ELECTRONIC INSTRUMENT SYSTEM (EIS) - DESCRIPTION AND OPERATION

** ON A/C NOT FOR ALL

1. General
The EIS (Electronic Instrument System) presents on Display Units (DUs):

EFIS (Electronic Flight Instrument System) information, (i.e. flight parameters and navigation data).
ECAM (Electronic Centralized Aircraft Monitor) information, (Ref. AMM D/O 31-50-00-00)

The layout of the 6 DUs and the breakdown of the information displayed on them is presented as follows:

Presentation by Display Units in Normal Configuration

2 DUs are installed side by side in front of each pilot. They display flight and navigation data. On each main instrument panel, in normal configuration, the outer DU will be allocated to the Primary Flight Display (PFD) function, and the inner DU to the Navigation Display (ND) function.
Each pilot is given the possibility to display ECAM information instead of navigation information on its inner DU, in order to cover ECAM DU failure cases.
2 DUs are installed on the center instrument panel, one above the other.
They display ECAM information.

A. Information Presented on EFIS DUs

PFD and ND Image ** ON A/C NOT FOR ALL

The EFIS DUs enable display for the crew of flight path control and navigation data.
It includes the primary flight display (PFD) and the navigation display (ND). The PFD image presents the main information necessary for the control of the A/C arranged in the basic T configuration.

The EFIS DUs enable display for the crew of flight path control and navigation data.
It includes the primary flight display (PFD) and the navigation display (ND). The PFD image presents the main information necessary for the control of the A/C arranged in the basic T configuration.

Each pilot has at his disposal two CRT display units, one PFD and one ND, on which is displayed all the information that is usually presented by the following instruments:

Attitude Director Indicator

Each pilot has at his disposal two Liquid Crystal Display (LCD) units, one PFD and one ND, on which is displayed all the information that is usually presented by the following instruments:

Attitude Director Indicator

Horizontal Situation Indicator
Mach-Airspeed Indicator

Altimeter Indicator
Vertical Speed Indicator

Radio Altimeter Indicator
Weather Radar Indicator

Marker Beacon Indicator lights
Flight Mode Annunciator (autopilot/flight director modes).

B. Information Presented on EFIS DUs - Primary Flight Display (PFD)
The instrument Primary Flight Display (PFD) displays all the primary flight indications necessary for short-term aircraft control (hence its name), that is:

attitude (pitch, roll), lateral acceleration/side slip indication,

attitude protections, side stick orders on the ground,
flight path angle and drift angle (on pilot's request),

guidance (flight director or flight path orders),
magnetic heading and selected heading or track, plus A/C drift angle,

airspeed and associated selections (manual or automatic), plus all speed limits (flight envelope protection limits, high lift devices retraction/extension speeds, etc...),

baro altitude and associated selections (manual or automatic) and baro reference setting, plus flight profile deviation,

vertical speed,

TCAS indication (up and down advisories)

radio altitude and Decision Height,
vertical deviation (glide/slope or other vertical deviation indication),
lateral deviation (localizer or other lateral deviation indication),
marker beacon indications
AFS status (engagement status, armed/active modes,...)
other specific messages from AFS or EFCS.

The instrument Primary Flight Display (PFD) displays all the primary flight indications necessary for short-term aircraft control (hence its name), that is:

attitude (pitch, roll), lateral acceleration/side slip indication,

attitude protections, side stick orders on the ground,
flight path angle and drift angle (on pilot's request),

guidance (flight director or flight path orders),
magnetic heading and selected heading or track, plus A/C drift angle,

airspeed and associated selections (manual or automatic), plus all speed limits (flight envelope protection limits, high lift devices retraction/extension speeds, etc...),

baro altitude and associated selections (manual or automatic) and baro reference setting, plus flight profile deviation,

vertical speed,

radio altitude and Decision Height,
vertical deviation (glide/slope or other vertical deviation indication),
lateral deviation (localizer or other lateral deviation indication),
marker beacon indications
AFS status (engagement status, armed/active modes,...)
other specific messages from AFS or EFCS.

OANS indication (runway advisories).

C. Information Presented on EFIS DUs - Navigation Display (ND)
The instrument Navigation Display (ND) displays the navigation information necessary as the flight progresses, and in the mode chosen by the pilot: Rose, (with NAV, VOR, ILS submodes), ARC, PLAN.
This information is:

Heading and associated selection

Drift angle/track and associated selection
Selected course, lateral deviation (VOR, LOC), TO/FROM indication

Glide slope vertical deviation in ILS mode
True Air Speed, Ground Speed

Wind Indication
Range marks

Weather Radar image
Map with flight plan including A/C situation (position, track)

Waypoints, radio beacons, airports situation in the flight plan (upon manual option selection)

indication on the map of tuned and selected for display radio stations (VOR/DME, ADF, ILS),

on manual selection: navigation station frequency or identification, DME distances, VOR/ILS course, ADF and/or VOR bearings (pointers),

constraints
chrono indication (elapsed time).

TCAS image (display of the intruders plus specific messages).

OANS image (display of the airport navigation and specific messages).

Thanks to the high level of flexibility of the CRTs, the EFIS makes it possible to display, at a given moment, only the information required for the present flight phase.

Thanks to the high level of flexibility of the LCDs, the EFIS makes it possible to display, at a given moment, only the information required for the present flight phase.

D. Information Presented on ECAM DUs

Ecam Display Units

Ecam Display Units ** ON A/C NOT FOR ALL

The upper and lower ECAM screen surfaces are shared in two zones each.
The upper ECAM DU is called Engine/Warning (E/W) Display unit.
The upper zone (approximately two thirds of the screen surface) shows all the engine primary parameter indications, plus the onboard fuel quantity and the flaps/slats position indications.
The lower zone presents various kinds of messages, described in 31-50-00:

MEMO and aircraft configuration items

WARNING/CAUTION messages
TITLES of aircraft system pages related to WARNING/CAUTION.

MEMO and aircraft configuration items

WARNING/CAUTION messages
TITLES of aircraft system pages related to WARNING/CAUTION.

The lower ECAM DU is called System or Status (S) Display Unit.
The upper zone (approximately three quarters of the screen surface) shows:

either aircraft system synoptic diagrams
or STATUS messages, described in 31-50-00.

The lower zone presents several permanent parameter values such as: TAT, SAT, UTC, A/C weight, A/C G. LOAD (only when it is excessive) and at last the selected altitude value expressed in meters on pilot's request.

In normal configuration, without aircraft system failure, the ECAM system improves crew comfort by eliminating the need for frequent scanning of the various system panels for:

Routine system monitoring: system synoptic diagrams are displayed on the lower DU and automatically adapted to the present flight phase or manually called.

System parameter monitoring: some system parameters are monitored the whole flight and automatically displayed on the relevant system page when their value drifts out of normal range but well before the warning level is reached.

(1) Engine primary parameter indications
For each engine, the primary parameter indications N1, N2, EGT and FF are constantly displayed.
Engine management main parameters N1 Limit and corresponding operating mode, N1 command and/or predictive N1 are also displayed.
For each engine, the predictive N1 is the N1 value which corresponds to the throttle position.
N1 actual = N1 predictive in stabilized operation.

(2) Engine primary parameter indications
For each engine, the primary parameter indications EPR, N1, N2, EGT and FF are constantly displayed.
Engine management main parameters EPR Limit and corresponding operating mode, EPR command and/or predictive EPR are also displayed.
For each engine, the predictive EPR is the EPR value which corresponds to the throttle position.
EPR actual = EPR predictive in stabilized operation.

NOTE: In normal operation, the IAE engines are controlled in the EPR mode. When this mode is lost, the engines are controlled in the back-up mode and N1 then becomes the power management main parameter. Details are given in 31-66-00.

(3) Fuel quantity indications
The fuel onboard indication is presented next to the engine primary parameter indications.

(4) A/C configuration information
The flaps/slats position (controlled and actual) indications are also presented next to the engine indications.

** ON A/C NOT FOR ALL

2. Component Location
The following figure gives a complete block diagram of the EIS system.

EIS Block Diagram

The following figures show the location of the system components:

Component Location in the Cockpit ** ON A/C NOT FOR ALL

Avionics Compartment - EIS ** ON A/C NOT FOR ALL

The following figures show the location of the system components:

Component Location in the Cockpit ** ON A/C NOT FOR ALL

The complete system includes the following components:

2 DUs housed in racks on the Captain's main instrument panel
2 DUs housed in racks on the First Officer's main instrument panel

2 DUs 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

2 SDACs (System Data Acquisition Concentrators) located in the avionics compartment

1 dual EFIS/FCU, located on the glareshield, and called the FCU (Flight Control Unit), including CAPT and F/O EFIS control sections

1 ECAM control panel, located on the center pedestal
One set of transfer selector switches accessible to the Captain and the First Officer located on the center pedestal. They provide EIS reconfiguration controls in case of DMC or ECAM DU failure

Control/brightness potentiometers for the DUs:
those concerning the EFIS DUs are located on the left side of the CAPT and on the right side of the F/O instrument panel (301VU and 500VU)
those concerning the ECAM DUs are located on the ECAM control panel

One PFD/ND transfer pushbutton switch for each pilot, located between the PFD and ND control/brightness potentiometers.

Two sets of visual attention lights, 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

Maintenance and test controls accessible through the MCDUs
Circuit breakers:
those connected to ESSENTIAL bus bars are located on the panel 49VU of the overhead panel, the others are located on the panel 120VU.

One BKUP SPD/ALT pushbutton switch for each pilot, installed on CAPT lighting/loudspeaker control panel 301VU and on F/O lighting/loudspeaker control panel 500VU.

** ON A/C NOT FOR ALL

3. Power Supply
The 3 DMCs, and the 6 DUs are supplied with 115VAC/400 Hz single phase.
The FCU and ECAM control panel are 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 !AC ESS SHED ! DC BUS 2 ! DC ESS BUS !

!----------!------------!-----------!------------!------------!---------------!

! DMC3 ! DMC2 ! DMC1 ! ! ! !

! ! ! (DMC3) ! ! ! !

!----------!------------!-----------!------------!------------!---------------!

! ! PFD2 ! PFD1 ! ! ! !

!----------!------------!-----------!------------!------------!---------------!

! ! ND2 ! ! ND1 ! ! !

!----------!------------!-----------!------------!------------!---------------!

! ! Lower ! Upper ! ! ! !

! ! ECAM DU ! ECAM DU ! ! ! !

TABLE 1-2

-------------------------------------------------------------------------------

! AC BUS1 ! AC BUS2 ! AC ESS ! DC BUS 2 ! DC ESS BUS ! DC ESS SHED !

!----------!------------!-----------!------------!------------!---------------!

! ! ! ! DMC2 ! DMC1 & 3 ! !

!----------!------------!-----------!------------!------------!---------------!

! ! ! ! PFD2 ! PFD1 ! !

!----------!------------!-----------!------------!------------!---------------!

! ! ! ! ND2 ! ! ND1 !

!----------!------------!-----------!------------!------------!---------------!

! ! ! ! Lower ! Upper ! !

! ! ! ! ECAM DU ! ECAM DU ! !

Main Electrical Power Supply of the EIS Components

In emergency configuration, the static inverter then the AC and DC power supplies are restored for some components, by means of the hydraulically driven emergency generator. The hydraulic power source is the ram air turbine (RAT).

As far as the EIS components are concerned, power supply is given to:

DMC1 (or DMC3 if selected by CAPTAIN)

PFD1
Upper ECAM DU

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.

** ON A/C NOT FOR ALL

4. Component Description-System Description

A. Component Description

(1) Display Units (DU)

Display Unit - Typical Image ** ON A/C NOT FOR ALL

All 6 DUs include a CRT which is a high resolution full color display (FCD) of the shadow-mask type.
Their size is 7.25" x 7.25".
They are fully interchangeable.
They present information in normal configuration.
For that reason, the DUs can be called by the name of the display that they normally present:
PFD1(2), ND1(2), engine/warning display (or upper ECAM display), system display (or lower ECAM display).
The DUs receive digital signals from DMCs, under a very high speed serial form, through Dedicated Serial Data Link (DSDL) busses. These digital signals represent instructions which activate the graphic generator. Thus, the graphic generator draws the proper drawings, symbols, indications, messages on the DUs according to all the DMC input signals. The graphic generator is part of the symbol generator, which is included in the DU.
In turn the DUs send back to their driving DMC some feedback signals which give the DU operational and functional status plus acknowledgment of data received from DMC.
The DUs also receive other specific signals from the DMCs for the weather radar. This concerns only the two NDs (and the two PFDs which can also present an ND image after a PFD-ND transfer).
At last, light sensors are installed on the face of each DU in order to provide automatic adjustment of the display brightness with changing light conditions.
This automatic brightness adjustment is combined with the manual brightness control, with priority to the manual control.

(2) Display Units (DU)
There are 6 DUs, and all are LCDs with a high-resolution Full Color Display (FCD).
Their size is 6.25" x 6.25".
They are fully interchangeable.
They present information in normal configuration.
The DUs are called by the name of the display that they show:

PFD1 (2)
ND1 (2)
Engine/Warning display (or upper ECAM display)
System display (or lower ECAM display).

The DUs receive digital signals from the DMCs, under a very high speed serial form, through an ARINC 629 link. These digital signals represent instructions which activate the graphic generator. Thus, the graphic generator draws the proper drawings, symbols, indications, messages on the DUs according to all the DMC input signals. The graphic generator is part of the symbol generator, which is included in the DU.
In turn the DUs send back to their driving DMC some feedback signals which give the DU operational and functional status plus acknowledgment of data received from DMC.
The DUs also receive other specific signals from the DMCs for the weather radar. These concern only the two NDs (also the two PFDs only in case of a PFD-ND transfer).
Light sensors are installed on the face of each DU in order to provide automatic adjustment of the display brightness when the light conditions change.
This automatic brightness adjustment is combined with the manual brightness control, with priority to the manual control.

(3) Display Management Computers (DMC)
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.
The DMCs acquire and process all the signals received from various A/C sensors and computers, in order to generate proper codes of graphic instructions corresponding to the images to be displayed.
These codes are sent in digital form, using a very high speed (800 kbauds) RZ type transmission, through a twisted shielded pair of wires, called dedicated serial data link (DSDL).
The DMC comprises four parts:

acquisition
PFD channel
ND channel
ECAM channel.

The acquisition module enables the DMC to acquire all input signals such as:

discretes
ARINC 429
ARINC 453 for weather radar image
dedicated FWC link (RS-422).

The three channels enable the DMC to process simultaneously data for three different images: PFD, ND, and upper or lower ECAM Display Unit.
Each channel ensures data management and processing in order to elaborate the instructions for drawing the images which are required according to the pilot controls/selections and the A/C status/ configuration.
The operational programs corresponding to each channel is loaded into memory modules, slipped in their respective slots through the DMC dog house face. This design has been chosen so as to facilitate the independent reprogramming of the DMC.
The weather radar processing is made separately, by a dedicated board.
The weather radar information entering the DMC through ARINC 453 very high speed data buses is converted into X, Y and color data then is sent to the EFIS DUs via 4 digital buses, 3 for color and one for synchro.

(a) Safety aspects
Since some parameters displayed by the EIS are flight essential or flight critical, the DMC hardware and software are designed to cope with the specified safety requirements.
Considering this safety aspect, the three channels are independent and each of them takes the data needed for computation in dedicated memory area. These data are protected against inadvertent access from the other channels.
Architecture and software monitoring precautions are taken in order to cope with the classification of the software, particularly with respect to the processing of flight critical data.
For example a comparison is performed between pitch and roll data received and processed by the DMC on one hand, and the pitch and roll feedback signal received from the PFD and standing for the displayed pitch and roll information, on the other hand.

DMC Output Bus - Attitude Comparison ** ON A/C NOT FOR ALL

Moreover, the FWC performs an extra comparison between the pitch (and roll as well) information displayed on Captain's PFD and the pitch (and roll) data delivered by the IRS2, and likewise between the First Officer's PFD and IRS1 data.
Inside the DMC, the monitoring for the baro altitude and for the engine primary parameters is similar: it also consists in comparing the displayed information and the input parameters.
Inside the FWC, the comparison performed for the heading indications is simple: comparison between the heading parameters used for display on side 1 and side 2.

(4) Display Management Computers (DMC)
There are 3 identical DMCs. Each DMC integrates the EFIS/ECAM functions and drives simultaneously one PFD, one ND and the two ECAM DUs.
The DMCs acquire and process all the signals received from various A/C sensors and computers and send them to the DUs using an ARINC 629 link.
The acquisition module enables the DMC to acquire all input signals such as:

Discretes
ARINC 429
ARINC 453 for weather radar image
Dedicated FWC link (RS-422).

The DMCs simultaneously process data for the images of:

PFD
ND
E/W display
S display
The weather radar information in the DMC is forwarded to the EFIS DUs through a very high speed data bus ARINC 453.

(a) Safety aspects
As some parameters displayed by the EIS are flight essential and flight critical, the DMC hardware and software are designed to cope with the specified safety requirements.
Each DU computes and displays the data independently.
Architecture and software monitoring precautions are taken in order to cope with the classification of the software, particularly with respect to the processing of flight critical data.
For example, a comparison is done between pitch and roll data received and processed by the DMC, the pitch and roll feedback signal received from the PFD and the displayed pitch and roll information.

DMC Output Bus - Attitude Comparison ** ON A/C NOT FOR ALL

Also, the FWC performs an extra comparison between the pitch and the roll information displayed on Captain's PFD and the pitch and the roll data delivered by the IRS2 and similarly between the First Officer's PFD and IRS1 data.
In the DMC, the monitoring for the baro altitude and for the engine primary parameters is similar. It also compares the displayed information and the input parameters.
In the FWC, the comparison is done between the heading parameters used for the display on side 1 and side 2.

(5) EFIS Control

FCU - AFS & EFIS Control

EFIS Control Section

EFIS control sections
The EFIS control sections of the FCU, which are situated on either side of the FCU and are part of it, allow the pilot to select desired modes and data on his PFD and ND:

ND mode (ROSE, MAP...)
geographic scale marks range
options for complementary information on the map
trajectory deviation mode (VOR, NAV, LS)
guidance mode ON or OFF (Flight Director bars or Flight Path Director)
altitude reference selection (baro setting).

(6) ECAM Controls

Component Location in the Cockpit ** ON A/C NOT FOR ALL

ECAM CP - EIS DMC SWITCHING Panel ** ON A/C NOT FOR ALL

(a) ECAM control panel
The ECAM control panel (ECP) allows the selection of the display on the ECAM DUs as far as the A/C system/status images are concerned.
The ECAM control panel enables:

manual selection of any A/C system diagram
sequential display of all the A/C system pages by means of the ALL key.

(b) Transfer pushbutton switches
Several types of manual transfer will be left at the disposal of the pilots:

EIS DMC transfer, CAPT/3 or F/O/3, for EFIS and ECAM (DMC 3 taking over in case of DMC 1 or DMC 2 failure)
ECAM-ND transfer, on the CAPT side or the F/O side.

These transfers are made by means of selector switches installed on the center pedestal.

PFD-ND transfer on the CAPT side and on the F/O side.

This transfer is controlled by means of PFD-ND XFR pushbuttons located between the PFD and ND brightness/ON-OFF controls.

PFD/ND Brightness - ON/OFF Control PFD/ND Transfer ** ON A/C NOT FOR ALL

Situated on the left of the CAPT PFD and on the right of the F/O PFD for the EFIS DUs and on the ECAM CP for the ECAM DUs, they provide brightness control (stroke and raster) of the DUs, in conjunction with the automatic brightness control, and also the ON/OFF control.
An additional brightness control knob is provided for the NDs only: it provides separate brightness control for the WXR image.

(7) ECAM controls

Component Location in the Cockpit ** ON A/C NOT FOR ALL

ECAM CP - EIS DMC SWITCHING Panel ** ON A/C NOT FOR ALL

(a) ECAM control panel
The ECAM Control Panel (CP) allows the selection of the display on the ECAM DUs for the concerned A/C system/status images.
The ECAM CP enables:

Manual selection of any A/C system diagram.
A sequential display of all the A/C system pages by means of the ALL key.

(b) Transfer pushbutton switches
The following types of manual transfer are available to the flight crew:

EIS DMC transfer, CAPT/3 or F/O/3, for EFIS and ECAM (DMC 3 taking over in case of DMC 1 or DMC 2 failure)
ECAM-ND transfer on the CAPT side or the F/O side.

These transfers are made by means of selector switches installed on the center pedestal.

PFD-ND transfer on the CAPT side and the F/O side.

This transfer is controlled by means of the PFD-ND XFR pushbutton switches located next to the PFD and ND brightness/ON-OFF controls.

(c) Control and brightness knobs
They are situated on the left of the CAPT PFD and on the right of the F/O PFD for the EFIS DUs and on the ECAM CP for the ECAM DUs. They provide brightness control (stroke and raster) for the DUs, in conjunction with the automatic brightness control, and also the ON/OFF control.
An additional brightness control knob is provided for the NDs (to provide separate brightness control for the WXR image).

(8) ECAM Controls

Component Location in the Cockpit ** ON A/C NOT FOR ALL

ECAM CP - EIS DMC SWITCHING Panel ** ON A/C NOT FOR ALL

(a) ECAM control panel
The ECAM control panel (ECP) allows the selection of the display on the ECAM DUs as far as the A/C system/status images are concerned.
The ECAM control panel enables:

manual selection of any A/C system diagram
sequential display of all the A/C system pages by means of the ALL key.

(b) Transfer pushbutton switches
Several types of manual transfer will be left at the disposal of the pilots:

EIS DMC transfer, CAPT/3 or F/O/3, for EFIS and ECAM (DMC 3 taking over in case of DMC 1 or DMC 2 failure)
ECAM-ND transfer, on the CAPT side or the F/O side.

These transfers are made by means of selector switches installed on the center pedestal.

PFD-ND transfer on the CAPT side and on the F/O side.

This transfer is controlled by means of PFD-ND XFR pushbuttons located between the PFD and ND brightness/ON-OFF controls.

(c) Control and brightness knobs
Situated on the left of the CAPT PFD and on the right of the F/O PFD for the EFIS DUs and on the ECAM CP for the ECAM DUs, they provide brightness control (stroke and raster) of the DUs, in conjunction with the automatic brightness control, and also the ON/OFF control.
An additional brightness control knob is provided for the NDs only: it provides separate brightness control for the WXR image.

B. 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 the DMC, 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 DMCs are acquired redundantly. For example, the DMC 1 receives signals from A/C systems, computers and sensors of the side 1 and of the side 2, and identically for the DMC 2.

ECAM / EFIS Acquisition ** ON A/C NOT FOR ALL

This principle of redundancy provides numerous advantages:

no operational degradation in case of loss of an EIS computer and simple reconfiguration.

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.

This principle of redundancy provides numerous advantages:

no operational degradation in case of loss of an EIS computer and simple reconfiguration.

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.

Each main instrument panel comprises two display units, one PFD and one ND, on which the images elaborated by the DMCs from aircraft sensor data are displayed.
Each DMC controls simultaneously the two display units (and also in addition one ECAM display unit).
The pilots have at their disposal control devices, for selection of various reference values and display modes on their PFD and ND, and selector switches for reconfiguration of displays or input sensors in case of failure.

The main instrument panel comprises two display units, one PFD and one ND, where the images elaborated from the aircraft sensor data are displayed.
Each DMC simultaneously controls the two DUs (and up to two ECAM DUs).
The pilots have control devices for the selection of various reference values and display modes on their PFD and ND and selector switches for the reconfiguration of displays or input sensors in case of failure.

C. ECAM/EFIS Data definition

(1) Color definition

_______________________________________________________________

! ! !

! COLOR ! INTERPRETATION !

!_________!___________________________________________________!

! RED ! Configuration or failure requiring immediate !

! ! action - warning texts or flags. !

!---------!---------------------------------------------------!

! AMBER ! Configuration or failure requiring immediate !

! ! attention but not immediate action. !

!---------!---------------------------------------------------!

! GREEN ! Normal and long-term operation !

! ! No action to be performed !

!---------!---------------------------------------------------!

! WHITE ! Indication of controlled function and 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) !

** ON A/C NOT FOR ALL

5. Eis Operation

A. EFIS Operation
This section relates EFIS 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.

B. FCU EFIS Control Panel
The present paragraph describes the functions of the various control pushbutton switches and selectors of the FCU EFIS control sections, which enable each pilot to select desired modes or references on his PFD and ND.
Both the CAPT and F/O EFIS control sections are identical and give the same display possibilities on the CAPT and F/O PFD and ND.
Each EFIS control section, like the center AFS control section, supports all the control and indication devices and can be removed separately from the FCU box.

FCU - AFS & EFIS Control

Each FCU EFIS control section includes a PFD control part and an ND control part.

EFIS Control Section

C. FCU EFIS Control Panel - PFD Control

(1) BARO correction display window and hPa/inches of Hg selector
This window displays the reference value selected for baro correction, either in hPa (hectoPascal, 1 hPa = 1mbar) or in inches of mercury, according to the position of the baro reference units selector (outer ring concentric to the baro reference selector knob).
When the FCU starts operating, at electrical power on setting, the display shows 1013 or 29.92, according to the chosen unit.
Selection ranges:
745 to 1050 hPa
21.99 to 31.00 inches of Hg.

(2) BARO reference selector knob
The baro reference selector knob can be rotated and also it can be pushed or pulled:

by rotating it, each pilot can select the desired baro correction reference value.
The CAPT and the F/O selections are independent.

(3) BARO reference selector knob (push or pull actions)
The knob has 3 possible positions: neutral (stable), and pulled or pushed, which are both unstable and spring-loaded to neutral.
At FCU initialization, the display shows 1013 or 29.92 (according to the choice of the units, hPa or inches of Hg), and BARO written in small letters.
Rotating the knob will select the desired QNH baro reference setting. On the PFD, below the altitude scale, the baro reference value and the QNH announcement are displayed.
When pulling the knob, the standard baro reference setting (1013 hPa or 29.92 inches of Hg) is selected. This is indicated by STD in block letters in the BARO correction display window and by STD below the altitude scale on the PFD. The baro reference value is not displayed, and rotating the knob has no effect.
When pushing the knob from the STD situation, the QNH baro setting is available again.

(4) BARO reference selector knob (QFE option)
Each pilot will have the possibility of switching from QNH to QFE the baro reference setting of his altitude scale: when QNH is selected, pressing the knob will select QFE, pressing it again will select back QNH, ETC...
On the FCU EFIS control section, the display shows BARO and the selected BARO reference value.
On the PFD, QFE or QNH is written below the altitude scale, with the selected baro reference value.
From the STD selection, pressing the knob will display the last selected BARO setting (QFE or QNH).
QFE is surrounded by a white box for a better discrimination with QNH.

(5) FD pushbutton switch
This pushbutton switch, when pressed, enables the pilot to remove the FD bars from his PFD (or the Flight Path Director guidance symbols, if the FPA/TRK mode is selected on the AFS part of the FCU).
The bars of the pushbutton switch then go off (FD OFF indication).
Pressing it again, the FD bars (or the FPD symbol) come back into view and the pushbutton switch bars come on green again (FD ON indication).

NOTE: With the TRK-FPA mode selected, pressing the FD OFF P/B switch removes the FPD symbol, but not the FPV symbol.

PFD in Approach with FPV and PFD

(6) ILS pushbutton switch
This pushbutton switch, when pressed, enables the pilot to have the LOC and GLIDE scales and deviation symbols on his PFD. Its three light bars then come on green. Pressing it again, the light bars go off and the ILS deviation indications disappear from the PFD.
At last this pushbutton switch controls the audio selection for DME stations (enabling ILS/DME).
Pressing this P/B switch also controls the display of the QFU symbol (ILS course) on the heading scale of the PFD and on the ND, plus the display of the LOC deviation bar on the ND in the ARC and ROSE-NAV modes.

D. FCU EFIS Control Panel - ND Control

(1) Mode selector switch
This mode selector switch enables each pilot to have the desired presentation of navigation information on his ND:

in ROSE mode, a full heading dial is presented, orientated to the A/C present heading. Three sub-modes are available:
ROSE-NAV: the flight plan is presented, with the A/C position in it and the navaids positions
ROSE-VOR: this sub-mode gives the classical HSI presentation, with the VOR deviation with respect to the selected course
ROSE-ILS: Ditto, but with the LOC deviation information, with respect to the selected ILS course
in ARC mode, only the 90 degrees heading sector ahead of A/C is shown.
The flight plan is presented, including the aircraft position and the navaids positions.
in PLAN mode, a full heading dial is presented, but orientated to the geographic North.
The flight plan is drawn, and any waypoint of the flight plan can be positioned at the center of the heading dial, through MCDU controls. The present position of the A/C in the flight plan is given (by means of a true track directed A/C symbol).

NOTE: The WXR picture is available in the ARC and ROSE-NAV, ROSE-ILS and ROSE-VOR modes. Activation of the WXR is made through the WXR control unit. When the ND selected mode is the PLAN mode for both NDs, the WXR picture is automatically disabled.

(2) Scale selector switch
This selector switch enables each pilot to select the desired scale factor for the presentation of navigation and weather radar information on his ND, among those values:
10, 20, 40, 80, 160, 320 nautical miles.

(3) ADF-VOR bearing switches
These 3 position switches enable each pilot to have ADF and/or VOR bearing pointers displayed on his ND, as well as the corresponding NAV station characteristics, in any mode except the PLAN mode.

(4) Selection of navaids stored in the FMGC data base
In addition to the data which are permanently displayed in PLAN, ARC or ROSE-NAV mode, further optional data can also be displayed through five pushbutton switches marked CSTR, WPT, VOR-D, NDB, ARPT respectively.
Each of these pushbutton switches has an exclusive function, which prevents cluttered display of information on the image. The option selected is indicated by bars coming on on the corresponding pushbutton switch.
ARPT pushbutton switch.
When pressed, the bars come on green, and all the airports in the zone are presented on the Navigation Display.
NDB pushbutton switch.
When pressed, the bars come on green, and all the ADF ground installations are presented on the Navigation Display.
VOR-D pushbutton switch.
When pressed, the bars come on green, and all the VOR, DME and VOR/DME ground installation in addition to the tuned Navaids are presented on the ND.
WPT pushbutton switch.
When pressed, the bars come on green and all waypoints other than those included in the flight plan are presented on the ND.
CSTR pushbutton switch.
When pressed, the bars come on green, and the constraints related to the waypoints are presented on the ND (only for the TO and for the next waypoints).

E. Other EFIS controls

(1) Brightness control
By either side of the FCU, PFD and ND brightness controls are provided for each pilot

PFD/ND Brightness - ON/OFF Control PFD/ND Transfer ** ON A/C NOT FOR ALL

PFD
The PFD brightness is manually controlled through a single potentiometer which works in conjunction with the automatic brightness control system provided by the light sensors located on the face of each PFD.
This system provides adjustment of the DU symbology brightness in order to cope with the changes of the cockpit environmental lighting conditions.
If it fails, manual control is retained.
When the potentiometer is set at the minimum (but not OFF), the brightness of the display remains at a certain low threshold to show to the pilot that the DU is still in operation.
The extreme left position of the potentiometer switches off the PFD.
If a pilot switches off his PFD, the PFD image is automatically displayed on the adjacent display unit: the ND, instead of the ND image. But in this case, the pilot can recover the ND image by means of the PFD-ND XFR P/B switch.
ND
The ND brightness is manually controlled through two concentric potentiometers:
The outer potentiometer enables a separate adjustment of the brightness of the weather radar image only
The inner potentiometer enables adjustment of the general brightness of the ND symbology.
The extreme left position of the inner potentiometer switches off the ND. In this case, the ND image is not displayed on the PFD.
As in the case of the PFD, these manual controls work in conjunction with the automatic brightness control system.

(2) Brightness control
By either side of the FCU, PFD and ND brightness controls are provided for each pilot

PFD
The PFD brightness is manually controlled through a single potentiometer which works in conjunction with the automatic brightness control system provided by the light sensors located on the face of each PFD.
This system provides adjustment of the DU symbology brightness in order to cope with the changes of the cockpit environmental lighting conditions.
If it fails, manual control is retained.
When the potentiometer is set at the minimum (but not OFF), the brightness of the display remains at a certain low threshold to show to the pilot that the DU is still in operation.
The extreme left position of the potentiometer switches off the PFD.
If a pilot switches off his PFD, the PFD image is automatically displayed on the adjacent display unit: the ND, instead of the ND image. But in this case, the pilot can recover the ND image by means of the PFD-ND XFR P/B switch.
ND
The ND brightness is manually controlled through two concentric potentiometers:
The outer potentiometer enables a separate adjustment of the brightness of the weather radar image only
The inner potentiometer enables adjustment of the general brightness of the ND symbology.
The extreme left position of the inner potentiometer switches off the ND. In this case, the ND image is not displayed on the PFD.
As in the case of the PFD, these manual controls work in conjunction with the automatic brightness control system.

(3) Brightness control
By either side of the FCU, PFD and ND brightness controls are provided for each pilot

PFD
The PFD brightness is manually controlled through a single potentiometer which works in conjunction with the automatic brightness control system provided by the light sensors located on the face of each PFD.
This system provides adjustment of the DU symbology brightness in order to cope with the changes of the cockpit environmental lighting conditions.
If it fails, manual control is retained.
When the potentiometer is set at the minimum (but not OFF), the brightness of the display remains at a certain low threshold to show to the pilot that the DU is still in operation.
The extreme left position of the potentiometer switches off the PFD.
If a pilot switches off his PFD, the PFD image is automatically displayed on the adjacent display unit: the ND, instead of the ND image. But in this case, the pilot can recover the ND image by means of the PFD-ND XFR P/B switch.
ND
The ND brightness is manually controlled through two concentric potentiometers:
The outer potentiometer enables a separate adjustment of the brightness of the weather radar image only
The inner potentiometer enables adjustment of the general brightness of the ND symbology.
The extreme left position of the inner potentiometer switches off the ND. In this case, the ND image is not displayed on the PFD.
As in the case of the PFD, these manual controls work in conjunction with the automatic brightness control system.
In case of a terrain warning or caution, the brightness of the terrain image is automatically set to a high setting if the brightness was below this setting.

NOTE: The outer potentiometer weather radar minimum brightness is set at 28% and the maximum brightness is set at 80%.

(4) PFD-ND transfer manual control

PFD/ND Brightness - ON/OFF Control PFD/ND Transfer ** ON A/C NOT FOR ALL

On either main instrument panel, pressing the PFD-ND XFR pushbutton switch cross-changes the images between the PFD and ND. At each action on this pushbutton switch, there is an inversion between the 2 images: the one which was displayed on the left DU is displayed on the right DU and vice-versa.

(5) ADIRS source switching

ECAM CP - EIS DMC SWITCHING Panel ** ON A/C NOT FOR ALL

If a primary AIR DATA or ATTITUDE/HEADING source (side 1 or side 2) fails, the relevant flags come into view on the associated EFIS DUs (Captain for side 1, First officer for side 2).
In this case, the affected pilot can switch over to the ADIRU 3 source to recover the lost flight parameters, by setting the AIR DATA or the ATT/HDG selector switch to CAPT/3 for side 1, or to F/O/3 for side 2.
These selector switches are located on the SWITCHING panel which is aft of the ECAM CP, on the center pedestal.
In case of complete failure of the ADIRU 1 (or 2), both selector switches (AIR DATA and ATT HDG) have to be set to the switched position (CAPT/3 or F/O/3).

(6) PFD-ND transfer manual control
On either main instrument panel, pressing the PFD-ND XFR pushbutton switch cross-changes the images between the PFD and ND. At each action on this pushbutton switch, there is an inversion between the 2 images: the one which was displayed on the left DU is displayed on the right DU and vice-versa.

(7) ADIRS source switching

ECAM CP - EIS DMC SWITCHING Panel ** ON A/C NOT FOR ALL

(8) The BKUP SPD/ALT pushbutton switch

PFD Display when the BKUP SPD/ALT Pushbutton Switch is Pushed ** ON A/C NOT FOR ALL

ND Display when the BKUP SPD/ALT Pushbutton Switch is Pushed ** ON A/C NOT FOR ALL

When the crew pushes the BKUP SPD/ALT pushbutton switch, the Electronic Instrument System (EIS):

Receives the validity of the backup speeds and shows the related flags on the PFD and the ND
Receives and filters the backup speed and shows it on the PFD with the amber dashes
Receives the other backup data (the Mach, the Global Positioning and Inertial Reference System (GPIRS) altitude, the vertical speed, the hybrid Flight Path Angle (FPA) for the Flight Path Vector (FPV) display) and shows them on the PFD.

F. Description of the EFIS images - Primary flight display
The PFD image presents the main information necessary for the control of the A/C, arranged in the basic T configuration:

A/C symbol, pitch and roll indications, plus associated protections provided by the flight controls, flight path angle and drift angle, and guidance symbols (Flight or Flight Path Director) are presented on the center part of the display

to the left, an airspeed scale provides the pilot with the A/C actual indicated Airspeed, and with all the airspeed limitations

to the right, an altitude scale and a vertical speed scale provide the pilot with the A/C actual baro altitude and baro/inertial vertical speed, plus the altitude and flight level selections.

the vertical speed scale also gives the forbidden V/S zones when TCAS resolution advisories exist.

on the lower part, a heading scale provides the pilot with the A/C actual magnetic heading, actual track, selected heading/track, and ILS course.

on the upper part, a full Flight Mode Annunciator provides the pilot with the various armed/active longitudinal and lateral modes, and the AP/FD/A-THR engagement status, plus various messages.

at last, vertical and lateral deviation scales give A/C GLIDE/SLOPE deviation (or vertical deviation with respect to an FMS computed approach path) and LOCALIZER deviation.

For an improved legibility, the speed, altitude, vertical speed and heading scales are presented on background shading areas in dark grey color.

PFD - Typical Display ** ON A/C NOT FOR ALL

For an improved legibility, the speed, altitude, vertical speed and heading scales are presented on background shading areas in dark grey color.

(1) Attitude area - A/C attitude
The fixed A/C symbol (at the center of the PFD) and the fixed roll reference (at the top of the sphere) give the A/C actual pitch and roll indications on the sky/ground attitude sphere.
Small green marks (+30°, -15° in pitch and +/-65° in roll) shows the attitude protections granted by the EFCS in the normal law. They are replaced by X (amber) if protections are lost.
In case of excessive attitude in pitch and/or roll, the PFD image is simplified for better legibility: the FMA, the guidance symbols, and the lateral and vertical deviation indications are removed.

(2) Attitude area - A/C attitude
The fixed A/C symbol (at the center of the PFD) and the fixed roll reference (at the top of the sphere) give the pitch and the roll indications on the sky/ground attitude sphere.
Small green marks (+30°, -15° in pitch and +/-65° in roll) show the attitude protections granted by the EFCS in the normal law. They are replaced by X (amber) if the protections are lost.
In case of excessive attitude in pitch and/or roll, the PFD image is simplified for better legibility. The FMA, the guidance symbols, the lateral and vertical deviations and the radio altimeter indications are removed.

(3) Attitude area - Heading marks
10 deg. spaced heading marks are given just under the horizon line.
When the AFS operates in basic HDG or TRACK mode, a vertical line indicates the selected heading or track on the horizon line.

A/C flight path angle and track:
PFD in Approach with FPV and PFD
By means of the HDG-V/S / TRK FPA pushbutton switch on the FCU, the crew can choose either set of basic modes for the AFS, and subsequent presentation on the PFD:
* with the HDG V/S modes, the above A/C attitude presentation is privileged
* with the TRK FPA modes, the A/C symbol is dimmed and the flight path vector symbol appears, giving the A/C actual flight path angle and drift angle (track), whatever the FD P/B switch status.

(4) Attitude area - Guidance
Either of these two modes of presentation of the Flight Director orders is available, depending on the HDG V/S -TRK FPA choice:
* conventional crossed bars, pitch and roll, plus yaw bar for T.O. and LAND modes.

PFD - Typical Display ** ON A/C NOT FOR ALL

* flight path director symbols: in relation with the flight path vector, they give the FD orders in flight path and in track.

PFD in Approach with FPV and PFD ** ON A/C NOT FOR ALL

Obviously, the guidance orders are presented on a given PFD provided that the FD pushbutton switch bars on the respective EFIS control section is on in green color, which corresponds to the FD ON selection.
Moreover, at least one FD must be engaged.

(5) Attitude area - Guidance
Either of these two modes of presentation of the Flight Director orders is available, depending on the HDG V/S -TRK FPA choice:
* conventional crossed bars, pitch and roll, plus yaw bar for T.O. and LAND modes.
* flight path director symbols: in relation with the flight path vector, they give the FD orders in flight path and in track.

PFD in Approach with FPV and PFD ** ON A/C NOT FOR ALL

(6) Attitude area - Runway Approaching Advisory
A pulsing RWY AHEAD message is displayed as soon as a runway approaching event is triggered by the Onboard Airport Navigation System (OANS).

G. Description of the EFIS images - Navigation Display
Each pilot has 5 different modes of presentation of his ND at his disposal:

ROSE ILS
ROSE VOR
ROSE NAV
ARC
PLAN.

ND in ROSE-ILS Mode ** ON A/C NOT FOR ALL

ND in ROSE-VOR Mode ** ON A/C NOT FOR ALL

ND in ROSE-NAV Mode ** ON A/C NOT FOR ALL

ROSE ILS
ROSE VOR
ROSE NAV
ARC
PLAN.

In the three ROSE modes, the ND provides an image similar to that of a conventional horizontal situation indicator, i.e. a rotating heading dial orientated to the magnetic North and giving to the pilot the A/C actual magnetic heading with as reference the fixed yellow lubber line at the top of the dial.
The ND display is always heading up. A yellow A/C symbol, at the center of the heading dial, is fixed and pointed up to the yellow lubber line.

Above 73° North or 60° South, the TRU indication is displayed above the heading indication.

Above 73° North or 60° South, the TRUE indication is displayed above the heading indication.

Small white triangles are arranged in the 45 deg positions on the circumference with as reference the aircraft lubber line. They are fixed and do not turn with the heading dial. A green diamond-shaped symbol moving around the heading dial gives the A/C actual track.
If a value is displayed on the HDG TRK counter of the FCU, it is represented on the ND by a cyan triangle moving around the heading dial.

(1) ROSE-ILS mode

ND in ROSE-ILS Mode ** ON A/C NOT FOR ALL

If an ILS station frequency and course have been selected (manually or automatically):

a dagger-shaped pointer in magenta color points to the selected ILS course.
Its center part is the lateral deviation bar, which can move on a scale perpendicular to the pointer, and has 2 dots on each side. The position of the bar on the scale gives the localizer deviation. The extreme dots correspond to plus or minus 0.155 ddm (plus or minus 150 microamp.)
a magenta lozenge gives the glide slope deviation on a vertical scale, at the right of the heading dial, provided that the A/C is within the conditions of reception of the ILS glide slope signal.
The extreme dots correspond to plus or minus 0.175 ddm (plus or minus 150 microamp.)
the selected ILS station side, frequency, course, and identification when available are displayed in the right upper corner of the ND
at the top and in the middle, the ILS APP message appears when an ILS approach has been selected on the MCDU.
In the left upper corner, the A/C actual ground speed and true airspeed indications are provided, as well as the wind data (direction/force: the direction is given with respect to the true North in digital form, and with respect to the heading dial axis (aircraft heading) in analog form (arrow).
In the left and right lower corners, the pilot is provided with the characteristics of the navigation stations (ADF and/or VOR) the bearing of which he needs.
Each pilot has at his disposal two 3 position selector switches on his EFIS control section, one ADF - OFF - VOR side 1 and one ADF - OFF VOR side 2. When he sets a selector switch to ADF or VOR, the following characteristics of the corresponding navigation station are displayed on either of the ND lower corners, left for side 1 stations, and right for side 2:
type of station (ADF or VOR)
shape of the associated bearing display (if the bearing data is available)
station identification (or frequency by default)
mode of tuning (nothing if the station has been automatically tuned by the FMGC, M underlined if the station has been manually tuned by the pilot and R underlined if the station has been tuned from an RMP)

DME distance for a VOR-DME or a DME station.
If the bearing data are available, the corresponding bearing pointer is presented on the heading dial.
Color: green for the ADFs and white for the VORs.
The station characteristics are displayed in the same color as their corresponding bearing pointer.
The DME indications, when provided are in green color.
By design, a maximum of 2 bearing pointers can be presented simultaneously on the display:

ADF 1 The shape of the pointers has been

VOR 1 carefully studied so as to avoid any

ADF 2 confusion.

VOR 2 Graphic priority is associated to the

ADF 1 - ADF 2 side 1 pointers, so that they overlay

ADF 1 - VOR 2 the side 2 pointers when the side 1

VOR 1 - ADF 2 and 2 navigation station bearings are

VOR 1 - VOR 2 nearly identical or differ from 180°.

In addition, a chronometer indication is available in digital form (green digits on a grey background shaded area).

ND in ROSE-VOR Mode ** ON A/C NOT FOR ALL

This chrono gives the minutes and the seconds from 0 to 59mn 59s, then the hours and minutes up to 99h 59mn.
The chrono operation is controlled by means of the CHRONO pushbutton switch (beside the EFIS control section):

1st action: the display appears and the chrono starts counting on the P/B
2nd action: the chrono stops counting but indication remains displayed
3rd action: the display disappears and the chrono is reset.

(2) ROSE-ILS mode
If an ILS station frequency and course have been selected (manually or automatically):

a dagger-shaped pointer in magenta color points to the selected ILS course.
Its center part is the lateral deviation bar, which can move on a scale perpendicular to the pointer, and has 2 dots on each side. The position of the bar on the scale gives the localizer deviation. The extreme dots correspond to plus or minus 0.155 ddm (plus or minus 150 microamp.)
a magenta lozenge gives the glide slope deviation on a vertical scale, at the right of the heading dial, provided that the A/C is within the conditions of reception of the ILS glide slope signal.
The extreme dots correspond to plus or minus 0.175 ddm (plus or minus 150 microamp.)
the selected ILS station side, frequency, course, and identification when available are displayed in the right upper corner of the ND
at the top and in the middle, the ILS APP message appears when an ILS approach has been selected on the MCDU.
In the left upper corner, the A/C actual ground speed and true airspeed indications are provided, as well as the wind data (direction/force: the direction is given with respect to the true North in digital form, and with respect to the heading dial axis (aircraft heading) in analog form (arrow).
In the left and right lower corners, the pilot is provided with the characteristics of the navigation stations (ADF and/or VOR) the bearing of which he needs.
Each pilot has at his disposal two 3 position selector switches on his EFIS control section, one ADF - OFF - VOR side 1 and one ADF - OFF VOR side 2. When he sets a selector switch to ADF or VOR, the following characteristics of the corresponding navigation station are displayed on either of the ND lower corners, left for side 1 stations, and right for side 2:
type of station (ADF or VOR)
shape of the associated bearing display (if the bearing data is available)
station identification (or frequency by default)
mode of tuning (nothing if the station has been automatically tuned by the FMGC, M underlined if the station has been manually tuned by the pilot and R underlined if the station has been tuned from an RMP)

ADF 1 The shape of the pointers has been

VOR 1 carefully studied so as to avoid any

ADF 2 confusion.

VOR 2 Graphic priority is associated to the

ADF 1 - ADF 2 side 1 pointers, so that they overlay

ADF 1 - VOR 2 the side 2 pointers when the side 1

VOR 1 - ADF 2 and 2 navigation station bearings are

VOR 1 - VOR 2 nearly identical or differ from 180°.

In addition, a chronometer indication is available in digital form (green digits on a grey background shaded area).
This chrono gives the minutes and the seconds from 0 to 59mn 59s, then the hours and minutes up to 99h 59mn.
The chrono operation is controlled by means of the CHRONO pushbutton switch (beside the EFIS control section):

1st action: the display appears and the chrono starts counting on the P/B
2nd action: the chrono stops counting but indication remains displayed
3rd action: the display disappears and the chrono is reset.

(3) ROSE-ILS mode
If an ILS station frequency and course have been selected (manually or automatically):

A dagger-shaped pointer in magenta color points to the selected ILS course.
Its center part is the lateral deviation bar, which can move on a scale perpendicular to the pointer, and has 2 dots on each side. The position of the bar on the scale gives the localizer deviation. The extreme dots correspond to +/- 0.155 ddm (+/- 150 microamp.).
A magenta lozenge gives the glide slope deviation on a vertical scale, at the right of the heading dial, provided that the A/C is within the conditions of reception of the ILS glide slope signal.
The extreme dots correspond to +/- 0.175 ddm (+/- 150 microamp.).
The selected ILS station side, frequency, course and identification when available are displayed in the right upper corner on the ND.
At the top, the ILS APP message appears when an ILS approach has been selected on the MCDU.
In the left upper corner, the A/C actual ground speed, the true airspeed indications and the wind data are provided (direction/force: the direction is given with respect to the true North in digital form and with respect to the heading dial axis (aircraft heading) in analog form (arrow)).
In the left and the right lower corners, the pilot is provided with the characteristics of the navigation stations (ADF and/or VOR) for which he needs bearing.

Each pilot has two 3-position selector switches on his EFIS control section:

One ADF - OFF - VOR side 1
One ADF - OFF - VOR side 2.

When he sets a selector switch to ADF or VOR, the following characteristics of the corresponding navigation station are displayed on either of the ND lower corners (left for side 1 stations and right for side 2):

Type of station (ADF or VOR)
Shape of the associated bearing display (if the bearing data is available)
Station identification (or frequency by default)
Mode of tuning (Nothing: if the station has been automatically tuned by the FMGC, Underlined M: if the station has been manually tuned by the pilot and Underlined R: if the station has been tuned from an RMP)
DME distance (for a VOR-DME or a DME station).

If the bearing data is available, the corresponding bearing pointer shows on the heading dial.
Green color is for the ADFs and white color is for the VORs. VOR needles are in magenta when VOR beacon transmits in TRUE heading and when "polar nav" option is installed.
The station characteristics are displayed in the same color as their corresponding bearing pointer.
The DME indications, when provided are in green color.
By design, a maximum of 2 bearing pointers can be presented simultaneously on the display.

ADF 1 The shape of the pointers has been

VOR 1 carefully studied so as to avoid any

ADF 2 confusion.

VOR 2 Graphic priority is associated to the

ADF 1 - ADF 2 side 1 pointers, so that they overlay

ADF 1 - VOR 2 the side 2 pointers when the side 1

VOR 1 - ADF 2 and 2 navigation station bearings are

VOR 1 - VOR 2 nearly identical or differ from 180°.

In addition, a chronometer indication is available in digital form (green digits on a grey background shaded area).
This chronometer gives the minutes and the seconds from 0 to 59mn and 0 to 59s and then the hours and minutes up to 99h 59mn.
Its operation is controlled by means of a CHRONO pushbutton switch (besides the EFIS control section):

1st action: the display appears and the chrono starts counting on the P/B switch
2nd action: the chrono stops counting but indication remains displayed
3rd action: the display disappears and the chrono is reset.

(4) ROSE - VOR mode

ND in ROSE-VOR Mode ** ON A/C NOT FOR ALL

This presentation is identical to the ROSE-ILS one, except for the following points:

the dagger-shaped pointer points to the selected VOR course; it is displayed in cyan color.
The lateral deviation bar stands for the VOR deviation, the extreme dots of the scale corresponding to plus or minus 10 deg. In addition, an arrow on the bar gives the TO/FROM indication.
in the right upper corner of the ND, the VOR station characteristics are presented: selected VOR station side, frequency, selected course, identification if available.
at the top of the ND and in the middle, the VOR APP message is displayed if the pilot has selected a VOR approach on the MCDU.
There is no vertical deviation scale at the right of the heading dial.

The navigation station characteristics and bearings, and the chrono indications are available exactly like in ROSE-ILS mode.

(5) ROSE - VOR mode
This presentation is identical to the ROSE-ILS one, except for the following points:

the dagger-shaped pointer points to the selected VOR course; it is displayed in cyan color.
The lateral deviation bar stands for the VOR deviation, the extreme dots of the scale corresponding to plus or minus 10 deg. In addition, an arrow on the bar gives the TO/FROM indication.
in the right upper corner of the ND, the VOR station characteristics are presented: selected VOR station side, frequency, selected course, identification if available.
at the top of the ND and in the middle, the VOR APP message is displayed if the pilot has selected a VOR approach on the MCDU.
There is no vertical deviation scale at the right of the heading dial.

The navigation station characteristics and bearings, and the chrono indications are available exactly like in ROSE-ILS mode.

(6) ROSE - NAV mode

ND in ROSE-NAV Mode ** ON A/C NOT FOR ALL

The A/C actual magnetic heading, track and associated selections are presented exactly like in ROSE-ILS and ROSE-VOR Modes.
The GS, TAS and wind data, the type of approach (ILS APP or RNAV APP or VOR APP or NDB APP), and all the navigation station characteristics and bearing pointers are also presented exactly like in ROSE-ILS and ROSE-VOR modes.
The difference lies in the presentation of map data elaborated by the FMGC. The image is scaled according to the range mark value selected by the pilot on his EFIS control section.
Two range markers laid on the 225 deg. radial indicate the value in NM of the distance represented by the radius of the two range circles (inner and outer), the latter being the rose heading scale circles. These values are respectively the 1/4 and the 1/2 of the selected range (which represents a distance equal to that of the ROSE diameter). The map data include various types of flight plans (active, secondary, temporary, alternate, offset, engine out), with the successive waypoints they link.
The active waypoint is the next one to be overflown by the A/C. Since it represents the next objective, the associated data are displayed in the ND top right corner:
waypoint identification, bearing to go, distance to go, and estimated time at arrival, instead of the ILS or VOR station characteristics in ROSE-ILS and ROSE-VOR modes respectively.
The symbols of the navaids which are tuned, either automatically or manually (VOR-DME, and ILS or ADF when they belong to the SID/STAR procedure) are displayed in cyan color.
In addition, each pilot can have on request additional information displayed by pressing the desired pushbutton switch on his EFIS control section:

ARPT for airports, presented with a star symbol if runway is not specified , and with an orientated runway if runway is specified.
NDB navigation stations (triangle symbol)
VOR-D navigation stations (a cross for VORs, or circle plus cross symbol for VOR-DMEs)
WPT waypoints (lozenge symbol)
CSTR constraints, which are the constraints at waypoints (altitude, speed, time), and which are provided for the TO and for the NEXT waypoints only.

Level points, speed change points, constrained waypoints are indicated on the flight plan by means of specific symbols:
respectively, arrows, small circle, large circle surrounding the waypoint.
These symbols are in magenta when associated to a constraint (in altitude or speed).
The holding patterns and procedure turns are represented by a half-circle arrow with the higher range values selected, and by the complete circuit drawn at full scale with the lower range values selected (in the active flight plan).
At last, the runway is also drawn at a greater scale with the lower range values selected.

(7) ROSE - NAV mode
The A/C actual magnetic heading, track and associated selections are presented exactly like in ROSE-ILS and ROSE-VOR Modes.
The GS, TAS and wind data, the type of approach (ILS APP or RNAV APP or VOR APP or NDB APP), and all the navigation station characteristics and bearing pointers are also presented exactly like in ROSE-ILS and ROSE-VOR modes.
The difference lies in the presentation of map data elaborated by the FMGC. The image is scaled according to the range mark value selected by the pilot on his EFIS control section.
Two range markers laid on the 225 deg. radial indicate the value in NM of the distance represented by the radius of the two range circles (inner and outer), the latter being the rose heading scale circles. These values are respectively the 1/4 and the 1/2 of the selected range (which represents a distance equal to that of the ROSE diameter). The map data include various types of flight plans (active, secondary, temporary, alternate, offset, engine out), with the successive waypoints they link.
The active waypoint is the next one to be overflown by the A/C. Since it represents the next objective, the associated data are displayed in the ND top right corner:
waypoint identification, bearing to go, distance to go, and estimated time at arrival, instead of the ILS or VOR station characteristics in ROSE-ILS and ROSE-VOR modes respectively.
The symbols of the navaids which are tuned, either automatically or manually (VOR-DME, and ILS or ADF when they belong to the SID/STAR procedure) are displayed in cyan color.
In addition, each pilot can have on request additional information displayed by pressing the desired pushbutton switch on his EFIS control section:

ARPT for airports, presented with a star symbol if runway is not specified , and with an orientated runway if runway is specified.
NDB navigation stations (triangle symbol)
VOR-D navigation stations (a cross for VORs, or circle plus cross symbol for VOR-DMEs)
WPT waypoints (lozenge symbol)
CSTR constraints, which are the constraints at waypoints (altitude, speed, time), and which are provided for the TO and for the NEXT waypoints only.

(8) ROSE - NAV mode
The A/C actual magnetic heading, track and associated selections are presented similarly to the ROSE-ILS and the ROSE-VOR modes. The heading dial is oriented to use the A/C actual track as reference if the "track up" option is installed and TRK/FPA is selected on the FCU. The green diamond representing the A/C track is at the top of the dial.
The GS, TAS and wind data, the type of approach (ILS APP or RNAV APP or VOR APP or NDB APP) and all the navigation station characteristics and bearing pointers are also presented similarly to the ROSE-ILS and ROSE-VOR modes.
The difference lies in the presentation of map data elaborated by the FMGC. The image is scaled according to the range mark value selected by the pilot on his EFIS control section.
Two range markers on the 225 deg. radial indicate the value (in NM) of the distance represented by the radius of the two range circles (inner and outer), the latter being the rose heading scale circles. These values are respectively the 1/4 and the 1/2 of the selected range (which represents a distance equal to that of the ROSE diameter). The map data includes the various types of flight plans (active, secondary, temporary, alternate, offset, engine out) with the successive waypoints they link.
The active waypoint is the next one to be overflown by the A/C. Since it represents the next objective, the following associated data (instead of the ILS or VOR station characteristics in ROSE-ILS and ROSE-VOR modes respectively) are displayed in the ND top right corner:

Waypoint identification
Bearing to go
Distance to go
Estimated time of arrival.

The symbols of the navaids which are tuned either automatically or manually (VOR-DME and ILS or ADF when they belong to the SID/STAR procedure) are displayed in cyan color.
In addition, each pilot can have (on request) an additional information displayed by pressing the following pushbutton switches on his EFIS control section:

ARPT for airports, which are presented with a star symbol if the runway is not specified and with an orientated runway if the runway is specified.
NDB navigation stations (triangle symbol)
VOR-D navigation stations (a cross for VORs or circle plus cross symbol for VOR-DMEs)
WPT waypoints (lozenge symbol)
CSTR constraints, which are the constraints at waypoints (altitude, speed, time) and which are provided for the TO and the NEXT waypoints only.

Level points, speed change points, constrained waypoints are indicated on the flight plan by arrows, small circle, large circle surrounding the waypoint respectively.
These symbols are in magenta when associated to a constraint (in altitude or speed).
The holding patterns and procedure turns are represented by a half-circle arrow with the higher range values selected and by the complete circuit drawn at full scale with the lower range values selected (in the active flight plan).
The runway is also drawn at a greater scale with the lower range values selected.

(9) ARC mode

ND in ARC Mode - Typical En Route Flight Plan ** ON A/C NOT FOR ALL

In this mode, the ND displays a 90 deg. heading sector ahead of the A/C, giving the A/C magnetic heading with respect to the fixed yellow reference line at the top of the scale.
The same difference as in the ROSE modes is made regarding the basic mode selected for AFS operation: HDG or TRACK.
The A/C position on the map is represented by the fixed yellow A/C symbol located at the lower quarter and at the mid of the ND image, pointing up to the magnetic heading reference line.
This mode provides the pilot with exactly the same information as the ROSE- NAV mode but limited to the forward 90 deg. sector. Four arcs of a circle give range marks, scaling the map according to the selected range value. The outer arc is that of the heading scale.
Range marker values in NM are provided on the L and R lower radials making a 15 deg. angle with respect to the horizontal.

ND in ARC Mode - Typical En Route Flight Plan ** ON A/C NOT FOR ALL

ND in ARC mode - AP/FD in TRACK mode - A/C off the Flight Plan ** ON A/C NOT FOR ALL

ND in ARC Mode - Takeoff Example ** ON A/C NOT FOR ALL

ND in ARC Mode - VOR/FMGC Discrepancy Message ** ON A/C NOT FOR ALL

NOTE: In the ROSE-NAV and ARC modes, the VOR bearing pointers can be used to cross-check the accuracy of the A/C position on the map.

These figures show:

an example of a typical primary en route flight plan
a configuration with the A/C off the flight plan
ND in ARC mode with the A/C ready for takeoff.

(10) ARC mode
In this mode, the ND displays a 90 deg. heading sector ahead of the A/C, giving the A/C magnetic heading with respect to the fixed yellow reference line at the top of the scale.
The same difference as in the ROSE modes is made regarding the basic mode selected for AFS operation: HDG or TRACK.
The A/C position on the map is represented by the fixed yellow A/C symbol located at the lower quarter and at the mid of the ND image, pointing up to the magnetic heading reference line.
This mode provides the pilot with exactly the same information as the ROSE- NAV mode but limited to the forward 90 deg. sector. Four arcs of a circle give range marks, scaling the map according to the selected range value. The outer arc is that of the heading scale.
Range marker values in NM are provided on the L and R lower radials making a 15 deg. angle with respect to the horizontal.

NOTE: In the ROSE-NAV and ARC modes, the VOR bearing pointers can be used to cross-check the accuracy of the A/C position on the map.

These figures show:

an example of a typical primary en route flight plan
a configuration with the A/C off the flight plan
ND in ARC mode with the A/C ready for takeoff.

(11) ARC mode
In this mode, the ND displays a 90 deg. heading sector ahead of the A/C, giving the A/C magnetic heading with respect to the fixed yellow reference line at the top of the scale. The heading dial can be oriented to use the A/C actual track as reference if the "track up" option is installed and TRK/FPA is selected on the FCU. The green diamond representing the A/C track is at the top of the dial.
The same difference as in the ROSE modes is made regarding the basic mode selected for AFS operation: HDG or TRACK.
The A/C position on the map is represented by a fixed yellow A/C symbol located at the lower quarter and at the mid of the ND image, pointing up to the magnetic heading reference line. Magnetic track, true heading or true track can also be used.
This mode provides the pilot with exactly the same information as the ROSE-NAV mode but limited to the forward 90 deg. sector. Four arcs of a circle give range marks, scaling the map according to the selected range value. The outer arc is that of the heading scale.
Range marker values in NM are provided on the L and R lower radials making a 15 deg. angle with respect to the horizontal.

NOTE: In the ROSE-NAV and ARC modes, the VOR bearing pointers can be used to cross-check the accuracy of the A/C position on the map.

These figures show:

An example of a typical primary en route flight plan
A configuration with the A/C off the flight plan
ND in ARC mode with the A/C ready for takeoff.

(12) PLAN mode

ND in Plan Mode ** ON A/C NOT FOR ALL

The ND displays a static map orientated with respect to the true North.
The information displayed is the same as the one in ARC mode, but not ahead of the aircraft:
the map is centered on a Map Reference Point which is chosen by the pilot on his MCDU and which can be:

either the active waypoint
or any other selected waypoint of the flight plan.

The scale of the map is the one chosen by means of the scale selector switch (the range value selected corresponding to the diameter of the outer circle).
The GS, TAS and wind data, and the active waypoint data are displayed like in the other modes; but no navigation station characteristics and associated bearing pointers are available in this mode.
The A/C position on the map is represented by a track-orientated yellow A/C symbol.

(13) PLAN mode
The ND displays a static map orientated with respect to the true North.
The information displayed is the same as the one in ARC mode, but not ahead of the aircraft:
the map is centered on a Map Reference Point which is chosen by the pilot on his MCDU and which can be:

either the active waypoint
or any other selected waypoint of the flight plan.

H. Description of the EFIS images - Weather Radar Information

ND - Weather Radar in ARC Mode ** ON A/C NOT FOR ALL

Weather radar information is available in any ND Mode except the PLAN Mode.
For a given range selected value, the image scale is the same in the ROSE and ARC modes, since the ROSE diameter is exactly equal to the arc radius in the ARC mode: the weather radar indications in the ROSE mode are identical to those in the ARC mode, but shifted upwards.
The same applies to the map data.

ND - Weather Radar Image in ARC and ROSE Mode ** ON A/C NOT FOR ALL

Consequently, the radius of the heading dial represents half the selected range marker value in the ROSE mode, and the full value in the ARC mode.
When the weather radar operates, information related to its proper operation is displayed in the ND R lower corner, above the possible side 2 nav. station characteristics:

tilt angle
calibration mode
failure messages.

Each pilot can remove the weather radar image from his ND by setting the associated potentiometer to the minimum.
Weather radar information is available in any ND Mode except the PLAN Mode.
For a given range selected value, the image scale is the same in the ROSE and ARC modes, since the ROSE diameter is exactly equal to the arc radius in the ARC mode: the weather radar indications in the ROSE mode are identical to those in the ARC mode, but shifted upwards.
The same applies to the map data.
Consequently, the radius of the heading dial represents half the selected range marker value in the ROSE mode, and the full value in the ARC mode.
When the weather radar operates, information related to its proper operation is displayed in the ND R lower corner, above the possible side 2 nav. station characteristics:

tilt angle
calibration mode
failure messages.

Each pilot can remove the weather radar image from his ND by setting the associated potentiometer to the minimum.

I. Description of the EFIS Images - Airport Navigation Information
Airport navigation information is available when the ZOOM range is selected on the FCU in any of the ND mode except the ROSE VOR or the ROSE ILS mode. It provides an airport map through the video interface (optical fiber) from the OANS database.
Jointly to airport navigation display, the Runway Approaching Advisory function attracts the flight crew attention while approaching a runway on the ground.
On the ND, this function displays:

The selected ZOOM range
A pulsing message indicating the name of the runway in the middle part of the map in ARC and ROSE-NAV modes (the corresponding runway included in the airport navigation function symbology flashes to locate the advisory)
A pulsing RWY AHEAD : CHANGE MODE message in PLAN mode
A pulsing RWY AHEAD message in all the ND ranges (except the ROSE VOR or ROSE ILS mode) greater or equal to 10NM.

J. EFIS Operation - EGPWS Terrain Function
The EGPWS (ENHANCED GROUND PROXIMITY WARNING SYSTEM) is built over the GPWS. It includes a world wide terrain data base which allows to display the terrain hazards, in the selected range, on the ND and to generate some warning or caution when the predicted flight path of the A/C becomes unsafe with respect to the terrain. This function called "terrain awareness alerting and display" or "GPWS terrain function" is added to the GPWS functions.

(1) Terrain display on the ND
The terrain image is displayed when a EGPWS T/R unit is operating and there is some information to display, and provided that the ND is not in the PLAN mode. The T/R unit is considered as operating when there is information on the bus ARINC 453.
The terrain picture may have some elements of various colours: green, yellow, red, magenta, blue(cyan), amber.
The EGPWS T/R unit generates 3 colour bits to provide the visual display of the terrain.

(2) EGPWS messages on the ND
TERR messages
The message "TERR" or "TERR AHEAD" is displayed on the ND in lieue of the "TILT" message related to the weather radar (right lower corner) as soon as a terrain frame is detected as valid by the DMC in the ROSE-NAV mode, ROSE-VOR, ROSE-ILS, or ARC mode.
The TERR message does not overlay the TILT message because the terrain frames and the WXR frames are never received at the same time by the DMC.
The message "TERR AHEAD" is displayed in red colour when a warning criterion is met. It is flashing for 9 seconds, then remains steady and red until the the warning condition disappears.
The message "TERR AHEAD" is displayed in amber colour when a caution criterion is met. It is flashing for 9 seconds, then remains steady and amber until the the caution condition disappears.
The message "TERR" is displayed in cyan colour otherwise.

A priority rule is established to display these messages since they are located at the same place on the ND screen, as follows:
TERR AHEAD in red (most priority)
TERR AHEAD in amber
TERR in cyan (less priority)

The message TERR RNG is displayed in red when there is an error in the range or when an FCU fault is detected by the EGPWS.
When the EGPWS is in test mode, a special pattern is displayed and if there is no failure, the amber message TERR TST is displayed.

ND - TERRAIN Display ** ON A/C NOT FOR ALL

(3) EGPWS messages on the ND
TERR messages
The message "TERR" or "TERR AHEAD" is displayed on the ND in lieue of the "TILT" message related to the weather radar (right lower corner) as soon as a terrain frame is detected as valid by the DMC in the ROSE-NAV mode, ROSE-VOR, ROSE-ILS, or ARC mode.
The TERR message does not overlay the TILT message because the terrain frames and the WXR frames are never received at the same time by the DMC.
The message "TERR AHEAD" is displayed in red colour when a warning criterion is met. It is flashing for 9 seconds, then remains steady and red until the the warning condition disappears.
The message "TERR AHEAD" is displayed in amber colour when a caution criterion is met. It is flashing for 9 seconds, then remains steady and amber until the the caution condition disappears.
The message "TERR" is displayed in cyan colour otherwise.

A priority rule is established to display these messages since they are located at the same place on the ND screen, as follows:
TERR AHEAD in red (most priority)
TERR AHEAD in amber
TERR in cyan (less priority)

The message TERR RNG is displayed in red when there is an error in the range or when an FCU fault is detected by the EGPWS.
When the EGPWS is in test mode, a special pattern is displayed and if there is no failure, the amber message TERR TST is displayed.

(4) ND Messages
Three kinds of messages may be presented on the ND:

type of approach selected (green, in the mid upper part of the DU)
messages associated with a permanent or temporary map loss: MAP NOT AVAIL, MODE CHANGE, RANGE CHANGE (red, in the center of the DU)
messages associated with data display or FMS operation (amber, in the mid lower part of the DU).

(5) TCAS Indications

TCAS Indications ** ON A/C NOT FOR ALL

When intruders are present, they are presented (in ROSE and ARC modes only and for the 10, 20 and 40 NM selected ranges) according to their relative altitude, position and bearing with respect to the aircraft.

(6) TCAS Indications
When intruders are present, they are presented (in ROSE and ARC modes only and for the 10, 20 and 40 NM selected ranges) according to their relative altitude, position and bearing with respect to the aircraft.

(7) TCAS Indications - Category
Proximate Traffic, Traffic Advisory, Resolution Advisory according to the threat they represent.

(8) TCAS Indications - Category
Other Trafic, Proximate Traffic, Traffic Advisory, Resolution Advisory according to the threat they represent.

(9) TCAS Indications - Symbology
Depending on their classification, they have a specific symbology with associated data tag for altitude indication and vertical trend.
the off scale intruders are presented through a specific half symbol displayed at the edge of the mask of the ND selected mode.
The characteristics of the intruders without bearing are displayed above the FM messages (at the bottom of the ND image).
In addition to intruders, specific messages are displayed depending on the various configurations:

TCAS : REDUCE RANGE (amber or red)
TCAS Messages ** ON A/C NOT FOR ALL
TCAS : CHANGE MODE (amber or red)
TA ONLY (white)
TCAS Message ** ON A/C NOT FOR ALL

In case of TCAS failure, the message NAV TCAS FAULT generated by the FWC is displayed in the warning section of the upper ECAM DU. In addition to this warning a TCAS flag is displayed on the ND and the PFD.

NOTE: Intruders whose bearing cannot be determined by the TCAS are indicated through their distance and relative altitude value displayed on a line at the bottom of the ND image.

The characteristics of two Resolutions Advisory or Traffic Advisory intruders can be shown.

(10) TCAS Indications - Symbology
Depending on their classification, they have a specific symbology with associated data tag for altitude indication and vertical trend.
the off scale intruders are presented through a specific half symbol displayed at the edge of the mask of the ND selected mode.
The characteristics of the intruders without bearing are displayed above the FM messages (at the bottom of the ND image).
In addition to intruders, specific messages are displayed depending on the various configurations:

TCAS : REDUCE RANGE (amber or red)
TCAS : CHANGE MODE (amber or red)
TA ONLY (white)

NOTE: Intruders whose bearing cannot be determined by the TCAS are indicated through their distance and relative altitude value displayed on a line at the bottom of the ND image.

The characteristics of two Resolutions Advisory or Traffic Advisory intruders can be shown.

K. EFIS Operation - Windshear
In approach or in take-off phase, a windshear warning or caution message is displayed on the PFD if a windshear alert is computed by the W/S system (Refer to 31-64-00).
On the ND, an angular sector including a red and black icon is drawn to highlight where the windshear event is pending. When the crew is not in the best mode or range to be able to see it, a specific message is displayed in the center part of the ND to prompt the pilot to change the mode or range on the FCU. (Refer to 31-65-00).

L. EFIS Operation - GPS Primary Function
The GPS function is considered as PRIMARY when its position is delivered with the appropriate accuracy and integrity. It is then used for the computation and display of the A/C position, and for the autopilot use. In such a case, cross check with other means of navigation is no longer required. (Refer to 31-65-00)
When the FM is using GPS for non precision approach, the vertical deviation scales is displayed at the same place as the GLIDE scale of the PFD.
The GPS APP message is displayed on top of the ND image.
(refer to 31-64 and 31-65)

M. ECAM Operation
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.

N. ECAM Operation - Operational display of the primary engine parameters

(1) Upper ECAM display unit
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.

Engine Parameters Display ** ON A/C NOT FOR ALL

These pieces of information are described in chap. 31-66-00

(2) Upper ECAM display unit
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.

Engine Parameters Display

Engine Parameters Display ** ON A/C NOT FOR ALL

These pieces of information are described in chap. 31-66-00

O. ECAM Operation - Operational display of the system pages

(1) Lower ECAM display unit
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 on the upper DU.
or a status messages (Refer to 31-50-00).

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).

P. ECAM Operation - A/C system presentation
In normal configuration, the lower ECAM DU presents:

either STATUS messages
or, when all messages/texts have been cleared, one of the 12 A/C system pages of which the list is given hereunder:
air bleed
air conditioning
cabin pressurization
electrical power supply (AC and DC)
flight controls
fuel
hydraulic
APU
engine monitoring
doors/oxygen
landing gear/wheels/brakes (plus ground spoilers)
cruise

These system pages present A/C system information required for efficient operation of the A/C.

(1) System presentation (synoptic diagram)

Symbology
Appropriate symbols are used to represent all the components (pumps, valves, etc...) in their various states (running, open, close, etc...).
Appropriate symbology is used to show lines and flow direction (for fuel, hydraulic, electrical power supply, air, ...).

Color coding
The part of the synoptic diagram is :

OK GREEN

NOT IN USE NOT SHOWN

OFF WHITE

ABNORMAL AMBER (OR RED)

FAILED PARAMETER XX (AMBER)

(2) Logic for presentation of A/C system pages
These pages are presented upon either manual or automatic selection according to a logic.
The different selection modes for these A/C system pages are as follows:

Automatic mode related to a failure
As soon as a warning is detected by the FWC, the relevant system page is automatically shown, associated with the first warning message.
This mode is intended for allowing the crew to cross-check on the display the part of the A/C system no longer usable/reliable and to follow the result of corrective actions.
As the text of the warning message changes following corrective actions, the system page changes accordingly.
Automatic Advisory mode
Automatic Advisory Mode ** ON A/C NOT FOR ALL
When a parameter drifts out of normal range, the relevant system page is automatically displayed in order to attract crew attention well before reaching the warning level and the corresponding key on the ECAM control panel comes on.
Special means are used to draw crew's attention to the concerned parameter: the indication (green) and the system page title (white) pulse smoothly as long as there is an exceedance.
Every time one or several parameters of a system exceed a given advisory threshold for a time longer than 2.5s the advisory mode is armed for the corresponding system page.
However, if the value of the parameter exceeds the corresponding alert level, the associated caution or warning is triggered and the indication is displayed in amber or in red.
For each parameter susceptible of an advisory, the advisory mode is inhibited in some flight phases.
However, as long as an A/C system page is on display, the inhibitions for the advisory mode concerning all the parameters presented are not taken into account.
Manual mode (or flight crew mode)
In this mode, the crew selects manually the desired system page by means of the ECAM control panel related key, which comes on.
This mode enables the crew to select any system page except the cruise page.
In case of total loss of the ECAM CP, the ALL key enables the crew to have successively on display all the system pages and to stop on the desired system page.
This sequencing of the system pages can be obtained by successive pushes on the ALL key, or by pressing it continuously. In the latter case, all the system pages appear successively at approximately 1 s time intervals, up to the last one (CRUISE). The pilot must release the key to re-initialize the stack pointing device and to have the first system page (ENG).
This ALL key feature is particularly useful in case of ECAM DU failure, and generally speaking whenever there is only one DU left for ECAM display (Mono mode).
Flight phase related mode
Automatic Mode Related to the Flight Phase ** ON A/C NOT FOR ALL
This mode engages only when the other modes are not engaged.
In this mode, a given page is automatically shown, according to the current flight phase.

NOTE: The A/C system page corresponding key on the ECAM control panel comes on only in the Advisory mode and in the manual mode. Pressing the key in this case removes the current A/C system page from the lower ECAM DU, and the flight phase related A/C system page replaces it.

NOTE: The flight crew can at any time select an A/C system page by pressing the corresponding key, which then comes on. If the flight crew presses the on key, the A/C system page currently on display is replaced either by the one corresponding to the present warning, possibly and if the warning presentation sequence had not been cleared, or by the flight phase related A/C system image.

Priority between the different modes
Mode 1 : Automatic mode related to a failure.
This mode has priority over all the others but can be superseded if a system page is called manually.
It is disengaged if the warning message is cleared by means of the CLR key or if the failure conditions have disappeared.
Mode 2 : Automatic advisory mode
This mode has priority over modes 3 and 4. It is disengaged if the corresponding system key is pressed or if another system is called manually.
A system page displayed in advisory mode and disengaged cannot be called again in advisory mode for the same parameter. However, if the parameter is still in the advisory range, it continues pulsing on the relevant page when this page is for instance called manually.
Disengagement is automatic when a warning occurs or when the parameter is back to normal.
Mode 3 : Manual mode
This mode can be engaged at any time but is disengaged if mode 1 or 2 is engaged.
Mode 4 : Automatic mode related to the flight phase
This mode is automatically engaged if the other modes are not engaged.

(3) Logic for presentation of A/C system pages
These pages are presented upon either manual or automatic selection according to a logic.
The different selection modes for these A/C system pages are as follows:

Automatic mode related to a failure
As soon as a warning is detected by the FWC, the relevant system page is automatically shown, associated with the first warning message.
This mode is intended for allowing the crew to cross-check on the display the part of the A/C system no longer usable/reliable and to follow the result of corrective actions.
As the text of the warning message changes following corrective actions, the system page changes accordingly.
Automatic Advisory mode
Automatic Advisory Mode ** ON A/C NOT FOR ALL
When a parameter drifts out of normal range, the relevant system page is automatically displayed in order to attract crew attention well before reaching the warning level and the corresponding key on the ECAM control panel comes on.
Special means are used to draw crew's attention to the concerned parameter: the indication (green) and the system page title (white) pulse smoothly as long as there is an exceedance.
Every time one or several parameters of a system exceed a given advisory threshold for a time longer than 2.5s the advisory mode is armed for the corresponding system page.
However, if the value of the parameter exceeds the corresponding alert level, the associated caution or warning is triggered and the indication is displayed in amber or in red.
For each parameter susceptible of an advisory, the advisory mode is inhibited in some flight phases.
However, as long as an A/C system page is on display, the inhibitions for the advisory mode concerning all the parameters presented are not taken into account.
Manual mode (or flight crew mode)
In this mode, the crew selects manually the desired system page by means of the ECAM control panel related key, which comes on.
This mode enables the crew to select any system page except the cruise page.
In case of total loss of the ECAM CP, the ALL key enables the crew to have successively on display all the system pages and to stop on the desired system page.
This sequencing of the system pages can be obtained by successive pushes on the ALL key, or by pressing it continuously. In the latter case, all the system pages appear successively at approximately 1 s time intervals, up to the last one (CRUISE). The pilot must release the key to re-initialize the stack pointing device and to have the first system page (ENG).
This ALL key feature is particularly useful in case of ECAM DU failure, and generally speaking whenever there is only one DU left for ECAM display (Mono mode).
Flight phase related mode
Automatic Mode Related to the Flight Phase ** ON A/C NOT FOR ALL
This mode engages only when the other modes are not engaged.
In this mode, a given page is automatically shown, according to the current flight phase.

Priority between the different modes
Mode 1 : Automatic mode related to a failure.
This mode has priority over all the others but can be superseded if a system page is called manually.
It is disengaged if the warning message is cleared by means of the CLR key or if the failure conditions have disappeared.
Mode 2 : Automatic advisory mode
This mode has priority over modes 3 and 4. It is disengaged if the corresponding system key is pressed or if another system is called manually.
A system page displayed in advisory mode and disengaged cannot be called again in advisory mode for the same parameter. However, if the parameter is still in the advisory range, it continues pulsing on the relevant page when this page is for instance called manually.
Disengagement is automatic when a warning occurs or when the parameter is back to normal.
Mode 3 : Manual mode
This mode can be engaged at any time but is disengaged if mode 1 or 2 is engaged.
Mode 4 : Automatic mode related to the flight phase
This mode is automatically engaged if the other modes are not engaged.

Q. ECAM Operation - System pages and associated list of parameters

CRUISE page indications:
1 - Engine oil quantity
2 - Engine fuel used
3 - Engine vibrations N1 N2
4 - Landing elevation indication
5 - Cabin vertical speed
6 - Cabin altitude
7 - Gross weight indication
8 - Time indication
9 - G. load or ALT Sel indication
10- TAT/SAT indications
11- Cargo compartment temperature
12- Cabin compartment temperature

CRUISE page indications:
CRUISE Page ** ON A/C NOT FOR ALL
1 - Engine oil quantity
2 - Engine fuel used
3 - Engine vibrations N1 N2
4 - Landing elevation indication
5 - Cabin vertical speed
6 - Cabin altitude
7 - Gross weight indication
8 - Time indication
9 - G. load or ALT Sel indication
10- TAT/SAT indications
11- Cabin compartment temperature

CRUISE page indications:
CRUISE Page ** ON A/C NOT FOR ALL
1 - Engine oil quantity
2 - Engine fuel used
3 - Engine vibrations N1 N2
4 - Landing elevation indication
5 - Cabin vertical speed
6 - Cabin altitude
7 - Gross weight indication
8 - Time indication
9 - G. load or ALT Sel indication
10- TAT/SAT indications
11- Forward cargo compartment temperature
12- Cabin compartment temperature.

CRUISE page indications:
CRUISE Page ** ON A/C NOT FOR ALL
1 - Engine oil quantity
2 - Engine fuel used
3 - Engine vibrations N1 N2
4 - Landing elevation indication
5 - Cabin vertical speed
6 - Cabin altitude
7 - Gross weight indication
8 - Time indication
9 - G. load or ALT Sel indication
10- TAT/SAT indications
11- After cargo compartment temperature
12- Cabin compartment temperature.

Permanent data indications
1 - TAT/SAT indications
2 - time indication
3 - G LOAD indication
4 - gross weight indication

AIR COND page indications
AIR COND Page ** ON A/C NOT FOR ALL
1 - Pack control mode (ALTN mode, Pack reg.)
2 - Compartment temperature (Cockpit, Fwd cabin, Aft cabin)
3 - Duct temperature (Cockpit, Fwd cabin, Aft cabin)
4 - Hot air valve position
5 - Hot air regulating valve position (Cockpit, Fwd cabin, Aft cabin)
6 - Recirculation air fan

AIR COND page indications
AIR COND Page ** ON A/C NOT FOR ALL
AIR COND Page ** ON A/C NOT FOR ALL
1 - Pack control mode (ALTN mode, Pack reg.)
2 - Compartment temperature (Cockpit, Fwd cabin, Aft cabin)
3 - Duct temperature (Cockpit, Fwd cabin, Aft cabin)
4 - Hot air valve position
5 - Hot air regulating valve position (Cockpit, Fwd cabin, Aft cabin)
6 - Recirculation air fan

AIR COND page indications
AIR COND Page ** ON A/C NOT FOR ALL
1 - Aft cargo temperature
2 - Aft cargo isolation valve
3 - Aft cargo duct temperature
4 - Aft cargo isolation valve
5 - Hot air valve position
6 - Aft cargo isolation valve position

AIR COND page indications
1 - Aft cargo downstream isolation valve
2 - Aft cargo upstream isolation valve

AIR COND page indications
1 - Fwd cargo isolation valve
2 - Fwd cargo trim air valve position
3 - Fwd cargo isolation valve
4 - Fwd cargo duct temperature
5 - Fwd cargo temperature

AIR COND page indications
AIR COND Page ** ON A/C NOT FOR ALL
1 - Aft cargo temperature
2 - Aft cargo isolation valve
3 - Aft cargo duct temperature
4 - Aft cargo isolation valve
5 - Hot air valve position
6 - Aft cargo isolation valve position

CAB PRESS page indications
CAB PRESS Page ** ON A/C NOT FOR ALL
1 - Cabin differential pressure (analog + digital)
2 - Landing elevation (suppressed in manual mode)
3 - Landing elevation manual selection (AUTO is replaced by MAN)
4 - Cabin vertical speed (analog + digital)
5 - Cabin altitude (analog + digital)
6 - Manual system selected (nothing in auto mode)
7 - Safety valve indication
8 - Safety valve position
9 - System in control (nothing displayed if system not active)
10- Pack 2 flow control valve
11- Outflow valve position
12- Avionics vent extract indication
13- Air extract valve position
14- Avionics vent system indication
15- Air inlet valve position
16- Pack 1 flow control valve
17- Avionics vent blower indication

CAB PRESS page indications
CAB PRESS Page ** ON A/C NOT FOR ALL
1 - Cabin differential pressure (analog + digital)
2 - Landing elevation (suppressed in manual mode)
3 - Landing elevation manual selection (AUTO is replaced by MAN)
4 - Cabin vertical speed (analog + digital)
5 - Cabin altitude (analog + digital)
6 - Manual system selected (nothing in auto mode)
7 - Safety valve indication
8 - Safety valve position
9 - System in control (nothing displayed if system not active)
10- Pack 2 flow control valve
11- Outflow valve position
12- Avionics vent extract indication
13- Air extract valve position
14- Avionics vent system indication
15- Air inlet valve position
16- Pack 1 flow control valve
17- Avionics vent blower indication

ELEC page indications
ELEC Page ** ON A/C NOT FOR ALL
1 - Bat bus
2 - Bat contactor
3 - Bat operation (voltage, current, off)
4 - DC Ess bus
5 - DC bus
6 - Ess transformer rectifier contactor
7 - Transformer rectifier operation (voltage, current, off)
8 - Emergency gen operation (voltage, current)
9 - AC bus
10- Emergency gen line contactor
11- Gen operation (load, voltage, frequency, off)
12- IDG operation (normal, LO PR, disc)
13- IDG outlet temperature
14- Ext power operation (voltage, frequency, standby)
15- APU operation (load, voltage, frequency, off)
16- Main galley shed
17- AC Ess bus
18- AC/Ess TR contactor
19- Ess transformer rectifier operation (voltage, current)

ELEC page indications
ELEC Page ** ON A/C NOT FOR ALL
1 - Bat bus
2 - Bat contactor
3 - Bat operation (voltage, current, off)
4 - DC Ess bus
5 - DC bus
6 - Ess transformer rectifier contactor
7 - Transformer rectifier operation (voltage, current, off)
8 - Emergency gen operation (voltage, current)
9 - AC bus
10- Emergency gen line contactor
11- Gen operation (load, voltage, frequency, off)
12- IDG operation (normal, LO PR, disc)
13- IDG outlet temperature
14- Ext power operation (voltage, frequency, standby)
15- APU operation (load, voltage, frequency, off)
16- Main galley shed
17- AC Ess bus
18- AC/Ess TR contactor
19- Ess transformer rectifier operation (voltage, current)

F/CTL page indications
F/CTL Page ** ON A/C NOT FOR ALL
1 - Servo control hyd pressure (typical)
2 - Spoiler position
3 - Aileron position
4 - Sec. operation
5 - Elac operation
6 - Horizontal stabilizer indication (position, up, dn)
7 - Elevator position
8 - Rudder position
9 - Rudder trim position
10- Laf degraded indication

F/CTL page indications
F/CTL Page
F/CTL Page ** ON A/C NOT FOR ALL
1 - Servo control hyd pressure (typical)
2 - Spoiler position
3 - Aileron position
4 - Sec. operation
5 - Elac operation
6 - Horizontal stabilizer indication (position, up, dn)
7 - Elevator position
8 - Rudder position
9 - Rudder trim position

FUEL page indications
1 - Quantity indication unit
2 - Fuel used engine 2
3 - F.O.B total fuel
4 - Engine 2 fire valve
5 - RH tank pumps
6 - Fuel quantity RH outer cell
7 - RH outer cell temperature
8 - Fuel quantity center tank
9 - Auxiliary center tank
10- Fuel quantity LH outer cell
11- Center tank pumps
12- Transfer valve position
13- APU fire valve

FUEL page indications
FUEL Page ** ON A/C NOT FOR ALL
FUEL Page ** ON A/C NOT FOR ALL
1 - Quantity indication unit
2 - Fuel used engine 2
3 - F.O.B total fuel
4 - Engine 2 fire valve
5 - RH tank pumps
6 - Fuel quantity RH outer cell
7 - Transfer valve position
8 - RH outer cell temperature
9 - RH inner cell temperature
10- Fuel quantity RH inner cell
11- Center tank pumps
12- Fuel quantity center tank
13- Fuel quantity LH inner cell
14- LH inner cell temperature
15- LH outer cell temperature
16- Fuel quantity LH outer cell
17- Transfer valve position
18- LH tank pumps
19- Fuel Xfeed valve
20- APU fire valve
21- Engine 1 fire valve
22- Fuel used engine 1

FUEL page indications
1 - Quantity indication unit
2 - Fuel used engine 2
3 - F.O.B total fuel
4 - Engine 2 fire valve
5 - RH tank pumps
6 - Fuel quantity RH outer cell
7 - Transfer valve position
8 - RH outer cell temperature
9 - RH inner cell temperature
10- Fuel quantity RH inner cell
11- Center tank pumps
12- Fuel quantity center tank
13- Fuel quantity LH inner cell
14- LH inner cell temperature
15- LH outer cell temperature
16- Fuel quantity LH outer cell
17- Transfer valve position
18- LH tank pumps
19- Fuel Xfeed valve
20- APU fire valve
21- Engine 1 fire valve
22- Fuel used engine 1

FUEL page indications
1 - Quantity indication unit
2 - Fuel used engine 2
3 - F.O.B total fuel
4 - Engine 2 fire valve
5 - RH tank pumps
6 - Fuel quantity RH outer cell
7 - RH outer cell temperature
8 - Fuel quantity center tank
9 - Fuel quantity LH outer cell
10- CTR tank pumps
11- Transfer valve position
12- APU fire valve

HYD page indications
HYD Page ** ON A/C NOT FOR ALL
1 - Hyd system identification
2 - Hyd system pressure
3 - PTU operation (bi-directional) Function and direction (G to Y or vice-versa)
4 - Yellow elec pump (operation, overheat)
5 - Yellow engine pump operation
6 - Hyd yellow fire valve
7 - Hyd yellow reservoir operation ( Normal quantity, actual quantity (analog display), LO air press, overheat)
8 - Hyd blue reservoir operation (See item 7 above)
9 - Hyd green reservoir operation (See item 7 above)
10- Blue elec pump (operation, overheat)
11- Hyd green fire valve
12- Green engine pump operation
13- Ram air turbine operation

HYD page indications
HYD Page ** ON A/C NOT FOR ALL
1 - Hyd system identification
2 - Hyd system pressure
3 - PTU operation (bi-directional) Function and direction (G to Y or vice-versa)
4 - Yellow elec pump (operation, overheat)
5 - Yellow engine pump operation
6 - Hyd yellow fire valve
7 - Hyd yellow reservoir operation ( Normal quantity, actual quantity (analog display), LO air press, overheat)
8 - Hyd blue reservoir operation (See item 7 above)
9 - Hyd green reservoir operation (See item 7 above)
10- Blue elec pump (operation, overheat)
11- Hyd green fire valve
12- Green engine pump operation
13- Ram air turbine operation

WHEEL page indications
WHEEL Page
1 - LH landing gear door operation (close, transfer, open)
2 - LH gear uplock with gear downlock (Failure case)
3 - Nose gear door operation (close, transfer, open)
4 - Nose gear uplock indication
5 - Nose gear position
6 - RH gear uplock indication
7 - RH landing gear door operation (close, transfer, open)
8 - RH landing gear position
9 - Spoiler position
10- Auto brake mode (LO, Med, Max)
11- Anti-skid selection (amber or NIL)
12- Auto brake release
13- Brake temperature
14- Hottest brake indication (amber if overheat, green arc above brake)
15- Landing gear lever selection (amber or NIL)
16- Nose wheel steering (amber or NIL)
17- LH landing gear position

AIR BLEED page indications
AIR BLEED Page ** ON A/C NOT FOR ALL
1 - Emer ram air valve
2 - Cold air duct supply
3 - Pack outlet temperature
4 - Pack bypass valve position
5 - Pack compr outlet temp
6 - Pack flow
7 - Pack flow control valve
8 - Wing anti-ice
9 - Engine precooler inlet press
10- Engine precooler outlet temp
11- Engine press reg valve
12- Engine HP valve
13- Xfeed valve
14- APU bleed valve
15- Ground supply

AIR BLEED page indications
AIR BLEED Page ** ON A/C NOT FOR ALL
1 - Emer ram air valve
2 - Cold air duct supply
3 - Pack outlet temperature
4 - Pack bypass valve position
5 - Pack compr outlet temp
6 - Pack flow
7 - Pack flow control valve
8 - Wing anti-ice
9 - Engine precooler inlet press
10- Engine precooler outlet temp
11- Engine press reg valve
12- Engine HP valve
13- Xfeed valve
14- APU bleed valve
15- Ground supply

DOOR/OXY page indications
DOOR/OXY Page ** ON A/C NOT FOR ALL
1 - Oxygen operation (pressure, LO and HI pressure)
2 - Doors
3 - Slide (displayed when cabin slides arm, no display when slides disarm)

DOOR/OXY page indications
DOOR/OXY Page ** ON A/C NOT FOR ALL
1 - Oxygen operation (pressure, LO and HI pressure)
2 - Doors
3 - Slide (displayed when cabin slides arm, no display when slides disarm)
4 - Bulk cargo door

DOOR/OXY page indications
1 - Oxygen operation (pressure, LO and HI pressure)
2 - Doors
3 - Slide (displayed when cabin slides arm, no display when slides disarm)

APU page indications
APU Page ** ON A/C NOT FOR ALL
1 - APU gen operation (load, voltage, frequency, off)
2 - APU available
3 - APU bleed operation (valve position, pressure)
4 - APU fuel LO press
5 - APU air intake flap fully open
6 - APU oil quantity
7 - APU EGT
8 - EGT variable (amber and red lines)
9 - APU N1
10- N1 overspeed (red line)

APU page indications
APU Page ** ON A/C NOT FOR ALL
1 - APU gen operation (load, voltage, frequency, off)
2 - APU available
3 - APU bleed operation (valve position, pressure)
4 - APU fuel LO press
5 - APU air intake flap fully open
6 - APU oil quantity
7 - APU EGT
8 - EGT variable (amber and red lines)
9 - APU N1
10- N1 overspeed (red line)

ENGINE (Starting Mode) page indications
ENGINE Page - Starting Mode ** ON A/C NOT FOR ALL
ENGINE Page - Starting Mode ** ON A/C NOT FOR ALL
1 - Engine precooler inlet pressure
2 - Engine starter air valve position
3 - Engine ignition selection

ENGINE (Starting Mode) page indications

1 - Engine precooler inlet pressure
2 - Engine starter air valve position
3 - Engine ignition selection

ENGINE (Running Mode) page indications
ENGINE Page - Running Mode ** ON A/C NOT FOR ALL
ENGINE Page - Running Mode ** ON A/C NOT FOR ALL
1 - Nacelle temperature
2 - Engine oil temperature
3 - Engine oil pressure (analog, digital)
4 - Engine oil quantity (analog, digital)
5 - Fuel used indication
6 - Engine vibrations N1, N2
7 - Engine oil filter clog
8 - Engine fuel filter clog

ENGINE (Running Mode) page indications
ENGINE Page - Running Mode ** ON A/C NOT FOR ALL
ENGINE Page - Running Mode ** ON A/C NOT FOR ALL
1 - Nacelle temperature
2 - Engine oil temperature
3 - Engine oil pressure (analog, digital)
4 - Engine oil quantity (analog, digital)
5 - Fuel used indication
6 - Engine vibrations N1, N2
7 - Engine oil filter clog
8 - Engine fuel filter clog

** ON A/C NOT FOR ALL

6. Operation in Case of Failure-Reconfiguration

A. General
Due to the highly integrated design of the EIS system, the schematics and certain switching cases concern both the ECAM and the EFIS parts.
Due to the highly integrated design of the EIS system, the schematics and certain switching cases concern both the ECAM and the EFIS parts.

B. Configuration of Input Sources - Normal Operation
The information displayed for the Captain and First Officer must be as independent from each other as possible (split concept).
So, they are computed by independent computers from distinct sources using their onside sources (E.G.) ADIRU1 for DMC1 and ADIRU2 for DMC2:

DMC1 supplies data to the CAPT EFIS DUs (PFD and ND) and the upper ECAM DU.
DMC2 supplies data to the F/O EFIS DUs (PFD and ND) and to the lower ECAM DU.
DMC3 is then in standby, (HOT SPARE) and does not control any display, but nevertheless computes all data necessary for display on the Captain's EFIS DUs and upper ECAM DU. Thus it is prepared to replace DMC1. DMC3 receives data from sides 1 and 2 sensors but in this case, it only utilizes data from side 1 sensors.

The information displayed for the Captain and the First Officer are independent of each other (split concept).
They are computed by independent computers from distinct sources using their onside sources e.g. ADIRU1 for DMC1 and ADIRU2 for DMC2:

DMC1 supplies data to the CAPT EFIS DUs (PFD and ND) and both ECAM DUs (upper and lower).
DMC2 supplies data to the F/O EFIS DUs (PFD and ND).
DMC3 is in standby (HOT SPARE) and does not control any display, but computes all the data necessary for the display on the Captain's EFIS DUs and both ECAM DUs. It is designed so as to replace DMC1 on crew request. DMC3 receives data from sides 1 and 2 sensors but, it only utilizes the data from side 1 sensors. DMC3 can also replace DMC2 and use the data from side 2 sensors.

C. Configuration of Input Sources - Source Reconfiguration
Table 3 shows which sensors and computers are connected to each DMC and indicates those DMC inputs used in normal operation (N) or after source reconfiguration (A), according to the validity of these sensors/computers and the switching possibly made by the crew (ATT/ HDG, AIR DATA and EIS DMC).
Table 3 gives an exhaustive list of all the DMC input buses.
Bus "processed" by a DMC means: the parameters of the bus are acquired by the DMC and stored in its memory for possible use by the EFIS or ECAM processors.
The sensors/computers I/P buses fall into different classes according to the nature of the possible reconfigurations, manual or automatic:
Table 3 shows which sensors and computers are connected to the DMCs and indicates those DMC inputs used in normal operation (N) or after source reconfiguration (A), according to the validity of these sensors/computers and the switching made by the crew (ATT/ HDG, AIR DATA and EIS DMC).
Table 3 gives an exhaustive list of all the DMC input buses.
Bus "processed" by a DMC means that the parameters of the bus are acquired by the DMC and stored in its memory for the transmission to the DUs.
The sensors/computers I/P buses fall under different classes according to the nature of the possible reconfigurations:

Manual reconfigurations
A few sensor reconfigurations are left at the crew's disposal: ATT/ HDG, AIR DATA and of course, the reconfigurations concerning the EIS DMC (DMC3 globally replacing DMC1 or 2).

Automatic reconfigurations
For those systems, of which only the onside sensor/computer is processed by the DMC, the DMC uses the parameters of its onside sensor/computer if operating properly, normal case (N), and it switches as a whole to the offside sensor/computer if the onside one fails, alternate case (A), i.e if the onside bus no longer conveys data or conveys one or several with a failure warning signal. Such is the case for the FACs, FMGC EFIS buses.
The DMC switches back to the onside sensor/computer if it works properly again, and under certain conditions.

Automatic reconfigurations
- Normal condition (N)
For these systems, for which the Display Management Computer (DMC) processes only the onside sensor/computer, the DMC uses the parameters of its onside sensor/computer if it operates correctly.
- Alternate condition (A)
The DMC fully switches to the offside sensor/computer if there is a failure of the onside sensor/computer (for example, if the onside bus does not convey the data or conveys the data with a failure warning signal). This is what occurs for the FMGC EFIS buses.

For those systems of which the side 1 and 2 sensor/computer buses are processed simultaneously, the DMC can take parameters on either side. In any case, each DMC preferably works with the parameters of:

its onside sensor/computer bus.
Such is the case for the FMGC (FGC) and the RAs buses,
the side 1 sensor/computer.
Such is the case for the FADEC, FWCs, SDACs, FQIs, FCDCs data buses.

TABLE 3 - DMC Inputs (Part 1)

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 3 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! ADIRU = IRS bus1 ! HS ! X X ! N N ! N !A, if CAPT (F/O) !

! 2 ! " ! X X ! N ! N !selects ATT/HDG CAPT !

! 3 ! " ! X X X ! A A A ! A A !(F/O)/3 on the !

! ! ! ! ! !SWITCHING panel !

!------------------!--------!-------!-------!----------!----------------------!

! ADIRU = ADC bus1 ! LS ! X X ! N N ! N !A, if CAPT (F/O) !

! 2 ! " ! X X ! N ! N !selects AIR DATA CAPT !

! 3 ! " ! X X X ! A A A ! A A !(F/O)/3 on the !

! ! ! ! ! !SWITCHING panel !

!------------------!--------!-------!-------!----------!----------------------!

! FAC 1 ! HS ! X X X ! N A N ! N A !Automatic selection, !

! 2 ! " ! X X X ! A N A ! A N !according to FAC !

! ! ! ! ! !validity and AIR DATA !

! ! ! ! ! !switching !

!------------------!--------!-------!-------!----------!----------------------!

! FMGC = FGC bus 1 ! " ! X X X ! X X X ! X X ! !

! 2 ! " ! X X X ! X X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! FMGC = FM bus 1 ! HS ! X X X ! N A N ! N A !A, if onside FMGC FM !

! 2 ! " ! X X X ! A N A ! A N !part has failed !

!------------------!--------!-------!-------!----------!----------------------!

! FCU(FCU/EFIS)1-1 ! LS ! X X ! X X ! X !Selection of FCU !

! CP 1-2 ! " ! X X ! X X ! X !processor 2 in case !

! 2-1 ! " ! X X ! X ! X !of failure of !

! 2-1 ! " ! X X ! X ! X !processor 1 !

!------------------!--------!-------!-------!----------!----------------------!

TABLE 3 - DMC Inputs (Part 1)

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! ADIRU = IRS bus1 ! HS ! X X ! N ! N !A, if CAPT (F/O) !

! 2 ! " ! X X ! N ! N !selects ATT/HDG CAPT !

! 3 ! " ! X X X ! A A ! A A !(F/O)/3 on the !

! ! ! ! ! !SWITCHING panel !

!------------------!--------!-------!-------!----------!----------------------!

! ADIRU = ADC bus1 ! LS ! X X ! N ! N !A, if CAPT (F/O) !

! 2 ! " ! X X ! N ! N !selects AIR DATA CAPT !

! 3 ! " ! X X X ! A A ! A A !(F/O)/3 on the !

! ! ! ! ! !SWITCHING panel !

!------------------!--------!-------!-------!----------!----------------------!

! FAC 1 ! HS ! X X X ! N A ! N A !Automatic selection, !

! 2 ! " ! X X X ! A N ! A N !according to FAC !

! ! ! ! ! !validity and AIR DATA !

! ! ! ! ! !switching !

!------------------!--------!-------!-------!----------!----------------------!

! FMGC = FGC bus 1 ! " ! X X X ! X X ! X X ! !

! 2 ! " ! X X X ! X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! FMGC = FM bus 1 ! HS ! X X X ! N A ! N A !A, if onside FMGC FM !

! 2 ! " ! X X X ! A N ! A N !part has failed !

!------------------!--------!-------!-------!----------!----------------------!

! FCU(FCU/EFIS)1-1 ! LS ! X X ! X ! X !Selection of FCU !

! CP 1-2 ! " ! X X ! X ! X !processor 2 in case !

! 2-1 ! " ! X X ! X ! X !of failure of !

! 2-1 ! " ! X X ! X ! X !processor 1 !

!------------------!--------!-------!-------!----------!----------------------!

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! ADIRU = IRS bus1 ! HS ! X X ! N ! N !A, if CAPT (F/O) !

! 2 ! " ! X X ! N ! N !selects ATT/HDG CAPT !

! 3 ! " ! X X X ! A A ! A A !(F/O)/3 on the !

! ! ! ! ! !SWITCHING panel !

!------------------!--------!-------!-------!----------!----------------------!

! ADIRU = ADC bus1 ! LS ! X X ! N ! N !A, if CAPT (F/O) !

! 2 ! " ! X X ! N ! N !selects AIR DATA CAPT !

! 3 ! " ! X X X ! A A ! A A !(F/O)/3 on the !

! ! ! ! ! !SWITCHING panel !

!------------------!--------!-------!-------!----------!----------------------!

! FMGC = FGC bus 1 ! " ! X X X ! X X ! X X ! !

! 2 ! " ! X X X ! X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! FMGC = FM bus 1 ! HS ! X X X ! N A ! N A !A, if onside FMGC FM !

! 2 ! " ! X X X ! A N ! A N !part has failed !

!------------------!--------!-------!-------!----------!----------------------!

! FCU(FCU/EFIS)1-1 ! LS ! X X ! X ! X !Selection of FCU !

! CP 1-2 ! " ! X X ! X ! X !processor 2 in case !

! 2-1 ! " ! X X ! X ! X !of failure of !

! 2-1 ! " ! X X ! X ! X !processor 1 !

!------------------!--------!-------!-------!----------!----------------------!

TABLE 3 - DMC Inputs (Part 2)

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 3 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! VOR 1 ! " ! X X X ! X X X ! X X ! !

! 2 ! " ! X X X ! X X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! ILS 1 ! " ! X X X ! X X X ! X X !ILS1 ----> PFD1 & ND2 !

! 2 ! " ! X X X ! X X X ! X X !ILS2 ----> PFD2 & ND1 !

! ! ! ! ! !in standard definition!

!------------------!--------!-------!-------!----------!----------------------!

! R/A 1 ! " ! X X X ! X X X ! X X ! !

! 2 ! " ! X X X ! X X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! DME 1 ! " ! X X X ! X X X ! X X ! !

! 2 ! " ! X X X ! X X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! ADF 1 ! " ! X X X ! X X X ! X X ! !

! 2 ! " ! X X X ! X X X ! X X !(ADF2 optional) !

!------------------!--------!-------!-------!----------!----------------------!

! ! ! ! ! !From CAPT side : !

! W/R 1-1 ! ARINC ! X X X ! N(N)N ! N !- Automatic selection !

! ! 453 ! ! ! ! 1-1/1-2 --> 2-1/2-2 !

! 1-2 ! (very ! X X X !(N)N(N)! A ! for DMC 1 when WXR !

! ! high ! ! ! ! T/R2 active instead !

! ! speed) ! ! ! ! of T/R1 !

! XCVR 2 ! 2-1 ! ! X X X ! A(A)A ! A !- Automatic inhibition!

! optional ! ! ! ! ! ! of 1-1 if FMGC1 !

! ! 2-2 ! ! X X X !(A)A(A)! N ! FM part bus invalid !

! ! ! ! ! !ditto on F/O side !

! ! ! ! ! !with respective buses !

!------------------!--------!-------!-------!----------!----------------------!

! FWC 1-1 ! HS ! X ! X ! ! !

! 1-2 ! " ! X ! X ! ! !

! 1-3 ! " ! X ! X ! X X ! !

! 2-1 ! " ! X ! X ! ! !

! 2-2 ! " ! X ! X ! ! !

! 2-3 ! " ! X ! X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! FWC 1-1 ! RS-422 ! X ! N ! !A when FWC1 -X RS-422 !

! Message bus 1-2 ! " ! X ! N ! !bus 1 is seen faulty !

! 1-3 ! " ! X ! N ! N N ! !

! 2-1 ! " ! X ! A ! ! !

! 2-2 ! " ! X ! A ! ! !

! 2-3 ! " ! X ! A ! A A ! !

!------------------!--------!-------!-------!----------!----------------------!

! SDAC 1 ! HS ! X X X ! X X X ! X X ! !

! 2 ! " ! X X X ! X X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

TABLE 3 - DMC Inputs (Part 2)

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! VOR 1 ! " ! X X X ! X X ! X X ! !

! 2 ! " ! X X X ! X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! ILS 1 ! " ! X X X ! X X ! X X !ILS1 ----> PFD1 & ND2 !

! 2 ! " ! X X X ! X X ! X X !ILS2 ----> PFD2 & ND1 !

! ! ! ! ! !in standard definition!

!------------------!--------!-------!-------!----------!----------------------!

! R/A 1 ! " ! X X X ! X X ! X X ! !

! 2 ! " ! X X X ! X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! DME 1 ! " ! X X X ! X X ! X X ! !

! 2 ! " ! X X X ! X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! ADF 1 ! " ! X X X ! X X ! X X ! !

! 2 ! " ! X X X ! X X ! X X !(ADF2 optional) !

!------------------!--------!-------!-------!----------!----------------------!

! ! ! ! ! !From CAPT side : !

! W/R 1-1 ! ARINC ! X X X ! N(N) ! N !- Automatic selection !

! ! 453 ! ! ! ! 1-1/1-2 --> 2-1/2-2 !

! 1-2 ! (very ! X X X !(N)N ! A ! for DMC 1 when WXR !

! ! high ! ! ! ! T/R2 active instead !

! ! speed) ! ! ! ! of T/R1 !

! XCVR 2 ! 2-1 ! ! X X X ! A(A) ! A !- Automatic inhibition!

! optional ! ! ! ! ! ! of 1-1 if FMGC1 !

! ! 2-2 ! ! X X X !(A)A ! N ! FM part bus invalid !

! ! ! ! ! !ditto on F/O side !

! ! ! ! ! !with respective buses !

!------------------!--------!-------!-------!----------!----------------------!

! FWC 1-1 ! HS ! X ! X ! ! !

! 1-2 ! " ! X ! X ! ! !

! 1-3 ! " ! X ! ! X X ! !

! 2-1 ! " ! X ! X ! ! !

! 2-2 ! " ! X ! X ! ! !

! 2-3 ! " ! X ! ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! FWC 1-1 ! RS-422 ! X ! N ! !A when FWC1 -X RS-422 !

! Message bus 1-2 ! " ! X ! N ! !bus 1 is seen faulty !

! 1-3 ! " ! X ! ! N N ! !

! 2-1 ! " ! X ! A ! ! !

! 2-2 ! " ! X ! A ! ! !

! 2-3 ! " ! X ! ! A A ! !

!------------------!--------!-------!-------!----------!----------------------!

! SDAC 1 ! HS ! X X X ! X X ! X X ! !

! 2 ! " ! X X X ! X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

TABLE 3 - DMC Inputs (Part 3)

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! EEC 1 A1 ! HS ! X X ! X ! X X ! !

! 1 A2 ! " ! X ! X ! ! !

! 1 B1 ! " ! X X ! X X ! ! !

! 1 B2 ! " ! X ! ! X X ! !

! 2 A1 ! " ! X X ! X ! X X ! !

! 2 A2 ! " ! X ! X ! ! !

! 2 B1 ! " ! X X ! X X ! ! !

! 2 B2 ! " ! X ! ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! ECAM CTL PNL ! LS ! X X X ! X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! FQIU 1-1 ! LS ! X X ! X ! X X !A, when the channel !

! 1-2 ! " ! X ! X ! !superiority signal !

! 2-1 ! " ! X ! X ! !controls the change !

! 2-2 ! " ! X X ! X ! X X !over to the other bus !

! ! ! ! ! !or when the normal bus!

! ! ! ! ! !becomes faulty !

!------------------!--------!-------!-------!----------!----------------------!

TABLE 3 - DMC Inputs (Part 3)

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 3 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! ECU 1 A1 ! LS ! X X ! X X ! X X ! !

! (FADEC) 1 A2 ! " ! X ! X ! ! !

! system) 1 B1 ! " ! X X ! X X ! ! !

! 1 B2 ! " ! X ! X ! X X ! !

! or 2 A1 ! " ! X X ! X X ! X X ! !

! EEC 2 A2 ! " ! X ! X ! ! !

! 2 B1 ! " ! X X ! X X ! ! !

! 2 B2 ! " ! X ! X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! ECAM CTL PNL ! LS ! X X X ! X X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! FQIU 1-1 ! LS ! X X ! X X ! X X !A, when the channel !

! 1-2 ! " ! X ! X ! !superiority signal !

! 2-1 ! " ! X ! X ! !controls the change !

! 2-2 ! " ! X X ! X X ! X X !over to the other bus !

! ! ! ! ! !or when the normal bus!

! ! ! ! ! !becomes faulty !

!------------------!--------!-------!-------!----------!----------------------!

TABLE 3 - DMC Inputs (Part 3)

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! ECU 1 A1 ! LS ! X X ! X ! X X ! !

! (FADEC) 1 A2 ! " ! X ! X ! ! !

! system) 1 B1 ! " ! X X ! X X ! ! !

! 1 B2 ! " ! X ! ! X X ! !

! or 2 A1 ! " ! X X ! X ! X X ! !

! EEC 2 A2 ! " ! X ! X ! ! !

! 2 B1 ! " ! X X ! X X ! ! !

! 2 B2 ! " ! X ! ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! ECAM CTL PNL ! LS ! X X X ! X X ! X X ! !

!------------------!--------!-------!-------!----------!----------------------!

! FQIU 1-1 ! LS ! X X ! X ! X X !A, when the channel !

! 1-2 ! " ! X ! X ! !superiority signal !

! 2-1 ! " ! X ! X ! !controls the change !

! 2-2 ! " ! X X ! X ! X X !over to the other bus !

! ! ! ! ! !or when the normal bus!

! ! ! ! ! !becomes faulty !

!------------------!--------!-------!-------!----------!----------------------!

TABLE 3 - DMC Inputs (Part 5)

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 3 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! CFDIU ! " ! X X X ! X X X ! X X ! !

! (General O/P ! ! ! ! ! !

! interrogation ! ! ! ! ! !

! bus) ! ! ! ! ! !

TABLE 3 - DMC Inputs (Part 5)

-------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 ! 3/1 3/2 ! !

!------------------!--------!-------!-------!----------!----------------------!

! CFDIU ! " ! X X X ! X X ! X X ! !

! (General O/P ! ! ! ! ! !

! interrogation ! ! ! ! ! !

! bus) ! ! ! ! ! !

TABLE 3 - DMC Inputs (Part 6)

------------------------------------------------------------------------------

! ! SPEED ! WIRED ! PROCES! PROCES- ! !

! ! (HIGH ! TO ! SED BY! SED BY ! !

! INPUT BUS ! SPEED ! DMC ! DMC ! DMC 3 ! !

! ! LOW ! No. ! No. ! WHEN ! !

! ! SPEED) ! ! ! TRANSFER ! !

! ! ! 1 2 3 ! 1 2 3 ! 3/1 3/2 ! !

!----------------------------------------------------------------------------!

! FCDC 1! LS ! X X X ! X X X ! X X ! !

! 2! " ! X X X ! X X X ! X X ! !

!------------------!--------!-------!-------!----------!---------------------!

! LGCIU 1! LS ! X X X ! X X X ! X X ! !

! 2! " ! X X X ! X X X ! X X ! !

!------------------!--------!-------!-------!----------!---------------------!

! TCAS 1-1! HS ! X X ! X X ! X X ! !

! 1-2! " ! X ! X ! ! !

D. Reconfiguration Possibilities in the EIS System Itself

EFIS - ECAM Reconfiguration Capability ** ON A/C NOT FOR ALL

ECAM Reconfiguration Between DMC's and Between DUs ** ON A/C NOT FOR ALL

EFIS - ECAM Reconfiguration Capability ** ON A/C NOT FOR ALL

ECAM Reconfiguration Between DMC's and Between DUs ** ON A/C NOT FOR ALL

(1) Link between the DMCs and the DUs: DSDL
The PFD, ND, ECAM processing channels drive their associated DUs through a switching stage first, and then via dedicated links called DSDL (Dedicated Serial Data Link), Master and Feedback.
In normal operation, the DMC1 drives the CAPT PFD, the CAPT ND and the upper ECAM DU through their normal input N, and the DMC2 drives the F/O PFD, the F/O ND and the lower ECAM DU also through their normal input N (the DMC 3 is in standby, ready to take over the DMC 1 or 2 in case of failure).
In fact, each DU has two inputs for receiving the digital signals from the DMC dedicated buses (master DSDL), one normal input, N and one alternate input A.
(This alternate input is used in some reconfiguration cases, following transfer controls as explained in the paragraphs 6.C.(2)(b) and (c) concerning DU failures).
In turn, each DU sends back to its driving DMC digital signals through a dedicated bus which is called feedback DSDL. Through this feedback link, the DUs acknowledge proper reception of the DSDL master signals, and also inform the DMC of their detected failures, so that the DMC can make the proper action (for instance, automatic transfer of a PFD image on an ND in case of detected failure of the PFD).

NOTE: The connections between the DMC3 and the DUs are cross-wired for the PFD and ND, in order to cope with a possible wire cut-off concerning the connection which delivers the PFD information.
In this case, when the DMC3 supplies the PFD and the ND one side, CAPT or F/O, the DMC3 signals enter the PFD and the ND via their alternate inputs.
The activation of the DU alternate inputs and the de-activation of the normal inputs is made by grounding a discrete input on the DU connector. This is achieved by an A/C circuitry which takes into account all the conditions leading to the change of inputs (normal or alternate).

(2) Switching and reconfiguration capabilities
There are no cross-talk links between the 3 DMCs, in order to ensure complete segregation of CAPT and F/O displays.
Inside the DMCs, downstream of the PFD, ND, ECAM channels, there are switching devices for the DSDLs.
These switching devices provide 2 levels of switching, which will enable the crew to cope with the operational transfer requirements below in case of failure of a DMC or a DU (or possibly , some failures of EFIS or ECAM controls, FCU and ECAM CP):
A: DMC transfer: EIS DMC CAPT/3 OR F/O/3 (DMC 3 -----> DMC 1 or 2)
B: PFD ND transfer
C: ECAM 1 (upper) DU to ECAM 2 (lower) DU
D: ECAM ND transfer: ECAM/ND1 or ECAM/ND2 (lower ECAM DU/ND1 or 2)

(3) Link between the DMCs and the DUs: ARINC 629
The DMC sends data to the PFD, ND and ECAM DU through a dedicated ARINC 629 link.
In normal operation, DMC1 drives the CAPT PFD and ND and both ECAM DUs through their normal input, and DMC2 drives the F/O PFD and ND also through their normal input (DMC3 is in standby, ready to take over the DMC1 or 2 in case of failure).
Each DU has two inputs for receiving the digital signals from the DMC buses, one normal input and one alternate input.

(This alternate input is used in some reconfiguration cases, following transfer controls as explained in the paragraphs 6.C.(2)(b) and (c) concerning DU failures).

Each DU sends back digital signals to its driving DMC through an ARINC 629 bus which is called the return bus. Through these return buses, the DUs acknowledge proper reception of the DMC data and also inform the DMC of their detected failures, so that the DMC can take proper action (automatic transfer of the PFD image on the ND in case of detected failure of the PFD).

(4) Switching and reconfiguration capabilities
There are no cross-talk links between the 3 DMCs, in order to ensure complete segregation of CAPT and F/O displays (except for the monitoring of the DMCs and for software downloading from one DMC to another during maintenance phases).
Inside the DMCs, downstream of the ECAM channel, there is a switching device to send the ECAM data from the DMC3 to the ECAM DUs in case of reconfiguration.
This switching device and the various reconfiguration switches provide 2 levels of switching, which will enable the crew to cope with the operational transfer requirements in case of failure of a DMC or a DU. Some failures of EFIS or ECAM controls, FCU and ECAM CP are as follows:

DMC transfer: EIS DMC CAPT/3 OR F/O/3 (DMC 3 -----> DMC 1 or 2)
PFD ND transfer
ECAM 1 (upper) DU to ECAM 2 (lower) DU
ECAM ND transfer: ECAM/ND1 or ECAM/ND2 (lower ECAM DU/ND1 or 2).

(5) Switching and reconifiguration - DMC transfer
In the event of DMC1 (or DMC2) failure, the Captain (or First Officer) can switch over to DMC3. This is controlled by means of the EIS DMC selector switch (CAPT/3 or F/O/3 position).
In this case, the DMC3 totally replaces the DMC1 (or 2) through the stage of the output switching relay of the failed DMC.
The DMC3 acts as a back up (hot spare).
In case of selection of the DMC3, the master DSDL and the feedback DSDL buses are switched in the DMC1 (or 2) output switching stage.

NOTE: In the event of DMC failure, the DUs driven by this DMC display a diagonal line, which helps the crew in making immediately the right action.

(6) Switching and reconfiguration - PFD-ND transfer

(a) PFD failure
In case of detected failure of the DU normally displaying the PFD image, there is an automatic PFD-ND transfer. The PFD image is presented on the DU normally showing an ND image.
This transfer is automatically controlled by means of a discrete signal generated by the DMC upon recognition of the failure.
This transfer can also be obtained manually by the pilot, by either of the two following means:

either deactivate the PFD by setting its potentiometer to OFF: this automatically transfers the PFD image on the ND, the ND image is then replaced by the PFD image
or press the PFD/ND XFR pushbutton switch, cross-changes the images between the PFD and ND.

At each action on this pushbutton switch, there is an inversion between the 2 images: the one which was displayed on the left DU is displayed on the right DU and vice versa.

(b) ND failure
In case of failure of the DU normally showing the ND image, the pilot can recover the display of the ND image on the remaining DU, normally showing the PFD image, by means of the PFD/ND XFR pushbutton switch.

(7) Switching and reconfiguration - ECAM DU failure
In the event of upper ECAM DU failure, the Engine/Warning image is displayed on the lower ECAM DU instead of the system page or status message. This switching is automatic: upon reception of the upper DU anomaly signal, through the feedback DSDL bus, the DMC2 ECAM channel processor switches to an ECAM "single display" configuration which privileges the E/W processing. The lower ECAM DU receives the E/W image from the DMC2.
The same applies when turning the UPPER DISPLAY potentiometer to OFF.
This single display configuration is called: "MONO" display configuration (M). More generally, it corresponds to any situation with only one DU left for all the ECAM information display.
Through the ECAM/ND XFR selector switch, the pilots can call the ECAM system image on their ND (in lieu of the ND image).
Obviously, the pilots can at any time get their ND image back by setting the ECAM/ND XFR selector switch back to NORM.
In the event of lower ECAM DU failure, the same as above applies: the Engine/Warning image remains displayed on the upper ECAM DU, but each pilot can call the ECAM system image on his ND if required by means of the ECAM/ND XFR selector switch.
In the event of failure of both upper and lower ECAM DUs, there is no more ECAM image on display.
Each pilot can recover the E/W image on his ND, by means of the ECAM/ND XFR selector switch. In this case, the pilot having the E/W image on his side can temporarily replace it by an A/C system/status image, by keeping the related key on the ECAM CP pressed.

(8) Switching and reconfiguration - DMC transfer
In the event of DMC1 (or DMC2) failure, the Captain (or the First Officer) can switch over to the DMC3. This is controlled by the EIS DMC selector switch (CAPT/3 or F/O/3 position).
In this case, the DMC3 totally replaces the DMC1 (or 2) through the stage of the output switching relay of the failed DMC for the ECAM data. The EFIS DU uses the alternate data link when there is a DMC3 reconfiguration.
The DMC3 acts as a back up (hot spare).

NOTE: In the event of DMC failure, the DUs driven by this DMC display the INVALID DATA message in amber, so that the crew take an immediate appropriate action.

(9) Switching and reconfiguration - PFD-ND transfer

(a) PFD failure
In case of detected failure of the DU that displays the PFD image, an automatic PFD-ND transfer takes place. Then the PFD image is displayed on the DU that normally displays the ND image.
Each EFIS DU continuously monitors whether the PFD image is being displayed or not and starts displaying if it is not displayed.
This transfer can also be obtained manually by the flight crew by the following means:

Either deactivate the PFD by setting its potentiometer to OFF (this automatically transfers the PFD image on the ND and the ND image is then replaced by the PFD image).
Or press the PFD/ND XFR pushbutton switch (this interchanges the images between the PFD and the ND).

Each time this pushbutton switch is operated, there is an inversion between the 2 images (the one which was displayed on the left DU is displayed on the right DU and vice versa).

(b) ND failure
In case of failure of the DU that displays the ND image, the flight crew can recover the lost display on the DU that normally displays the PFD image, by operating the PFD/ND XFR pushbutton switch.

(10) Switching and reconfiguration - ECAM DU failure
In the event of upper ECAM DU failure, the Engine/Warning image is displayed on the lower ECAM DU instead of the system page or the status message. This switching is automatic. Each ECAM DU continuously monitors the E/W image to make sure that the images are being displayed.
The same applies when turning the UPPER DISPLAY potentiometer to OFF.
This single display configuration is called the "MONO" display configuration (M). It corresponds to any situation with only one DU left for all the ECAM information display.
Through the ECAM/ND XFR selector switch, the flight crew can see the ECAM system image on their ND (in lieu of the ND image).
The pilots can at any time get their ND image back by setting the ECAM/ND XFR selector switch back to NORM.
The same applies in the event of lower ECAM DU failure. The Engine/Warning image remains displayed on the upper ECAM DU, but the flight crew can call the ECAM system image on their respective ND by operating the ECAM/ND XFR selector switch.
In the event of failure of both upper and lower ECAM DUs, there is no more ECAM image on display.
The flight crew can recover the E/W image on their respective ND, by operating the ECAM/ND XFR selector switch. In this case, the crew having the E/W image on his side can temporarily replace it by an A/C system/status image, by pressing the related key on the ECAM CP.

(11) Switching and reconfiguration - ECAM DU failure (STS key)
As long as an A/C system key or the STS key is held pressed, the corresponding page appears on the ND instead of the E/W image, but precautions are taken against the jamming of the key: after 3mn, the DU automatically displays the E/W image again.
As soon as the pilot releases the key, the E/W image appears again.
In case of complete failure of the ECAM CP, the ALL key enables the crew to select any A/C system page by means of successive actions on this key.
In fact, the contacts of the ALL key are directly wired to the DMC for that purpose.

(12) Switching and reconfiguration - ECAM DU failure (STS key)
In case of ECAM MONO display, as long as an A/C system key or the STS key is pressed, the corresponding page appears on the ND (instead of the E/W image). Precautions should be taken to avoid the jamming of the key. After 3 minutes, the DU automatically displays the E/W image again.
As soon as the pilot releases the key, the E/W image appears again.
In case of complete failure of the ECAM CP, the ALL key enables the crew to select any A/C system page by means of successive actions on this key.
For this reason, the contacts of the ALL key are directly wired to the DMC.

(13) Switching and reconfiguration - ECAM-ND transfer
By means of the ECAM/ND XFR selector switch, each pilot can call on his ND an ECAM image (normally A/C system or status image, or Engine/ Warning image if both ECAM DUs are inoperative) instead of the ND image.
Obviously, the pilots can at any time get their ND image back by setting the selector switch back to NORM.

(14) Transmission between DMCs and DUs
The transmission of data from the DMCs to the DUs (tele-loading of the drawing programs, and sending of the so-called dynamic data) is made through a digital bus.
If a DU is selected for a different image (for instance, the ND having to display an ECAM image), the time delay before obtaining the new image, due to the tele-loading of the new image fixed data, does not exceed 500 ms.
The DUs acknowledge proper reception of fixed and dynamic data and send to the DMCs through a digital bus (feedback link) status reports on the tele-loading and the drawing of the image, as well as information concerning the status and the proper operation of the DU itself (for instance, DU beam, DU temp, DU anomaly informations).

ECAM Reconfiguration Between DMC's and Between DUs ** ON A/C NOT FOR ALL

(15) Presentation of the various ECAM display configurations
Table 4 gives the various possible ECAM display configurations according to the availability of the ECAM processing channels in the DMCs and the ECAM DUs. The list is not exhaustive.
Each DMC ECAM channel can operate in either E/W mode, or S mode, or M (Mono) mode.
When an ECAM DU must be supplied with DMC ECAM data through its alternate input, the DMC elaborates a control discrete signal which goes directly to both ECAM DUs to activate their alternate inputs.
The two ECAM DUs always use their Normal or their Alternate input simultaneously.

TABLE 4

-------------------------------------------------------------------------------

! ! ! ! DISPATCHING OF ECAM IMAGES : !

!CASE! DMC 1,2,3 ! Crew ! DU inputs ((N or A)), Source DMC and ECAM !

! N° ! condition ! Transfer ! processor operating mode (E/W, S, Mono) !

! ! ! Selections !----------------------------------------------!

! ! ! ! ND 1 ! ECAM 1 DU ! ECAM 2 DU ! ND 2 !

!----!------------!------------!----------!-----------!-----------!-----------!

! 1 ! NORM ! NORM ! ND ! E/W ((N)) ! S ((N)) ! ND !

! ! ! ! ! (DMC 1 ! (DMC 2 in ! !

! ! ! ! ! in E/W) ! S) ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 2 ! NORM !ECAM/ND F/O ! ND ! E/W ((N)) ! / ! S ((N)) !

! ! ! ! ! (DMC 1 !(diagonal) ! (DMC 2 !

! ! ! ! ! in E/W) ! ! in S) !

!----!------------!------------!----------!-----------!-----------!-----------!

! 3 ! NORM !ECAM/ND CAPT! S ((N)) ! / ! E/W ((N)) ! ND !

! ! ! ! (DMC 1 ! (diagonal)! (DMC 2 ! !

! ! ! ! in S) ! ! in E/W ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 4 !DMC 1 failed! NORM ! / ! / ! E/W ((N)) ! ND !

! ! ! !(diagonal ! ! (DMC 2 ! !

! ! ! ! line) ! ! in M) ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 5 !DMC 2 failed! NORM ! ND ! E/W ((N)) ! / ! / !

! ! ! ! ! (DMC 1 ! ! !

! ! ! ! ! in M ) ! ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 6 ! NORM ! NORM ! ND ! X ! ! !

! ! ! ! !(DU failed)! E/W ((N)) ! ND !

! ! ! ! ! ! (DMC 2 ! !

! ! ! ! ! ! in M) ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 7 ! NORM !ECAM/ND F/O ! ND ! X ! E/W ((A)) ! S ((N)) !

! ! ! ! !(DU failed)! (DMC 1 ! (DMC 2 !

! ! ! ! ! ! in E/W) ! in S) !

!----!------------!------------!----------!-----------!-----------!-----------!

! 8 ! NORM !ECAM/ND CAPT! S ((N)) ! X ! E/W ((N)) ! ND !

! ! ! ! (DMC 1 !(DU failed)! (DMC 2 ! !

! ! ! ! in S) ! ! in E/W) ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 9 ! NORM ! NORM ! ND ! E/W ((N)) ! X ! ND !

! ! ! ! ! (DMC 1 !(DU failed)! !

! ! ! ! ! in M) ! ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 10 ! NORM !ECAM/ND F/O ! ND ! E/W ((N)) ! X ! S ((N)) !

! ! ! ! ! (DMC 1 !(DU failed)! (DMC 2 !

! ! ! ! ! in E/W) ! ! in S) !

!----!------------!------------!----------!-----------!-----------!-----------!

! 11 ! NORM !ECAM/ND CAPT! S ((N)) ! E/W ((A)) ! X ! ND !

! ! ! ! (DMC 1 ! (DMC 2 !(DU failed)! !

! ! ! ! in S) ! in E/W) ! ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 12 ! NORM !ECAM/ND F/O ! ND ! X ! X ! E/W ((N)) !

! ! ! ! !(DU failed)!(DU failed)! (DMC 2 !

! ! ! ! ! ! ! in M) !

!----!------------!------------!----------!-----------!-----------!-----------!

! 13 ! NORM !ECAM/ND CAPT! E/W ((N))! X ! X ! ND !

! ! ! ! (DMC 1 !(DU failed)!(DU failed)! !

! ! ! ! in M) ! ! ! !

More generally, the consequences of FWS/EIS component failures on the availability of information displayed on the DUs given on table 5, hereafter.

TABLE 5

-------------------------------------------------------------------------------

! FAILURE ! OPERATIONAL CONSEQUENCE !

!---------------!-------------------------------------------------------------!

! 1 DMC ! NO !

!---------------!-------------------------------------------------------------!

! 2 DMCs ! - Loss of PFD and ND images on either CAPT or F/O !

! ! instrument panel !

! ! - Loss of ECAM system image (possibility to get it back !

! ! temporarily). !

!---------------!-------------------------------------------------------------!

! 1 EFIS DU ! Loss of ND image on the corresponding pilot's intrument !

! ! panel. Possibility to get the ND image back by means of !

! ! the PFD/ND XFR pushbutton switch. !

!---------------!-------------------------------------------------------------!

! UPPER ECAM DU ! Automatic transfer of the Engine/Warning (E/W) image on !

! ! the lower ECAM DU, and subsequent loss of the System/Status!

! ! image : !

! ! - possibility to display the S image temporarily instead !

! ! of the E/W image when pressing ECAM CP keys !

! ! - possibility to display the S image permanently on either !

! ! ND instead of the ND image by means of the ECAM/ND !

! ! XFR switch. !

!---------------!-------------------------------------------------------------!

! LOWER ECAM DU ! Loss of the S image. !

! ! Possibility to get it back temporarily or permanently !

! ! (same as above). !

!---------------!-------------------------------------------------------------!

! BOTH ECAM DUs ! Loss of Engine/Warning and System images. !

! ! Possibility to have the Engine/Warning image displayed on !

! ! either ND by means of the ECAM/ND XFR selector switch. !

! ! Possibility to display momentarily the S image instead of !

! ! the E/W image. !

!---------------!-------------------------------------------------------------!

! NOTE : When there is only one DU left for the ECAM display ,priority is !

! given to the E/W image display. However, should any monitored !

! parameter exceed its corresponding ADVISORY threshold, the ADV white !

! message flashes on the lower part of the E/W image and, on the !

! ECAM CP, the key of the affected A/C system flashes in order to !

! enable the pilot to find it easily and to consult the corresponding !

! system image temporarily by pressing on the key. !

(16) Transmission between DMCs and DUs
The transmission of the data from the DMCs to the DUs (transmission of data received by the DMC) is done through a digital bus.
The DU sends the data, the status report (proper operation of the DU) and the feedback data (which permits a DU to be monitored for incorrect display) to the DMC through a digital bus (return bus).

ECAM Reconfiguration Between DMC's and Between DUs ** ON A/C NOT FOR ALL

(17) Presentation of the various ECAM display configurations
Table 4 gives the various possible ECAM display configurations according to the availability of the DMCs and the ECAM DUs. The list is not exhaustive.
The ECAM DU can either operate in E/W mode, or S mode, or M (Mono) mode.
When an ECAM DU does not receive data from the normal DMC, it automatically switches to the alternate DMC.

TABLE 4

-------------------------------------------------------------------------------

! ! ! ! DISPATCHING OF ECAM IMAGES : !

!CASE! DMC 1,2,3 ! Crew ! DU image, Source DMC and ECAM !

! N° ! condition ! Transfer ! processor operating mode (E/W, S, Mono) !

! ! ! Selections !----------------------------------------------!

! ! ! ! ND 1 ! ECAM 1 DU ! ECAM 2 DU ! ND 2 !

!----!------------!------------!----------!-----------!-----------!-----------!

! 1 ! NORM ! NORM ! ND ! E/W ! S ! ND !

! ! ! ! ! (DMC 1 ! (DMC 1 in ! !

! ! ! ! ! in E/W) ! S) ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 2 ! NORM !ECAM/ND F/O ! ND ! E/W !ECAM ON ND ! S ((N)) !

! ! ! ! ! (DMC 1 ! message ! (DMC 2 !

! ! ! ! ! in E/W) ! ! in S) !

!----!------------!------------!----------!-----------!-----------!-----------!

! 3 ! NORM !ECAM/ND CAPT! S ((N)) ! E/W !ECAM ON ND ! ND !

! ! ! ! (DMC 1 ! (DMC 1) ! message ! DMC 2 !

! ! ! ! in S) ! ! ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 4 !DMC 1 failed! NORM ! INVALID ! INVALID ! INVALID ! ND !

! ! ! ! DATA ! DATA ! DATA ! DMC 2 !

! ! ! ! ! ! ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 5 !DMC 2 failed! NORM ! ND ! E/W ((N)) ! S ! INVALID !

! ! ! ! ! (DMC 1 ! (DMC 1 IN ! DATA !

! ! ! ! ! in M) ! S) ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 6 ! NORM ! NORM ! ND ! X ! ! !

! ! ! ! !(DU failed)! E/W ! ND !

! ! ! ! ! ! (DMC 1) ! !

! ! ! ! ! ! ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 7 ! NORM !ECAM/ND F/O ! ND ! X ! E/W ! S !

! ! ! ! !(DU failed)! (DMC 1 ! (DMC 2 !

! ! ! ! ! ! in E/W) ! in S) !

!----!------------!------------!----------!-----------!-----------!-----------!

! 8 ! NORM !ECAM/ND CAPT! S ! X ! E/W ! ND !

! ! ! ! (DMC 1 !(DU failed)! (DMC 1) ! !

! ! ! ! in S) ! ! ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 9 ! NORM ! NORM ! ND ! E/W ! X ! ND !

! ! ! ! ! (DMC 1 !(DU failed)! !

! ! ! ! ! in M) ! ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 10 ! NORM !ECAM/ND F/O ! ND ! E/W ! X ! S !

! ! ! ! ! (DMC 1 !(DU failed)! (DMC 2 !

! ! ! ! ! in E/W) ! ! in S) !

!----!------------!------------!----------!-----------!-----------!-----------!

! 11 ! NORM !ECAM/ND CAPT! S ! E/W ! X ! ND !

! ! ! ! (DMC 1 ! (DMC 1) !(DU failed)! !

! ! ! ! in S) ! ! ! !

!----!------------!------------!----------!-----------!-----------!-----------!

! 12 ! NORM !ECAM/ND F/O ! ND ! X ! X ! E/W !

! ! ! ! !(DU failed)!(DU failed)! (DMC 2 !

! ! ! ! ! ! ! in M) !

!----!------------!------------!----------!-----------!-----------!-----------!

! 13 ! NORM !ECAM/ND CAPT! E/W ! X ! X ! ND !

! ! ! ! (DMC 1 !(DU failed)!(DU failed)! !

! ! ! ! in M) ! ! ! !

The consequences of FWS/EIS component failures on the availability of information displayed on the DUs are given in table 5.

TABLE 5

-------------------------------------------------------------------------------

! FAILURE ! OPERATIONAL CONSEQUENCE !

!---------------!-------------------------------------------------------------!

! 1 DMC ! NO !

!---------------!-------------------------------------------------------------!

! 2 DMCs ! - Loss of PFD and ND images on either CAPT or F/O !

! ! instrument panel !

! ! - Loss of ECAM system image (possibility to get it back !

! ! temporarily). !

!---------------!-------------------------------------------------------------!

! 1 EFIS DU ! Loss of ND image on the corresponding pilot's instrument !

! ! panel. Possibility to get the ND image back by means of !

! ! the PFD/ND XFR pushbutton switch. !

!---------------!-------------------------------------------------------------!

! UPPER ECAM DU ! Automatic transfer of the Engine/Warning (E/W) image on !

! ! the lower ECAM DU, and subsequent loss of the System/Status!

! ! image : !

! ! - Possibility to display the S image temporarily instead !

! ! of the E/W image when pressing and holding the ECAM CP !

! ! keys !

! ! - Possibility to display the S image permanently on either !

! ! ND instead of the ND image by means of the ECAM/ND !

! ! XFR switch. !

!---------------!-------------------------------------------------------------!

! LOWER ECAM DU ! Loss of the S image. !

! ! Possibility to get it back temporarily or permanently !

! ! (same as above). !

!---------------!-------------------------------------------------------------!

! BOTH ECAM DUs ! Loss of Engine/Warning and System images. !

! ! Possibility to have the Engine/Warning image displayed on !

! ! either ND by means of the ECAM/ND XFR selector switch. !

! ! Possibility to display momentarily the S image instead of !

! ! the E/W image. !

!---------------!-------------------------------------------------------------!

! NOTE : When there is only one DU left for the ECAM display, priority is !

! given to the E/W image display. However, should any monitored !

! parameter exceed its corresponding ADVISORY threshold, the ADV white !

! message flashes on the lower part of the E/W image and on the !

! ECAM CP, the key of the affected A/C system flashes in order to !

! enable the pilot to find it easily and to consult the corresponding !

! system image temporarily by pressing the key. !

** ON A/C NOT FOR ALL

7. Test

A. Maintenance and test
The EIS includes Hard-oriented and Soft-oriented Built-In-Test (BITE) functions.
The CFDS (Centralized Fault Data System) facilitates the interface of these BITE resident routines for maintenance and test implemented in the various computers.

(1) Failure Detection Functions
The BITE of a computer is able to detect the internal failures as well as failures affecting the I/P parameters.
The BITE is designed so as to minimize the undetected failures, and to make the maintenance of the system easier. To that end, the events detected by the BITE (anomaly, abnormal disengagement, failure...) are coded and stored in non-volatile memories called BITE memories, under the form of messages in alphanumeric characters. The GMT at the time of each failure is recorded and stored with the associated event.
The BITE memories store information concerning several flights.
The CFDS helps the flight crew and the maintenance personnel by providing the capability of displaying the above messages, as well as system maintenance data and procedures, through the interactive multipurpose Control and Display Units (MCDUs), located on the center pedestal.

(2) Operation
The CFDIU addresses through its common O/P bus line the DMCs.

CFDIU to EFIS/ECAM Interface

The CFDIU common bus line conveys the following information:

GMT, flight number, date... for numbering and marking the events stored in the BITE (system disconnection, failures...)
control words for addressing the A/C computer.

In return, the addressed A/C computer sends on its O/P bus line (ARINC 429) to the CFDIU the following information:

one word for identification of the A/C computer, so that the CFDIU recognizes where the maintenance message is coming from
several words of characters, encoded per ISO alphabet No. 5, and forming messages in plain English language. These messages are a translation of the BITE memory stored events. They will give the faults at the LRU level in flight, and at a deeper level on the ground (complete BITE memory dump available through menus).

Each EIS computer sends immediately to the CFDIU the message(s) corresponding to any impending failure, so that they are readily available to the flight crew, if required, through the maintenance mode of the MCDUs.
To this end, the crew press the MCDU MENU mode key on the MCDU.
A menu is offered, proposing : FMS, CFDS, ACARS, AIDS main functions.
The crew must press the line key adjacent to the chosen function (CFDS in our function).
The MCDU then displays the list of the LRUs for which a fault has been recorded so far during the flight.
The CFDIU stores in its EEPROM memory all the events concerning the last flight leg, so that the ground maintenance crew can have a history of the last flight leg after the flight.
The maintenance team is then aware of the LRUs having recorded faults, and, by means of more detailed menus presented on the MCDUs set in the maintenance mode, they are able to carry out 1st or 2nd level trouble shooting tasks. Upon request, the CFDIU addresses the selected computer(s) and provides access to their BITE content through defined control codes

CFDS Menu Access to BITE

NOTE: The BITE of the DMCs also provides storage of the maximum speed/temperature reached by the engines if these values are exceeded.

(3) System Test Functions
The equipment BITEs enable the flight and maintenance crew to perform overall system tests, easily readable and interpretable.
A test mode provides at a glance a confidence check of the EIS. The DUs then show a test pattern.
Another test mode enables a thorough monitoring of all the EIS inputs, by performing loop-around checks.
These tests are accessible through menus presented on the MCDUs.
These test modes are not available in flight.

(4) System test functions
The BITE enables the flight and maintenance crew to perform overall system tests, easily readable and interpretable.
A test mode provides a confidence check of the EIS.
Another test mode enables a thorough monitoring of all the EIS inputs, by performing loop-around checks.
These tests are accessible through menus presented on the MCDUs.
These test modes are not available in flight.

[Rev.10 from 2021] 2026.04.01 04:55:25 UTC