Single Aisle Technical Training Manual T1+T2 (CFM 56) (LVL 2&3) Communications

Single Aisle
TECHNICAL TRAINING MANUAL

T1+T2 (CFM 56) (Lvl 2&3)
COMMUNICATIONS
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Single Aisle TECHNICAL TRAINING MANUAL
COMMUNICATIONS
Area Call Panel (ACP) Indications (3) . . . . . . . . . . . . . . . . . . . . . . . 104
GENERAL Cabin Attendant Handset Presentation (2) . . . . . . . . . . . . . . . . . . . . 106
Communications System Component Location (2) . . . . . . . . . . . . . . . 2 Passenger Address System Description (3) . . . . . . . . . . . . . . . . . . . 108
Communication System Control & Indicating (2) . . . . . . . . . . . . . . . 16 Passenger Address System Operation (3) . . . . . . . . . . . . . . . . . . . . . 110
Cabin Interphone System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 114
SPEECH COMMUNICATION Service Interphone D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Radio Management Panel Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . 18 Passenger Call System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Audio Switching D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Passenger Lighted Signs D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Audio Management Unit Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . 22 Prerecorded Announcement & Boarding Music (3) . . . . . . . . . . . . . 130
Cockpit Loudspeaker Muting Circuit D/O (3) . . . . . . . . . . . . . . . . . . 24 CIDS Evacuation Signalling D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . 136
HF System Architecture D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 CIDS Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
VHF System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 CIDS Director Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
SELCAL and Cockpit Call System D/O (3) . . . . . . . . . . . . . . . . . . . 32 FAP & AAP Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Static Discharging Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 36 CIDS Programming (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
SATELLITE COMMUNICATION (SATCOM) (option) PASSENGER ENTERTAINMENT SYSTEM

SATCOM D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Passenger Entertainment System Presentation (Panasonic) (2) . . . . 162
Passenger Entertainment System Presentation (Thales) (2) . . . . . . . 166
COCKPIT VOICE RECORDER (CVR) Passenger Music Entertainment System D/O (Panasonic) (3) . . . . . 172
CVR Operational Modes D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Video Entertainment System D/O (Panasonic) (option) (3) . . . . . . . 174
In-Flight Entertainment System D/O (Thales) (Option) (3) . . . . . . . 180
EMERGENCY LOCATOR TRANSMITTER PAX Visual Information SYS D/O (option) (3) . . . . . . . . . . . . . . . . 196
(HONEYWELL) (option) Cabin Management System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . 200
Emergency Locator Transmitter System D/O (3) . . . . . . . . . . . . . . . . 52 CAMERAS SYSTEM
CABIN INTERCOMMUNICATION DATA SYSTEM (CIDS) Cockpit Door Surveillance SYS D/O (option) (3) . . . . . . . . . . . . . . 204
CIDS Component Location (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 MAINTENANCE PRACTICE
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CIDS Director/DEU Architecture (3) . . . . . . . . . . . . . . . . . . . . . . . . . 66

Electrostatic Discharge (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
CIDS Director Description/Operation (3) . . . . . . . . . . . . . . . . . . . . . 70
Communications System Line Maintenance (2) . . . . . . . . . . . . . . . 224
CIDS Type A DEU Description/Operation (3) . . . . . . . . . . . . . . . . . . 88
CIDS Type B DEU Description/Operation (3) . . . . . . . . . . . . . . . . . . 92
CIDS DEU Mount Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Attendant Indication Panel (AIP) D/O (3) . . . . . . . . . . . . . . . . . . . . . 96
T1+T2 (CFM 56) (Lvl 2&3) TABLE OF CONTENTS Apr 03, 2013
23 - COMMUNICATIONS Page 1
COMMUNICATIONS SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW - RADIO COMMUNICATION
The communications system of the single aisle aircraft has two
sub-systems:
- radio communication,
- on-board communication.
The radio communication systems are used for communications to and
from the aircraft.
The radio communication system is used for the communication of the
crew with ground stations and with other aircraft through VHF Data
Radio (VDR), High Frequency Data Radio (HFDR) and SATCOM if
installed.
The VHF transceivers are the same and interchangeable. The HF
transceivers are also the same and interchangeable. VDR 1 and VDR 2
are usually used by the flight crew for voice communications. VDR 3 is
used for Air Traffic Service Unit (ATSU) functions and as back-up voice
communications if there is a failure of system 1 or 2.
The HF transceivers are used when the aircraft is not in the applicable
range of the VHF radios.
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SYSTEM OVERVIEW - RADIO COMMUNICATION

SYSTEM OVERVIEW - ON-BOARD COMMUNICATION
SYSTEM
The on-board internal communication system is divided into 4 functions:
- Service interphone (on ground only) for maintenance technician
communication with cockpit or cabin (for this, many jack connectors are
installed around the A/C),
- Flight interphone for cockpit internal communication and communication
with the ground mechanic,
- Passenger Address (PA) from the cockpit or from cabin crew stations
for passenger announcements,
- Cabin interphone for cabin crew or cabin crew/pilots communication.
SYSTEM OVERVIEW - ON-BOARD COMMUNICATION SYSTEM

COMPONENT LOCATION
COCKPIT PERIPHERALS & ACOUSTIC EQUIPMENT
Many peripherals and acoustic equipment are installed in the cockpit.
COMPONENT LOCATION - COCKPIT PERIPHERALS & ACOUSTIC EQUIPMENT

COMPONENT LOCATION (continued)
ANTENNAS
The HF antenna is installed behind the leading edge of the vertical
stabilizer. All the other antennae are installed on the outer skin of the
aircraft.
COMPONENT LOCATION - ANTENNAS

TRANSCEIVERS, AMU, SELCAL CODE PANEL
The SELCAL panel, AMU, HF and VHF Line Replaceable Units
(LRUs) are in the aft avionics compartment.
For data communication, optional VDR (VHF Data Radio) & HFDR
(HF Data Radio) transceivers can be used.
COMPONENT LOCATION - TRANSCEIVERS, AMU, SELCAL CODE PANEL

SATCOM (OPTIONAL)
The SATellite COMmunication system (SATCOM) includes the
Satellite Data Unit (SDU).
The SDU is installed in the aft avionics rack 80VU.
COMPONENT LOCATION - SATCOM (OPTIONAL)

SSCVR
The Solid State Cockpit Voice Recorder is installed in the rear
fuselage.
COMPONENT LOCATION - SSCVR
COMMUNICATION SYSTEM CONTROL & INDICATING (2)

RADIO COMMUNICATION OVERVIEW
INTERPHONE / CALLS / EVAC / VOICE RECORDING

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RADIO MANAGEMENT PANEL INTERFACES (3)

RADIO FMGC
Radio Management Panel (RMP) 1 and RMP 2 have two ARINC 429 In normal operation, the navigation systems are tuned automatically or
data buses connected to the radio communication transceivers (XCVRs): manually from the MCDUs by the FMGCs via internal relays of the
- COM BUS 1 delivers the VHF 1 frequency, onside RMPs. The RMP is thus transparent to the onside FMGC. In case
- COM BUS 2 delivers the VHF 2 frequency. of failure of one FMGC, the onside navigation systems are tuned directly
Three dialog buses are used for the exchange of information between the by the remaining FMGC.
three RMPs. Each RMP periodically transmits its context on its dialog
bus. Each RMP can control any radio XCVR but is more particularly CFDIU
dedicated to one system. Basic allocation:
The BITE functions of the system are available through the Centralized
- RMP 1VHF 1,
Fault Display System (CFDS).
- RMP 2VHF 2.
Possible allocation (depending on options): LGCIU
- RMP 3HF 1, HF 2 and VHF 3.
In order to increment the fault memories in case of Centralized Fault
NOTE: Air Traffic Service Unit (ATSU) uses VHF 3 for data Display Interface Unit (CFDIU) failure, each RMP receives a discrete
transmission. giving the landing gear configuration. RMP 1 receives this discrete from
Landing Gear Control and Interface Unit (LGCIU) 1, and RMP 2 and 3
NAVIGATION from LGCIU 2.
If the standby navigation mode is selected, the navigation systems RMP FAILURE
frequencies are controlled by RMP 1 and RMP 2 only. The standby
navigation is selected in the event of failure of both Flight Management The system architecture gives access to all communication functions in
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and Guidance Computers (FMGCs). In this condition: case of failure of any RMP. A RMP failure is indicated by the blanking
- RMP 1 controls VOR 1, Automatic Direction Finder 1 (ADF) and of the display windows. If a failure occurs, the failed RMP has to be
Instrument Landing System 1 (ILS) and 2, switched off. When selected off, the RMP sends a discrete signal for
- RMP 2 controls VOR 2, ADF 2 and ILS 1 and 2. system reconfiguration.
For ILS functions, Multi-Mode Receivers (MMRs) 1 and 2 always operate
on the same frequency which can be controlled from any RMP, either
directly or through the cross talk bus.
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RADIO ... RMP FAILURE
T1+T2 (CFM 56) (Lvl 2&3) RADIO MANAGEMENT PANEL INTERFACES (3) Apr 03, 2013
AUDIO SWITCHING D/O (3)

INTRODUCTION
The AUDIO SWITCHING selector is used in case of communication
failure on CAPT or F/O channels.
NOTE: Two relays controlled by the AUDIO SWITCHING selector

let save the audio equipment functions in case of DC essential
loss.
NORM POSITION
This position agrees with the normal allocation of the Audio Control
Panels (ACPs).
CAPT 3 POSITION
In this position, the CAPT will use the 3rd occupant ACP. The 3rd occupant
audio equipment cannot be used.
NOTE: The message "AUDIO 3 XFRD" is displayed in green on the

ECAM MEMO display.
F/O 3 POSITION
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In this selector position, the F/O is switched on the 3rd occupant ACP.
The 3rd occupant Audio equipment cannot be used.
NOTE: The message "AUDIO 3 XFRD" is displayed in green on the

ECAM MEMO display.
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INTRODUCTION ... F/O 3 POSITION
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AUDIO MANAGEMENT UNIT INTERFACES (3)

ACP-AMU LINK
Three to five identical Audio Control Panels (ACPs) can be installed.
They are linked by an ARINC 429 bus to the related audio cards installed
in the Audio Management Unit (AMU). ACP-AMU link is done by
ARINC 429 buses. Only digital data are exchanged between the AMU
and the ACPs. There are no audio signals inside the ACPs.
AMU LAYOUT
Various functions such as switching, filtering and amplification are done
inside the AMU. The AMU includes several identical audio processing
cards, one for each ACP.
VOLUME CONTROL
The volume control function is achieved by digital transmission of the
knobs position to the AMU. Volume control is achieved inside the AMU.
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ACP-AMU LINK ... VOLUME CONTROL
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COCKPIT LOUDSPEAKER MUTING CIRCUIT D/O (3)

MUTING CIRCUIT
Each crew station, CAPT, F/O and 3rd occupant, has the direct muting
function managed by the Audio Management Unit (AMU). A muting
circuit is installed to avoid acoustic coupling between the loudspeakers
and the microphones. When a transmission is keyed by any push to talk
switch, a ground signal is delivered to the two loudspeaker amplifiers.
This ground signal decreases the gain and band-pass of the loudspeaker
amplifiers.
NOTE: This attenuating circuit is not operative with the Flight Warning
Computer (FWC) audio outputs.
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MUTING CIRCUIT
T1+T2 (CFM 56) (Lvl 2&3) COCKPIT LOUDSPEAKER MUTING CIRCUIT D/O (3) Apr 03, 2013
HF SYSTEM ARCHITECTURE D/O (3)

HF TRANSCEIVER
The High Frequency (HF) system serves for all long-distance voice
communications between different aircraft in flight or on the ground, or
between the aircraft and one or several ground stations.
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HF TRANSCEIVER
HF SYSTEM ARCHITECTURE D/O (3)

RMP CFDS
The Radio Management Panel (RMP) controls the tuning operations For maintenance purposes, BITE is integrated in the HF XCVR. The
which are transmitted to the transceiver (XCVR) by a numeric message BITE functions of the HF XCVR are monitored by the Centralized Fault
in compliance with ARINC 429. This message can be received by the Display System (CFDS).
port A or the port B of the XCVR. The RMP does this selection by a
discrete. The message can be made of one word of 32 bits or two words
of 32 bits for the 1KHz or 100 Hz spacing (pin prog). A microprocessor
does the decoding of the frequency selected and mode: Upper Side Band
(USB) or Amplitude Modulation (AM).
SDAC
The connection between the HF XCVR and the System Data Acquisition
Concentrator (SDAC) lets the use of the HF system in transmission mode
be recorded. The connection is obtained through the Push To Talk (PTT)
switch. In case of continuous emitting during more than one minute, the
ECAM displays in amber: COM: HF 1/2 EMITTING.
AMU
The HF system is linked to the Audio Management Unit (AMU) for
connection to the audio integrating and SELective CALling system. The
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Audio Control Panels (ACPs) are used for HF transmission or reception

selection mode and control of the received audio signal levels through
the AMU.
LGCIU
The Landing Gear Control and Interface Unit (LGCIU) indicates the
flight or ground status of the aircraft. This information is used by the HF
BITE, in order to count the flight legs in case of Centralized Fault Display
Interface Unit failure (CFDIU).
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RMP ... CFDS
VHF SYSTEM D/O (3)

VHF TRANSCEIVER LGCIU
The Very High Frequency (VHF) system is used for all short-range voice The Landing Gear Control and Interface Unit (LGCIU) indicates the
communications between different aircraft in flight or between the aircraft flight or ground aircraft status. This information is used by the VHF
and ground stations. Optionally, aircraft can have the VHF Data Link BITE, in order to count the flight legs in case of Centralized Fault Display
(VDL) system, to communicate via the data mode, in addition to the voice Interface Unit (CFDIU) failure.
mode.
CFDS
RMP
For maintenance purposes, a BITE is integrated in the VHF transceiver.
The Radio Management Panels (RMPs) are used for VHF frequency The BITE functions of the VHF transceiver are monitored by the
control and display. The VHF transceiver has 2 serial input ports : Serial Centralized Fault Display System (CFDS).
input port A for normal use and serial input port B in case of RMP failure.
The port selection is done through the discrete port selection information
signal. The selected frequency information sent to the VHF system is a
serial 32 bit word. The VHF requires one serial 32 bit word for complete
tuning data.
SDAC
The System Data Acquisition Concentrator (SDAC) acquires the VHF
Push To Talk (PTT) signal and sends this information to the ECAM and
the Digital Flight Data Recorder (DFDR). In case of continuous emitting,
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the ECAM displays:

- COM: VHF 1/2 EMITTING.
AMU
The VHF system is linked to the Audio Management Unit (AMU) for
connection to the audio integrating and SELective CALling (SELCAL)
systems. The Audio Control Panels (ACPs) are used for VHF transmission
or reception selection mode and control of the received audio signal levels
through the AMU.
T1+T2 (CFM 56) (Lvl 2&3) VHF SYSTEM D/O (3) Apr 03, 2013
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VHF TRANSCEIVER ... CFDS
T1+T2 (CFM 56) (Lvl 2&3) VHF SYSTEM D/O (3) Apr 03, 2013
SELCAL AND COCKPIT CALL SYSTEM D/O (3)

GENERAL
The SELective CALling (SELCAL) and CALL functions are done in the
Audio Management Unit (AMU) by the SELCAL/CALL card. This card
receives SELCAL calls from the ground stations via the communication
channels, a SELCAL code from the SELCAL code panel, calls from the
ground crew and the attendant stations and sends visual and aural
warnings.
SELCAL OPERATION
The SELCAL/CALL card has 7 inputs connected to the communication
receiver SELCAL outputs. These inputs are permanently scanned, and
when a SELCAL signal is present, a comparison is made with the code
programmed on the SELCAL code panel. When the 2 codes agree, a
message is sent to the various Audio Control Panels (ACPs), via the
corresponding audio cards. On the ACPs, the CALL light, corresponding
to the communication channel used, flashes amber. At the same time,
data is sent to the Flight Warning Computers (FWCs). The FWCs send
an audio call buzzer to the loudspeakers. The call is cancelled using the
RESET key on one ACP, or selecting the called channel and activating
the Push To Talk (PTT).
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GENERAL & SELCAL OPERATION
SELCAL AND COCKPIT CALL SYSTEM D/O (3)

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

after 60 seconds or when the RESET pushbutton is pressed in, on any
ACP. Information is also sent to the CIDS for re-initialization. The
automatic reset may be cancelled with the AMU pin programming.
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GROUND CALL & ATTENDANT CALL
STATIC DISCHARGING PRESENTATION (2)

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

LOCALIZATION OF THE STATIC DISCHARGERS
The disposition of the static dischargers is used for the dispatch of the
static electricity. They are located around the aircraft extremities.
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LOCALIZATION OF THE STATIC DISCHARGERS

STATIC DISCHARGERS INSTALLATION
If the aircraft has been struck by lightning the static dischargers are the
first elements destroyed and they can be easily replaced. Two kinds of
static dischargers are installed, depending on their localization on the
aircraft:
- one with a straight mounting installed at the trailing edges,
- one with a 30 degree angle mounting, installed at the tips.
Two types of retainer are installed:
- a flat retainer at the trailing edges,
- an angular retainer at the tips.
The two types are not interchangeable.
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STATIC DISCHARGERS INSTALLATION
SATCOM D/O (3)

- the Cabin Telecommunication Unit (CTU) for the cabin/passenger
SATCOM PRESENTATION telecommunications equipment to get the best performance from the
resources supplied by the SATCOM,
The function of the SATCOM system is the reception and processing of
- the MCDUs to display call status information and system
signals via satellites to supply aeronautical services in the L-Band.
configuration information for the SDU,
Aero-H+-HSD SATCOM lets the aircraft fly in the spot beam coverage
- the Multipurpose Disk Drive Unit (MDDU) installed on the pedestal
to transmit and receive multichannel voice, fax, e-mail and circuit mode
and used to up/download software,
data services. Packet mode data services and emergency calls are available
- the Flight Warning Computer (FWC), to send warnings and cautions
world-wide in the global beam. The system Aero-H+-HSD SATCOM
during the flight,
includes:
- the Audio Management Unit (AMU) to make audio transmission
- a Satellite Data Unit (SDU),
(the calls are started with the related SATCOM channel SAT 1 or
- a High Speed Data Unit (HSDU), a second HSDU is optional,
SAT 2 transmission key on the Audio Control Panel (ACP)),
- a splitter,
- the Landing Gear Control and Interface Unit (LGCIU) to transmit
- an attenuator,
air/ground information discrete outputs.
- a High Gain Antenna (HGA).
The RF signal is sent to the HPA through an attenuator and it is
The SDU is the interface to other aircraft systems. It contains all data
received from the Diplexer/Low Noise Amplifier (D/LNA).
processing functions. It also contains the modems, channel tuning
synthesizers, high-stability reference oscillator, to/from intermediate HSDU
frequency to/from L-band conversion and the High Power Amplifier The HSDU supplies one channel at a maximum data rate of 64 kb/s.
(HPA) used to amplify the SDU-generated L-band signal to a power level The HSDU gives two communication services (also known as
necessary for correct transmission to the satellite. Swift64):
SDU - the Mobile-Integrated Services Digital Network (M-ISDN) for
communications charged by minutes of connection,
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The SDU is the primary system of the SATCOM system. It does most
- the Mobile Packet Data Services (MPDS) for communications
of the data-handling, protocol, modulation/coding and
charged by the number of bits transmitted.
demodulation/decoding functions of the Aircraft Earth Station (AES).
The SDU is connected to: HGA
- the Air Data/Inertial Reference System (ADIRS) to send the relative The high gain antenna is an electronically steerable phased array.
azimuth and relative elevation command to the Beam Steering Unit Simultaneous transmission and reception of satellite signals (full
(BSU) to point the steerable beam of the HGA for best reception and duplex operation) supplies two bands of operation: receive (Rx) band
transmission, and transmit (Tx) band.
- the Centralized Fault Display Interface Unit (CFDIU) for BITE, Beam steering of the antenna is done via serial transmission of phase
- the Air Traffic Service Unit (ATSU) when the VHF link with ground shifter data from the D/LNA unit.
station is not possible,
T1+T2 (CFM 56) (Lvl 2&3) SATCOM D/O (3) Apr 03, 2013
The HGA supplies +12 dBic nominal gain with near hemispherical
coverage and can be used for the transmission of high-rate data and
voice communications.
A SATCOM antenna subsystem includes these components:
- a D/LNA which supplies the first stage of amplification and filtering
before the signals are sent to the SDU in reception mode,
- a splitter,
- an attenuator,
- a HGA (installed on top).
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SATCOM PRESENTATION - SDU ... HGA

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SATCOM D/O (3)

BITE
With the CFDS, the SATCOM system faults can be displayed on the
MCDU and can be printed on the printer.
The CFDIU has two operating modes:
- normal mode: during the normal mode, the BITE monitors the status
of the SATCOM cards in cycles and transmits this data to the CFDIU
during the flight. If a fault is detected, the BITE stores the information
in the fault memory,
- menu mode: this mode is used for communication between the CFDIU
and the SATCOM BITE through the MCDU. The BITE test can only be
started on the ground.
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BITE
CVR OPERATIONAL MODES D/O (3)

and L main landing gear shock absorbers compressed and parking
NORMAL MODE brake applied.
The A/C has a Solid State CVR (SSCVR) which records into a memory
NOTE: If the engines are shut down, the CVR must first be
block unit. In normal mode, the CVR records, on four independent
energized by pressing the GND CTL P/B on the RCDR
channels, the audio signals from the CAPT, F/O and 3rd occupant through
panel.
the Audio Management Unit (AMU). Channel 4 records the ambient
noise picked up by the area microphone and supplied through a TEST MODE
pre-amplifier to the CVR. The CVR is automatically supplied when the
aircraft is in one of the configurations given below: SOLID STATE CVR
- in flight with engines in operation or stopped, The Push-to-Test function is activated using a discrete input of the
- on the ground with one engine or more in operation, SSCVR (activated using a pushbutton RCDR/CVR TEST switch 5RK
- on the ground during the first five minutes after energization of the installed on the overhead panel). The discrete must be activated for a
aircraft electrical network, minimum of five seconds to activate this function. Once activated,
- on the ground until a maximum of five minutes after the second engine this function has an extensive set of functional tests to determine the
shutdown. integrity of the system. A successful self-test results in the status
The CVR is qualified in 115VAC and 28VDC power supply and it can discrete output being activated once. This results in the activation of
thus be installed on aircraft that obey European Aviation Safety Agency the status LED (whichever is shown) on the SSCVR. In addition to
(EASA) regulation (115VAC) or Federal Aviation Administration (FAA) the visual indication, an aural indication is given through the audio
regulation (28VDC). monitor output received at the CVR/HEAD SET JACK (on the
maintenance panel 50VU). Or, at the two loud speakers a 600 Hz tone
NOTE: The CVR can be supplied manually. To do this, push the is sent to indicate successful self-test. A 800 Hz tone is sent to the
ReCorDeR/GrouND ConTroL P/BSW. headset jack and the loud speakers for aural indication.
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ERASE MODE
NOTE: Prior to this test, the CVR must be energized by pressing
SOLID STATE CVR the GND CTL P/B with the engines not running.
The RCDR CVR ERASE P/B must be pressed for a minimum of 0.5
s to activate the erase function. Once activated, this function disables
the ability to download the previously recorded data from the Crash
Survivable Memory Unit (CSMU) using the normal download
function. A 400 Hz tone is sent through the audio monitor to indicate
a successful erase. Erase is only possible, aircraft on the ground, R
T1+T2 (CFM 56) (Lvl 2&3) CVR OPERATIONAL MODES D/O (3) Apr 03, 2013
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NORMAL MODE ... TEST MODE
CVR OPERATIONAL MODES D/O (3)

INDICATING AND RECORDING SYSTEMS/CVR
INTERFACE
The CVR has interfaces with the Centralized Fault Display Interface Unit
(CFDIU), the Air Traffic Service Unit (ATSU) and the Clock to make
the data link recording function available.
FAA/CAA OPTION
A jumper strap installed on the AMU enables Federal Aviation
Administration (FAA) /Civil Aviation Authority (CAA) recording
selection. In FAA mode, all the communications heard by the
crewmembers are recorded. This is obtained by the recording of side-tone
signal: Audio output. This lets, at the same time record all the
communications sent out by these crewmembers. In CAA mode, the
CAPT, F/O, 3rd occupant boomset microphones are "HOT " at all times
for voice/noise pick-up to reinforce the sounds picked-up by the area
mike. The mask microphones circuits are open until the oxygen pressure
switch is closed. The hand microphones are only "HOT" when the
Push-To-Talk (PTT) switch on the microphone is activated. However,
in CAA mode, as in FAA mode, the signal received in the crew's
earphones is recorded on the CVR.
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INDICATING AND RECORDING SYSTEMS/CVR INTERFACE & FAA/CAA OPTION
EMERGENCY LOCATOR TRANSMITTER SYSTEM D/O (3)

- An electronic unit,
GENERAL - A battery pack,
- An interface,
The Emergency Locator Transmitter (ELT) function is to transmit distress
- A connector.
signals. The ELT system transmits on 3 frequencies: 121.5 MHz (Civil)
The electronic unit and the battery-pack are kept in the housing. The
and 243 MHz (Military) homing-signals, and 406 MHz to the
electronic unit has two different G-switches installed (North American
COSPAS-SARSAT satellite system. The battery-pack, installed in the
and European). The battery-pack is made of five lithium batteries
ELT housing, supplies the power to operate the system. The satellite
connected together. You can get access to the battery-pack through a
system transmits the 406 MHz distress signal to a Local User Terminal
cover on the attachment side of the ELT. The cover is installed with
(LUT), when the LUT is in range. The LUT receiving range is a radius
screws. The interface includes:
of approximately 2.500 km (1367.00 NM). When the LUT is not in
- An ARM/OFF/TX switch,
receiving range, the satellite system stores the distress signal until
- An antenna connector,
transmission is possible. The LUT automatically processes the distress
- An RCP connector,
signal to identify and show the position of the aircraft to a radius of
- An indicator.
approximately 1.8 km (5900 ft). The processed data is transmitted to a
The connector is installed on the back end of the ELT (against flight
Mission Control Center (MCC). The MCC sends the data to an applicable
direction), and connects directly to the AIM. The RCP connector is
Rescue Coordination Center (RCC), where Search And Rescue (SAR)
used to connect an RCP, or a Beacon Message Programmer (BMP).
operations are started. The 121.5 MHz and 243 MHz signals are used to
The ELT is programmable to one of the five approved protocols:
find the aircraft in the final stage of SAR operation.
- Serialized Aviation User Protocol,
ELT DESCRIPTION - Aviation User Protocol,
- 24 bit Aircraft Address Number,
The ELT system includes these components: - Aircraft Operator Designator Number and Serial Number,
- An ELT,
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- Serial Number Protocol.

- An Aircraft Identification Module (AIM),
- A Remote Control Panel (RCP), AIRCRAFT IDENTIFICATION MODULE
- An antenna, installed on the upper external fuselage between FRame The AIM is installed on the same support bracket as the ELT, and is
64 and FR65, held in position with bolts, washers and nuts. It is connected directly
- An indicator, to the ELT connector and has a connector on the rear side for
- A horn. connection to a BMP.
EMERGENCY LOCATOR TRANSMITTER REMOTE CONTROL PANEL
The ELT is installed with bolts, washers and nuts on a support bracket, The RCP is installed on the cockpit overhead-panel and held in
and the interface points in flight direction. The ELT has an aluminum position with two captive screws. It is an enclosed box with a lighted
alloy housing which includes these components: front panel. The front panel has an ON-ARMED-TEST/RESET switch
T1+T2 (CFM 56) (Lvl 2&3) EMERGENCY LOCATOR TRANSMITTER SYSTEM D/O (3) Apr 03, 2013
and an ON indicator. The ON-ARMED-TEST/RESET switch has a
switch guard. The back panel has an identification placard and a 19-pin
connector to connect the RCP to the ELT.
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GENERAL & ELT DESCRIPTION

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EMERGENCY LOCATOR TRANSMITTER SYSTEM D/O (3)

ELT OPERATION REMOTE CONTROL PANEL
The RCP operates the ELT from a different location in the aircraft.
EMERGENCY LOCATOR TRANSMITTER The RCP can:
The ELT operates automatically or manually. The battery-pack - Manually start ELT operation (if the ELT ARM/OFF/TX switch is
supplies the power to operate the ELT. set to the ARMED position),
The signal transmission can continue for approximately fifty hours. - Reset ELT operation to the ARMED mode (this is not applicable
The three-position switch controls three modes: when the ELT ARM/OFF/TX switch is set to the TX position),
- OFF mode: there is no power available from the battery-pack and - Start and monitor a BITE test.
the ELT circuits are not energized. The ELT cannot detect a crash or The ON-ARMED-TEST/RESET switch has these functions:
transmit rescue signals. You cannot operate a BITE test in this mode, - Set to the ON position for manual operation of the ELT. You must
- ARMED mode: the necessary circuits are energized and the ELT lift the switch guard to set the switch to the ON position,
can detect a start signal from the G-switch, the RCP or the ELT - Set to the ARMED position for automatic operation of the ELT. The
ARM/OFF/TX switch. After the signal is received, the ELT switches switch is kept in the ARMED position by a switch guard. The switch
to transmit mode. You can operate a BITE test in this mode. There guard stops accidental operation of the ELT,
are 3 different types of operation in the armed mode: - Set to the TEST/RESET position to start an ELT BITE test, or to
- Automatic operation occurs when the G-switch detects an impact reset ELT operation to the ARMED mode. Set the switch to the
sufficient to start the transmit mode, TEST/RESET position for not longer than 2 seconds to start a BITE
- Manual operation occurs when you need to transmit a signal (aircraft test.
out of operation, injured passengers/crew members), or when you do The ON indicator comes on when the ELT operates, or to give the
a BITE test, BITE test result. During ELT transmission the indicator slowly flashes
- Accidental operation occurs when the ELT is connected to its system continuously.
in the A/C and the G-switch starts transmission without a real
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emergency (hard landing). BITE TEST

- Transmit mode: the ELT starts to transmit 121.5/243 MHz and 406
This BITE test can be done with the RCP or the ELT.
MHz signals to the antenna.
On the RCP:
AIRCRAFT IDENTIFICATION MODULE - Set the ON-ARMED-TEST/RESET switch to the TEST/RESET position
The AIM automatically programs the 406 MHz message in the ELT for not longer than two seconds, then back to the ARMED position,
with one of the different message protocols. During an ELT BITE - The indicator flashes two times,
test the AIM transmits this aircraft identification code to the ELT. - An emergency signal can be heard on the 121.5 MHz frequency, at the
After the data transfer occurs the AIM verifies that the data was cockpit loudspeaker.
transmitted correctly. You can also program the AIM with a NULL On the ELT:
message that will not reprogram the ELT.
- Set the ARM/OFF/TX switch to the OFF position and then back to the
ARM position,
- The indicator flashes two times,
- An emergency signal can be heard on the 121.5 MHz frequency, at the
cockpit loudspeaker.
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ELT OPERATION & BITE TEST

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CIDS COMPONENT LOCATION (2)

CABIN INTERCOMMUNICATION DATA SYSTEM
OVERVIEW
The Cabin Intercommunication Data System (CIDS) is used for the control
and management of cabin systems.
The CIDS includes two directors, a touch-screen Flight Attendant Panel
(FAP) and Decoder/Encoder Units (DEU). The touch-screen FAP controls
and shows the status of the CIDS. The Cabin Assignment Module (CAM),
the On-Board Replaceable Module (OBRM) and the Prerecorded
Announcement and Music (PRAM) flash cards are integrated in the FAP.
T1+T2 (CFM 56) (Lvl 2&3) CIDS COMPONENT LOCATION (2) Apr 03, 2013
CABIN INTERCOMMUNICATION DATA SYSTEM OVERVIEW

COMPONENT LOCATION
CIDS DIRECTORS
Directors 1 and 2 are installed in avionics rack 80 VU.
COMPONENT LOCATION - CIDS DIRECTORS

DECODER/ENCODER UNITS
DEUs type A and B are installed behind the ceiling panels. The number
of DEUs installed can change in relation to the fuselage length and
the configuration of passenger entertainment systems. On the A321
for example, a maximum of 17 DEU-As and 8 DEU-Bs can be
installed. DEUs type A are not interchangeable with DEUs type B.
COMPONENT LOCATION - DECODER/ENCODER UNITS
CIDS DIRECTOR/DEU ARCHITECTURE (3)

GENERAL CABIN LIGHTS
The cabin lights include:
The Cabin Intercommunication Data System (CIDS) includes: - entrance, windows & ceiling lights,
- the central control components, the DIRectors, - lavatory lights, equipped with LED technology and fluorescent lamp,
- the main user interface, the Flight Attendant Panel (FAP), - attendant lights, equipped with LED technology,
- and the data interfaces, the Decoder/Encoder Units (DEUs). - reading lights, equipped with LED technology.
The cabin interphone and some Passenger Address (PA) audio are
transmitted in a bi-directional way via the Audio Management Unit LOUDSPEAKERS
(AMU) between the cockpit and the DIRs. The cockpit handset is directly The loudspeakers are linked to the Passenger Interface Supply
linked to the DIRs via 1 discrete signal and 2 analog signals. The touch Adapters (PISAs) installed in the Passenger Service Units (PSUs),
screen FAP controls and indicates the status of the CIDS. The and directly connected to DEUs A and stand alone PISAs, close to
PRerecorded Announcement and Music (PRAM), Cabin Assignment the attendant station and in each lavatory. They are all identical and
Module (CAM) and On Board Replaceable Module (OBRM) flash cards are used for:
are integrated into the FAP. - passenger address announcements,
- call chimes (optional).
DEU A
NOTE: One PISA is installed in each PSU.
Maximum of sixteen type A DEUs are installed above the windows in
the cabin ceiling and close to the center ceiling for the DEUs in the PASSENGER CALL
entrance area. Each DEU type A is controlled by the active DIR. The Pushbuttons are fitted in the PSUs above each seat row and in the
DEUs type A are connected to one of the two data-bus top lines (i.e. : lavatories.
two wire twisted and shielded cable). A broken wire in one top-line bus
will only affect the type A DEUs behind the crack on this bus. The type READING/LIGHT
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A DEUs of the other top-line bus will work without disturbance. Reading lights are supplied by the active CIDS DIR via type A DEUs
and PISAs.
PASSENGER SIGNS
The passenger signs; equipped with Light Emitting Diode (LED) ATTENDANT LIGHT
technology; include NO SMOKING or the optional NO Attendant lights are supplied by the active CIDS DIR via type A DEUs
ELECTRONIC DEVICE lights, FASTEN SEAT BELT lights, NON and the stand alone PISAs.
SMOKER ZONE lights and RETURN TO SEAT lights in the
lavatories. Furthermore, for the passenger call system, the seat row
lights are connected to the type A DEUs.
T1+T2 (CFM 56) (Lvl 2&3) CIDS DIRECTOR/DEU ARCHITECTURE (3) Apr 03, 2013
DEU B AAP
One Additional Attendant Panel (AAP) is installed near the aft (and
A maximum of 8 type B DEUs are installed near the exit doors in the middle for A321) attendant stations.
center ceiling. They are connected to the DIRs via a middle line data bus.
DEU B location may vary with specific airline requirements. SWITCH PANEL
The switch panel is installed adjacent to the middle RH and exit RH
SLIDE PRESSURE SYSTEM
attendant station.
The DIRs receive signals from the bottle pressure sensors via type B The switch panel has the following functions:
DEUs. If the pressure is low, the message CHECK SLIDE PRESSURE - Indication of the EVAC alert,
is displayed on the located zone of the DOORS/SLIDES page on the - Reset of the acoustic and visual EVAC alert indications, related to
FAP. the respective attendant station,
DOOR PRESSURE SYSTEM - Reset of all acoustic and visual lavatory smoke warnings.
The DIRs receive signals from the bottle pressure sensors via type B POTABLE & WASTE WATER SERVICE PANEL
DEUs. If the pressure is low, the message CHECK DOOR PRESSURE Due to the door switch on potable or waste water service panel, the
is displayed on the located zone of the DOORS/SLIDES page on the service door open information is sent to the FAP, through a discrete
FAP. signal to the DEU B, and to the active DIR.
CREW INTERPHONE SYSTEM DRAIN MAST CONTROL UNIT
The cabin crew interphones are linked to the type B DEUs via 1 The DIRs receive signals from the drain mast control unit via the type
discrete and 2 analog audio signals. B DEUs. If the drain mast heater or the control unit fails, a related
message is displayed and the CAUTion light on the FAP comes on.
NOTE: From each attendant station it is possible to communicate
with personnel at the service interphone connections. WASTE LIQUID LEVEL SENSOR
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EPSU The Liquid Level Sensor (LLS) is installed in the upper section of the
waste holding tank, it is connected electrically to the DEUs B. When
The Emergency Power Supply Units (EPSUs) are connected to type the waste holding tank content level is at full, the liquid level sensor
B DEUs for the emergency lighting system test. sends a discrete signal to DEUs B.
AIP WASTE LIQUID LEVEL TRANSMITTER
One Attendant Indication Panel (AIP) is installed near each attendant The Liquid Level Transmitter (LLT) is installed in the bottom section
seat for message purposes. of the waste holding tank, it is connected electrically to the DEUs B.
ACP It monitors the contents level in the waste holding tank, the liquid
One basic and one optional Area Call Panel (ACP), equipped with level transmitter sends an analog signal to DEUs B.
LED technology, can be connected to each DEU B.
FLUSH CONTROL UNIT
The Flush Control Unit (FCU) is an electronic assembly installed on
the supporting frame of the toilet assembly. The unit controls the time
and sequence of the toilet operation during the flush cycle.
VACUUM GENERATOR
The vacuum generator sends an overheat signal to the type B DEUs
via a discrete line.
LAVATORY SMOKE DETECTOR
The lavatory smoke detectors are connected to the type B DEUs via
Controller Area Network (CAN) bus.
WATER QUANTITY TRANSMITTER
The water quantity transmitter transmits an analog signal to the type
B DEUs.
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GENERAL ... DEU B
CIDS DIRECTOR DESCRIPTION/OPERATION (3)

GENERAL FUNCTIONS
For redundancy, the system has two identical directors (DIRs). In normal The DIR is a central control and interface component of the CIDS. The
operation, DIR 1 is active and DIR 2 is in hot stand-by. DIR 2 receives current cabin layout and properties of layout related equipment are stored
and computes the same data as DIR 1 but its outputs are disabled when in the DIRs. The DIR provides the following functions:
director1 is available. The director commands cabin equipment via - the transmission of digitized audio signals,
Decoder/Encoder Units (DEUs). The cargo smoke system is linked by - the transmission of control data and commands,
Controller Area Network (CAN) buses. The Flight Attendant Panel (FAP) - the adaptation of received DEU data,
is linked by ethernet buses. - the control of other CIDS functional units,
Each DIR is separated in two parts: - the control of the FAP,
- the DIR main functions with the integrated Vacuum System Control - the data transfer to the Passenger Entertainment System (PES),
(VSC) function, - the service interphone system,
- the smoke detection board. - the control of the Additional Attendant Panel (AAP) via type B DEUs,
Both parts work independently with segregated hardware and software. - the interface to cockpit and avionics compartment,
System reconfiguration for the installation of options, cabin - the handling of cabin systems related inputs and outputs,
reconfiguration or Cabin Intercommunication Data System (CIDS) - the control and interface of other systems,
expansion is limited to software database changes. These databases are - the realization of programming functions,
the On Board Replaceable Module (OBRM) and Cabin Assignment - the realization of test functions,
Module (CAM). The CIDS is also designed to detect internal and external - the activation of emergency mode with minimum power consumption.
faults. The CIDS is a Type 1 system. The DIRs are connected by ARINC
data buses to the Centralized Fault Display System (CFDS) for
maintenance purposes. In the normal mode, the SerViCE BUS supplies
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the FAP (with the optional power supply with CIDS A318 type, the FAP
is supplied by the HOT BAT BUS), all DIRs, and all DEUs with 28V
DC. The system operates at full capacity. In the emergency mode, only
the ESSential BUS supplies 28V DC to the CIDS. The type A DEUs,
which are connected to the top lines, are then only supplied with power
when a Passenger Address (PA) signal is present. If there is no PA signal,
the DIR operates the top line cut-off relays to stop the power supply to
the DEUs.
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GENERAL & FUNCTIONS

NORMAL POWER SUPPLY
The DIRs are continuously energized when the ESS and SVCE BUS are
energized. In normal operation, the ESS BUS supplies:
- the active DIR,
- all the circuit in DEU A which is necessary for PA operation,
- all the circuit in DEU B which is necessary for PA and interphone.
In normal operation, the SVCE BUS supplies:
- the hot stand by DIR,
- the remaining non essential circuit of the DEUs,
- the FAP.
NOTE: The SVCE BUS also supplies, the Area Call Panels (ACPs),
the Attendant Indication Panels (AIPs) and the AAP, via DEU
B.
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NORMAL POWER SUPPLY

ABNORMAL POWER SUPPLY
SERVICE BUS UNAVAILABLE
If SVCE BUS power is unavailable, the essential bus supplies power
to the CIDS. The system only operates with minimum functions:
- Passenger Address,
- Cabin interphone,
- EVAC,
- Smoke indication.
In this configuration, the type A DEUs only receive power when there
is an audio signal. If there is no audio signal, the director operates the
Top Line cut-off relay to stop the power supply to the DEUs.
NOTE: The AIPs and the ACPs are also unserviceable because they
receive SVCE BUS power from the type B DEUs.
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ABNORMAL POWER SUPPLY - SERVICE BUS UNAVAILABLE

ABNORMAL POWER SUPPLY (continued)
PASSENGER ADDRESS OPERATION
If a PA operation is done, the top line cut-off relay is no longer
energized, and then the ESS BUS supplies the circuit in type A DEUs
which is necessary for PA operation.
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ABNORMAL POWER SUPPLY - PASSENGER ADDRESS OPERATION

ESSENTIAL BUS UNAVAILABLE
If the ESS BUS power is lost, circuit in the directors and DEUs
switches the essential circuits to the SVCE BUS. This keeps full CIDS
capabilities except for emergency mode operation.
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ABNORMAL POWER SUPPLY - ESSENTIAL BUS UNAVAILABLE

MAIN BUSES UNAVAILABLE
If the aircraft loses main power: the SVCE BUS and the ESS BUS,
and the emergency exit lights switch is set to arm or on, all CIDS
units, which are supplied by ESS BUS, are switched automatically to
the HOT BATtery BUS.
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ABNORMAL POWER SUPPLY - MAIN BUSES UNAVAILABLE

BITE
SELF-TEST
On CIDS energization or reset, all DIR interfaces are disabled and
the DIRs are initialized (self-test). The self-test is repeated periodically.
It also includes a test of the data bus lines. The power connections are
arranged such that DIR 1 is normally fully active and in control of
the CIDS. DIR 2 is in a hot-standby mode. A failure in the initialization
process in DIR 1 causes a deactivation of the DIR 1 hardware and a
switchover of control to DIR 2. If the self-test of DIR 1 fails, DIR 2
takes over. At the same time, the power transfer relay is de-energized.
This prepares DIR 2 to be supplied from the ESS BUS in abnormal
or emergency mode.
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BITE - SELF-TEST

BITE (continued)
SERVICE BUS FAILURE
The DIRs internal normal power sensing circuits are always checking
if power is available on the SVCE BUS. If the power fails, the
following action occurs:
- as long as DIR 1 is OK, the power transfer relay remains energized,
- via the closed contact, DIR 1 sends a signal to energize the top line
cut-off relay.
With the top line cut-off relay energized the emergency mode is
activated. In emergency mode, the power from the ESS BUS is
disconnected from all type A DEUs as long as no PA announcements
are made.
NOTE: Type B DEUs are directly supplied from the ESS BUS but
only for PA and interphone operations.
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BITE - SERVICE BUS FAILURE

BITE (continued)
PASSENGER ADDRESS ACTIVATION
Activation of the PA system causes the top-line cut-off relay
de-energization by the DIR 1. Power from the ESS BUS supplies the
ESS circuits of type A and B DEUs, and DIRs.. All BITE results are
stored in the DIR BITE dedicated memory. The following items may
give failure indications:
- the CIDS CAUTion light,
- the ECAM warning page,
- the ECAM status page,
- the respective MCDU pages.
The following items of equipment have their own BITE functions and
send their BITE status to the DIRs:
- each DEU,
- the FAP,
- the connected equipment such as PES.
The DEUs are able to test the connected equipment.
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BITE - PASSENGER ADDRESS ACTIVATION
CIDS TYPE A DEU DESCRIPTION/OPERATION (3)

GENERAL TOP LINE DATA BUS
Top line data buses link the directors (DIRs) to type A Decoder/Encoder One top line data bus on each side of the passenger cabin connect the
Units (DEUs) for passenger related functions. One twisted pair of cable type A DEUs to the directors. Top lines are bi-directional serial high-speed
on each cabin side connects all type A DEUs installed on the same side. data buses.
FUNCTIONS NOTE: Note: The last connection box on the top line includes a bus
termination resistor for impedance matching.
The Cabin Intercommunication Data System (CIDS) uses each type A
DEU to control cabin lighting, signs and cabin loudspeakers according CONNECTION BOX
to cabin parameters programmed in the Cabin Assignment Module
(CAM). The passenger functions are centralized in the Passenger Service Each connection box is connected to a DEU. It gives the DEU its own
Unit (PSU). The Passenger Interface and Supply Adapter (PISA) is the address by the two coding switches. This method enables replacement
PSU interface with the DEU A. A PISA is integrated into each PSU. Each of DEUs without selecting their address.
DEU can control up to 6 PISAs or stand alone PISAs. One PISA interfaces
with: CIDS POWER-UP
- reading light switches and Light Emitting Diode (LED) reading lights, When the CIDS is powered-up or reset, the DIR follows a power-up
- passenger call buttons and call lights/seat row numbering lights, routine. This includes the initialization and testing of each DEU and
- loudspeakers, connected equipment. The test results are transmitted to the DIR which
- No Smoking (NS) and Fasten Seat Belt (FSB) signs. compares them with its programmed data to decide on their status. At
One stand alone PISA interfaces with: least 95 % of possible DEU failures are automatically detected.
- loudspeaker,
- NS, FSB signs FAIL SAFE OPERATION
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- Attendant work lights.

Each type A DEU interfaces with: A broken wire in one top-line bus will only affect the type A DEUs behind
- PISAs and STA PISAs, the crack on this bus. The sound level of the operable top line is increased
- loudspeakers, to make sure that the Passenger Address (PA) distribution is fulfilled for
- fluorescents strips and ballasts units, the other (not operable) top line side. An open circuit disables all DEUs
- NS and FSB signs. after the break in the line.
EMERGENCY FUNCTIONS
All DEUs operate in emergency mode when the DC SerViCE bus is no
longer powered. The DEUs are then supplied from the DC ESSential
T1+T2 (CFM 56) (Lvl 2&3) CIDS TYPE A DEU DESCRIPTION/OPERATION (3) Apr 03, 2013
bus. The type A DEU PA circuits and type B DEU interphone circuits
remain operational.
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GENERAL ... EMERGENCY FUNCTIONS

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CIDS TYPE B DEU DESCRIPTION/OPERATION (3)

- Liquid Level Transmitter (LLT),
GENERAL - potable water quantity transmitter,
- vacuum generator overheat signal.
Middle line data buses link the directors (DIRs) to type B
Decoder/Encoder Units (DEUs) for cabin crew related functions. One MIDDLE LINE DATA BUS
twisted pair of cable on each cabin side, above the ceiling, connects all
type B DEUs installed on the same side. One middle line data bus on each side of the passenger cabin connects
the type B DEUs to the DIRs. Note that the last connection box on the
FUNCTIONS middle line includes a bus termination resistor for impedance matching.
Middle lines are bi-directional serial high-speed data buses.
Up to 8 type B DEUs can be installed in the cabin. The Cabin
Intercommunication Data System (CIDS) uses each type B DEU to control CONNECTION BOX
the different devices needed by the cabin crew and the aircraft systems.
The Attendant Indication Panels (AIPs), located in the cabin crew stations, Each connection box is connected to a DEU. It gives the DEU its own
indicate (in written form) Passenger Address (PA), INTerPHone (INTPH) address by the two coding switches. This method enables replacement
and other system information to the cabin crew. The Additional Attendant of DEUs without selecting their address.
Panel (AAP), located in the aft cabin, to remote control of light, evac and
reset. The switch panel located adjacent to the middle RH and exit RH CIDS POWER-UP
attendant station, gives indication of the EVAC alert, on reset of acoustic
When the CIDS is powered-up or reset, the DIR follows a power-up
and visual EVAC alert indications related to the respective attendant
routine. This includes the initialization and testing of each DEU and
station, or reset of all acoustic and visual lavatory smoke warnings. The
connected equipment. The test results are transmitted to the DIR which
Area Call Panels (ACPs) located on the ceiling near the cabin crew
compares them with its programmed data to decide on their status. At
stations, draw the cabin crew attention by colored lights. Each cabin crew
least 95 % of possible DEU failures are automatically detected.
station has a handset for passenger address and interphone functions. The
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following equipments are connected to type B DEUs: FAIL SAFE OPERATION

- drain mast control unit,
- Emergency Power Supply Units (EPSUs), A failure of one middle line disables all cabin crew functions in the middle
- slide and door sensors, line side.
- call lights,
- lavatory smoke detectors, EMERGENCY FUNCTIONS
- waste service panel, All DEUs operate in emergency mode when the DC SerViCE bus is no
- potable water service panel, longer powered. The DEUs are then supplied from the DC ESSential
- flush control unit, bus. The type A DEU PA circuits and type B DEU INTPH circuits remain
- Liquid Level Sensor (LLS), operational.
T1+T2 (CFM 56) (Lvl 2&3) CIDS TYPE B DEU DESCRIPTION/OPERATION (3) Apr 03, 2013
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GENERAL ... EMERGENCY FUNCTIONS
T1+T2 (CFM 56) (Lvl 2&3) CIDS TYPE B DEU DESCRIPTION/OPERATION (3) Apr 03, 2013
CIDS DEU MOUNT DESCRIPTION (3)

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

connection box of each line, for impedance matching.
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T1+T2 (CFM 56) (Lvl 2&3) CIDS DEU MOUNT DESCRIPTION (3) Apr 03, 2013
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DEU MOUNT DESCRIPTION
T1+T2 (CFM 56) (Lvl 2&3) CIDS DEU MOUNT DESCRIPTION (3) Apr 03, 2013
ATTENDANT INDICATION PANEL (AIP) D/O (3)

and one with 8 characters width. The outer left section is used to show
GENERAL the handset status information. The middle section is left blank and
will not be used. The outer right section will show information about
The Attendant Indication Panel (AIP) is a display panel which indicates
the desired interphone station or system function. For special high
the system information processed by the Cabin Intercommunication Data
priority calls, the full width of the top line of the display will be used.
System (CIDS). The AIP is installed near all attendant stations which
have a handset for Passenger Address (PA) and interphone purposes. Lower Row
The lower row of the display indicates the system information which
FUNCTIONS
is derived from the CIDS.
The AIP fulfills the following functions:
- display of handset-related information,
- interphone system messages,
- PA system messages,
- passenger (PAX)-lighted signs activation information,
- PAX call indication,
- miscellaneous information.
BITE
The circuitry of the AIP includes BITE circuitry. No internal BITE
memory is available, but a BITE output indicates the operational status
of the AIP. The presence of this output of a 1 Hz waveform indicates
"AIP OK" to the connected Decoder/Encoder Unit (DEU) B. The BITE
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capabilities include power-up tests and automatic periodic tests.
MESSAGES
The AIP has a display area with an alphanumerical display in two rows,
each with 16 characters. Additionally, red and green indicator lights are
available and used as attention getters.
Upper Row
The upper row of the display area is used for the indication of
information concerning the cabin and flight crew interphone system.
The upper row is divided into 3 sections, 2 sections with 4 characters
T1+T2 (CFM 56) (Lvl 2&3) ATTENDANT INDICATION PANEL (AIP) D/O (3) Apr 03, 2013
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GENERAL ... MESSAGES

MESSAGES (continued)
Handset Operation Related Messages (PART 1)
The texts shown for the handset operation are derived from the
combination of 2 texts shown in the outer left and right sections. The
text shown in the outer left display indicates the operational status of
the associated handset station. The following texts (max. 4 characters)
can appear: (see table 1). Texts shown in the outer right section of the
display area indicate the selected function or, if the station is called,
the designation of the calling station will be displayed. The following
texts will appear:
- PA related messages (see table 2),
- interphone related messages (see table 3),
- indications at called station (outer right section).
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MESSAGES - HANDSET OPERATION RELATED MESSAGES (PART 1)

Handset Operation Related Messages (PART 2)
For the indications at the calling station (outer right section), see table
4. For the Indications of high priority interphone functions at all
stations (whole upper row), see table 5. The System Status Related
Messages are available and will be displayed on the lower row of the
display as long as the respective function is done, (see table 6).
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MESSAGES - HANDSET OPERATION RELATED MESSAGES (PART 2)

AIP Indicator Operation
The AIP indicators will be used as attention getters and they will be
operated in conjunction with the respective messages. The operation
of the AIP indicators, with respect to the different system functions,
is listed in the table 7.
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MESSAGES - AIP INDICATOR OPERATION
AREA CALL PANEL (ACP) INDICATIONS (3)

GENERAL
The Area Call Panel (ACP) is installed at each end of the cabin to the
right and left hand sides of the centerline in the ceiling. The ACP has
four separately controlled fields, each field contains colored Light
Emitting Diodes (LEDs). The lights can be seen from the front or rear of
the ACP. The following colors are the standard colors for the lamps:
- color 1: amber,
- color 2: pink (optionally green),
- color 3: pink (optionally green),
- color 4: blue.
The fields are activated either continuously or flashed. They are used as
cabin attendants attention getters. A call via cabin or cockpit interphone
will come on pink on the indicator, a blue light indicates PAX-seat call
and an amber light indicates a lavatory call.
OPERATION
Five discrete connections link each ACP to a nearby Decoder/Encoder
Unit (DEU) B. One is for each field and one for a common connection
to the LEDs. The DEU B switches the LEDs. Any field or combination
of fields can be flashed.
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GENERAL & OPERATION
T1+T2 (CFM 56) (Lvl 2&3) AREA CALL PANEL (ACP) INDICATIONS (3) Apr 03, 2013
CABIN ATTENDANT HANDSET PRESENTATION (2)

GENERAL
Each attendant station has a handset for public announcement, interphone
dialing and communication. The handset rests in a cradle.
FUNCTION
The handset and cradle fulfill the following functions:
- the hook-off sensing,
- the Push-To-Talk (PTT) switching,
- the Passenger Address (PA) announcement,
- the interphone.
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T1+T2 (CFM 56) (Lvl 2&3) CABIN ATTENDANT HANDSET PRESENTATION (2) Apr 03, 2013
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GENERAL & FUNCTION
T1+T2 (CFM 56) (Lvl 2&3) CABIN ATTENDANT HANDSET PRESENTATION (2) Apr 03, 2013
PASSENGER ADDRESS SYSTEM DESCRIPTION (3)

GENERAL PRIORITY
The Cabin Intercommunication Data System (CIDS) directors (DIRs) The basic levels of priority are the following ones:
accept audio signals from the various Passenger Address (PA) sources - 1st priority: Flight compartment,
in the aircraft. The active DIR assigns priorities to each source. It transmits - 2nd priority: Cabin attendant stations,
the signal in digital form via the two top-line data buses to the type A
Decoder/Encoder Units (DEUs) and, optionally via the Passenger - 3rd priority: Prerecorded announcement,
Entertainment System Main Multiplexer (PESMMUX), to each Passenger - 4th priority: BGM and/or entertainment system (if installed).
Control Unit (PCU). The type A DEUs send the signal to the cabin As an option the FWD attendant station could have the 2nd level of
loudspeakers for broadcasting. The announcements can be heard, at each priority, in this case the other attendant stations will have the 3rd level of
passenger seat, with a headset. priority. The levels of priority and the defined options are programmed
in the Cabin Assignment Module (CAM) flash card integrated into the
SOURCES
FAP.
A PA announcement can be manually initiated from the cockpit and from
PA LEVEL
the cabin. The announcement from the cockpit can be initiated with:
- the cockpit handset, The CIDS transmits the PA announcements and the BGM to all passenger
- other equipment: handmic, boomset mic, oxygen-mask mic in related loudspeakers. When an engine is running, the PA volume is
conjunction with the Audio Control Panels (ACPs), increased automatically by + 6 dB, and by + 4 dB in the event of cabin
- the No Smoking (NS) (or optionally EXIT) and Fasten Seat Belts (FSB) depressurization, monitored by the Cabin Pressure Controller (CPC). The
switches set to ON. PA volume is also increased in case of a data bus failure (top line). If
The announcement from the cabin can be initiated with: during a PA announcement the cockpit door is opened, there is a volume
- the attendant handsets,
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decrease of the PA announcement in the cockpit door area, to avoid a

- the Flight Attendant Panel (FAP); from which the prerecorded feedback with the cockpit. The CIDS gives the possibility to change the
announcements, stored in the PRerecorded Announcement and Music volume of chimes and announcements in all defined cabin areas
(PRAM) flash card (optional) integrated into the FAP, can be selected independently. To change the settings in one area, the LEVEL
and initiated, as the BoardinG Music (BGM). Instead of the flash card, ADJUSTMENT page must be selected on the FAP. The related Adjust
PRAM-audio cassette/compact disc reproducer can be optionally installed. button must be pushed on the LEVEL ADJUSTMENT page to open the
- the Video Control Unit (VCU) if a video system is installed (optional). related VOLUME ADJUSTMENT subpanel. To select the respective
A PA announcement can be automatically initiated from the PRAM when: location the up/down buttons must be pushed on the VOLUME
- the NS (or optionally EXIT) or FSB cockpit switches are set to AUTO ADJUSTMENT subpanel. The volume of announcements and chimes is
and the landing gear is down and locked or slats and flaps are activated, increased/decreased by pushing the related plus/minus button on the
- a cabin decompression occurs. subpanel.
T1+T2 (CFM 56) (Lvl 2&3) PASSENGER ADDRESS SYSTEM DESCRIPTION (3) Apr 03, 2013
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GENERAL ... PA LEVEL
T1+T2 (CFM 56) (Lvl 2&3) PASSENGER ADDRESS SYSTEM DESCRIPTION (3) Apr 03, 2013
PASSENGER ADDRESS SYSTEM OPERATION (3)

PASSENGER ANNOUNCEMENT FROM COCKPIT
HANDMIC
To select an announcement using the handmic, the Passenger Address
(PA) transmission key located on the Audio Control Panel (ACP)
must be pressed and held. It comes on green and connects the
microphone audio to the PA system. Then, pressing the Push-To-Talk
(PTT) SW on the mic, keys the PA system, overriding lower priority
PA sources and broadcasting the speech through the cabin
loudspeakers and the passenger (PAX) headsets. To get the side tone
and to control the volume, when using the headset, the PA reception
knob must be pressed and released. It comes on white. A "PA ALL
IN USE" indication appears on all Attendant Indication Panels (AIPs).
BOOMSET/OXYGEN MASK
To make an announcement using the boomset or the oxygen mask,
the PA transmission key must be pressed and held on the ACP. It
comes on green. The handmic has also the same priority. To switch
on the PA side tone, the PA reception knob must be pressed and
released. It comes on white and controls the side tone volume. A "PA
ALL IN USE" indication appears on all AIPs.
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HANDSET
A handset is mounted on the cockpit center pedestal and contains a
PTT SW. Pressing on the PTT SW keys the PA system, overriding
lower priority PA sources and broadcasting the speech over all PA
loudspeakers and PAX headsets. A "PA ALL IN USE" indication
appears on all AIPs. The fastest way to make a PAX announcement
from the cockpit is, to pick-up the handset, push the PTT SW and talk.
T1+T2 (CFM 56) (Lvl 2&3) PASSENGER ADDRESS SYSTEM OPERATION (3) Apr 03, 2013
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PASSENGER ANNOUNCEMENT FROM COCKPIT - HANDMIC ... HANDSET
PASSENGER ADDRESS SYSTEM OPERATION (3)

PASSENGER ANNOUNCEMENT FROM CABIN
The cabin can be split into a maximum of three cabin zones, depending
on the airline options. This information is stored in the Cabin Assignment
Module (CAM) flash card. The director uses it to identify the commands
received from the cabin attendant handsets and to transmit the passenger
announcements to the relevant cabin zone. An attendant handset is
mounted at each attendant station. An AIP is installed near each handset
for display of PA-use information. When the handset is lifted, a dialing
tone (440 Hz) is heard. The top line of the AIP shows a sharp "#" symbol.
When you press the PA ALL key, a confirmation message is shown on
the AIP. If the PA call is impossible due to the priority of a call already
in progress, then the word "BUSY" appears on the AIP display. To press
the keypad RESET key always clears any handset operation and lets you
make a new key selection. The numbers of all selectable PA zones and
the respective keypad keys are stored in the CAM flash card. The CAM
flash card also contains a priority list which is established if an
announcement can be broadcasted. Once a PA call is established, the
respective "PA IN USE" message is shown on the bottom line of all AIPs.
Cockpit "PA IN USE" indicator, located on the calls panel is provided
as an option. The PTT switch keys the PA system. Side tone audio is fed
to the handset earpiece. When the PA announcement is over, you can
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disconnect the handset from the PA system as follows:

- put the handset into the cradle or,
- press the RESET button.
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PASSENGER ANNOUNCEMENT FROM CABIN
CABIN INTERPHONE SYSTEM D/O (3)

same communication mode, the source with the higher priority will have
GENERAL preference. If they have the same priority, the interphone source which
was dialed first will be given preference.
The cabin and cockpit interphone system is used for the telephone
communications between the ATTeNDant stations and, between the CALL FROM THE CABIN
ATTND stations and the cockpit. A communication is always initiated
by a dial procedure with the attendant handset or by pushbuttons on the Interphone communications are done with the attendant station handsets
CALLS panel in the cockpit. which are connected to the type B Decoder/Encoder Units (DEUs). To
initiate a call, take the handset off the hook and then select the pushbutton
SYSTEM DESCRIPTION on the keyboard. When the communication link is established, all the
visual indications in the cabin are reset when the cabin handset is taken
The Cabin Intercommunication Data System (CIDS) director (DIR)
off its hook. All ATTND stations in the cabin have a RESET key to reset
accepts audio signals from the various interphone sources in the aircraft
the interphone function, and proceeds to a new dialing.
and assigns priorities to each source. The DIR does telephone exchange
switching and call functions from cockpit call switch settings or the CALL FROM THE COCKPIT
attendant handset keypad entries. All this is done with reference to the
parameters defined in the Cabin Assignment Module (CAM). Chimes Calls from the cockpit are initiated from the CALLS panel which is
are transmitted via the top line data bus and the DEU A to Passenger connected to the DIRs. Connection of the cockpit to the cabin interphone
Address (PA) loudspeakers. In the cockpit, the amber light (flashing) on system is done using the CABin key and knob on the audio control panels.
the ATTendant transmission key on the audio control panel annunciate The call pushbuttons on the CALLS panel let the crew select the ATTND
interphone calls, accompanied by a buzzer sounds. In the cabin, the area station. On the A321, the CALLS panel has two additional pushbuttons:
call panels and Attendant Indication Panels (AIPs) are used for - the MIDdle pushbutton is used by the crew to select the middle station,
annunciation. - the EXIT pushbutton is used by the crew to select the exit station.
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PRIORITY ALL ATTENDANT CALL (CONFERENCE CALL)

All communication modes are handled with respect to the predefined The conference mode is used for the communication between more than
priorities listed below: two interphone sources.
- 1, emergency call,
CALL FROM COCKPIT
- 2, call from cockpit including an all call from cockpit, and a normal
call from cockpit, When the ALL key is selected on the cockpit CALLS panel, all the
- 3, all call from cabin station, called stations are switched to a common link to the calling station
- 4, normal call from cabin station. including cockpit.
Additionally, all interphone sources have interrelated priorities, as
assigned in the CAM. If more than one interphone source requests the
T1+T2 (CFM 56) (Lvl 2&3) CABIN INTERPHONE SYSTEM D/O (3) Apr 03, 2013
NOTE: Optionally, two P/BSWs shall be installed near each cockpit IN THE COCKPIT
crew to activate warnings in the cabin, in case of hijack, and In case of an emergency call activation, the EMER CALL light on
shall have: the cockpit CALLS panel and the amber ATT light on the audio
- distribution of special chime sequence via the cabin control panels are activated, a buzzer is also broadcast. The aural and
attendant loudspeakers, visual cockpit indications are reset with the RESET key on the audio
- message on AIP, control panel.
- ACP attention indication,
- all visual indications limited in time to avoid any reset OPTIONS
procedure.
CALL CHIME
CALL FROM CABIN
When an ATTND station is called from another ATTND station or
When the ALL ATTND key on the cabin handset is selected, all the from the cockpit, the high/low chime can be broadcast from:
called stations are switched to a common link to the calling station - the loudspeakers of the called ATTND station only,
except the cockpit. - both all ATTND and passenger loudspeakers.
EMERGENCY CALL MODIFIED AREA CALL PANELS
Instead of two steady pink lights a steady green light can be triggered
CALL FROM COCKPIT
on the calling station area call panel. The steady green light is used
The EMERgency CALL pushbutton on the CALLS panel must be for cabin ATTND to cabin ATTND calls or used for cabin information
pressed in order to initiate an emergency call from the cockpit. This to advise the cabin crew that the cockpit is ready to take-off or land.
initiates a communication between the cockpit and all cabin stations
on a common link.
CALL FROM CABIN
The EMER CALL key on one of the cabin ATTND handsets must be
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pressed in order to initiate an emergency call from the cabin. The

calling handset only calls the cockpit.
CALL INDICATIONS
IN THE CABIN
When a call is initiated, visual indications are activated on the AIPs
and area call panels, associated to the called station. High/low chimes
are also broadcast in the assigned zones through the cabin
loudspeakers.
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GENERAL ... OPTIONS

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SERVICE INTERPHONE D/O (3)

GENERAL
The SerViCE INTerphone SYStem is a voice communications system
on the ground, between the flight crew and the ground service personnel.
A communication can also be made between the attendant stations and
the dedicated jacks around or in the aircraft.
SYSTEM DESCRIPTION
The SVCE INTPH SYS is made of:
- eight interphone jacks,
- a SVCE INTerphone OVerRiDe switch, with an integral indicator light
located on the maintenance panel in the cockpit,
- five isolation units, If there is a short-circuit condition in a
maintenance-interphone jack-socket, the isolation unit will keep the
effects of the failure on the service interphone system to a minimum.
The audio lines from the cockpit, cabin and interphone jacks are routed
to the amplifiers in both Cabin Intercommunication Data System (CIDS)
directors.
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T1+T2 (CFM 56) (Lvl 2&3) SERVICE INTERPHONE D/O (3) Apr 03, 2013
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GENERAL & SYSTEM DESCRIPTION
SERVICE INTERPHONE D/O (3)

LGCIU AND SERVICE INTERPHONE OVERRIDE NOTE: When the CAB and INT keys are pressed (respectively on the
CONDITIONS ACPs in the cockpit and on the handset in the cabin), speech
communications can be established between the cockpit, the
The SVCE INTPH SYS is integrated in the CIDS directors. There are 2 cabin stations and the jacks.
modes to connect the jacks to the SVCE INTPH.
The automatic mode:
On ground only, with the landing gear down and compressed. The
Landing Gear Control and Interface Units (LGCIUs) send a ground signal
to the SVCE INTPH SYS, integrated in the directors.
The manual mode:
The SVCE INT OVRD pushbutton, on the maintenance panel, must be
pressed. Then the white ON light comes on. The aircraft is on the ground
with no signal from the LGCIUs (e.g: The LGCIUs are not supplied).
When the SVCE INT OVRD pushbutton is pressed or when the aircraft
is on jacks, a ground signal is sent to the directors.
OPERATIONS FROM COCKPIT

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

To establish a speech communication from the cabin with the SVCE
INTPH jacks, the SVCE key on the cabin attendant handset must be
pressed. The message "SERV INT" is displayed on the calling station
Attendant Indication Panels (AIPs). On all other AIPs, the steady "SERV
INT IN USE" message appears. The audio signals are digitized through
the type B Decoder/Encoder Units (DEUs) and transmitted through the
middle data bus lines to the directors. After conversion to analog signals,
they are transmitted to the jacks through audio lines.
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LGCIU AND SERVICE INTERPHONE OVERRIDE CONDITIONS ... OPERATIONS FROM CABIN STATION(S)
PASSENGER CALL SYSTEM D/O (3)

GENERAL OPTIONS
At Cabin Intercommunication Data System (CIDS) power-up a general The following options could be embodied upon customer request:
call reset will be started. Any call started from a passenger seat or a - two zone PAX to cabin ATTND calls,
lavatory activates aural and visual indications. If no passenger call is - three zone PAX to cabin ATTND calls,
made during boarding time, all seat row numbering lights will be - PAX to cabin ATTND call via cabin ATTND station loudspeakers only,
continuously lighted. If a passenger call is made during boarding time, - central reset of PAX calls for all zones on the AUDIO page, on the
the respective seat row numbering light will flash. Flight Attendant Panel (FAP),
- central reset of PAX calls zone wise, on the AUDIO page, on the FAP
PASSENGER TO CABIN ATTND CALL FROM PASSENGER and on the Additional Attendant Panel (AAP),
SEAT (ONE CABIN ZONE) - PAX call indication on Attendant Indication Panels (AIPs),
- chime inhibition for PAX to cabin ATTND calls.
When a passenger (PAX) seat call P/B is pressed on the Passenger Service
Any of these options, once adopted, will be integrated in the Cabin
Unit (PSU):
Assignment Module (CAM) flash card into the FAP.
- the associated seat row numbering light comes on,
- a high 1 chime is broadcasted over all attendant (ATTND) and PAX 2/3 CABIN ZONES
loudspeakers, When a passenger seat PAX call P/B is pressed on the PSU:
- the blue Light Emitting Diode (LED), on all Area Call Panels (ACPs) - the visual annunciation (blue) of a PAX to cabin ATTND call will
comes on continuously. be effective on the ACP assigned to the PAX compartment where the
If several P/Bs are pressed simultaneously, a maximum of three chimes call has been initiated,
sound. The call indications associated with an activated P/B are reset - the aural call annunciation (1 high chime) will be broadcasted via
when the same P/B is pressed a second time. the cabin and ATTND loudspeakers assigned to the PAX compartment
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where the call has been initiated.

PASSENGER TO CABIN ATTND CALL FROM
LAVATORIES (ONE CABIN ZONE) PASSENGER TO CABIN ATTND CALL VIA CABIN
ATTND STATION LOUDSPEAKERS ONLY
Basic version: When a lavatory call P/B is pressed:
The visual call annunciation will be effective on the ACP assigned to
- the integrated call light comes on,
the PAX compartment where the call has been initiated. The aural
- a chime is broadcasted over all ATTNDs and PAX loudspeakers,
call annunciation will be broadcasted via the cabin ATTND
- the amber LED comes on continuously on the respective ACP,
loudspeakers assigned to the PAX compartment where the call has
- the respective lavatory call amber LED comes on.
been initiated.
Pressing the respective lavatory call P/B a second time resets the
associated call indications.
T1+T2 (CFM 56) (Lvl 2&3) PASSENGER CALL SYSTEM D/O (3) Apr 03, 2013
CENTRAL RESET OF PASSENGER CALLS FOR ALL The results of this call are the same as the one defined when the call
ZONES FROM THE FAP is initiated from the PSU with all possible options.
A specific Call Reset button for all PAX calls from all zones is
localized on the AUDIO page on the FAP. Both aural and visual
indications are reset when this P/B is pressed.
CENTRAL RESET OF PASSENGER CALLS ZONE WISE
FROM THE FAP AND AAP
A central reset button for the forward section is localized on the
AUDIO page on the FAP. A CALL RESET button for the aft section
is installed on the AAP.
PASSENGER CALL INDICATION ON AIP
The seat row number with a LH or RH reference or the location of
the respective lavatory will be shown in clear text on the AIPs. A
second received call will be shown after reset of the first call, if more
than one call if designed at any AIP. The respective indications
disappear when the call has been reset by pushing the CALL button
again. If two or three zone PAX calls are selected, the individual calls
will be indicated only on the AIPs which are assigned to that particular
PAX compartment call zone.
CHIME INHIBITION FOR PASSENGER TO CABIN
ATTND CALLS
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A chime Inhibit button is set on the AUDIO page on the FAP for
chime inhibition. The button must be pushed in order to inhibit the
call chimes. If the button is pushed again the call chime is activated
again. Only the chime is inhibited, visual indications remain
unaffected.
CALL FROM PCU
If a Passenger Entertainment System (PES) is installed in the aircraft
with the Passenger Services System (PSS) embodied, a PAX to cabin
ATTND call can be initiated from the Passenger Control Unit (PCU).
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GENERAL ... OPTIONS

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PASSENGER LIGHTED SIGNS D/O (3)

GENERAL AUTOMATIC MODE
For the automatic mode, the 3 position NO SMOKING SW installed
EXIT signs lighting is achieved by a 3 position NO SMOKING SW in the flight compartment has to be set in the AUTO position. When
(ON/AUTO/OFF) in the flight compartment for EXIT signs in the cabin. the landing gear is down and locked the NS and EXIT signs are
Fasten Seat Belt (FSB) and Return To Seat (RTS) signs lighting is switched on. The visual and aural indications are the same as in the
achieved by a 2 position SEAT BELTS SW (ON/OFF) (AUTO third manual mode.
position in option) in the flight compartment for FSB signs in the cabin
and the RTS signs in the lavatories. FASTEN SEAT BELT AND RETURN TO SEAT SIGNS
NOTE: The option "Non Smoker aircraft at first power up" is MANUAL MODE
standardized. The aircraft acts as a "Non-Smoker Aircraft" from The 2 positions SEAT BELTS SW installed in the flight compartment
the first flight on without any manual reprogramming. In this can be set in the ON/OFF position for activation/deactivation of the
case all NS signs will be on at every power up. The non-smoker FSB and RTS signs. Visual indication: The FSB signs at the seat row
aircraft at power up will be set in the CAM as a default setting. signs and the RTS signs at the lavatories are switched on/off. Aural
On signs panel, the No Smoking SW can optionally be replaced indication: One low chime is broadcast via all cabin and all ATTND
by the EXIT SW. loudspeakers when the signs are switched on/off.
NO SMOKING AND EXIT SIGNS AUTOMATIC MODE
There is no automatic mode in the basic version.
MANUAL MODE
In manual mode, the 3 position NO SMOKING SW installed in the NOTE: The AUTO third position is available as an option on the
flight compartment can be set in the ON/OFF position for SEAT BELTS SW and the signs will, normally be activated
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activation/deactivation of the NS and EXIT signs. Visual indication: at SLAT/FLAP extension, if in AUTO position.
The NS at the seat rows and the EXIT signs are switched on/off. Aural
indication: One low chime is broadcast via all passenger and all EXCESSIVE ALTITUDE
ATTeNDant loudspeakers when the signs are switched on/off. All the
In case of excessive altitude the FSB, and the EXIT signs switch on
NS signs (including cabin crew NS signs) can be switched on by
automatically.
selecting the NON SMOKER A/C button on the CABIN
PROGRAMMING page of the Flight Attendant Panel (FAP), all NS OPTIONS
and attendant NS signs are switched on, regardless of the position of
the cockpit switches. This does not affect the EXIT signs. The following options can be embodied upon customer request:
- flashing mode of passenger lighted signs,
- chime activation at signs "ON" operation only,
T1+T2 (CFM 56) (Lvl 2&3) PASSENGER LIGHTED SIGNS D/O (3) Apr 03, 2013
- automatic FSB signs control at landing gear down and locked, AUTOMATIC NS SIGNS CONTROL WHEN THE SLATS
- automatic FSB signs control when slats and flaps are activated, AND FLAPS ARE ACTIVATED
- automatic NS signs control when slats and flaps are activated, The NS signs in the passenger compartment will come on if the NO
- combined NS/seat row numbering signs. SMOKING SW in the flight compartment is in the AUTO position
Any of these options, once adopted, will be integrated in the Cabin and the slats and flaps are activated.
Assignment Module (CAM) flash card.
COMBINED NS/SEAT ROW NUMBERING SIGNS
FLASHING MODE OF PASSENGER LIGHTED SIGNS
A combined NS and seat row numbering sign will be installed in each
The FSB and NS will flash for approximately five seconds, when the Passenger Service Unit (PSU). The additional NS signs are activated
related switches in the flight compartment are set to the ON position. in parallel to the basic signs available on the PSUs.
After expiration of this time period the signs will remain on and steady
until they are switched off. NO ELECTRONIC DEVICE SIGNS
CHIME ACTIVATION AT SIGNS ON OPERATION At customer request, the NS signs can be replaced by the no electronic
device signs.
ONLY
The passenger attention low-chime broadcast through the passenger
and cabin attendant station loudspeakers will be started only when
the FSB or the NS signs are switched on.
AUTOMATIC FASTEN SEAT BELT SIGNS CONTROL
AT LANDING GEAR DOWN AND LOCKED
The FSB signs in the passenger compartment and the RTS signs in
lavatories will come on if the SEAT BELTS SW in the flight
compartment is in the AUTO position and the landing gear is down
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locked.
AUTOMATIC FSB SIGNS CONTROL WHEN SLATS
AND FLAPS ARE ACTIVATED
The FSB signs in the passenger compartment and the RTS signs in
lavatories will come on if the SEAT BELTS SW in the flight
compartment is in AUTO position and the slats and flaps are activated.
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GENERAL ... OPTIONS

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PRERECORDED ANNOUNCEMENT & BOARDING MUSIC (3)

reproducer. The PES music (or video) is a cabin distribution network,
GENERAL which supplies the In-Flight Entertainment (IFE) and the Passenger
Service System (PSS) functions to the passenger seats. The IFE transmits
The PRerecorded Announcement and Music (PRAM) can be a flash card
all installed audio programs and video sounds to the passengers. In
type, directly plugged into the Flight Attendant Panel (FAP), or an audio
addition, the director transmits PA announcements to the IFE. On the
cassette/compact disc audio reproducer type. The function of the PRAM
FAP, the PAX SYStem key let switch the power distribution of the IFE
is to play prerecorded messages. It also plays BoardinG Music (BGM)
system on/off. The IFE transmit the PA announcement to the headsets
programs to the passengers through the aircraft Passenger Address (PA)
and the passenger can hear the audio programs through the headset
system. The selection of prerecorded announcement and/or boarding
connected to the jack on the Passenger Control Unit (PCU).
music is made on the AUDIO page of the FAP installed in the cabin at
the forward attendant station. The PRAM audio reproducer is installed OPTIONs
in the after avionics compartment, connected with ARINC 429 data buses
to the Cabin Intercommunication Data System (CIDS) active director to The No Smoking (NS) and Fasten Seat Belt (FSB) announcements can
receive and transmit control data. The FAP, including the PRAM flash be stored in the PRAM and can automatically be broadcast through the
card is linked to the CIDS director via ethernet bus. The Full Authority PA system in the cabin when the NS and FSB switches are set to AUTO
Digital Engine Control (FADEC) interface is for an automatic audio level position in the cockpit, and the landing gear and/or flaps/slats conditions
increase (+ 6 dB) at engine start. The Cabin Pressure Controller (CPC) are met, through respectively the Landing Gear Control and Interface
interface is for automatic announcement and audio level increase (+ 4 Unit (LGCIU) and the Slat Flap Control Computer (SFCC).
dB) in case of cabin depressurization.
FLASH CARD
PRERECORDED ANNOUNCEMENTS
PRERECORDED ANNOUNCEMENTS OPERATION
The prerecorded announcements can be stored in different media, as tape, The PRAM is controlled from the AUDIO page of the FAP, which
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compact disc or flash card. The PRAM has the capability to produce an gives access to the prerecorded announcement messages:
emergency announcement in the event of a rapid cabin decompression - Play All, key and display to start all previously entered
thanks to a ground signal from the rapid decompression sensor. All the announcements,
functions are remotely controlled from the AUDIO page on the FAP, - Play Next, key and display to start the announcement which has
except the output level of normal and emergency announcements for been entered in the first input field,
audio cassette/compact disc audio reproducer type. They are adjustable - Stop, key and display to terminate previously started announcement.
at the front of the reproducer. The activation of a prerecorded announcement sends a "PA IN USE"
message to the Attendant Indication Panel (AIPs).
BOARDING MUSIC
There are two sources for the BGM: The PRAM audio reproducer or
flash card and the Passenger Entertainment System (PES) audio
T1+T2 (CFM 56) (Lvl 2&3) PRERECORDED ANNOUNCEMENT & BOARDING MUSIC (3) Apr 03, 2013
BGM OPERATION
The BGM is controlled from the AUDIO page of the FAP, which
gives access to the BGM:
- ON/OFF button and indication, to start or stop BGM operation,
- CHANnel select buttons, with channel display to choose the channel,
- VOLume control buttons, with volume display to adjust the volume.
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GENERAL ... FLASH CARD

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PRERECORDED ANNOUNCEMENT & BOARDING MUSIC (3)

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

GENERAL NOTE: The CMD key available on the AAP is installed as an option.
The EVACuation signaling system is used to send aural and visual signals ACTIVATION FROM THE COCKPIT
in the cabin and in the cockpit for evacuation, following a request from
the flight crew or attendants if an emergency condition should happen. The system can be activated by using the COMMAND guarded P/BSW
The system can be controlled either from the cockpit or from the cabin. on the EVAC panel 21VU installed on the overhead panel. The following
indications will happen:
COCKPIT CONTROL - the EVAC indicator light in the COMMAND P/BSW flashes in red,
In the cockpit, a control panel and a horn for aural indications are - the ON indicator light in the COMMAND P/BSW switch comes on
installed. The EVAC control panel contains: white,
A COMMAND guarded P/BSW to start the signaling or for a complete - the EVAC horn gives an intermittent signal.
reset with two labels: On the FAP, on the AAP, and on the switch panel:
- EVAC: Which flashes red when the system is activated, - the EVAC RESET button and EVAC indicator light flash in red on the
- ON: Which comes on white when the P/BSW is pressed in. respective FAP hard key panel, AAP, and switch panel.
A HORN SHUT OFF P/B to silence the horn in the cockpit. From the attendant loudspeakers:
A two positions switch: - the EVAC tone is heard as an intermittent signal.
- CAPT & PURSer is used to trigger the system either from the cockpit On all the Attendant Indication Panels (AIPs) the "EVACUATION
or the cabin, ALERT" message is shown associated with flashing red light. In this
- CAPT: The system can only be triggered from the cockpit. configuration, only one of the following actions can be done at a time:
CABIN CONTROL - by using the EVAC COMMAND P/BSW, all messages are cancelled
in the cockpit and in the cabin,
In the cabin, the system can be controlled from the Flight Attendant - by using the EVAC HORN SHUT OFF, the EVAC horn is silenced,
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Panel (FAP), the Additional Attendant Panel (AAP) or the switch - by using, the 'EVAC/RESET' button on the FAP hard key panel or the
panel. The system configuration is defined by each customer. The "RESET" buttons on the AAP or on the switch panel causes that all visual
following keys are used for this purpose: and acoustic indications in the related cabin zone are cancelled.
- EVAC RESET (on FAP), RESET (on AAP and/or switch panel): The EVAC/RESET button on FAP hard key panel and the EVAC
Cancels the evacuation tone in the related door area attendant indication on the AAP and/or switch panel are illuminated until the initial
loudspeakers, station cancels the EVAC command.
- EVAC ComManD (on FAP) or EVAC (on AAP and/or switch panel):
Signals the EVAC signaling activation (EVAC alert signal), ACTIVATION FROM THE CABIN
- EVAC CMD (on FAP) or CMD (on AAP): Is used to activate the
EVAC signaling and to show an EVAC COMMAND indication. IN COCKPIT: SWITCH TO CAPT & PURS POSITION
IN THE COCKPIT: SWITCH TO CAPT & PURS POSITION:
T1+T2 (CFM 56) (Lvl 2&3) CIDS EVACUATION SIGNALLING D/O (3) Apr 03, 2013
The system can be activated from the forward attendant station by - the EVAC horn broadcasts in the cockpit, an intermittent signal for
using the FAP EVAC CMD button, or from the other stations by using approximately 3 seconds.
the CMD AAP key. When the EVAC CMD button or CMD key is In this case, the pilots will decide if the evacuation alert has to be
pressed, the following alerts will happen: activated. If there is no activation by the crew members, in this
- on the overhead panel, the EVAC indicator light in the COMMAND configuration:
P/BSW flashes, - pressing the EVAC CMD button on the FAP or CMD key on the
- in the cockpit, the EVAC horn broadcasts an intermittent signal, AAP a second time, cancels the green indicator light on the panels,
- on the FAP, the EVAC CMD button light comes on green, and the the EVAC message and the horn in the cockpit.
EVAC RESET button comes on red and flashes,
- on the related AAP, the CMD indicator light in the key comes on NOTE: The system shown on the illustration is in EVAC Alert
green, and the EVAC indicator light comes on red, triggered from cockpit configuration.
- on the Switch Panel, the EVAC indicator light comes on red
- the EVAC signaling tone sound as an intermittent signal from all
attendant loudspeakers,
- on all the AIPs, the "EVACUATION ALERT" message comes on
and the red indicator light flashes.
In this configuration, only one of the following actions can be done
at a time:
- pressing the EVAC RESET button on the FAP or RESET key on
the AAP and/or on the switch panel, resets all visual and aural
indications in the related zone,
- pressing the EVAC COMMAND P/BSW in the cockpit, or the EVAC
CMD on the FAP, or the CMD key on the AAP, cancels all EVAC
messages in the cockpit and in the cabin.
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IN COCKPIT: SWITCH TO CAPT POSITION

IN THE COCKPIT: SWITCH TO CAPT POSITION
When one of the EVAC CMD button on the FAP or CMD key on the
AAP is selected in the cabin, the following alerts happen:
- the EVAC CMD button light on the FAP, and the CMD key indicator
light on the AAP come on green,
- the EVAC indicator light of the switch panel flashes,
- the EVAC red indicator light in the COMMAND P/BSW, on the
overhead panel 21VU, flashes,
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GENERAL ... ACTIVATION FROM THE CABIN

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CIDS WARNINGS (3)

list on the ECAM STATUS page. Class 1 faults are recorded in the CFDS
GENERAL LAST/CURRENT LEG REPORT and the POST FLIGHT REPORT.
The indication of the failures depends on their importance. On the Flight NON CRITICAL CIDS FAULTS
Attendant Panel (FAP), there is a Cabin Intercommunication Data System
(CIDS) CAUTion light in the upper left corner of the touchscreen. It is Non critical CIDS faults (e.g. Cabin Assignment Module (CAM) layout
normally off. The CAUT light comes on amber and flashes when the transmission failure) have no flight crew related effects, so there are no
active director (DIR) detects a fault that needs cabin crew action. The 'in flight' cockpit alerts. In most cases there is no FAP CAUT and/or
action needed is shown in the heading row (e.g. Please select Doors page). message. However some of these faults are class 2 maintenance faults
When you select the page, the CAUT light stops flashing and remains only. The cabin crew is not alerted, but these class 2 faults are indicated
on continuously. If the fault is cleared the CAUT light goes off. For some to the cockpit crew in flight on the ECAM STATUS page after manual
faults, the required page is automatically shown on the FAP, there can selection and are the subject of an ECAM report (POST FLIGHT
also be a blue card message. This is a blue rectangle with a fault message REPORT...) on the ground after engines shutdown. The ECAM STATUS
written in amber. Major CIDS faults (class 1) are also indicated to the page shows MAINTENANCE CIDS 1 (2).
flight crew with Flight Warning System (FWS) level 2 or level 1 alerts.
All CIDS faults generate Centralized Fault Display System
(CFDS)/MCDU class 1, 2, 3 messages. Contrary to cockpit indications,
the FAP failures indications do not depend on flight phases.
NOTE: The STATUS page does not appear automatically after a

warning.
MAJOR CIDS FAULTS (CLASS 1)

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Class 1 CIDS faults are:

- CIDS DIR 1 and 2 fault,
- a top line bus failure,
- a middle line bus failure,
- 25 % of Decoder/Encoder Units (DEUs) type A failed,
- 50 % of DEUs type B with failed connected handsets.
In each case the cockpit display will be:
MASTER CAUT light (amber), single stroke chime, and an ECAM
message CIDS 1+ 2 FAULT on the EWD (inhibited in flight phases 3,
4, 5, 7 and 8). CIDS 1+2 message will be added to the INOP SYStem
T1+T2 (CFM 56) (Lvl 2&3) CIDS WARNINGS (3) Apr 03, 2013
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GENERAL ... NON CRITICAL CIDS FAULTS
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GENERAL ... NON CRITICAL CIDS FAULTS

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CIDS DIRECTOR INTERFACES (3)

GENERAL NOTE: The Cabin Intercommunication Data System (CIDS) DIRs 1
and 2 have the same interfaces and the same computations. The
Here is the list of director (DIR) interfaces described in this module:
outputs of the director in stand-by mode are disabled, except
- Centralized Fault Display Interface Unit (CFDIU),
the BITE test which can be carried out by the CFDIU.
- System Data Acquisition Concentrators (SDACs),
- Audio Management Unit (AMU), CFDIU
- cockpit handset,
- service interphone boomsets, Low speed ARINC 429 data buses are used for BITE data transmission
- calls panel, to the CFDIU.
- signs panel,
- Engine Interface Unit (EIU), SDAC
- Landing Gear Control and Interface Units (LGCIUs), High speed ARINC 429 data buses are used for transmission of doors
- Slat Flap Control Computers (SFCCs), position information from SDAC 1. This information is used by the DIR
- Flight Warning Computers (FWCs), to activate the seat row numbering lights during boarding and for display
- service interphone override P/BSW, purposes on FAP. 5 discrete signals are sent to the SDACs for CIDS
- Flight Attendant Panel (FAP), operation status information:
- other DIR, - No Smoking (NS) (or optionally EXIT) signs,
- cockpit door switch, - Fasten Seat Belt (FSB) signs,
- EVACuation panel, - portable electronic device signs,
- EVAC horn, - CIDS operation status,
- PRerecorded Announcement and Music (PRAM) audio reproducer - CIDS caution.
(optional),
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- Decoder/Encoder Units (DEUs) B, AMU

- DEUs A,
- top line cut-off relay, Audio and discrete lines are used for transmission or reception of the
- pin programming, Passenger Address (PA) announcements or interphone communications.
- indicator light control box, Discrete lines are used for activation or deactivation of the PA, interphone,
- exit signs relay, attendant call and attendant call reset functions.
- cargo smoke detectors,
- In-Flight Entertainment (IFE),
COCKPIT HANDSET
- Air Conditioning System Controllers (ACSCs), A cockpit handset is connected to the DIRs for PA announcements to the
- Cabin Pressure Controllers (CPCs), cabin.
- motor start relay vacuum generator.
T1+T2 (CFM 56) (Lvl 2&3) CIDS DIRECTOR INTERFACES (3) Apr 03, 2013
CALLS PANEL SERVICE INTERPHONE OVERRIDE P/BSW

Discrete lines are used for activation of calls to the cabin attendants or A discrete line is used to activate or deactivate the service interphone
to the ground mechanics with dedicated visual and aural indications. system when the aircraft is in flight or on the ground with the landing
gear not compressed and the external power plug not connected.
SIGNS PANEL
FAP
Discrete lines are used for manually or automatically activate or deactivate
the info signs in the cabin. Ethernet buses are used to control and monitor different cabin system
and the CIDS, and to indicate system status. The FAP can also be used
EIU to access the Centralized Fault Display System (CFDS) reports. Discrete
line is used for reset.
A discrete signal is used to automatically increase audio level in the cabin
when engine is running. DIRECTORS
LGCIU Low speed ARINC 429 data buses are used for data exchange between
the active and standby directors. The discrete lines are used for the
Two discrete lines are used for incrementation of the fault memory or
synchronization of the two DIRs.
activation or deactivation of the service interphone and NS/FSB signs
when the info switches are in the auto position. COCKPIT DOOR SWITCH
NOTE: Note: The AUTO position on the SEAT BELTs switch is The cockpit door switch discrete signal is used to automatically dim the
available as an option. lights and attenuate the PA announcement level, at the entrance door,
when the engines are running and the cockpit door is open to avoid
SFCC acoustic feedback with the cockpit.
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Discrete signals are used for automatically activate or deactivate the EVAC PANEL
NS/FSB info signs in the cabin.
Discrete lines are used to activate or deactivate aural and visual indications
NOTE: Note: The AUTO position on the SEAT BELTs switch is in the cockpit and cabin after activation of the EVAC system.
available as an option.
EVAC HORN
FWC
An analog signal activates the EVAC aural signal.
An ARINC 429 bus gives from the CIDS Smoke Detection Function
(SDF) information to the FWCs in order to give indications on the ECAM
upper display unit. A discrete line is used for activation of aural warnings
in the cockpit, through the FWC.
PRAM EXIT SIGNS RELAY

Audio and discrete lines are used for the broadcasting of prerecorded A discrete line is used for activation or deactivation of the EXIT signs
messages and BoardinG Music (BGM) programs. The low speed ARINC when the NS signal, from the signs panel, or the SIGNS ON signals, from
429 data buses are used for transmission of the BITE and status system. the Cabin Pressure Controller (CPC), are activated or deactivated.
NOTE: The PRAM can optionally be an audio cassette/Compact Disc CARGO SMOKE DETECTORS
audio reproducer type.
The cargo smoke system is linked by Controller Area Network (CAN)
DEU B buses, for the cargo compartment smoke detection indication.
Two bi-directional middle data bus lines are used for the transmission of IFE (OPTIONAL)
the controls, audio data, BITE and status system information of the cabin
Arinc 429, audio and discrete lines are used for music and video
crew systems.
distribution for the passengers.
DEU A
ACSC
Two bi-directional top data bus lines are used for the transmission of the
Arinc 429 data buses lets individual control of FWD and aft temperature
controls, audio data, BITE and status information of the various passenger
zones of the aircraft through the FAP.
cabin systems.
TOP LINE CUT-OFF RELAY CPC

Discrete line is used for an automatic announcement and audio level
The top line cut-off relay discrete signal is used to activate or deactivate
increase (4 dB) in case of cabin depressurization. Analog line is used to
the top line cut-off relays when the emergency mode is activated, in order
transmit cabin pressure data for vacuum generator control.
to cut the supply of the type A DEUs and decrease the power
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consumption. MOTOR START RELAY VACUUM GENERATOR

PIN PROGRAMMING Discrete line is linked to the motor starting relay to activate the vacuum
generator according to the altitude.
Discrete signal is used to determine the active or standby director.
INDICATOR LIGHT CONTROL BOX

Discrete lines are used for activation, deactivation, test or dimming of
the EMERgency CALL, SerViCE INTerPHone and PA indication light,
from the ANNunciator LighT P/BSW via the indicator light control box.
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GENERAL ... MOTOR START RELAY VACUUM GENERATOR
FAP & AAP INTERFACES (3)

FAP INTERFACES
The Flight Attendant Panel (FAP) is connected to the directors (DIRs)
through ethernet data buses to control and monitor different cabin systems
and the Cabin Intercommunication Data System (CIDS). The FAP
receives discrete signals from DIRs for FAP reset. To activate emergency
lights, the FAP is also connected to the emergency lighting system via
discrete signals.
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T1+T2 (CFM 56) (Lvl 2&3) FAP & AAP INTERFACES (3) Apr 03, 2013
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FAP INTERFACES
FAP & AAP INTERFACES (3)

AAP INTERFACE
The Additional Attendant Panel (AAP) processing module is connected
to the relevant type B Decoder/Encoder Unit (DEU), through RS 232
data buses, to let the attendants to control certain cabin system. The AAP
receives 28V DC power supply from the relevant type B DEU. The AAP
is connected to the relevant type B DEU for:
- activation of the EVACuation system signaling, reset and indication,
- local Light control/adjustment,
- SMOKE RESET command and indication (optional),
- CALL RESET (optional).
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AAP INTERFACE
CIDS PROGRAMMING (3)

GENERAL SOFTWARE LOADING
The cabin programming is made from the Flight Attendant Panel (FAP). To load the CIDS software, the SOFTWARE LOADING page on the
The Cabin Intercommunication Data System (CIDS) is customizable. A FAP should be used (SW Load button). This page is protected by an
system reconfiguration for the installation of options, cabin access code and is only available on ground. Plug in new data storage
reconfiguration or CIDS expansion is limited to software database hardware (OBRM flash card) to load the new software version. The FAP
changes: the On Board Replaceable Module (OBRM) and the Cabin "SOFTWARE LOADING" page will show the CIDS hardware and
Assignment Module (CAM). The OBRM defines the operating software software details as follows:
of the CIDS, and all connections to the related systems and emergency - DIRs and FAP Part Numbers (PN), Serial Numbers (SN) and Functional
functions. The CAM defines the cabin layout. According to the program, Item Number (FIN),
the directors (DIRs) will consider the various cabin features and options - active OBRM PN and software PN,
validated by the CAM software and will make sure that the CIDS operates - in slot OBRM PN and software PN.
properly. This software is in the CAM A part. The CAM also has another
essential role: To define all messages and page layouts of the FAP screen. NOTE: Note: When the 'active' and 'in slot' data is different, it is
It is known as CAM B. During the CIDS power-up, the DIRs will compare highlighted in amber. If there is no difference, it is highlighted
CAM and OBRM layout with their memories. If they find a difference, in green.
CAM data will be downloaded automatically. OBRM data can be
downloaded manually by the FAP SOFTWARE LOADING page only.
In the case of a total FAP failure combined with loss of the CAM and
the OBRM flash cards, the CIDS will operate in restricted operating mode
(basic functions active), thanks to the simplified operating software and
cabin layout memory stored in the DIRs. The CIDS programming can
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operate on:
- SOFTWARE LOADING,
- CABIN PROGRAMMING,
- LAYOUT SELECTION,
- LEVEL ADJUSTMENT.
NOTE: Note: The FAP pages are protected from unauthorized use by
a password except for the FAP SET-UP page.
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GENERAL & SOFTWARE LOADING

CABIN PROGRAMMING
The CIDS makes the cabin zone boundaries and the no smoking zone
boundaries changes. This programming function is possible on ground
and in flight. To relocate these zone boundaries, select the Cabin Prog
button and the area Smoke Prog buttons on the FAP CABIN
PROGRAMMING page. Zone boundaries are situated between two seat
rows. Each cabin zone has to contain a minimum of one seat row. The
NON SMOKER A/C ON/OFF button is used to set the entire cabin as a
no smoking area. Thus the Smoke Prog buttons are disabled. To save the
changes, push the Save button. The change is saved in the CAM as a
modified layout. Without saving the new entries, the previous settings
stay valid.
NOTE: The option "Non Smoker aircraft at first power up" is

standardized. The aircraft acts as a "Non-Smoker Aircraft" from
the first flight on without any manual reprogramming. In this
case all NS signs will be on at every power up. The non-smoker
aircraft at power up will be set in the CAM as a default setting.
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CABIN PROGRAMMING

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

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

FAP SET-UP
The CIDS enables the brightness of the screen to be changed and to adjust
the volume settings for the FAP internal loudspeaker and headphone. To
change the settings, the FAP SET-UP page has to be selected via the FAP
Set-up button. The TOUCHSCREEN CLICK ON/OFF button makes the
FAP emit a key click through the internal loudspeaker each time a button
is selected. It becomes green when selected. Push the related +/- buttons
to adjust the display brightness and the internal loudspeaker or headphone
volume. The Default button resets all the FAP SET-UP modifications to
the CAM default values. To save the changes, push the Save button.
Without saving the new entries, the previous settings stay valid. Before
removal or installation of one of the compact flash cards iPRAM, CAM,
OBRM, the required slot must be deactivated by a ''Remove'' touch-key.
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FAP SET-UP
PASSENGER ENTERTAINMENT SYSTEM PRESENTATION (PANASONIC) (2)

The video is transmitted to the video System Control Unit (SCU) from
GENERAL the Video Tape Reproducers (VTRs). The video sound is transmitted to
the MAIN MUX and to the CIDS. Therefore video sounds can be heard
The Passenger Address (PA) and entertainment system comprises the
from the headset through the PCU or from the loudspeakers. The in-seat
following basic functions:
video DUs are supplied through the MAIN MUX.
- Passenger Entertainment System (PES),
- PES video, PRAM
- PRerecorded Announcements and Music system (PRAM).
The PES comprises the PES music, the PA announcement and the The PRAM can be:
passenger service. - an audio tape reproducer,
- a compact disc reproducer,
PES - a flash card directly plugged in the Flight Attendant Panel only.
Reproducers or flash card contain prerecorded announcements and BGM
The PES transmits prerecorded music programs, PA information, video
supplied to the CIDS DIRs. The announcements are also sent to the MAIN
and video sounds to the passengers. The audio signals can be heard
MUX. The PRAM is controlled from the FAP.
through headphones connected to the Passenger Control Units (PCUs).
The PCU allows several music channels and video audio channels to be
selected and the volume to be adjusted. The PCU also allows the reading
lights and passenger calls to be remotely controlled through the Passenger
Services System (PSS). All prerecorded announcements (video and sound)
and the PA messages, heard in the headphones through the PCUs, have
priority over the music and video sound entertainment channels. The PA
announcements and messages are also broadcast through the loudspeakers
and headsets, via the Cabin Intercommunication Data System (CIDS).
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The PES audio reproducers supply music channels to the MAIN

MUltipleXer (MAIN MUX) and BoardinG Music (BGM) channels to
the CIDS directors (DIRs). The CIDS broadcasts the BGM through the
loudspeakers. BGM channel and volume control is performed on the
Flight Attendant Panel (FAP). The MAIN MUX is connected to the CFDS
via the CIDS DIRECTOR to ensure the PA BITE function.
PES VIDEO
The PES video shows prerecorded movies and video announcements
through different Display Units (DUs) in the passenger compartment.
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23 - COMMUNICATIONS (PANASONIC) (2) Page 162
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GENERAL ... PRAM
PASSENGER ENTERTAINMENT SYSTEM PRESENTATION (PANASONIC) (2)

COMPONENT LOCATION
The PES is composed of the audio reproducer, the Digital Interface Unit
(DIU) and the main multiplexer. These computers are located in the
Avionics rack 80 VU.
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COMPONENT LOCATION
PASSENGER ENTERTAINMENT SYSTEM PRESENTATION (THALES) (2)

GENERAL AVOD
The In Flight Entertainment (IFE) system comprises the following basic The AVOD shows video movies and video announcements through
functions: different Display Units (DUs) in the cabin via various video sources
- Passenger Address (PA) through the Cabin Intercommunication Data (Video Tape Reproducers (VTRs), DVD players and servers).
System (CIDS), Interactive functions are also available from the passenger seats (games,
- Interactive utilities, duty free,...).
- Audio and Video On Demand (AVOD), Audio, video, announcements are managed from the Cabin Management
- PRerecorded Announcements and Music system (PRAM), Terminal (CMT) in the Video Control Center (VCC).
- BoardinG Music (BGM),
- Passenger Flight Information System (PFIS). PRAM
IFE The PRAM can be:

- an audio tape reproducer,
The IFE system transmits prerecorded music programs, video programs, - a compact disc reproducer,
PA information, to the passengers. The audio signals can be heard through - a flash card directly plugged in the FAP.
headsets. The Passenger Control Units (PCUs) allows several music and Reproducers or flash card contain prerecorded announcements and BGM
video channels to be selected and the volume to be adjusted. The PCU supplied to the CIDS DIRs. The PRAM is controlled from the FAP.
also allows the reading lights and passenger calls to be remotely controlled
through the Passenger Services System (PSS). All prerecorded
announcements (video and sound) and the PA messages, heard in the
headsets, have priority over the music and video sound entertainment
channels. The PA announcements and messages are also broadcast through
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the cabin loudspeakers, via the CIDS. The Audio/Video Controller (AVC)
supplies the BGM channels to the CIDS directors (DIRs). The CIDS
broadcasts the BGM through the loudspeakers. BGM channel and volume
control is done on the Flight Attendant Panel (FAP). The PA operational
functionalities are done via the CIDS through the cockpit and the cabin
handsets.
23 - COMMUNICATIONS (THALES) (2) Page 166
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GENERAL ... PRAM
PASSENGER ENTERTAINMENT SYSTEM PRESENTATION (THALES) (2)

COMPONENT LOCATION
The PES - THALES Line Replaceable Units (LRUs) are located in the
VCC (Cabin) and the In Flight Entertainment Center (IFEC) located in
80VU.
The VCC gives the central control point for the system. The VCC is also
fitted with plugs and USB ports, DVD player and Data Media Storage.
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COMPONENT LOCATION
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COMPONENT LOCATION

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PASSENGER MUSIC ENTERTAINMENT SYSTEM D/O (PANASONIC) (3)

transducer to drive a stereo pneumatical headset, or a jack for an electrical
MAIN MULTIPLEXER headset, or both.
The MAIN MUltipleXer generates a Radio Frequency (RF) signal which AUDIO REPRODUCER
contains the audio information from the audio reproducer(s), and video
System Control Unit (SCU), Passenger Address (PA) announcements The audio reproducers provide different music programs from cassettes
from the Cabin Intercommunication Data System (CIDS) and video tape or compact disks, to the MAIN MUX. The audio reproducers also
signals from the video SCU. If PA announcements are to be made, the send one music program, among 4 music programs, for BoardinG Music
CIDS sends a keyline signal to the audio reproducer and to the Video (BGM), to the CIDS DIRs. The BGM program selection is done through
Tape Reproducers (VTRs) , through video SCU, to stop them. A coaxial 3 keylines from the CIDS DIR. BGM program selection and volume are
cable transmits the RF signal to the Seat Electronic Boxes (SEBs), controlled from the Flight Attendant Panel (FAP).
according to the zone selection through the Wall Disconnect Boxes
(WDBs). The SEBs only transmit the selected audio signal to the headsets BITE
through the Passenger Control Unit (PCU). A zone selection, for PA
The BITE is used for detection and isolation of system and component
announcements and video sounds, for a maximum of 2 zones, is made
faults. All BITE data of the Passenger Entertainment System (PES) music
through keylines. Passenger Services System (PSS) digital data is
is assembled in the MAIN MUX. It transmits the BITE data through an
exchanged between the MAIN MUX and the PCU. The MAIN MUX
ARINC 429 data bus via the CIDS directors to the Centralized Fault
transmits this data through an ARINC 429 data bus to the CIDS directors
Display System (CFDS). The BITE data transmission to the CFDS is
(DIRs).
made continuously in normal mode and on request in interactive mode.
WDB In interactive mode, the BITE is connected to the MCDU through the
CFDS. The MAIN MUX starts an automatic self-test after power-up and
Each WDB supplies a maximum of 2 SEB columns. a manual self-test after transmission of the related MCDU commands.
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SEB
The SEB changes the combined RF audio signal back to its original
analog form and only transmits the selected program to the PCU. Each
SEB supplies a maximum of 3 PCUs. The SEBs receive PCU selected
data and transmit it to the CIDS DIR, through the WDB and the MAIN
MUX.
PCU
The PCU allows the passengers to select the channel, to adjust the volume
and to hear music and video sounds. Each PCU has a stereophonic
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MAIN MULTIPLEXER ... BITE
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VIDEO ENTERTAINMENT SYSTEM D/O (PANASONIC) (OPTION) (3)

VCC VTR
The video System Control Unit (SCU) with the Video Tape Reproducers The VTR supplies audio and video signals to the video SCU. The VTRs
(VTRs) compose the Video Control Center (VCC). The video SCU are remotely controlled from the video SCU. On the front panel of the
controls the Passenger Entertainment System (PES) video. The video VTRs, all the operation controls are installed. The following video systems
SCU receives video and audio signals from the VTRs. It generates a are possible:
Radio Frequency (RF) signal which contains the video signals and sends - VHS,
it through the Tapping Units (TUs) to the related Display Units (DUs). - SVHS,
The video SCU operates in the following formats: - BETA,
- PAL, - VIDEO 8,
- SECAM, - high band video 8.
- NTSC. The following signal formats are possible:
The video SCU sends the video sounds to the Main Multiplexer (MAIN - PAL,
MUX) and to the Cabin Intercommunication Data System (CIDS) - SECAM,
directors (DIRs). The passengers can hear the video sounds through - NTSC.
headsets connected to the Passenger Control Units (PCUs) or from the
loudspeakers. Each Passenger Address (PA) announcement overrides the TAPPING UNIT
PES video sounds in the related zones and stops the VTRs. In case of a
The TUs distribute the video signals to the DUs in each cabin zone. Each
rapid cabin decompression, the video SCU stops the video transmission
TU can supply a maximum of 2 displays. Each TU has a pin-coded
and controls the retraction of the DUs installed in the hatrack. The
address to give a unique address to the unit. This enables the video SCU
interface between the optional Cabin and Passenger Management System
to control each DU individually.
(CPMS) and the video SCU allows the following functions:
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- remote control of the video system, camera control unit and Passenger BITE
Visual Information System (PVIS),
- display of news and advertisements provided by the CPMS, The BITE is assembled into the video system. All the PES video BITE
- preview of video programs. data is transmitted through an ARINC 429 data bus to the MAIN MUX.
The PVIS is an option that receives information which is processed, The MAIN MUX sends this data through an ARINC 429 data bus via
formatted and transmitted as video signals to the video SCU. It transmits the CIDS DIRs to the Centralized Fault Display System (CFDS). The
this information to the DUs. Optional video cameras convert optical video SCU starts an automatic self-test after power-up and a manual
images into video signals compatible with the video system. This signal self-test after transmission of the MCDU command. In CFDS interactive
is sent to the video SCU and can be shown on the DUs. The cameras can mode, the BITE is connected to the MCDU through the CFDS, to show
be remotely controlled from the CPMS. the maintenance data, start a test or to show the Line Replaceable Unit
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23 - COMMUNICATIONS (3) Page 174
(LRU) identification. The BITE failure transmission to the CFDS is made
continuously in normal mode, and on request in interactive mode.
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VCC ... BITE

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VIDEO ENTERTAINMENT SYSTEM D/O (PANASONIC) (OPTION) (3)

DISPLAY UNITS
DUs are installed in the cabin. Each DU is connected to the nearest TU.
Each DU can operate with these formats:
- PAL,
- SECAM,
- NTSC.
A retraction/extension mechanism is used to move the overhead DUs,
installed in the hatrack, into stowed or viewing position. Each DU is
automatically energized in the viewing position, and de-energized in the
stowed position. The DUs move automatically into the stowed position
when:
- an electrical power loss occurs for more than 200 ms,
- a mechanical resistance occurs while the DU moves down,
- a rapid cabin decompression occurs,
- the VCC master switch is switched off.
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DISPLAY UNITS
IN-FLIGHT ENTERTAINMENT SYSTEM D/O (THALES) (OPTION) (3)

INTRODUCTION
The In-Flight Entertainment (IFE) system is an interactive, fully integrated
passenger entertainment system. The IFE system offers the passengers
the following services:
- "Classic" audio and video broadcast programs,
- safety and information announcements using the Passenger Address
(PA) system,
- interactive utilities such as video games, internet features, and more,
- Audio and Video On Demand (AVOD),
- reading and attendant call lights control using the Passenger Service
System (PSS),
- updated flight and destination information displays using the Passenger
Flight Information System (PFIS),
- video images from the landscape cameras (Optional),
- telephone capability using the Passenger Air-to-ground Telephone
System (PATS).
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INTRODUCTION

- audio/video sources (VTR, DVD Player),
SYSTEM ARCHITECTURE - Digital Server Units (DSUs),
- credit card reader,
The IFE system architecture covers the following three main areas:
- keyboard,
- the In-Flight Entertainment Center (IFEC),
- plugs/USB,
- the Video Control Center (VCC),
- VCC main power switch.
- the cabin related network.
The RJ45 plug is used in Maintenance mode for software loading.
The IFE system provides and routes audio/video signals from IFE center
The USB port is used also in maintenance mode (small software) or
to each passenger seat.
entertainment mode for peripheral connection (Keyboard).
The Audio/Video On Demand (AVOD) permits individual selection of
The smoke detection system is installed in the VCC.
programs displayed on individual video screens controlled by the
Passenger Control Unit (PCU).
Pre-recorded Video Programs are also transmitted to overhead or wall
mounted monitors from various video sources (VTR, DVD players,
servers). The related sound is distributed to the passenger headsets and/or
cabin loudspeakers that are part of the CIDS/PA system.
Interactive functions are also available from the passenger seat (games,
duty free, passenger survey).
Passenger payment can be arranged by using credit card reader integrated
in the seat.
IFE CENTER
The IFE center, installed in the avionics compartment (80VU), contains
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different type of equipments such as:

- system controller (Audio/Video Controller (AVC)),
- file server (Digital Server Unit (DSU AM6-12)).
The internal arrangement of the racks depends on the configuration
selected by the operator.
VIDEO CONTROL CENTER (VCC)

The Video Control Center (VCC) contains the IFE system controls such
as:
- IFE Cabin Management Terminal (CMT), (Touchscreen),
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SYSTEM ARCHITECTURE ... VIDEO CONTROL CENTER (VCC)

IFE COMPONENT DESCRIPTION SEAT ELECTRONIC BOX (SEB)
The Seat Electronic Boxes (SEBs), installed at passenger seats, receive
AUDIO VIDEO CONTROLLER (AVC) RF/Audio/video and Ethernet/AVOD signals from the WDBs.
The Audio Video Controller (AVC) is the main controller for the PES. The audio parts of the RF and AVOD signals are changed into 2
It is used as an interface between VCC and cabin components and channels of analog audio for the passenger headset. The video part of
other aircraft system (CIDS, landscape camera). The AVC has 6 the RF signal is changed into National Standards Committee (NTSC)
Ethernet signal transmission ports for high speed data transfer to/from signal and sent to the passenger video screen.
PES components. The AVC receives audio/ video signals from the The video part of the AVOD signal is sent directly to the passenger
server (DSU-AM6-12) and modulates them onto RF signal to the video.
passenger seat.
PASSENGER VIDEO SCREEN
Passenger Service System (PSS) signals (Attendant Call/Reset, reading
light control) and PA analog signal are sent from the AVC to the The passenger video screens (or Display Unit (DU)) are color LCD
CIDS. screens.
The DUs receive an NTSC video signal and Ethernet data from the
DIGITAL SERVER UNIT AM6-12 (DSU-AM6-12) SEB. They perform digital interactive and games processing, MPEG
The Digital Server Unit AM6-12 (DSU-AM6-12) is the storage unit (AVOD), and MP3 decoding within the display.
for audio/video broadcast (Airline video, News,...).
TAPPING UNIT
It also supplies Boarding Music (BMG), PRAM and PFIS.
The Tapping Units (TUs) are installed in the passenger cabin.
DIGITAL SERVER UNIT (DSU-D2) The TU demodulates the RF video signal sent from the AVC to an
The Digital Server Units (DSUs) are used to store MPEG files for the NTSC video signal and transmitted to the overhead or wall mounted
AVOD and the games (D2 for 2 hard disks). display units.
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AREA DISTRIBUTION BOX (ADB)

The Area Distribution Boxes (ADBs) located in the cabin ceiling are
used for routing received RF Audio/Video and Ethernet/AVOD signal
transmission.
WALL DISCONNECT BOX (WDB)
The Wall Disconnect Boxes (WDBs) installed below the cabin floor,
are used to route RF Audio/Video and Ethernet/AVOD data between
the ADB and the Seat Electronic Boxes (SEBs). The WDB divides
the signal to supply two outputs. One for each of 2 seat columns.
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IFE COMPONENT DESCRIPTION - AUDIO VIDEO CONTROLLER (AVC) ... TAPPING UNIT

POWER SUPPLY
The seat IFE components are powered from the Seat Power Supply
System (SPSS).
It will be possible to switch off the IFE system and the SPSS from the
cockpit and the VCC.
The IFE system is supplied through the FWD cabin C/B panel.
Two PAX SYS ON/OFF switches located in the VCC and on the Flight
Attendant Panel (FAP) are used to cut off the power supply to the IFES.
A SMOKE light on the VCC comes on when the IFE system is energized
(smoke detection system in operation).
If smoke is detected in the VCC:
- SMOKE light on the VCC start to flash,
- Smoke indication light in the cabin comes on,
- Audio/video services to the passengers stop,
- IFE is de-energized.
The COMMERCIAL cockpit switch can also control the IFES.
The VCC is directly connected to the cabin C/B panel. It has a VCC
MAIN switch, which cuts off the supply of all the IFE related systems.
A IN USE indicator light comes on in the cockpit when the VCC MAIN
switch is ON.
The overhead network is supplied through the TUs.
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The seat network is supplied through the ADBs from 115V AC busbar.
Moreover each seat has C/Bs.
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POWER SUPPLY

SYSTEM INTERFACE
The IFE system also interfaces with the following A/C systems:
- Passenger Flight Information System (PFIS),
- Landscape Camera (Option).
PFIS SYSTEM DESCRIPTION
The Passenger Flight Information System (PFIS) continuously gives
updated flight and destination to the passengers via IFE video
monitors. The PFIS function is achieved via software loaded in the
IFE server installed in the IFEC (80VU) - (DSU-AM6-12).
Depending on the A/C position send by the Flight Management and
Guidance Computer (FMGC), the DSU gives video sequences to the
passengers (For example A/C mock-up, twenty overflown points of
interest, altitude, temperature etc...).
PFIS data from DSU are sent through the audio/video Controller
(AVC), which can be broadcasted on the overhead or wall-mounted
screens or on the passenger screens.
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SYSTEM INTERFACE - PFIS SYSTEM DESCRIPTION
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SYSTEM INTERFACE - PFIS SYSTEM DESCRIPTION

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SYSTEM INTERFACE (continued)
LANDSCAPE CAMERA (OPTION)
The Landscape Camera System has a Video Camera Module (VCM).
The VCM is composed of:
- 2 video cameras in the bottom part (VCM-L),
- the electronics devices in the top part (VCM-H),
The VCM-H processes the video signal from the cameras and controls
them to interface with the A/C.
Depending on the landing gear condition (downlocked or retracted),
the video channels of the landscape camera system show either the
horizontal view or both horizontal and vertical views.
A master switch, located on the cockpit overhead panel is installed in
order to stop the video output of the cameras (in case of turbulence).
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SYSTEM INTERFACE - LANDSCAPE CAMERA (OPTION)

BITE
The BITE data are stored in the AVC memories. Specific interactive
maintenance menus are directly accessible from the VCC using the Cabin
Management Terminal (CMT).
The CMT is the primary Passenger Entertainment System (PES) interface
for the flight attendants and the maintenance personnel. The CMT is a
graphic interface and supplies the subsequent following functions:
- Control of video distribution to cabin zones,
- Cabin configuration management,
- Control of peripherals, such as preview of video and audio programs,
monitor ON/OFF control, monitor lockout, airshow operation and VTR
control,
- Start of BITE requests to all connected LRUs, (through the maintenance
menu AFTER ENTERING AN ACCESS CODE).
- Software load and configuration reports,
- Player controls, entertainment and passenger address, movie and video
game lockout,
- Engineering test.
An internal Bite is done automatically at power up and can be manually
initiated from the CMT.
A function test is also made continuously during PES operation.
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BITE
PAX VISUAL INFORMATION SYS D/O (OPTION) (3)

PRESENTATION
The Passenger Visual Information System (PVIS), provides continuously
updated flight and destination information to the passengers on the video
Display Units (DUs). Information is given to the passengers either in text
form or/and in multicolored maps. Several modes can be selected:
- MAP mode: Map display,
- INFO mode: Flight information pages,
- LOGO mode: Logo display,
- AUTO mode: Automatic cycling of the modes.
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PRESENTATION
PAX VISUAL INFORMATION SYS D/O (OPTION) (3)

send data to the DIU. Certain parameters requiring an input (destination,
DIU flight time,...) can be entered either by the cabin staff or loaded from
FMGC.
The PVIS comprises the Digital Interface Unit (DIU) and the remote
control unit. The DIU is the main computer of the PVIS. It is connected CFDS
to the aircraft avionics systems and to the Passenger Entertainment System
(PES) video. The DIU interfaces with: The Centralized Fault Display Interface Unit (CFDIU) is connected to
- the Air Data/Inertial Reference System (ADIRS), the DIU through a unidirectional ARINC 429 low speed data bus for
- the Flight Management and Guidance System (FMGS), maintenance purposes.
- the PES video,
- the Centralized Fault Display System (CFDS). ATIMS
The DIU processes all the information and selects the appropriate maps
The Air Traffic Service Unit (ATSU) is connected to the DIU through
and points of interest stored in its memory. The DIU is also connected
an ARINC 429 low speed data bus. The ATSU allows connecting gate,
to other systems:
arrival information, messages and other data to be up-linked from ground
- the Air Traffic and Information Management System (ATIMS),
stations.
- the cabin management system.
The DIU is supplied with 28V DC and powered via the Video Control CABIN MANAGEMENT SYSTEM
Center (VCC) master switch. The remote control unit is the input device
for the PVIS. The remote control unit front plate has four P/BSWs and The cabin management system is connected to the DIU through an ARINC
a Liquid Crystal Display (LCD) character control screen. 429 low speed data bus. The cabin management system controls and
monitors the PVIS by means of the lap top computer.
NOTE: The DIU brings digital data stored in its internal memory
(CD-ROM). OPERATION
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ADIRS The DIU reads data from the FMGCs and the ADIRUs through ARINC
429 data buses. These data are used for DIU memory access from where
The Air Data/Inertial Reference Unit (ADIRU) 2 is connected to the DIU information is processed, formatted and transmitted as a video signal to
through two unidirectional ARINC 429 data buses: the PES video. The video System Control Unit (SCU) transmits this
- an ARINC 429 low speed data bus transmits the actual air data, information to the DUs to be shown.
- an ARINC 429 high speed data bus transmits the inertial reference data.
BITE
FMGs
A test is done automatically at power-up or manually from the control
The Flight Management and Guidance Computer (FMGC) 2 is connected unit. The result of this test is transmitted to the video SCU.
to the DIU through an unidirectional ARINC 429 data bus, in order to
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DIU ... BITE
CABIN MANAGEMENT SYSTEM D/O (3)

CABIN MANAGEMENT SYSTEM
The cabin management system provides a direct contact for the cabin
crew with the ground via the Air Traffic Service Unit (ATSU). The cabin
management system controls and monitors the Passenger Visual
Information System (PVIS) via the Digital Interface Unit (DIU). The
attendants use the system to send and receive real time data on for
example passenger and security information, maintenance reports.
TEST
The cabin management system has a BITE. The test is done when the
system is powered-up.
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CABIN MANAGEMENT SYSTEM & TEST
CABIN MANAGEMENT SYSTEM D/O (3)

CABIN MANAGEMENT SYSTEM COMPONENTS
The cabin management system is composed of:
- a laptop computer,
- a dot matrix printer,
- an interface assembly,
- a message awaiting light.
The interface is provided with two sliding drawers, the lower for the
computer and the upper for the printer. It is also equipped with a power
supply circuit board and an interface circuit board. The message awaiting
light indicates that information has been received from a ground station.
OPERATION
All system controls and data entries are performed on the laptop computer.
The software provides guidance for the operator to use the system. All
functions are available through selection from the display. To operate
the cabin management system, first the printer drawer has to be unlocked
and pulled forward then pushed back to the locked position. After that,
the computer drawer has to be unlocked and pulled forward, then the
computer can be switched on.
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CABIN MANAGEMENT SYSTEM COMPONENTS & OPERATION
COCKPIT DOOR SURVEILLANCE SYS D/O (OPTION) (3)

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

COMPONENTS & LOCATION
Two types of CDSS can be installed. The first configuration has the
following components:
- 3 "NTSC video format" black and white video cameras in the door
number 1 area,
- 1 LCD installed on the rear cockpit wall,
- 1 ON/OFF P/BSW installed on the COCKPIT DOOR VIDEO panel,
- 1 camera select momentary P/B installed on the COCKPIT DOOR
panel,
- an entry request discrete from the cockpit door lock system.
The second configuration has the following components:
- 3 "NTSC video format" black and white video cameras in the door
number 1 area,
- 1 ON/OFF P/BSW installed on the COCKPIT DOOR VIDEO panel,
- 1 camera select switch and a video select rotary switch installed on the
COCKPIT DOOR panel,
- 1 CDSS system controller, installed in the avionics bay, to process and
display images on the lower ECAM System Display (SD).
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DESCRIPTION - VIDEO IMAGES DISPLAYED ON LCD
The CDSS has:
- three "NTSC video format" black and white video cameras. Each camera
is hidden in a flight attendant working light housing and has an infrared
light. One video camera installed above the cockpit door lets you identify
clearly the person who requests entrance to the cockpit. A second video
camera installed in the ceiling near RH door no.1 lets you identify a
person hidden behind the lavatory wall and galley. A third video camera
installed in the ceiling near LH door no.1 has the same function as the
second camera,
- one pivoting hinge 6.4" LCD with system controller to let the crew see
the pictures from the cameras,
- one ON/OFF P/BSW to activate or deactivate the system,
- one camera select momentary P/B. The CDSS can be changed from the
cockpit door camera to the covering areas of the two cameras between
the doors,
- an entry request discrete from the cockpit door lock system to activate
the CDSS from power safe mode and change automatically to camera 1
if a person requests entrance to the cockpit.
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DESCRIPTION - VIDEO IMAGES DISPLAYED ON LCD

DESCRIPTION - VIDEO IMAGES DISPLAYED ON SYSTEM
DISPLAY
The CDSS has:
- three "NTSC video format" black and white video cameras with LCD
display,
- one ON/OFF P/BSW to activate or deactivate the system,
- a system controller supplied by 115V AC through the COCKPIT DOOR
VIDEO P/B. It gives 12V DC electrical power to energize the cameras.
The system controller receives input signals from the cameras and also
monitors the status of the CDSS. It processes the signal from the cameras
and gives a video feed signal to the SD,
- a video select rotary switch to display the video images on the SD,
- a camera select switch to select a camera and which image will be sent
to the SD.
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DESCRIPTION - VIDEO IMAGES DISPLAYED ON SYSTEM DISPLAY
ELECTROSTATIC DISCHARGE (2)

Electrostatic discharge PROBLEMS
Electro Static Discharge (ESD) is generated by rubbing materials with
each other. By moving over plastic materials (synthetic fibers), wearing
synthetic fiber clothing, electrical charges build up on the body. Thus
voltages of 12000 to 35000 volts can develop on a person. Touching
connector pins of computer units, a discharge path is formed through
wiring and components. Integrated Circuit (IC) chips can be partly
damaged or totally destroyed. Rubbing materials from the "tribo-electris"
series against each other and then separating them from each other causes
a build-up of electrostatic charges. If the materials are far apart in the
series, there will be a higher electric charge.
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ELECTROSTATIC DISCHARGE PROBLEMS

electrostatic discharge protection
Here are some precautions to avoid damage of electronic equipment by
ESD. Line Replaceable Units (LRUs) that are sensitive to ESD are
identified by a black and yellow label on equipment face.
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ELECTROSTATIC DISCHARGE PROTECTION

LRU REmoval
Replacing an LRU bearing the black and yellow label requires these
precautions.
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LRU REMOVAL

LRU test
Testing of installed LRUs requires the following precautions.
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LRU TEST

work station
The removal and testing of printed-circuit boards from an LRU bearing
the black and yellow label, is carried out as follows.
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WORK STATION
COMMUNICATIONS SYSTEM LINE MAINTENANCE (2)

SYSTEM OPERATION
The use of the radio system on the Single Aisle aircraft is extremely
important for the safe operation of the aircraft. While taxiing and towing,
communication is necessary with the tower to safely move the aircraft.
Basic system description and procedures will enable the student to
understand system interconnect and correctly operate the systems by
selecting frequencies and setting transmission and reception modes. In
addition, the use of the Service Interphone communications will also be
explained.
The Panels and equipment that will be explained is as follows:
- Audio Control Panel (ACP),
- Radio Management Panel (RMP),
- Audio Management Unit (AMU),
- radio transceivers,
- acoustic equipment that includes: boomsets, hand mikes, and handsets.
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SYSTEM OPERATION

the related reception knob must be released out. The reception knob
SYSTEM OPERATION (continued) comes on white. To adjust the reception volume level, the selected
reception knob must be turned. Communication can now be
RMP FREQUENCY SELECTION
established.
The Radio Management Panels (RMP) are the Digital tuning head for
the Communications transceivers. They are installed on the center VHF 1 OPERATION
pedestal, with an optional one installed on the overhead for the 3rd When a Push-to-Talk (PTT) switch is depressed on one of the hand
observer seat. The panels have an over center ON/OFF switch. When mikes, the related hand mike is connected and the transceiver
the ON/OFF switch is switched to the ON position, two frequencies transmits.
that were previously selected appear in the ACTIVE and STandBY The boomset mike is connected to a transceiver when the INT/RAD
windows. To operate the transceiver, you might have to select a new switch is held in the RAD position on the ACP or the PTT is pressed
frequency on one of the VHF or HF transceivers. To do this, you must on the side stick.
select the transceiver that you wish to transmit on. To select the radio, On the ACP, several reception knobs can be selected simultaneously.
the related radio pushbutton must be pushed on the RMP. The related If the reception knob is pressed in again, the receiver is disconnected
green LED will come on. The desired frequency can be selected in and the white light goes off.
the STand-BY/CouRSe window using the dual selector knob. Pressing
the transfer pushbutton activates the frequency and displays it in the
active window, whereas the previous active frequency transfers to the
stand by window.
TRANSMISSION MODE
To connect one of the acoustic devices (microphone) to the
transmission line, the related transmission key must be selected on
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the Audio Control Panel (ACP).

When the transmission key is pressed (green light on) you are ready
to transmit. This selection can be disabled when you select another
transceiver or when you press the lighted pushbutton again. Only one
transmit key can be selected at a time.
RECEPTION MODE
In order to listen on the selected transceiver, you must operate the
Audio Control Panel (ACP). On the ACP, the reception knobs are
used to connect the acoustic equipment (headset) to the transceiver
reception via the Audio Management Unit. To select a transceiver,
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SYSTEM OPERATION - RMP FREQUENCY SELECTION ... VHF 1 OPERATION

SYSTEM OPERATION (continued)
FLIGHT INTERPHONE SYSTEM OPERATION
Flight interphone selection is necessary for voice communications
between flight crewmembers and for ground handling, taxiing and
towing. This control is done using the ACP. If the flight crew needs
to maintain contact and communicate with the mechanic, the flight
crew can push the MECHanic pushbutton on the CALLS panel on
the overhead panel.
The Flight Interphone can also act as a transceiver. Selection of the
INTerphone transmission key lights the green bars, indicating that the
flight interphone is ready to operate. Pressing and releasing the INT
reception knob turns on the knob light and adjusts the interphone
audio level.
The INT position enables permanent use of the flight interphone
without any further operator action and independent of transmission
key selection. The INT/RAD switch is a 3-position switch with INT
being a stable position.
The RAD selection connects the pre-selected channel to transmit. The
RAD position is a momentary contact, and is spring loaded to the
center position. This position acts like the selection of the PTT on the
hand microphone or the side-stick.
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SYSTEM OPERATION - FLIGHT INTERPHONE SYSTEM OPERATION

SYSTEM OPERATION (continued)
SERVICE INTERPHONE SYSTEM OPERATION
The service interphone system is made of eight service interphone
jacks installed around the aircraft to make easier communications
between maintenance personnel during troubleshooting, and between
maintenance and flight crew when coordinating tasks; i.e. Manual air
starter valve operation.
The audio lines from the cockpit, cabin and interphone jacks are routed
to the AMU through the amplifiers in the Cabin Intercommunication
and Data System (CIDS) Directors. The system is integrated in the
CIDS directors. There are 2 modes to connect the jacks to the service
interphone. The first one is the automatic mode which is active only
on the ground with the landing gear down and compressed. The other
mode is mentioned in the MAINTENANCE TIPS section.
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SYSTEM OPERATION - SERVICE INTERPHONE SYSTEM OPERATION

MAINTENANCE TIPS
When jacking the aircraft it might be necessary to communicate between
personnel at various points around the aircraft. With weight off wheels,
the service interphone system is disabled due to the logic of the system.
The on ground discrete from the Landing Gear Control and Interface Unit
(LGCIU) disables all service interphone connections.
The reason for this is to stop potential static noise started and amplified
through the AMU due to the length of wires acting as antennae, into the
audio system.
To re-enable the service interphone, the SerViCE INTerphone OVeRriDe
P/BSW must be switched to 'ON'. The Service Interphone Override switch
is on the Maintenance Panel 50VU on the overhead in the cockpit.
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MAINTENANCE TIPS
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UG913131
APRIL 2013
PRINTED IN FRANCE
AIRBUS S.A.S. 2013
ALL RIGHTS RESERVED
AN EADS COMPANY

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What is the purpose of the service interphone system?

What is the purpose of the service interphone system?

What are the two modes of the service interphone system?

What are the two modes of the service interphone system?

Single Aisle

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

AIRBUS Environmental Recommendation

SATELLITE COMMUNICATION (SATCOM) (option) PASSENGER ENTERTAINMENT SYSTEM

CIDS Director/DEU Architecture (3) . . . . . . . . . . . . . . . . . . . . . . . . . 66

COMMUNICATIONS SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW - RADIO COMMUNICATION

COMMUNICATIONS SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW - ON-BOARD COMMUNICATION SYSTEM

COMMUNICATIONS SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - COCKPIT PERIPHERALS & ACOUSTIC EQUIPMENT

COMMUNICATIONS SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - ANTENNAS

COMMUNICATIONS SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - TRANSCEIVERS, AMU, SELCAL CODE PANEL

COMMUNICATIONS SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - SATCOM (OPTIONAL)

COMMUNICATIONS SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - SSCVR

COMMUNICATION SYSTEM CONTROL & INDICATING (2)

INTERPHONE / CALLS / EVAC / VOICE RECORDING

This Page Intentionally Left Blank

RADIO MANAGEMENT PANEL INTERFACES (3)

RADIO ... RMP FAILURE

AUDIO SWITCHING D/O (3)

NOTE: Two relays controlled by the AUDIO SWITCHING selector

NOTE: The message "AUDIO 3 XFRD" is displayed in green on the

NOTE: The message "AUDIO 3 XFRD" is displayed in green on the

INTRODUCTION ... F/O 3 POSITION

AUDIO MANAGEMENT UNIT INTERFACES (3)

ACP-AMU LINK ... VOLUME CONTROL

COCKPIT LOUDSPEAKER MUTING CIRCUIT D/O (3)

HF SYSTEM ARCHITECTURE D/O (3)

HF SYSTEM ARCHITECTURE D/O (3)

Audio Control Panels (ACPs) are used for HF transmission or reception

RMP ... CFDS

VHF SYSTEM D/O (3)

the ECAM displays:

VHF TRANSCEIVER ... CFDS

SELCAL AND COCKPIT CALL SYSTEM D/O (3)

GENERAL & SELCAL OPERATION

SELCAL AND COCKPIT CALL SYSTEM D/O (3)

The visual call is automatically cancelled and the circuit reinitialized

GROUND CALL & ATTENDANT CALL

STATIC DISCHARGING PRESENTATION (2)

STATIC DISCHARGING PRESENTATION (2)

LOCALIZATION OF THE STATIC DISCHARGERS

STATIC DISCHARGING PRESENTATION (2)

STATIC DISCHARGERS INSTALLATION

SATCOM D/O (3)

SATCOM PRESENTATION - SDU ... HGA