ! ENG 2 COWL (G) ! |
| ! NO MOBILE (G) ! CABIN READY (G) ! |
| ! STROBE LT OFF (G) ! PRED W/S OFF (A) (G) ! |
| ! OUTR TK FUEL XFRD (G) ! TERR STBY (G) ! |
| ! FUEL < 3 T (G) ! TERR OFF (A) (G) ! |
| ! GPWS FLAP MODE OFF (G) ! TCAS STBY (G) ! |
| ! GSM DISC < 4 MN (G) ! TCAS STBY (G) ! |
| ! ATC DATALINK STBY (G) ! ACARS CALL (G) ! |
| ! COMPANY DATALINK STBY (G) ! COMPANY CALL (G) ! |
| ! ACARS STBY (G) ! SATCOM ALERT (G) ! |
| ! ! ACARS MSG (G) ! |
| ! ! COMPANY MSG (G) ! |
| ! ! ENG A. ICE (G) ! |
| ! ! WING A.ICE (G) ! |
| ! ! ICE NOT DET (G) ! |
| ! ! HI ALT (G) ! |
| ! ! APU AVAIL (G) ! |
| ! ! APU BLEED (G) ! |
| ! ! LDG LT (G) ! |
| ! ! BRK FAN (G) ! |
| ! ! AUDIO 3 XFRD (G) ! |
| ! ! SWITCHG PNL (G) ! |
| ! ! GPWS FLAP 3 (G) ! |
| ! ! HF DATA OVRD (G) ! |
| ! ! HF VOICE (G) ! |
| ! ! VHF 3 VOICE (G) ! |
| ! ! AUTO BRK (G) ! |
| ! ! MAN LDG ELEV (G) ! |
| ! ! CTR TK FEEDG (G) ! |
| ! ! FUEL X FEED (A) (G) ! |
| _______________________________________________________________________________ |
(6) MEMO information (Part 2)
In addition in takeoff or approach phases dynamic parts of the normal check list are presented . Here is a list of possible messages.
In addition in takeoff or approach phases dynamic parts of the normal check list are presented . Here is a list of possible messages.
- at T.O
(the title T.O is underlined)------------------------------------------------------------------------------- ! LEFT PART ! RIGHT PART ! !--------------------------------------!--------------------------------------! ! T.O : AUTO BRK.......MAX (G.C)! ! ! T.O : AUTO BRK MAX (G) ! ! ! SIGNS..........ON (G.C)! ! ! SIGNS ON (G) ! ! ! CABIN..........CHECK (G.C)! ! ! CABIN READY (G) ! ! ! SPLRS..........ARM (G.C)! ! ! SPLRS ARM (G) ! ! ! FLAPS..........T.O (G.C)! ! ! FLAPS T.O (G) ! ! ! T.O CONFIG.....TEST (G.C)! ! ! T.O CONFIG NORMAL (G) ! ! -------------------------------------------------------------------------------
- at LDG
(the title LDG is underlined)------------------------------------------------------------------------------- ! LEFT PART ! RIGHT PART ! !-------------------------------------!---------------------------------------! ! LDG : LDG GEAR..........DN (G.C)! ! ! LDG : LDG GEAR DN (G) ! ! ! SIGNS.............ON (G.C)! ! ! SIGNS ON (G) ! ! ! CABIN.............CHECK (G.C)! ! ! CABIN READY (G) ! ! ! SPLRS.............ARM (G.C)! ! ! SPLRS ARM (G) ! ! ! FLAPS.............FULL (G.C)! ! ! FLAPS FULL (G) ! ! ! FLAPS.............CONF 3 (G.C)! ! ! FLAPS CONF 3 (G) ! ! -------------------------------------------------------------------------------
(7) A/C system primary or independent failure
As soon as a warning or a caution is detected by the FWC, the upper ECAM Display Unit automatically shows the warning page, i.e. the messages giving the title of the primary or independent failure, and the possible procedures/actions to be taken.
Seven lines of text are reserved for the above messages, using the standard size characters (4 mm high approximately).
These messages are displayed provided that the corresponding warning/caution is not inhibited in the present A/C operation mode or flight phase.
(In the opposite case, by means of the RCL key, it is possible to reactivate the presentation of warning/caution messages inhibited by the CLR function or by flight phase-related automatic inhibition).
As soon as a warning or a caution is detected by the FWC, the upper ECAM Display Unit automatically shows the warning page, i.e. the messages giving the title of the primary or independent failure, and the possible procedures/actions to be taken.
Seven lines of text are reserved for the above messages, using the standard size characters (4 mm high approximately).
These messages are displayed provided that the corresponding warning/caution is not inhibited in the present A/C operation mode or flight phase.
(In the opposite case, by means of the RCL key, it is possible to reactivate the presentation of warning/caution messages inhibited by the CLR function or by flight phase-related automatic inhibition).
(8) A/C system secondary failures
On the right part of the upper ECAM Display Unit, the title of the A/C system pages presenting indications concerned with the secondary failures resulting from the primary failure is displayed.
These system pages appear in sequence as the crew presses the CLR key on the ECAM control panel. Eventually when there is no more A/C System page to be seen, the last action on the CLR key causes the STATUS messages to appear on the lower display unit, and the warning/ caution message to disappear on the upper display unit.
Pressing a last time the CLR key cancels the STATUS page and causes the A/C system page corresponding to the present flight phase to appear again.
On the right part of the upper ECAM Display Unit, the title of the A/C system pages presenting indications concerned with the secondary failures resulting from the primary failure is displayed.
These system pages appear in sequence as the crew presses the CLR key on the ECAM control panel. Eventually when there is no more A/C System page to be seen, the last action on the CLR key causes the STATUS messages to appear on the lower display unit, and the warning/ caution message to disappear on the upper display unit.
Pressing a last time the CLR key cancels the STATUS page and causes the A/C system page corresponding to the present flight phase to appear again.
(9) Alert inhibition
In order to avoid alerts when not desired, inhibition follows the rules hereafter :
In order to avoid alerts when not desired, inhibition follows the rules hereafter :
- ensure proper alerts only when necessary ; a warning or indication which has no significance on a given configuration is not activated.
(e.g. : hydraulic low pressure warning is inhibited before engine starting). - avoid alerts without interest for a flight phase.
An inhibition logic filters the presentation of alerts according to the flight phase. - allow the crew to cancel alerts presentation when corrective actions have been performed (CLEAR function).
- keep the crew aware of a system failure without aural alert (Level 1).
NOTE: The RECALL facility allows the crew to reactivate the display unit presentation of an alert inhibited either through the flight phase or by the CLEAR function.
These figures show an example of sequence of ECAM displays in case of fault.
These figures show an example of sequence of ECAM displays in case of fault.
NOTE: As long as the CLR key is on, pressing it changes the ECAM display.
NOTE: At any time, even during actions related to an A/C system failure, the crew can manually select any system synoptic diagram or the STATUS page, by means of the corresponding ECAM CP key.
The A/C system page key comes on only in the case of a manual selection, or in the case of an advisory.
The A/C system page key comes on only in the case of a manual selection, or in the case of an advisory.
NOTE: In case of overflow (more than 7 lines of text) a special symbol (an arrow) is displayed at the bottom of the DU. The scrolling of the message lines can be controlled only by the successive CLR actions. The first lines disappear as the corresponding actions/procedures are made, thus enabling the presentation of the lines which were not displayed.
NOTE: The following figure gives an example of caution/warning messages presentation in case of double A/C system failure.
(10) A/C STATUS page
The STATUS mode is selected:
The STATUS page of the aircraft gives:
The STATUS mode is selected:
- automatically after a warning message, as soon as all corrective actions have been performed, by pressing the CLR key (if there is no STATUS, NORMAL is directly displayed)
- manually by pressing the STS key.
In this case the CLR key comes on.
(if there is no STATUS, NORMAL is directly displayed)
The STATUS page of the aircraft gives:
- on the left part of the display an operational summary of the aircraft condition, listing all the failures having consequences upon operational aspects:
Emergency procedure (LAND ASAP)
landing capability and procedures
Limitation (speed, altitude)
Postponable procedures not displayed on first page
Lost system or function
Information - on the right part of the display the so called secondary failures or losses of system/equipment resulting from the origin or primary failure.
NOTE: A STATUS reminder message is displayed on the upper ECAM DU whenever the STATUS page is not empty. Pressing the STS key on the ECAM control panel causes the STATUS page to appear on the lower ECAM DU.
5. Power Supply
Main Electrical Power Supply of FWS Components ** ON A/C NOT FOR ALL
Main Electrical Power Supply of FWS Components ** ON A/C NOT FOR ALL
The 3 DMCs, 2 DUs, 2 FWCs and 2 SDACs are supplied with 115VAC/400 Hz single phase.
The ECAM control panel is supplied with 28VDC.
The table below gives the main electrical power sources for each component.
TABLE 1-2
In emergency configuration, the static inverter then the AC and DC power supplies are restored for same components, by means of the hydraulically driven emergency generator. The hydraulic power source is the ram air turbine (RAT).
As far as the FWS and EIS components are concerned, power supply is given to:
** ON A/C NOT FOR ALL Main Electrical Power Supply of FWS Components ** ON A/C NOT FOR ALL Main Electrical Power Supply of FWS Components ** ON A/C NOT FOR ALL The ECAM control panel is supplied with 28VDC.
The table below gives the main electrical power sources for each component.
NOTE: The DMCs and DUs are also supplied with 28VDC for switching purpose (mentioned in table 1-2)
TABLE 1-1 | ------------------------------------------------------------------------------- |
| ! AC BUS1 ! AC BUS2 ! AC ESS ! DC BUS 1 ! DC BUS 2 ! DC ESS BUS ! |
| !----------!------------!-----------!------------!------------!---------------! |
| ! DMC3 ! DMC2 ! DMC1 ! ! ! ! |
| ! ! ! (DMC3) ! ! ! ! |
| !----------!------------!-----------!------------!------------!---------------! |
| ! ! Lower ! Upper ! ! ! ! |
| ! ! ECAM DU ! ECAM DU ! ! ! ! |
| !----------!------------!-----------!------------!------------!---------------! |
| ! ! ! ! ! ! ECAM CP ! |
| !----------!------------!-----------!------------!------------!---------------! |
| ! ! FWC2 ! FWC1 ! ! ! ! |
| !----------!------------!-----------!------------!------------!---------------! |
| ! ! SDAC2 ! SDAC1 ! ! ! ! |
| ------------------------------------------------------------------------------- |
TABLE 1-2
| ------------------------------------------------------------------------------- |
| ! AC BUS1 ! AC BUS2 ! AC ESS ! DC BUS 1 ! DC BUS 2 ! DC ESS BUS ! |
| !----------!------------!-----------!------------!------------!---------------! |
| ! ! ! ! ! DMC2 ! DMC1&3 ! |
| !----------!------------!-----------!------------!------------!---------------! |
| ! ! ! ! ! Lower ! Upper ! |
| ! ! ! ! ! ECAM DU ! ECAM DU ! |
| ------------------------------------------------------------------------------- |
In emergency configuration, the static inverter then the AC and DC power supplies are restored for same components, by means of the hydraulically driven emergency generator. The hydraulic power source is the ram air turbine (RAT).
As far as the FWS and EIS components are concerned, power supply is given to:
- DMC1 (or DMC3 if selected by CAPTAIN)
- Upper ECAM DU
- FWC1
- ECAM control panel
- SDAC1
NOTE: In emergency configuration, the ADIRU3 is also supplied from the AC ESS bus as soon as the ATT/HDG or the AIR DATA selector switch is set to CAPT/3.
NOTE: The recovery time after the occurrence of a real emergency configuration (for instance due to both engine shutdown) is short since the static inverter takes over the supply of the AC ESS bus bar within less than 1 sec. until the RAT driven generator is able to ensure the supply of this bar in its turn.
NOTE: If cooling air is lost, the grey background areas disappear from the PFDs and the WX image from the NDs. If the DU internal temperature exceeds a given threshold, the DU is automatically cut off. This applies to any DU, EFIS or ECAM.
6. Bite Description
A. General
This paragraph describes the Built-In Test Equipment (BITE) system of the Flight Warning System (FWS).
The FWS is a type 1 system, i.e. data interchanges between the FWS and the Centralized Fault Display System (CFDS) for maintenance purposes are performed by means of ARINC 429 High Speed (HS) buses.
The BITE essentially detects internal and external FWS faults, stores them in memories under certain conditions and reports them to the maintenance system.
This paragraph describes the Built-In Test Equipment (BITE) system of the Flight Warning System (FWS).
The FWS is a type 1 system, i.e. data interchanges between the FWS and the Centralized Fault Display System (CFDS) for maintenance purposes are performed by means of ARINC 429 High Speed (HS) buses.
The BITE essentially detects internal and external FWS faults, stores them in memories under certain conditions and reports them to the maintenance system.
B. Operation/ Control and Indicating
The interrogation of the FWS is achieved through the interactive function by means of the Multipurpose Control and Display Unit (MCDU). This function is described below.
Selection of the ECAM main menu enables access to the following functions:
The interrogation of the FWS is achieved through the interactive function by means of the Multipurpose Control and Display Unit (MCDU). This function is described below.
Selection of the ECAM main menu enables access to the following functions:
- LAST LEG REPORT
- PREVIOUS LEGS REPORT
- LRU IDENTIFICATION
- GROUND SCANNING
- CLASS 3 FAULTS
- SYSTEM CONFIGURATION
(1) LAST LEG REPORT
The purpose of this item is to present the list of class 1 and 2 internal and external faults detected by the FWS during the last flight.
These faults are presented with the failed LRU, the associated source of detection (SDACs, FWCs, ECAM control panel) and the ATA reference.
The purpose of this item is to present the list of class 1 and 2 internal and external faults detected by the FWS during the last flight.
These faults are presented with the failed LRU, the associated source of detection (SDACs, FWCs, ECAM control panel) and the ATA reference.
NOTE: If several faults are detected, the total number of faults is mentioned.
(2) PREVIOUS LEGS REPORT
The purpose of this item is to present the list of class 1 and 2 internal and external faults detected by the FWS during the last 63 flights (except the last flight).
The list contains the leg number to identify the concerned flight, the date and the time of the fault detection, the ATA reference and the fault message.
The purpose of this item is to present the list of class 1 and 2 internal and external faults detected by the FWS during the last 63 flights (except the last flight).
The list contains the leg number to identify the concerned flight, the date and the time of the fault detection, the ATA reference and the fault message.
(3) LRU IDENTIFICATION
The purpose of this item is to present the Part Number (P/N) of the FWS components (FWCs, SDACs, ECAM control panel).
The purpose of this item is to present the Part Number (P/N) of the FWS components (FWCs, SDACs, ECAM control panel).
NOTE: For A/C equipped with the OEB DATABASE (OEB reminder) option: in addition to the P/N identification, the OEB data base version and the associated checksum are given for each FWC.
(4) GROUND SCANNING
The purpose of this item is to present the internal and external faults that are applicable when the request is made and on the ground only.
The date and the time of the scanning are mentioned. They are followed by the test of failures and the associated ATA reference.
The purpose of this item is to present the internal and external faults that are applicable when the request is made and on the ground only.
The date and the time of the scanning are mentioned. They are followed by the test of failures and the associated ATA reference.
(5) CLASS 3 FAULTS
The purpose of this item is to present only the class 3 internal and external faults which are detected by the FWS (SDACs, FWCs, ECAM control panel) during the last flight.
For each fault, the text of the fault, the date and the ATA reference are given.
The purpose of this item is to present only the class 3 internal and external faults which are detected by the FWS (SDACs, FWCs, ECAM control panel) during the last flight.
For each fault, the text of the fault, the date and the ATA reference are given.
(6) TROUBLE SHOOTING DATA
This item can be reached from one of the following functions:
This item can be reached from one of the following functions:
- LAST LEG REPORT
- PREVIOUS LEGS REPORT
- GROUND SCANNING
- CLASS 3 FAULTS.
- the fault title with the number of occurrences in parentheses.
- the fault code and the aircraft identification,
- the leg number at the fault detection and the occurrence number during this flight,
- during each occurrence, the flight phase, the time and the date at which the fault has been detected.
(7) SYSTEM CONFIGURATION
(a) BASIC MODE
1 For SDAC P/N: 350E5151022 (standard H1/L8), 350E5161122 (standard H0/L8) or all SDACs in Basic Mode and FWC P/N: 350E017271616 (standard H1/E2) or 350E053020202 (standard H2/E2).
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
- The purpose of this item is to show the status of the hardware pin programming for the SDACs and the FWCs.
NOTE: The pin programming hardware is shown in binary code:
- 0 is related to an activated pin (wired to ground),
- 1 is related to a pin not actived (wired to an open circuit).
2 For SDAC P/N: 350E5151022 (standard H1/L8), 350E5161122 (standard H0/L8) or all SDACs in Basic Mode and FWC P/N: 350E018312020 (standard H1P/E3Q) or 350E053020303 (standard H2/E3P).
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
- The purpose of this item is to show the status of the hardware pin programming for the SDACs and the FWCs.
NOTE: The pin programming hardware is shown in binary code:
- 0 is related to an activated pin (wired to ground),
- 1 is related to a pin not actived (wired to an open circuit).
3 For SDAC P/N: 350E5151022 (standard H1/L8), 350E5161122 (standard H0/L8) or all SDACs in Basic Mode and FWC P/N: 350E053020404 (standard H2/E4).
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
- The purpose of this item is to show the status of the hardware pin programming for the SDACs and the FWCs.
NOTE: The pin programming hardware is shown in binary code:
- 0 is related to an activated pin (wired to ground),
- 1 is related to a pin not actived (wired to an open circuit).
4 For SDAC P/N: 350E5151022 (standard H1/L8), 350E5161122 (standard H0/L8) or all SDACs in Basic Mode and FWC P/N: 350E053020606 (standard H2/F2), 350E053020707 (standard H2/F3) or 350E053020808 (standard H2/F4).
Pushing the line key adjacent to this indication enables access to a sub-menu with two new items:
ECAM PIN PROGRAM HARD
ECAM PIN PROGRAM SOFT
Pushing the line key adjacent to this indication enables access to a sub-menu with two new items:
ECAM PIN PROGRAM HARD
ECAM PIN PROGRAM SOFT
- The purpose of the ECAM PIN PROGRAM HARD item is to show the status of the hardware pin programming for the SDACs and the FWCs.
- The purpose of the ECAM PIN PROGRAM SOFT item is to show the status of the software pin programming for the FWCs.
It also shows a new function used to reset the pin programming. The RESET PIN PROG FWCx line is shown only in flight phase 1.
NOTE: The pin programming hardware is shown in binary code:
- 0 is related to an activated pin (wired to ground),
- 1 is related to a pin not actived (wired to an open circuit).
NOTE: The pin programming software is displayed in binary code:
- 0 is related to an activated pin,
- 1 is related to a pin not actived.
(b) FULL MODE
1 For SDAC P/N: 350E5151331 (standard H1/D1), 350E5500201 (standard H2/D1), 350E5500202 (standard H2/D2) or 350E5500204 (standard H2/E2) and FWC P/N: 350E017271616 (standard H1/E2) or 350E053020202 (standard H2/E2).
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
- The purpose of this item is to show the status of the hardware pin programming for the SDACs and the FWCs.
NOTE: The pin programming hardware is shown in binary code:
- 0 is related to an activated pin (wired to ground),
- 1 is related to a pin not actived (wired to an open circuit).
2 For SDAC P/N: 350E5151331 (standard H1/D1), 350E5500201 (standard H2/D1), 350E5500202 (standard H2/D2) or 350E5500204 (standard H2/E2) and FWC P/N: 350E018312020 (standard H1P/E3Q) or 350E053020303 (standard H2/E3P).
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
- The purpose of this item is to show the status of the hardware pin programming for the SDACs and the FWCs.
NOTE: The pin programming hardware is shown in binary code:
- 0 is related to an activated pin (wired to ground),
- 1 is related to a pin not actived (wired to an open circuit).
3 For SDAC P/N: 350E5151331 (standard H1/D1), 350E5500201 (standard H2/D1), 350E5500202 (standard H2/D2) or 350E5500204 (standard H2/E2) and FWC P/N: 350E053020404 (standard H2/E4).
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
Pushing the line key adjacent to this indication enables access to a sub-menu with a new item:
ECAM PIN PROGRAM.
- The purpose of this item is to show the status of the hardware pin programming for the SDACs and the FWCs.
NOTE: The pin programming hardware is shown in binary code:
- 0 is related to an activated pin (wired to ground),
- 1 is related to a pin not actived (wired to an open circuit).
4 For SDAC P/N: 350E5151331 (standard H1/D1), 350E5500201 (standard H2/D1), 350E5500202 (standard H2/D2) or 350E5500204 (standard H2/E2) and FWC P/N: 350E053020606 (standard H2/F2).
Pushing the line key adjacent to this indication enables access to a sub-menu with two new items:
ECAM PIN PROGRAM HARD.
ECAM PIN PROGRAM SOFT.
Pushing the line key adjacent to this indication enables access to a sub-menu with two new items:
ECAM PIN PROGRAM HARD.
ECAM PIN PROGRAM SOFT.
- The purpose of the ECAM PIN PROGRAM HARD item is to show the status of the hardware pin programming for the SDACs and the FWCs.
- The purpose of the ECAM PIN PROGRAM SOFT item is to show the status of the software pin programming for the FWCs.
It also shows a new function used to reset the pin programming. The RESET PIN PROG FWCx line is shown only in flight phase 1.
NOTE: The pin programming hardware is shown in binary code:
- 0 is related to an activated pin (wired to ground),
- 1 is related to a pin not actived (wired to an open circuit).
NOTE: The pin programming software is displayed in binary code:
- 0 is related to an activated pin,
- 1 is related to a pin not actived.
5 For SDAC P/N: 350E5151331 (standard H1/D1), 350E5500201 (standard H2/D1), 350E5500202 (standard H2/D2) or 350E5500204 (standard H2/E2) and FWC P/N: 350E053020707 (standard H2/F3), 350E053020808 (standard H2/F4) or 350E053020909 (standard H2/F5)
Pushing the line key adjacent to this indication enables access to a sub-menu with two new items:
ECAM PIN PROGRAM HARD.
ECAM PIN PROGRAM SOFT.
Pushing the line key adjacent to this indication enables access to a sub-menu with two new items:
ECAM PIN PROGRAM HARD.
ECAM PIN PROGRAM SOFT.
- The purpose of the ECAM PIN PROGRAM HARD item is to show the status of the hardware pin programming for the SDACs and the FWCs.
- The purpose of the ECAM PIN PROGRAM SOFT item is to show the status of the software pin programming for the FWCs.
It also shows a new function used to reset the pin programming. The RESET PIN PROG FWCx line is shown only in flight phase 1.
NOTE: The pin programming hardware is shown in binary code:
- 0 is related to an activated pin (wired to ground),
- 1 is related to a pin not actived (wired to an open circuit).
NOTE: The pin programming software is displayed in binary code:
- 0 is related to an activated pin,
- 1 is related to a pin not actived.
(8) OEB DATABASE
The purpose of this item is to remind the crew of all warnings which are affected by an Operation Engineering Bulletin (OEB).
The different MCDU displays are described in the following paragraph.
The purpose of this item is to remind the crew of all warnings which are affected by an Operation Engineering Bulletin (OEB).
The different MCDU displays are described in the following paragraph.
7. OEB REMINDER function description
A. General
An Operation Engineering Bulletin (OEB) is launched when the aircraft operation may be affected.
The OEB is available through the on-board paper procedure and the crew has to remember the complete list of OEB and particularly the list of warnings affected by an OEB.
In the way of helping the crew, a visual means to remind the crew to refer to the paper procedure has been created on the ECAM (display of REFER TO QRH (Quick Reference Handbook) PROC on the ECAM display units).
The corresponding warnings and status displayed on the ECAM are described in operational presentation (Ref. AMM D/O 31-51-00-00).
The list of warnings affected by an OEB is stored in an Electrically Eraseable Programmable Read Only Memory (EEPROM) of the FWC data base. This list is updated through the MCDU, by means of a new menu. The update can be a creation, a deletion of one or several elements or a crossloading of the whole data base from one FWC to the other one.
An Operation Engineering Bulletin (OEB) is launched when the aircraft operation may be affected.
The OEB is available through the on-board paper procedure and the crew has to remember the complete list of OEB and particularly the list of warnings affected by an OEB.
In the way of helping the crew, a visual means to remind the crew to refer to the paper procedure has been created on the ECAM (display of REFER TO QRH (Quick Reference Handbook) PROC on the ECAM display units).
The corresponding warnings and status displayed on the ECAM are described in operational presentation (Ref. AMM D/O 31-51-00-00).
The list of warnings affected by an OEB is stored in an Electrically Eraseable Programmable Read Only Memory (EEPROM) of the FWC data base. This list is updated through the MCDU, by means of a new menu. The update can be a creation, a deletion of one or several elements or a crossloading of the whole data base from one FWC to the other one.
B. OEB DATABASE Access Menu
ECAM-1/OEB DATABASE/LIST FWC1 and LIST FWC2 ** ON A/C NOT FOR ALL
ECAM-1/OEB DATABASE/LIST FWC1 and LIST FWC2 ** ON A/C NOT FOR ALL
This item gives:
ECAM-1/OEB DATABASE/LIST FWC1 and LIST FWC2 ** ON A/C NOT FOR ALL ECAM-1/OEB DATABASE/LIST FWC1 and LIST FWC2 ** ON A/C NOT FOR ALL This item gives:
- the current OEB DATABASE version number and the corresponding checksum number of the FWC1 and FWC2,
- the access to the FWC1 LIST and FWC2 LIST pages,
- the possibility to update (i.e. to create, delete or crossload) the OEB data base.
C. LIST FWC1 and LIST FWC2
The purpose of this item is to present the current FWC data base version number and the list of elements.
Each element is composed of:
The purpose of this item is to present the current FWC data base version number and the list of elements.
Each element is composed of:
- the code number,
- the effect on ECAM warning (YES or NO),
- the effect on ECAM status message (YES or NO).
NOTE: If there are more than four elements, the other elements are displayed on the following pages (using the NEXT PAGE function key). The total number of pages is displayed in the right top corner of the screen.
NOTE: If the data base is empty, the EMPTY DATABASE indication is displayed.
D. OEB DATABASE UPDATE
To get access to this function, a specific password must be entered via the scratchpad and then by pushing the line key adjacent to the UPDATE CODE indication.
This item enables:
To get access to this function, a specific password must be entered via the scratchpad and then by pushing the line key adjacent to the UPDATE CODE indication.
This item enables:
- the creation of one or several elements in the data base,
- the deletion of one or several elements in the data base,
- the crossloading of the whole data base from one FWC to the other one,
- the assignment of a new version number,
- the confirmation of the validation of the updating.
(1) CREATE
This item is displayed with empty data. The following must be entered:
This item is displayed with empty data. The following must be entered:
- the code of the element
- then the information (answer by YES or NO) related to the effect on ECAM warning and the effect on ECAM status message.
The coherence between the code number, the effect on ECAM warning and ECAM status message is checked by pushing the line key adjacent to the INSERT indication. If there is incoherence, the CHECK ENTRY message is displayed. If there is coherence, a new page with empty data is displayed.
(2) DELETION
This item enables to delete:
This item enables to delete:
- the whole data base elements by pushing the line key adjacent to the DELETE ALL indication. If the data base is already empty, the EMPTY DATABASE indication is displayed,
- one or several elements by pushing the line key adjacent to the element(s) to be deleted. The page appears with this element only. Then push the line key adjacent to the CONFIRM indication. The previous page appears without this element.
(3) VERSION
This item is active only after a deletion or a creation. It enables to enter, via the scratchpad, a new data base reference version of the modified FWC.
The new version must be different from the previous one. Once the version is entered, the line key adjacent to the CONFIRM indication becomes active and allows the memorization of the new data base (if successful the UPDATE COMPLETED indication is displayed).
This item is active only after a deletion or a creation. It enables to enter, via the scratchpad, a new data base reference version of the modified FWC.
The new version must be different from the previous one. Once the version is entered, the line key adjacent to the CONFIRM indication becomes active and allows the memorization of the new data base (if successful the UPDATE COMPLETED indication is displayed).
(4) CROSSLOAD
This item enables to transfer the data base of the opposite FWC to the FWC being updated.
This item enables to transfer the data base of the opposite FWC to the FWC being updated.
NOTE: This function is not active if a creation or deletion has been made without using the CONFIRM key.