Feam Technical Training LLC: 31-50 Central Warning System 31-60 Electronic Instrument System

FEAM TECHNICAL TRAINING LLC
Level 3
31-50 Central Warning System
31-60 Electronic Instrument System
01/07//2018 REV 1 These notes are not revised after issue For Training Purposes Only Page 1 of 196
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Lufthansa Technical Training
INDICATING / RECORDING SYSTEMS A330-200 / 300 A34
31
ATA 31 INDICATING / RECORDING SYSTEMS

For Training Purposes Only
FRA US/E nf 06.2001 Page: 1

INDICATING / RECORDING SYSTEMS A330-200 / 300 A340-200 / 300
General FEAM TECHNICAL TRAINING LLC
31-00
CONTROL CABIN ARRANGEMENT

General
The aircraft and sytem controls required for piloting the aircraft are arranged in
such a way that the crew faces forward and all crew members can monitor in-
struments and systems.
Overhead Panel
The designers concentrated system controls on the overhead panel by making
extensive use of pusbutton switches, installed directly in the system synoptic.
Maintenace Panel
The Maintenance Panel is located above the overhead panel and is for mainte-
nance use only.
Reset Circuit Breakers
In case of a computer failure the computer may be reset by the reset circuit
breakers.
NOTE:
other computers can be reset by the control switch (OFF/R, ON/R) or by power
cycle.
COCKPIT PANELS
General
The cockpit comprises various panels:
Overhead panel,
Glareshield,
Main instrument panel and

Pedestal.
The aircraft is flown by using two side sticks located on the side
consoles.
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31-00
Reset Circuit Breakers

Maintenance Panel
Overhead
Panel
Glareshield
Main Instrument
Panel
Side Stick
Side Stick
Pedestal
A340 shown
Figure 1 Cockpit
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Overhead Panel
Most of the aircraft system controls are located on the
Overhead panel. The main systems are located in the center of the
overhead panel and the others on the side with the controls of each
system grouped in a single place. There are no more circuit breakers
in the cockpit. Most of them are located in the avionic compartement.
However some computers can be reset from two panels.
A maintenance panel is provided for on-ground maintenance operations
on some systems (hyd, engines...).
The overhead panel is scanned by using a standardized Airbus pattern.

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Computer Reset
Reading Computer Reset

Light
Cargo Smoke
Oxygen
Recorder
Figure 2 Overhead Panel

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Glareshield
The various rotary selector and attention getters are located
on the glareshield. In the center is the Flight Control Unit (FCU),
made up of an Auto Flight System (AFS) Control Panel and two Electronic
Flight Instrument System (EFIS) Control Panels.

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Master Warning Light

Chrono
FCU
Auto Land Light
Loudspeaker
EFIS DMC
PFD Control Reconfiguration
Master Caution Light

Side Stick Priority
PFD/ND Transfer
ND Control
Figure 3 Glareshield
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Main Panel
6 identical and interchangeable Cathode Ray Tubes are installed on the main
instrument panel.
The Cathode Ray Tubes (CRT) are :
- two Primary Flight Displays (PFD),
- two Navigation Displays (ND),
- an Engine/Warning Display (E/WD) and
- a System Display (SD).
The main panel is more of a rack with a cover plate than a panel.
Note:
the landing gear emergency extension is no longer mechanical but electrical.

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Ldg Gear/Autobrake/Antiskid
Horizon GPWS
SELCAL
True/Mag Selector Altimeter Code
Overhead Lighting Brake Pressure
ASI Map
Lighting
Sliding Table Ldg Gear Emergency
Console/Floor Lighting
Limit Speed Placard Loudspeaker
VOR/ADF DDRMI Clock

ECAM Switching
Ldg Gear Selector
Figure 4 Main Panel

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Pedestal
Three identical and interchangeable Multipurpose Control
and Display Units (MCDU) are installed on the pedestal.
They provide an interface with the
FMS,
ACARS,
Aircraft Condition Monitoring System (ACMS) and
Centralized Maintenance System (CMS).
The parking brake handle, thrust levers, flap control lever and speed brake
lever control their respective systems electrically.
Each pilot station is provided with a Radio Management Panel (RMP) and an
Audio Control Panel (ACP) for communication and back up navigation.
Usually, the two forward MCDU’s are for pilot use and the rear one
for maintenance use.
VU(S)
All panels are identified by VU numbers, except those manufactured by
vendors.

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Multipurpose Control Display Unit
Radio Management Panel
Pitch Trim Wheel

Thrust and Thrust Reverser
Control Levers Audio Control Panel
Lighting and DFDR Event
Speed Brake Control Lever Flap Control Lever
Parking Brake
Engine Start Panel

Handset A340 shown
Figure 5 Pedestal
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COCKPIT PHILOSOPHY
Lights Out Philosophy
All the aircraft and system controls are arranged to be within easy reach of the
two crew members. The concentration of system controls on the overhead
panel is achieved by extensive use of illuminated pushbuttons directly installed
on the system synoptic panel.
In normal operation, no lights are illuminated in the cockpit.
This is called the ” lights out philosophy ”.

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A340 shown
Figure 6 Electrical Panel

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Pushbutton Principle
Status and failure indications are integrated whenever possible into the relevant
illuminated pushbuttons which must be operated for corrective action.
Pushbuttons with two stable positions

Most of the illuminated pushbuttons have two stable positions:
pressed in and
released out;
each position corresponding to a control signal sent to a system.
Pressed in (recessed):
Normaly used system activation (AUTO or ON)
Temporarily used system activation (ON)
System activated for maintenance operation (ON) or override (OVRD).
Pushbuttons with one stable position

Some pushbuttons have only one stable position:
released out.
When pushed they send a control signal to the system.
Released out (flush with the panel):
System deactivation (OFF)
Manual activation of a system (ON)
Activation of an alternate system (ALTN).

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Typical Pushbutton with two stable Positions
1. Pressed in ADR1
PRESSED IN
NO LIGHT
SYSTEM ACTIVATED
CORRECT OPERATION
ADR1 PRESSED IN
FAULT LIGHT ON
SYSTEM ACTIVATED
FAULTY CONDITION
ADR1
2. Released out
RELEASED OUT
OFF LIGHT ON
SYSTEM DEACTIVATED
Figure 7 Pushbutton Principle

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Colour Philosophy
The illuminated pushbutton and annunciator lights are of different colours
according to their function.
In normal operation, only green lights and sometimes blue lights are
illuminated.

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RED IS USED FOR A FAILURE NEEDING

IMMEDIATE ACTION
AMBER IS USED FOR A FAILURE NEEDING AWARENESS

BUT NO IMMEDIATE ACTION
WHITE IS USED TO INDICATE A PUSH BUTTON IN

AN ABNORMAL POSITION OR MAINTENANCE OPERATION
GREEN IS USED TO INDICATE NORMAL OPERATION

OF A BACK UP SYSTEM
BLUE IS USED TO INDICATE NORMAL OPERATION

OF A TEMPORARILY USED SYSTEM
Figure 8 Colour Philosophy

Electronic Instrument System FEAM TECHNICAL TRAINING LLC
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EIS PRESENTATION
General Attention Getters
The Electronic Instrument System ( EIS ) replaces conventional instruments by Attention getters are visual and audio.
new technology. Pilot attention is drawn by :
It presents data to the pilots on six identical and interchangeable Cathode Ray two Master Warning lights.
Tubes ( CRT ).
two Master Caution lights.
The Electronic Instrument System is divided into two parts :
two Autoland lights.
an Electronic Flight Instrument System ( EFIS ) comprising :
Audio signals ( sounds ) and Auto Call out ( synthetic voices ) broadcast by
- two Primary Flight Displays ( PFD ). two loudspeakers.
- two Navigation Displays ( ND ).
an Electronic Centralized Aircraft Monitoring ( ECAM ) comprising :
EFIS Controls
- an Engine and Warning Display ( E/WD ).
EFIS controls are provided by independent controls for each pilot, for display
- a System Display ( SD ).
selection or reconfiguration.
- attention getters.
The EFIS controls are :
2 EFIS switching panels.
Electronic Flight Instruments System ( EFIS ) 2 EFIS control panels.
EFIS information is presented in front of each pilot on a Primary Flight Display
and a Navigation Display.
ECAM Controls
The PFD displays the flight information required for short term flight.
The ND displays the flight information required for navigation. ECAM controls are provided by controls on center panel and pedestal for
display selection and reconfiguration.
The ECAM controls are :
Electronic Centralized Aircraft Monitoring ( ECAM ) 1 ECAM switching panel.
ECAM information is presented on the center instrument panel on an Engine 1 ECAM control panel.
and Warning Display and a System Display.
The E/WD displays the engine and fuel parameters, the check list and warning
messages, and certain information relevant to system operation.
The SD displays synoptics giving the configuration of various A/C systems and
some permanent data.
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AUTOLAND
Master Warning, Master Warning,

Master Caution and EFIS Control Panels Master Caution and
Autoland Lights Captain FO Autoland Lights
Loudspeaker Loudspeaker
Captain’s EFIS FO’s EFIS

Switching Panel Switching Panel
Captain’s Primary
Flight Display
FO’s PFD
Captain’s Navigation Display

FO’s ND
ECAM Switching Panel
Engine/Warning Display
ECAM Control Panel System Display
Figure 9 EIS LRUs ( Cockpit )

ELECTRONIC INSTRUMENT SYSTEM FEAM TECHNICAL TRAINING LLC
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31-60 ELECTRONIC INSTRUMENT SYSTEM (EIS)

EIS ARCHITECTURE
General
The Electronic Instrument System is an avionics system connected with most
of the aircraft systems to perform the EFIS (Electronic Flight Instrument Sys-
tem) and ECAM ( Electronic Centralized Aircraft Monitoring) functions.
The EFIS provides flight information and the ECAM provides system and
warning information.
The Electronic Instrument System comprises seven computers:
three identical Display Management Computers ( DMCs )
two identical Flight Warning Computers ( FWCs )
two identical System Data Acquisition Concentrators ( SDACs ).
The DMCs comprise two independent parts:
one for the EFIS function and one for the ECAM function.
Control Panels
Three Control Panels are provided for EFIS and ECAM controls.
Control panels are physical interfaces between the crew members and the EIS.

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Figure 10 EIS Basic Schematic

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EFIS Note:
The EFIS part of the DMCs decodes and processes data from the aircraft sys- the DMCs receive directly A/C system data for display on the upper part of the
tems in such a way to generate images on PFDs and NDs. E/WD.
The three DMCs receive identical information, in normal operation DMC 3 is The DMCs use the outputs of the FWCs to display aircraft information on the
in standby. lower part of the E/WD ( messages ).
The SDACs receive A/C system information concerning amber cautions and
transmit it to the FWCs.
ECAM
The FWCs receive A/C system data concerning red warnings and memos, they
DMC 3 ECAM part is used in normal configuration. generate messages and activate attention getters ( audio signals through Audio
The ECAM uses A/C system data which is processed in the System Data Ac- Management Unit ).
quisition Concentrators ( SDACs ), Flight Warning Computers ( FWCs )
and DMCs before being presented on E/WD and SD.
The SDACs digitalize aircraft system data and transmit it to the DMCs. Redundancy
The DMCs using the SDACs Outputs, generate aircraft system information for A great redudancy between systems is used to minimize the loss of
display on the SD. information.
Loss of a SDAC, or a FWC, or one or two DMCs does not affect EIS operation.
As shown on the drawing, the system still operates normally with one SDAC,
one FWC and two DMCs inoperative.

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PFD1 ND1 EWD ND2 PFD2
SD
MASTER WARNING/ MASTER WARNING/

CAUTION LIGHTS CAUTION LIGHTS
LOUDSPEAKER
LOUDSPEAKER
DMC1 DMC3 DMC2
FWC1 FWC2
SDAC1 SDAC2
Figure 11 EIS Basic Schematic

Central Warning Systems FEAM TECHNICAL TRAINING LLC
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EIS CONTROLS
The Flight Warning System and Electronic Instrument System (EIS) panels are
located on the glareshield, on the main instrument panel and on the pedestal.
The captain and first officer panels have the same functions.

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EFIS Control Panel EFIS Control Panel
Attention Getters
Attention Getters
EFIS Switching Panel

EFIS Switching Panel
ECAM Control Panel

A340 shown
Figure 12 Control Cabin

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EFIS CONTROL PANEL

The EFIS control panels, which are part of the Flight Control Unit, are divided ND controls
into PFD controls and ND controls.
PFD controls Data base display P/Bs:
these five P/Bs enable additional data to be displayed on the ND. When
pressed these P/Bs respectively display
LS P/B: Airports,
enables the localizer and glide scales and deviation symbols to be displayed on ADF stations,
the associated PFD.
VOR/DME stations,
Waypoints and
FD P/B:
Constraints.
enables the Flight Diretor bars to be displayed or not on the associated PFD.
Scale rotary selector:

Baro reference selector knob:
enables the scale to be selected in miles on the associated ND for the Rose
The outer knob enables the measurement unit to be selected, either Hecto NAV, ARC and PLAN modes.
Pascal (HPa) or Inches of Mercury (Hg), on the baro reference window.
Mode rotary selector:
The inner knob is rotated to select the reference value, pulled to select the
enables the desired presentation of navigation information to be selected on
standard value (1013 HPa) and pushed to display the QNH.
the associated ND.
Baro reference window:

Note: With the mode rotary selector in position ENG ( Engine ) the Engine
used to display the pressure reference value and Standby Page is displayed on the ND. It shows the same parameters
the reference used. like the E/WD, but no ECAM messages are displayed in the lower area.
ADF/VOR selector:
enables ADF or VOR bearing pointers to be selected
on the associated ND as well as the corresponding navigation station charac-
teristics in any mode except PLAN mode.

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FO’s EFIS Control Panel
Figure 13 EFIS Control Panel

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EFIS SWITCHING PANEL

The EFIS switching panel is located on either side of the glareshield.
EFIS DMC Rotary Selector

It is used to select another Display Management Computer when EFIS DMC 2
(or EFIS DMC 1 for captain) has failed.
This selector has no effect on the ECAM display.
PFD/ND Pushbutton
Each time the PFD/ND pushbutton is pressed, the images displayed on the
PFD and ND are interchanged. The image previously displayed on the PFD is
displayed on the ND and vice versa.
PFD Potentiometer
The PFD potentiometer switches the PFD display unit on or off and controls the
brightness in conjunction with the automatic brightness control system.
In the OFF position, automatic and manual reconfigurations are possible.
ND Potentiometer
The ND inner potentiometer switches the ND Display Unit on or off and enables
general adjustment of the ND brightness.
The outer potentiometer only adjusts the brightness of the weather radar
image.

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EFIS DMC Rotary Selector
PFD/ND Pushbutton
PFD OFF/BRT Potentiometer
ND OFF/BRT Potentiometer
FO’s EFIS Switching Panel

Figure 14 EFIS Switching Panel
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ECAM CONTROL PANEL

The ECAM control panel located on the pedestal, includes the brightness T.O. (take off) configuration P/B
potentiometers and the controls required for operation of the ECAM system. It is used to check that the A/C is in the correct configuration before take off.
If the configuration is correct, TO.CONFIG.NORMAL is displayed on the E/WD.
E/WD and SD OFF/BRT potentiometers

The potentiometers switch the ECAM Display Unit on or off and control the EMER CANCel (emergency cancel) P/B
brigtness in conjunction with automatic brightness control system. In the OFF It is used to cancel aural warnings and caution messages. Caution messages
position, automatic and manual reconfigurations are possible. may be recalled by pressing the RCL P/B.
CLR (clear) P/B

When the P/B light is on, the warning and caution messages displayed on the
lower part of the E/WD can be cleared.
STS (status) P/B

It is used to call the Status page on the SD. If there are no status messages,
the ”normal” indication is displayed for 5 seconds on the SD.
RCL (recall) P/B

It is used to recall warning and caution messages inhibited by the CLR P/B
or by the flight phase automatic inhibition. If there are no warning or caution
messages, the ”normal” indication is displayed for 5 seconds on the E/WD.
System page P/B

These 13 P/Bs allow the system synoptic diagrams to be manually selected on

the SD. When a P/B is pressed a second time, the system page is replaced by
the page corresponding to the current flight phase.
ALL P/B
It allows the 13 system pages to be successively displayed at 1 second
intervals. The ALL P/B remains active after a complete failure of the ECAM
control panel.

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Figure 15 ECAM Control Panel

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ECAM SWITCHING PANEL

The ECAM switching panel is located on the main instrument panel on the left
side of the System Display.
ECAM DMC Rotary Selector

The ECAM DMC rotary selector is used to select the ECAM DMC.
In Auto position, only ECAM DMC3 is active. ECAM DMC1 automatically takes
over in case of ECAM DMC3 failure.
In position 1, 2, 3, the selected ECAM DMC is active and automatic transfer is
not possible.
Note: this selector has no effect on the EFIS display.
ECAM/ND Rotary Selector

The ECAM/ND rotary selector enables an ECAM image to be displayed on
one of the ND Display Units. The NORMal position corresponds to a normal
operation.
CPT or F/O positions enable ECAM images to be respectively displayed on the
CPT or F/O ND Display Units.

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Figure 16 ECAM Switching Panel

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ATTENTION GETTERS
A set of attention getters is installed in front of each pilot.
It consists of a Master Warning light and a Master Caution light.
When a warning occurs, the Master Warning light flashes continuously.

The crew may cancel it, in most cases, as well as the associated aural warning
by pushing the Master Warning Light.
When a caution occurs, the Master Caution light comes on and stays on asso-
ciated with a single chime.
The Master Caution Light extinguishes when it is pushed.

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Master Warning Light
Master Caution Light

Figure 17 Attention Getters

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LOCATION
Note: Display Units shown in normal Configuration
Figure 18 Display Units Location

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Cpt EFIS Control Panel F/O EFIS Control Panel

Attention Getters
Attention Getters
Cpt EFIS Switching Panel F/O EFIS Switching Panel

Source Switching Panel

ECAM Control Panel
Figure 19 Panel Location
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DMC
1WT2 1WT1
DMC 2 DMC 1
1WV2
SDAC2
1WT3
1WW2
DMC 3
FWC2
1WW1
FWC1
1WV1
SDAC1
Figure 20 FWCs, SDACs, DMCs Location

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EIS Switching Relays

Figure 21 EIS Switching Relays Location

Primary Flight Display FEAM TECHNICAL TRAINING LLC
31-64
31-64 PRIMARY FLIGHT DISPLAY

General
The Primary Flight Display ( PFD ) is presented in front of each pilot, on the
outer display unit.
The PFD presents short term information necessary for the flight.
It is divided into 7 zones.
HAM TS 32 ni 1.7.93 Page: Page: 40

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Figure 22 PFD Zones

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Attitude Altitude
The Attitude is indicated in the middle of the Display Unit, in the shape of a cut The Altitude Scale presents the Altitude according to a baro reference setting.
sphere window which looks like a conventional Attitude Direction Indicator.
The Attitude area presents :
Vertical Speed
A/C symbols
Next to the Altitude, the Vertical Speed is displayed.
Pitch and Roll indications
Flight path
drift angles... Trajectory Deviation
For approach, the Trajectory Deviation is presented on the right, and at the bot-
tom of the Attitude area.
Guidance
ILS and DME information appear below the speed scale.
Guidance symbols may be superposed on the Attitude sphere.
Flight Mode Annunciator ( FMA )

Speed
The Flight Mode Annunciator provides the pilot with the various armed and ac-
The Air Speed Scale contains all the Air Speed data displayed on a conven- tive Automatic Flight System modes.
tional Air Speed Indicator plus significant limits, protection and target speeds.
Heading
The Heading Scale displays the aicraft actual Heading and Track.

31-64
Figure 23 Primary Flight Display

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ND CONTROLS
PFD CONTROLS
For the Navigation Display there are the following controls:
Both EFIS Control Panels have the same controls:
Mode Selector Switch to use the ND in different modes.
Hg / hPa Selector Knob for QNH units ( in Hg or hPa ). In the Rose Modes the aircraft symbol is in the middle of the ND, in the
BARO Setting Knob for QNH setting. ARC Mode it is at the bottom of the DU.
FD Pushbutton Switch for switching of FD Bars resp. FPD-Symbols. PLAN corresponds to a map displayed on the ND.
LS Pushbutton Switch for switching of LOC and GLIDE Scales on ENG is a standby mode to display engine parameters on the ND.
the PFD. Scale Selector Switch to select the range on the ND.
for example, if ”320” is selected the distance between aircraft sysmbol and
compass rose corresponds to a distance of 320 nautical miles.
ADF/VOR selector: enables ADF or VOR bearing pointers to be selected
on the associated ND as well as the corresponding navigation station char-
acteristics in any mode except PLAN mode.

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Mode Selector Switch

BARO Correction Display
Scale Selector Switch
Hg / hPa Selector
BARO Setting
Knob
FD Pushbutton Switch LS Pushbutton Switch ADF / VOR Selector Switches
Figure 24 EFIS Control Panel (Captain)

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NAVIGATION DISPLAY MODES

The indication on the Navigation Display ( ND ) depends on the position of the ARC Mode
mode selector switch on the EFIS control panel. This mode shows a sector of 90 degrees in front of the aircraft.
The different modes are shown on the following pages. The aircraft symbol is at the bottom of the DU. Flight plan information and
weather radar are displayed like in the ROSE NAV mode.
ROSE ILS Mode

This mode corresponds to the conventional HSI with Localizer- and PLAN Mode
Glideslope - Indication. In this mode a map is displayed with north up. In the middle of the display there
is a waypoint as a reference point.
Depending on the selected range other waypoints and the planned flight path
ROSE VOR Mode are displayed. An aircraft symbol is displayed according to the present
This mode corresponds to the conventional HSI with VOR Course and position.
VOR Deviation.
ROSE NAV Mode

This mode corresponds to the conventional HSI without VOR Course resp.
VOR Deviation but with flight plan indications ( from the FMGES) and weather
radar Indication.

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AMM 31-65-00
Figure 25 ND - ROSE ILS Mode and ROSE VOR Mode

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AMM 31-65-00
Figure 26 ND - ROSE NAV Mode and ARC Mode

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AMM 31-65-00
Figure 27 ND - PLAN Mode

INDICATING / RECORDING SYSTEMS A330-200 / 300 A340–200 / 300
31-60
Engine Standby Page

Through the EFIS control panel, each pilot is able to display an engine standby
page on his ND DU instead of the navigation pages.
This page is used after failure of all the ECAM parts of the DMCs of the EIS.
This page is regarded as a simplified display of the primary engine indications,
normally displayed on the EWD. This page is generated by the EFIS part of the
DMCs and contains the same indications as the engine primary page, except
the following which are not included:
N1 amber line
N1 degraded mode
N2 degraded mode
Fuel flow degraded mode
N2 grey background box during the starting sequence
White box during the starting sequence
ECAM Messages will not be displayed.

For more details, refer to AMM 31-66-00: Engine/Warning Display.
FRA US/E nf/to March 02 Page: 50

ENGINE A330-- 200/300
INDICATING FEAM TECHNICAL TRAINING LLC CF6--80E1
77-- 00
ATA 77 ENGINE INDICATING

77-00 GENERAL
INDICATING
The engine primary parameters are permanently displayed on the ECAM upper
display.
The screen shows the various indications and their arrangment.
The secondary parameters are displayed on the ECAM lower display.
In case of pressure loss across the fuel filter or the main scavenge oil filter,
some additional indications appear.
During the starting sequence, nacelle temperature is no longer displayed:
start valve position, selected ignitor and engine bleed pressure indications
appear.
Fuel used, oil quantity and vibration indications are also displayed on the
ECAM cruise page.
FRA US-T TH FEB 02 Page 198

ENGINE A330-- 200/300
77-- 00
Figure 94 ECAM Engine and Warning Display

ENGINE A330-- 200/300
77-- 00
Engine System Display
The secondary engine parameters are displayed on the SD.These are:
the oil pressure indication
the oil quantity indication
the oil temperature indication
the oil filter clogging indication
the fuel used indication
the fuel filter clogging indication
the vibration indications
the nacelle (NAC) temperature indication
the starting sequence indications
start valve position indication
engine bleed pressure
ignition indication.

ENGINE A330-- 200/300
77-- 00
Figure 95 ECAM System Display

ENGINE A330-- 200/300
77-- 00
Engine Start Page
The starting engine parameters are displayed on the SD.These are:
the starting sequence indications
start valve position indication
engine bleed pressure
ignition indication.

ENGINE A330-- 200/300
77-- 00
Figure 96 ECAM System Display-- Start Page

ENGINE A330-- 200/300
77-- 00
Engine Cruise Page
The cruise engine parameters are displayed on the SD.These are:
the fuel used indication
the oil quantity indication
the vibration indications

ENGINE A330-- 200/300
77-- 00
Figure 97 ECAM System Display-- Cruise Page

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Figure 28 Engine Standby Page

FRA US/E nf/to March 02 Page: 51
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31-50 CENTRAL WARNING SYSTEMS

ENGINE/WARNING DISPLAY PRESENTATION
General
The Engine and Warning Display is normally on the upper ECAM Display Unit.
It is divided into two areas: the upper area and the lower area.
The upper area displays:

engine primary parameters
fuel quantity
slats and flaps position.
The lower area is used for:

warning and caution messages
memo messages.

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ENGINE PRIMARY
PARAMETERS
Figure 29 Engine/Warning Display

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Upper Area
The symbols of the upper area are permanently displayed.
The parameters are provided in the form of analog and/or digital indications
( refer to corresponding chapter for detailed description ).
Page: 54
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A 330-200 / 300 GE A 340-200 / 300
Figure 30 E/WD Upper Area

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Left Memo Area Right Memo Area
Take off or landing memo, normal memo, primary failure messages and actions Normal memo and secondary failure messages are displayed in the right
to be performed are displayed in the left memo area. memo area.
As soon as a failure is detected, the memo messages are replaced by warning/ For example when one Engine Anti Ice P/B is set to ON, ENG A.ICE appears
caution messages. on the right memo area.
T.O. INHIBIT
During take off and landing, most of the warnings are inhibited to avoid distrac-
tion of the crew.
For example, at take off, when the second engine is set to take off power and
until the A/C has reached 1500 ft, ” TO INHIB ” is displayed.
Advisory and Overflow Status
Status, Advisory and Overflow indications are ’attention getters’ on the display.
ADV: Advisory appears pulsing in white to indicate that an A/C system parame-
ter has drifted out of its normal range.
STS: Status indicates that a status message is present on the ECAM page.
Overflow Arrow : only concerns the warning messages and indicates

that the messages exceed the capacity of the display on the left memo area.
In this case, the heading titles of the Warning Messages are displayed on the
right memo area.

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ENG A.ICE
TO INHIB
Figure 31 E/WD Memo Area

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Universal Time Coordinated (UTC) indication is permanently displayed.
SYSTEM DISPLAY PRESENTATION It may be:
General 23 H 56 when normal
The System Display is normally on the lower ECAM Display Unit. XX when data are not available.
It is divided into two areas.
The upper area displays system or status pages, Gross Weight (GW) indication:
the lower area permanent data. 170000 KG when normal
The system or status pages can be called automatically after a failure or 170000
== KG in case of degraded accuracy
manually upon the crew request by pressing the related P/B on the ECAM
XX when data are not available
control panel.
Gross Weight Center of Gravity (GWCG) indication:

Permanent Data 28.1 % (green) when normal
At the bottom of the System Display, permanent data is always displayed 28.1 % (amber) when Aft CG is detected by FE computer
whatever the page presented. Here
temperature (TAT, SAT), 28.1
= in case of degraded accuracy
time (UTC), XX when data are not available
gross weight (GW) and
gross weight center of gravity (GWCG)
are always displayed.
Total air temperature (TAT) and static air temperature (SAT) are digital values.
TAT: +19 C ( green ) when normal.
XX ( amber ) when data are not available.
The same applies for Static Air Temperature ( SAT ).
Load factor (G LOAD) is displayed when the aircraft speed is over 80 kts.
It is amber when its value is more than +1,4 G or less than -0.7 G during more
than 2 seconds. Information remains displayed 5 seconds after the excessive
condition has disappeared.

31-50
SYSTEM PAGE
OR
STATUS PAGE
Figure 32 System Display

31-50
System Page
13 system pages can be displayed manually or automatically.
Refer to each chapter for detailed description of the pages.
The 13 system pages are:
ENG (Engine secondary parameters)
BLEED (bleed air)
PRESS (cabin pressurization)
EL/AC (electrical power supply, AC)
EL/DC (electrical power supply, DC)
HYD (Hydraulic power)
APU (Aux Power Unit)
COND (air conditioning)
DOOR (Doors and oxygen )
WHEEL (Landing gear, wheels, brakes)
F/CTL (Flight controls)
FUEL (Fuel)
C/B (Circuit breaker status).
There is one page that can be called automatically only:
CRUISE page (Combination of data used in flight)
System Page Logic

The ECAM operates in four modes for the system page presentation, with a
priority order.
The four selection modes of system page presentation are the:
Manual mode: selection from ECAM Control panel
Failure mode: automatic presentation due to a warning/caution

Advisory mode: automatic presentation due to a drifting parameter
Flight phase mode: automatic presentation due to the A/C situation.
Note: the manual mode is cancelled in case of failure or advisory.

31-50
A340 shown A340 shown

Figure 33 System Pages

31-50
A340 shown A340 shown A340 shown

Figure 34 System Pages

31-50
Figure 35 C/B Page

31-50
Cruise Page
The cruise page is only automatically called in flight.
The cruise page displays main systems parameters to be monitored during
flight:
Engine parameters such as
fuel used,
oil quantity and
vibrations
Cabin pressure parameters such as
landing field elevation,
cabin vertical speed,
cabin altitude and
cabin differential pressure
zone temperature.

31-50
A340 shown
Figure 36 Cruise Page

31-50
Status Page
The status page is an operational summary of the aircraft condition. It can be
displayed manually or automatically.
The information is displayed at the end of an ECAM procedure or upon crew
request. The status page includes:
Left column:
limitations
approach procedures information
cancelled cautions.
Right column
inoperative systems
maintenance information.

31-50
STATUS
Figure 37 STATUS Page

INDICATING / RECORDING SYSTEMS A330–200 / 300 A340-200 / 300
31-50
ECAM COLOUR PHILOSOPHY

The colour of the indications and messages shown on the Engine / Warning
Display and on the System Display depends on their meaning:
RED
Faults and flight situations which require action (Warning Messages).
AMBER
Faults an flight situations which require attention, but no immediate action
(Caution Messages).
GREEN
Aircraft and system indications within normal range.
WHITE
Titles and remarks.
BLUE ( CYAN )
Instructions and limitations.
MAGENTA
Special messages.

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Blue (Cyan) White

Amber
White
Blue (Cyan)
Blue (Cyan)
Amber
Green
Red APU FIRE LAND ASAP Red

-APU FIRE P/B...............PUSH
Blue -AGENT AFTER 10S.....DISCH White
(Cyan) White
-MASTER SW....................OFF
A340 shown s
AMM 31-67-00
Engine / Warning Display System Display ( Status Page )
Figure 38 ECAM Colour Philosophy Example

31-50
ALERT LEVELS
Messages have different levels. The level depends on the importance of the
message for flight safety.
Level 3: warnings ( highest priority )
Level 2: cautions
Level 1: cautions
Status messages
Within each level a priority of warnings and caution messages is lain down
in a list of warnings by priority order which can be found in the AMM,
chapter 31-51-00.
LEVEL 3 LEVEL 1
Level 3 messages ( warnings ) have highest priority. Level 1 messages point to a system which is faulty but not directly necessary
Level 3 warnings are caused by real emergency situations which require action for the flight, e. g. PSCU 1 fault or EFIS DMC 3 fault.
by the crew. Level 1 messages appear on the E/WD without any chime.
Typical causes for level 3 warnings are If there is a system page for the system concerned it will be displayed on the
Aircraft in dangerous flight situation ( e. g. stall or overspeed ) system display.
System faults which concern safety ( e. g. excessive cabin altitude
or engine fire )
Level 3 warnings are connected with an aural warning ( continous repetitive
chime or special call out ) and the flashing master warning light.
If there is a system page for the system concerned it will be displayed on the
system display.
LEVEL 2
A level 2 message is given when a system fault does not affect flight safety
directly.
It requires awareness of the crew, but no immediate action.
A typical level 2 message is ”IDG 1 OIL LO PR”.
Level 2 messages are connected with a single chime and the master
caution light.
If there is a system page for the system concerned it will be displayed on the
system display.
FRA US/E wn 16.12.95 Page: Page: 70

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flashing
Level 3 Level 2
Level 1
Figure 39 Class 1 Failures

31-50
FAILURES WITHOUT ECAM WARNINGS

Faults which do not cause any warning or caution messages but which must
not be postponed to the next maintenance check appear on the status page of
the SD.
As soon as a fault of this type occurs STS appears on the E/WD.
For further information the crew has to call the status page manually.
The faults are listed under the heading ”MAINTENANCE”.
After engine shut down the STS indication on the E/WD starts flashing.

31-50
Status
Figure 40 Class 2 Failure

31-50
TYPES OF FAILURES
The ECAM indicates three types of failures.
Independent Failure
Primary Failure
Secondary Failure
The failure type is indepedent of the alert level.
Independent Failure Primary Failure

An independent failure is a failure of a LRU or a system which does not A primary failure is a failure of a LRU or a system which concerns other
concern any other system. systems.
Example: Flight Warning Computer 1 failure. Example: A failure of the blue hydraulic system has the consequence that
some spoilers fail.
Independent failures are indicated on the left side of the E/WD with their
title underlined. Primary failures are indicated on the left side of the E/WD in a frame.
Secondary Failure
A secondary failure is a consequence of a primary failure.
Example:
F/CTL ( some spoilers fail if the blue hydraulic system is lost ).
Secondary failures are indicated on the right side of the E/WD.
US/E nf 06.2001 Page: Page: 74

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Independent Failure (red or amber) Primary Failure (red or amber)
Engine/Warning Display Engine/Warning Display
Secondary Failure (amber)

corresponding System Pages
Engine/Warning Display
Figure 41 Types of Failures

US/E nf 06.2001 Page: Page: 75
31-50
AURAL WARNINGS
General Warning and Callouts Generation
This is the list of the various audio signals generated by the Flight Warning All Aural Warnings and Synthtetic Voice Callouts are generated in both FWCs.
computers and the manner of cancellation. By means of a discrete audio synchronization signal between the FWCs the
audio signals are synchronized, this means that the ”faster” FWC suppresses
the other one.
FRA US/E rw 21.6.95 Page: Page: 76

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Instinctive disconnect P/B

Figure 42 List of Aural Warnings

FRA US/E rw 21.6.95 Page: Page: 77
INDICATING / RECORDING SYSTEMS A330–200 / 300 A340--200 / 300
Central warning Systems FEAM TECHNICAL TRAINING LLC
31-50
FLIGHT PHASES
A flight is divided into ten flight phases. The phases depend on parameters
shown on the drawing below.
The flight phases have influence on
internal BITEs
ECAM warning inhibits
automatic selection of system pages.
The Correlation between Flight Phases and System Pages

Generally, some System Pages are selected according to the Flight Phase.
The Flight Phases are generated in each Flight Warning Computer ( FWC )
and transmitted to the Display Management Computers ( DMCs ) which display
the System Page according to the momentary Flight Phase.
For example,
when the aircraft is supplied with electrical power (Flight Phase 1) the
DOOR /OXY Page is displayed.
When Flight Phase 2 starts the WHEEL Page is displayed. (after engine start
the crew has to know if the aircraft is ready for taxiing , i. e. if the wheels are
ok).
If the APU is switched on during flight phase 1 or 2 the APU page has higher
priority and will be displayed. These correlations are shown on the table below
taken from the AMM.
This System Page selection mode is called Automatic Mode.

In some documents it is also called Flight Phase Mode.

INDICATING / RECORDING SYSTEMS A330–200 / 300 A340--200 / 300
Central warning Systems FEAM TECHNICAL TRAINING LLC
31-50
LAST
on A340
on A330
AMM 31-67-00
Figure 43 Flight Phase Explanation

31-50
Flight Phase 1
FLIGHT PHASES DOOR / OXY page.
General The APU or engine system pages are displayed in priority if the APU or the
engines are started.
Without any aircraft system failure, the System Display automatically presents
system pages in order to eliminate the need of frequent scanning of the sys- The door page reappears 10 sec. after APU is available or at the end of engine
tem panels. start.
In normal operation, the ECAM system pages are displayed according to the Flight Phase 2
current flight phase. The WHEEL page is displayed only when engine start has been completed.
The flight control page replaces the wheel page for 20 sec. when either
Flight Phases sidestick is moved or when rudder deflection is above 22 degrees.
A flight is divided into 10 phases corresponding to changes of aircraft configu- Flight Phases 3-5
ration or flight conditions. The flight phases are generated by the Flight Warn- ENGINE page.
ing Computer.
During this phase, most warnings are inhibited. ”TO. INHIBIT” is diplayed on
These phases are used by the Display Management Computers (DMCs) to the E/WD.
automatically call up the system pages on the System Display and to tempo-
rarily inhibit some alerts : Flight Phase 6
- Phases 1 and 2 correspond to A/C power up and engine start The CRUISE page appears as soon as slats are in and the engines are no lon-
- Phases 3 and 4 correspond to take off ger at take off power, provided that the landing gear is retracted.
- Phases 5,6 and 7 correspond to flight The T.O. INHIBIT message disappears. The cruise page disappears when the
- Phases 8 and 9 correspond to landing and taxi landing gear is selected down.
- Phase 10 corresponds to engine shutdown. Flight Phases 7 and 8
WHEEL page.
ECAM Pages During this phase, most warnings are inhibited.
In this topic, by selecting the corresponding flight phases, you can see the dif- ”LDG. INHIBIT” is displayed on the E/WD.
ferent ECAM system pages which are automatically displayed in normal mode. Flight Phase 9
For detailled description of the system pages, refer to the corresponding chap-
ter. WHEEL page.
”LDG. INHIBIT” message disappears.
Flight Phase 10
DOOR / OXY page.
Five minutes after the second engine shutdown, the Flight Warning Computers
start a new flight leg at phase 1.
FRA US/E nf/to March 02 Seite: Page: 80

31-50
SYSTEM PAGE
OR
STATUS PAGE
FWC Flight Phases
Figure 44 Flight Phases (general)

31-50
FWC Flight Phases
Figure 45 Flight Phase 1

31-50
Figure 46 Flight Phases 2 and 3-5

31-50
FWC Flight Phases

A340 shown
Figure 47 Flight Phase 6

31-50
Figure 48 Flight Phases 7-9 and 10

31-50
FLIGHT PHASE INHIBITS

Some warnings are suppressed during determined Flight Phases. The reason
is that during critical flight situations ( i. e. rotation during T. O. ) the crew is not
confronted with minor warnings which they can not handle in this situation.
For example:
If the inertial reference part of one ADIRU fails during Take-Off no Master Cau-
tion Light and no ECAM Caution Message appears until Flight Phase 5 is fin-
ished ( when altitude 1500 feet is reached ).
Then the Master Caution Light and a Single Chime come on and an ECAM
Caution Message is displayed on the E/WD. Additional, instructions are
displayed in blue.
On the following three pages there are excerpts from the AMM. Each table
contains the Flight Phase Inhibits for a specific failure.
The Flight Phases concerning a faliure can be found by this means:

AMM, chapter 31-51-XX .
XX is for the ATA-chapter of the affected system.

31-50
31-51-34
Jul 01/92
Page 2
Figure 49 Flight Phase Inhibits ATA 34

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31-51-34
Page 3
Oct 01/92

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31-51-26 Page 4
Oct 01/92

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SINGLE DISPLAY UNIT OPERATION

ADVISORY MODE
If only one ECAM DU is available the remaining one shows the E/WD.
The value of some critical system parameters is monitored by an advisory
mode. In single display mode ( one ECAM CRT remaining ), a white ADV message
pulses at the bottom of the Engine Warning Display to attract crew attention.
When the value drifts from its normal range, the corresponding ECAM page is
displayed automatically and the affected parameter pulses. In single display mode, as the corresponding system page cannot be displayed
The corresponding key light on the ECAM Control Panel is on. automatically on the SD, the pilot has to fetch the information on the ECAM
control panel: the associated key light flashes to indicate which system is con-
For example the PRESS page will be displayed if the cabin pressure increases cerned.
above its normal value, but is still well below the threshold of the warning.
In this case the crew may revert to manual pressure control and prevent warn- The System Pages can be selected only manually by pressing and holding
ing activation. the concerned pushbutton.
Note:
an advisory may or may not lead to a failure. They are totally independent one
from the other.
A white ADV message pulses in dual or single display mode at the bottom
of the Engine Warning Display to attract crew attention.

31-50
If a parameter drifts out of normal range

an advisory reminder is shown in the E/WD.
A340 shown The associated key light on the ECAM Control
Panel flashes.
If only one ECAM Display Unit is available
( Single Display Unit Operation ) the crew
has to call the adjacent system page manually.
Figure 52 System Display Example (Pressure Page)

INDICATING/RECORDING SYSTEMS A330–200 / 300 A340-200 / 300
CENTRAL WARNING SYSTEMS FEAM TECHNICAL TRAINING LLC
31-50
FAILURE PROCEDURE EXAMPLE

Operation/Control and Indicating Status messages
The FWS provides the crew with operational assistance for both normal and In normal operation, the SD can display status messages which are:
abnormal configurations of the aircraft systems. This operational assistance is an operational summary of the aircraft condition,
given through visual and aural ”attention getters” and through the two display
an explanation of possible autoland capability downgrading,
zones on the EWD and SD by means of messages and system synoptic
diagrams. indications of the aircraft status following all the failures except those that do
not affect the flight,
Without A/C system failure, the FWS improves crew comfort by eliminating the
need for frequent scanning of the various system panels for monitoring general contents, limitations (speed, altitude), peculiar or emergency
temporarily used systems or functions. For this purpose MEMO messages are postponable procedures, information, etc....
displayed in the lower zone of the EWD. These STATUS messages appear once the crew has cleared all the pages
The typical MEMO messages are: corresponding to the current warning/caution, or upon manual call.
- APU AVAIL
- SEAT BELTS
Warning and Caution Message Presentation
Whenever a warning or a caution situation occurs, the FWCs send the text to
Routine System Monitoring be written in the lower zone of the EWD in lieu of the MEMO information.
The system synoptic diagrams are displayed in the upper zone of the SD. They These texts consist of messages written in plain English language, and
are automatically displayed and adapted to the present flight phase and can providing the crew with:
also be called manually (EIS function). an A/C system failure analysis, with warning/caution identification and
If a system page is called manually, the DMC controls the illumination of the corrective actions to be taken,
related key light on the ECAM control panel. operational assistance by minimizing the need to refer to paper check-list
or normal read out.
As a matter of fact, an improved understanding of the aircraft and system
System Parameters Monitoring (ADVISORY function)
configuration at the time of the failure and then during the execution of the
Some system parameters are monitored throughout the whole flight and corrective actions, is provided by the automatic display of the relevant system
automatically displayed on the relevant system page when their value drifts out page on the SD.
of normal range but well before the warning level is reached. This is performed
by the ADVISORY function of the EIS.

In this case, the related key light comes on on the ECAM control panel.
The relevant page is displayed as long as the advisory is present and no other
system page is called (manually or automatically).
FRA US/E wn 1.4.96 Page: 92

31-50
A340 shown
Figure 53 Failure Example part 1

31-50
A/C System Primary or Independent Failure Blue Hydraulic Reservoir has Low Pressure
As soon as a warning or a caution is detected by the FWC, the EWD automati- An aural warning, the single chime, and a visual warning, the Master Caution,
cally shows the warning page, i.e. the messages giving the title of the primary attract attention.
or independent failure, and the possible procedures/actions to be taken. The Engine and Warning Display indicates the title of the failure in amber and
These messages are displayed provided they are not inhibited in the present the actions to be taken in blue.
flight phase. On the Status and System Display, the Hydraulic Page is called automatically.
In addition, the relevant system page is called for by the FWC and is displayed The CLR pushbuttons come on and as long as the failure is not cleared, they
on the SD. When a relevant system page does not exist for the warning, the stay on.
system page which is displayed is the one related to the flight phase.
On the Hydraulic Panel a FAULT light comes on, indicating the pushbutton to
By means of the RCL key, it is possible to reactivate the presentation of the release out.
warning/caution messages inhibited by the CLR function or by flight phase-
related automatic inhibition.
Procedure
The first action to be done is to press a Master Caution pushbutton. When a
pushbutton is pressed, the Master Caution Lights go out.
Then the pilots have to perform the actions indicated on the Engine/Warning
Display. The blue Engine 2 Pump has to be switched off.

31-50
A340 shown
A340 shown A340 shown ATTENTION GETTERS: MASTER CAUTION LIGHTS ARE ON
AND SINGLE CHIME SOUNDS

31-50
On this picture, the corrective action has been taken: The blue Engine 2
Hydraulic Pump is switched off. The FAULT light on the System Control Panel
is off. The OFF light illuminates.
On the Engine / Warning Display, the messages associated with the corrective
action have disappeared.
On the left hand side of the Engine / Warning Display, the result of the failure
appears indicating that it is a primary failure: B SYS LO PR.
On the right hand side, the secondary failures are displayed.

31-50
A340 shown


31-50
The next action to be done is to press a CLR pushbutton. By this means you
get information about the first secondary failure.
In this example, the Flight Control Page will be displayed.
The system pages of the secondary failures appear in sequence as the crew
pushes the CLR key on the ECAM control panel.
In this example there is only one secondary failure.

31-50
A340 shown

31-50
At the end, when there is no more A/C system page to be seen, the last action
on the CLR key makes the STATUS messages to appear on the SD, and the
warning/caution message to disappear on the EWD.
The memo messages return.

31-50
A340 shown
AMM 31-51-00

31-50
If the crew pushes a last time the CLR key, the STATUS page disappears
and the A/C system page related to the present flight phase appears again
on the SD.
Note
1. As long as the CLR key light is on, each action on it changes the ECAM
displays.
2. At any time, even during the actions related to an A/C system failure, the
crew can manually select any system synoptic diagram or the STATUS
page, by means of the related key on the ECAM control panel.
The light of the key comes on only in the case of a manual selection, or in
the case of an advisory.
3. In case of overflow (more than 7 lines of text) a dedicated symbol
(an arrow) is displayed at the bottom of the EWD.
The scrolling of the message lines can be controlled only by the successive
CLR actions. The first lines disappear as the corresponding actions/proce-
dures are made, thus enabling the presentation of the lines which were not
displayed.

31-50
A340 shown
AMM 31-51-00

INDICATING/RECORDING SYSTEMS A330-200 / 300 A340-200 / 300
31-50
ECAM ARCHITECTURE ALERT LEVELS

General Level 3
Here you can see all the components of the Flight Warning System. Fail information which should result in a level 3 warning are directly fed into the
FWCs (for example Smoke Detection Control Unit).
The FWCs then
ECAM Control Panel generate the appropriate warning message for the Engine/Warning Display,
The ECAM Control Panel is connectied to the DMCs for system synoptic trigger the Master Warning Lights and
selection. generate an aural warning.
The connection to the FWCs is used for the handling of messages: they can be
cancelled and recalled.
Level 2
Level 2 fail information from a system B (for example generator control unit fail)
DMC Inputs result in a caution message in the same manner.
The DMCs receive all engine data directly from the FADEC and data for sys- The FWCs additionally trigger the Master Caution Lights and generate a single
tem synoptics partly directly from the aircraft systems and partly via the chime for the loud speakers.
SDACs. The FWCs receive not all fail information for level 2 cautions via the SDACs.
Some systems, in the schematic below named systems A, are directly con-
nected to the FWCs (for example ADIRUs).
Level 1
When a SDAC receives a fail information from a system B (for example battery
charge limiter fail) which should result in a level 1 message, it is digitally
passed to the FWCs.
The FWCs then generate the appropriate caution message for the Engine/
Warning Display.

INDICATING/RECORDING SYSTEMS A330-200 / 300 A340-200 / 300
31-50
DMC 1 DMC 3 DMC 2

ECAM Part ECAM Part ECAM Part
FWC 1 FWC 2
SDAC 1 SDAC 2
B LEVEL 2/1
A
LEVEL3/2
AMM 31-50-00
Figure 59 ECAM Structure

ECAM Control Panel FEAM TECHNICAL TRAINING LLC
31-56
31-56 ECAM CONTROL PANEL (ECP)

Description ECP Pushbutton Lights Control
The ECAM Control Panel works digitaly. The Pushbutton Lights are controlled by DMC 3 via a digital bus.
However, some pushbuttons send a discrete signal, so they can be used in the In the event of DMC 3 failure, they are controlled by the DMC 1 or the DMC 2.
event of an ECP failure.
The discrete outputs are:
Failures
CLR ( Clear )
If the ECP power supply fails or the ECP is inoperative the analog connected
STS ( Status ) pushbuttons remain operative. The ECAM-system can still be used.
RCL ( Recall )
EMER CANC ( Emergency Cancel )
Schematic
ALL.
The ASM schematic shows the ECP interconnection.
Interface
The pushbuttons for the FWCs are:
CLR
STS
RCL
EMER CANC
TO CONFIG ( Digital Bus ).
The pushbuttons for the DMCs are:

System-pushbuttons ( Digital Bus )
ALL.

ECAM Control Panel FEAM TECHNICAL TRAINING LLC
31-56
ASM 31-56-00
Figure 60 ECAM Control Panel Interconnection

SDAC FEAM TECHNICAL TRAINING LLC
31-55
31-55 SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC)

Description
Two interchangeable SDACs are installed in the aircraft.
Each SDAC receives digital and analog data and descrete signals directly from
the aircraft systems. These data are concentrated by each SDAC, i. e. the
numerous analog and digital inputs are processed and offered to different
receivers in ARINC 429 format.
The SDACs send some data for the system pages to the DMCs via two data
buses.
When both SDACs are valid the receiving computers select which SDAC is
used.
Both SDACs also receive data about level 1 and level 2 malfuctions and
failures from the aircraft systems. These data ( amber cautions ) are trans-
mitted to the FWCs. The FWCs generate the corresponding Caution Messages
and Procedure Messages for the Engine / Warning Display.
The software is memorized on an OBRM ( On Board Replaceable Module ) so
that software modifications can be done quickly.

31-55
DMC 1 DMC 3 DMC 2

FWC 1 FWC 2
SDAC 1 SDAC 2
B LEVEL 2/1
A
LEVEL3/2
AMM 31-50-00
Figure 61 EIS Architecture

31-55
SDAC FAILURES
Both SDACs work independently from each other.
If one SDAC fails the remaining SDAC covers all functions.
One SDAC faulty

All functions are preserved,
on the E / WD the message ” FWS SDAC1 FAULT” appears.
( If SDAC 2 fails accordingly reversed. )
On the STATUS page the INOP SYS message „SDAC1“ will appear.
Both SDACs faulty

On some system pages some parameters can not be displayed any more,
instead of numbers ” XX ” is displayed.
Concerning aircraft systems which send their failure message to the SDACs
only, no Master Caution and no caution messages are available anymore.
Local warning lights still are operative on the overhead panel.
If both SDACs fail on the E/WD the following message appears:
FWS SDAC 1 + 2 Fault in amber

-MONIT OR OVERHEAD PANEL in blue
ECAM SYS PAGES AVAIL : in blue
ENG, F/CTL, FUEL, WHEEL in blue
PRESS, C/B. in blue

31-55
FWS SDAC1 FAULT FWS SDAC1 +2 FAULT

MONITOR OVERHEAD PANEL
ECAM SYS PAGES AVAIL:
ENG,F/CTL,FUEL,WHEEL
PRESS,CB
Figure 62 SDAC Fault Indications on the EWD

FWC FEAM TECHNICAL TRAINING LLC
31-53
31-53 FLIGHT WARNING COMPUTER (FWC)

Description
Two interchangeable FWCs are installed in the aircraft.
The FWCs cover the following functions:
Triggering of Master Warning and Master Caution Lights
Generating of Messages for the E/WD (Warnings and Cautions)
Generating of Memo Messages
Generating of the status function
Generating of Aural Warnings and Callouts ( via the AMU )
Generating of Flight Phases ( by using input parameters)
Triggering of the DMCs for the flight phase related system synoptic
selection
Establishing of the interface to CMC 1 for FWCs and SDACs
Comparison of Heading, Attitude and Altitude Indications
Calculation of Overspeed Limits
Calculation of Stall Limits.
Both FWCs receive all data about level 3 warnings ( and some data about
level 1 and level 2 malfunctions ) directly from the aircraft systems in analog
or digital form depending on the affected system.
Most data about level 1 and level 2 malfunctions are received from both
SDACs.
Normally, the FWCs use data from SDAC1. If this one fails SDAC 2 is used.
Each FWC is connected with the opposite FWC via a data bus.
The software is memorized on an OBRM ( On Board Replaceable Module ) so

that software modificatins can be done quickly.

31-53
DMC 1 DMC 3 DMC 2

FWC 1 FWC 2
SDAC 1 SDAC 2
B LEVEL 1/2
A
LEVEL 2/3
AMM 31-50-00
Figure 63 Flight Warning Computers

31-53
FWC FAULT
One FWC faulty
Both FWCs work independently from each other.
If one FWC fails the other FWC covers all functions.. All functions are pre-
served, on the E / WD the message ” FWS FWC 1 FAULT ” appears.
On captain’s Master Warning and Master Caution Light the ” Master ”-line, and
on copilot’s side the ” Warning ” and ” Caution ”-lines can not illuminate any
more because the upper and the lower bulb are triggered from different FWCs.
( If FWC 2 fails accordingly reversed. )
On the STATUS page the INOP SYS message FWC1 will appear.
NOTE:
A BITE test of the FWCs and the SDACs is not possible, when the FWC1 is
faulty.
Both FWCs faulty

If both FWCs fail the consequences are:
no auto callouts
no aural warnings
no MEMO messages
no STATUS page
no Master Warning light
no Master Caution light
On the E/WD the following message appears:
FWS FWC 1 + 2 FAULT in Amber
-MONIT OR SYS in Blue
-MONIT OR OVERHEAD PANEL in Blue
Both FWCs fail triggers the DMCs to generate this message.

No data are available on the ND, when the ENG page is selected.

31-53
FWS FWC1 FAULT FWS FWC1 +2 FAULT NOT AVAIL

MONITOR SYS ECAM WARN
MONITOR OVERHEAD PANEL ALTI ALERT
STATUS
A/CALL OUT
MEMO
Figure 64 FWC Fault Indications on the EWD

31-53
Both FWCs faulty
Normally the FWCs retransmit the ECU data to the EFIS DMC parts.
When both FWCs are inoperative no data are available on the ND, when the
ENG page is selected.

31-53
XX
6 10 6 10 6 10 6 10
XX XX XX XX
XX XX XX XX
XX XX XX XX
XX XX XX
XX
Figure 65 Engine Standby Page

31-53
COMPARISON
General Heading Comparison
Each FWC works as a comparetor. If it detects differences between the If the FWC detects a difference between the heading indications, the
displayed parameters a message is generated. Message ” CHECK HDG ” appears on the heading scale of the PFD
The monitored parameters are: and on the ND.
Heading In this case the pilots have to compare the indications with the Standby
Compass to do the appropiate ADIRS switching.
Attitude
Altitude.
Note: Limits for Comparison Messages concerning the PFD are described in
the AMM 31-64-00 ( ” Primary Flight Display ” ).
Limits for Comparison Messages concerning the ND are described in the
AMM 31-65-00 ( ” Navigation Display ” ).
FRA US/T wn/to March 02 Page: Page: 118

31-53
PFD ND
Picture taken from AMM 31-64-00

Figure 66 Heading Comparison Messages

31-53
Attitude Comparison Altitude Comparison
If the FWC detects a difference between the attitude indications, the If the FWC detects a difference between the altitude indications, the
message ” CHECK ATT ” appears on the PFD. message ” CHECK ALT ” appears on the PFD.
In this case the pilots have to compare the indications with the Standby In this case the pilots have to compare the indications with the Standby
Horizon to do the appropiate ADIRS switching. Altimeter to do the appropiate ADIRS switching.

31-53
PFD Pictures taken from AMM 31-64-00
Figure 67 Attitude and Altitude Comparison Messages

31-52
MASTER WARNING AND MASTER CAUTION

The attention getters ( Master Warning and Master Caution ) are triggered by
the FWCs.
The attention getters have two bulbs each.
FWC 1 triggers the ” MASTER ”-line of the left master warning light and the
master caution light and the ” WARNING ” resp. ” CAUTION ”-line of the right
attention getters.
( FWC 2 accordingly reversed ).
When an attention getter is pushed, ground is connected to both FWCs. The
lights are reset.
The attention getters are connected to different FWC gates.

31-52
DMC 1 DMC 3 DMC 2

RESET
RESET
FWC 1 FWC 2
RESET
RESET
SDAC 1 SDAC 2
B LEVEL 2/1
A
LEVEL3/2
AMM 31-50-00
Figure 68 Master Warning and Master Caution Schematic

DMC FEAM TECHNICAL TRAINING LLC
31-62
31-62 DISPLAY MANAGEMENT COMPUTER (DMC)

General
There are three interchangeable DMCs installed in the aircraft. EFIS-part and
ECAM-part are seperated. Each part has an own power supply.
DMC ECAM - PART

Failures ( ECAM-Part only )
Normal Operation The DMCs work independently from each other on the same task.
Both ECAM-displays are supplied by a common DMC. Normally, this is DMC 3 If ECAM DMC 1 fails in normal configuration the DUs are not affected, on the
( ECAM DMC Selector in AUTO ). E/WD the message ” EIS ECAM DMC 1 FAULT ” appears.
The other DMCs will be activated when selected (automatically or manually). ( If ECAM DMC 2 fails accordingly. )
The DMC ECAM-part gathers data directly from the systems (analog or digital) If DMC 3 ECAM-part fails, DMC 1 takes over automatically provided that the
or from the SDACs (digital) and transmits them to the E/WD resp. SD. DMC Selector is in AUTO position.
Normally, data from SDAC 1 is used. The FWCs send flight phases ( via data In this case on the E/WD the following message appears:
bus ) as well as Memo- and Warning messages ( via message bus ).
EIS ECAM DMC 3 FAULT in amber
The ECAM DUs are linked with the DMCs via a Master Dedicated Serial Data -ECAM DMC SW..........1 in blue
Link ( DSDL ). The pictures are generated in the DUs.
The crew has to confirm the switching by turning the DMC selector to position1.
The DUs send feedback data to the DMCs:
If ECAM DMC 1 and 3 fail the ECAM indications are lost and no message can
data acknowledge signals and DU status on the Return DSDL be displayed. The crew has to select DMC 2 manually. After that, both ECAM
critical data on the Feedback Bus. The parameters displayed on the E/WD DUs operate normally and the message concerning DMC 1 and DMC 3 failures
are sent to the DMCs which compare this data with their own input. In case will be displayed.
of discrepancy, a flag is displayed on the ECAM display.
If the ” active ” DMC detects a parameter drifting out of range it automatically
selects the according system page ( advisory mode ). Schematic
The DMCs control the key lights on the ECAM control panel via data buses. The following schematics shows the ECAM DMC network.
FRA US/T nf/to March 02 Page: Page: 124

31-62
Figure 69 DMC Network (ECAM only)

31-62
DMC ECAM Inputs
The DMC ECAM part receives inputs from various computers.
On this picture the inputs concerning ATA 31 are shown.

31-62
DMC 1
DMC 3
DMC 2
ASM 31-62-00
Figure 70 DMC Inputs (ATA 31 only)

31-62
DMC EFIS - PART

Normal Operation Failures ( EFIS-Part only )
On each side, both EFIS displays are supplied by a common DMC. Normally, The DMCs work independently from each other on the same task.
DMC 1 supplies captain’s displays and DMC 2 supplies FO’s displays.
DMC 3 is active but supplies no DU ( Hot Spare ). EFIS DMC3 Fault
The DMC EFIS-part gathers data directly from the systems ( ARINC 429 ) and If EFIS DMC 3 fails in normal configuration the DUs are not affected.
transmits them to the PFD resp. ND. For weather radar there is an additional In this case on the E/WD the message ” EIS EFIS DMC 3 FAULT ” appears.
ARINC 453 Bus.
EFIS DMC1 Fault
The EFIS DUs are linked with the DMCs via a Master Dedicated Serial Data
Link ( DSDL ) and a RS 422 Bus for weather radar. If DMC 1 EFIS-part fails PFD 1 and ND 1 are lost.
The pictures are generated in the DUs. In this case on the E/WD the following message appears;
EIS EFIS DMC 1 FAULT in Amber
Like in the ECAM-part there is a feedback from the DUs to the DMCs via a
-CPT EFIS DMC SW.......3 in Blue
Return DSDL and a Feedback Bus.
The captain has to select DMC 3 manually.
The EFIS Control Panels are connected with the DMCs via an ARINC 429 bus.
EFIS DMC2 Fault
( If DMC 2 EFIS-part fails accordingly for the FO.)
Copy Mode
If there is only a single source for EFIS indication ( two DMC EFIS-parts have
failed ) the remaining source can supply all four EFIS DUs after the DMC
switching.
This status is called ” Copy Mode ” because captain and FO receive the same
EFIS information.
In this case on the PFDs the following message appears:
” EFIS SINGLE SOURCE X ”. X shows which EFIS Control Panel is active.
( X=1 for DMC 1 or 3, X=2 for DMC 2 .)
Schematic
The schematic shows the EFIS DMC network.

31-62
&
SOURCE SELECT
PANEL
Figure 71 DMC Network (EFIS only)

31-62
DMC EFIS digital Inputs
The DMC EFIS part receives inputs from various computers.
On this picture the inputs concerning ATA 34 are shown.
EFIS Discrete Inputs

The DMC EFIS part receives some discrete inputs from switches and
pushbuttons:
Source selection discretes for:
- ADR Switching
- IR Switching
- FM Switching
PFD/ND transfer discrete
Chrono Pushbutton Discrete for stopwatch activation on the ND
Heading selection discrete from the NORTH REF pushbutton, to select true
north indication or magnetic north indication to be displayed on the EFIS
DUs.

INDICATING / RECORDING SYSTEMS A330–200 / 300
31-62
DMC 3
DMC 2
DMC 1
Page: Page: 131
31-62
DMC OUTPUTS TO OTHER AIRCRAFT SYSTEMS

DMC ECAM Outputs to other Computers
Some computers receive ECAM data from the DMC which is supplying the
ECAM Displays.
These computers are:
FWC 1 and 2 (Central Warning Systems)
CMC 1 and 2 (Central Maintenance System)
ECAM Control Panel
DMU (Aircraft Condition Monitoring System)
FDIU (Digital Flight Data Recording System).
The ECAM DMC Rotary Selector controls relays 17 WT and 18 WT. These re-
lays manage the switching of the ECAM DMC data source.
Additionally, ECAM data from DMC 1 are sent to the FDIU as a backup.

31-62
AMM 31-68-00
Figure 73 Reconfiguration of the ECAM Output Bus

31-62
DMC EFIS Outputs to other Computers
Some computers receive EFIS data from the DMC which is supplying Captain’s
EFIS Displays. The DMC selection depends on the position of the EFIS DMC
Rotary Selector on captain’s EFIS Switching Panel.
These computers are:
FWC 1 and 2 (Central Warning Systems)
CMC 1 and 2 (Central Maintenance System)
DMU (Aircraft Condition Monitoring System)
FDIU (Digital Flight Data Recording System)
PVI (Paravisual Indicating).
FO’s side also sends EFIS data to the same computers, but not to the PVI.
The DMC selection depends on the position of the EFIS DMC Rotary Selector
on FO’s EFIS Switching Panel.
Captain’s EFIS DMC Rotary Selector controls relay 15 WT, FO’s EFIS Rotary
Selector controls relay 16 WT. These relays manage EFIS DMC data source
switching.

31-62
AMM 31-68-00
Figure 74 Reconfiguration of the EFIS Output Buses

31-62
DMC Discrete Outputs
Some computers receive discretes from the DMCs:
AMU
the AMU receives information about ILS selection for switching of the DME
audio signal from VOR to ILS.
Captain’s discrete is sent from DMC 1 (or DMC 3).
F/O’s discrete is sent from DMC 2 (or DMC 3).
FWC
the FWCs receive 2 valid discretes from each DMC. One is for EFIS, one is
for ECAM. If one part is not valid a message will be created.
FMGEC
the FMGECs receive information if the PFDs are valid and which are their
source. The FMGECs need this information to select the landing category.

31-62
AMM 23-51-00
ILS
Captain’s EFIS CP FO’s EFIS CP SELECTION
DMC 1
DME AUDIO SIGNAL

SWITCHING
VOR / ILS
AMU
DMC 3
DMC 2 AMM 31-62-00
Figure 75 DMC/AMU Discrete Interface

31-62
EFIS VALID
DMC 1 ECAM VALID
FWC 1
DMC 2 EFIS VALID

ECAM VALID
FWC 2
AMM 31-62-00
DMC 3
Figure 76 DMC/FWC Discrete Interface
31-62
DMC 1
FMGEC 1
DMC 3
FMGEC 1
AMM 31-62-00
DMC 2
Figure 77 DMC/FMGEC Discrete Interface
EIS Switching FEAM TECHNICAL TRAINING LLC
31-68
31-68 EIS SWITCHING

GENERAL
The EIS reconfiguration function is achieved by a set of switching devices and
some software implements within the DMCs.
The switching or reconfiguration of the DMCs and the DUs can be automatic or
manual.
The switching is performed by rotary selectors, P/B switches, control poten-
tiometers (ON/OFF of the DUs), a set of relays which ensure an automatic
switching in case of ECAM DMC3 failure and switching stages inside the DUs
and DMCs.

31-68
PFDU1 FAILED OR OFF PFDU2 FAILED OR OFF
E/WDU FAILED
OR OFF
E/W DU AND SDU FAILED
E/W DU AND SDU FAILED

CAPTAIN EFIS F/O EFIS

SWITCHING PANEL SWITCHING PANEL
PFDU = PRIMARY FLT DISPLAY UNIT

NDU = NAVIGATION DISPLAY UNIT
E/WDU= ENGINE / WARNING DISPLAY UNIT
SDU =SYSTEM DISPLAY UNIT
Figure 78 Display Unit Reconfiguration

31-68
DU Inputs
Each Display Unit receives inputs from all DMCs.
The DMC can be selected via DMC rotary selectors. Each DMC rotary selector
sends to discretes to the connected display units.
The EFIS DUs additionally receive two digital inputs for weather radar informa-
tion. Captain’s weather radar buses are always connected with DMC 1, FO’s
weather radar buses with DMC 2. The weather radar switching is accomplished
with switching devices inside the DMCs.

31-68
Display Unit
Discrete
Discrete
Weather Radar Input
Weather Radar Input
( EFIS DUs only )
( EFIS DUs only ) DMC Rotary Selector
DMC 1 DMC 3 DMC 2 ( typical )
Figure 79 Display Unit Inputs

31-68
Normal Configuration
In normal configuration both relays inside the Display Units are de-energized.
The Display Units show following data:
Captain’s EFIS from DMC 1
FO’s EFIS from DMC 2
ECAM from DMC 3.
The signals for weather radar data are not shown here.

31-68
DMC 1
DMC 3
DMC 2
AMM 31-68-00 7/92
Figure 80 ECAM and EFIS Normal Configuration

31-68
EFIS DMC SWITCHING

The switching of the EFIS DMCs is performed inside each display unit by a set
of two relays. The relay contacts are connected to three Dedicated Serial Data
Links, each of them coming from a different DMC.
The normal DSDL input is wired to the DMC which supplies the DU in normal
configuration. The alternate 1 and 2 inputs are connected to the other DMCs.
Each relay is controlled by a discrete coming from the EFIS DMC rotary
selector. This discrete is a ground also connected to the DMCs.

31-68
DMC 1
DMC 3
DMC 2
AMM 31-68-00 7/92
Figure 81 Captain’s EFIS on DMC 3

31-68
ECAM DMC SWITCHING

Manual ECAM DMC Transfer
The switching of the ECAM DMCs is performed inside each Display Unit by a
set of two relays. The relays contacts are connected to three Dedicated Serial
Data Links, each of them coming from a different DMC.
The normal DSDL input is wired to the DMC which supplies the DU in normal
configuration. The alternate 1 and 2 inputs are connected to the other DMCs.
Each relay is controlled by a discrete (Ground / Open ) coming from the ECAM
SWITCHING DMC rotary selector through two external relays.

31-68
DMC1
DMC3
DMC2
AMM 31-68-00 7/92
Figure 82 ECAM switched on DMC 1

31-68
DU RECONFIGURATION (PFD / ND TRANSFER)

General
There is a manual and an automatic PFD/ND Transfer. In this case the DMC
interchanges the data of both EFIS output buses.
Manual PFD/ND Transfer

When Captain’s PFD/ND pushbutton is pushed a discrete is sent to the supply-
ing EFIS DMC (DMC 1 or DMC 3). The DMC interchanges the EFIS output
buses.
FO’s PFD/ND pushbutton triggers DMC 2 or DMC 3.
Automatic PFD/ND Transfer

If a DMC senses a fault in a PFD-Display Unit it causes an automatic PFD/ND
transfer. The PFD is displayed on the remaining EFIS DU.
When the PFD Off/Bright potentiometer is turned to OFF in normal
configuration, the automatic PFD/ND transfer is triggered, too.
The example shows the automatic PFD/ND transfer after the loss of captain’s
PFD-Display Unit.
On the remaining EFIS DU the PFD or the ND image can be selected witch the
PFD/ND pushbutton.

31-68
DMC 1
DMC 3
DMC 2
AMM 31-68-00 7/92
Figure 83 PFD / ND changed on Captain’s side

31-68
ECAM / ND TRANSFER
When an ECAM/ND transfer is made, the SD display functions are performed
by the DMC which drives the ECAM data at the time of the selection of the
transfer.
Here is an example of Captain ECAM/ND transfer. A relay inside F/O’s ND DU
is activated by the rotary selector to receive data from DMC 3.
A relay inside the DMC 3 is activated by a wired logic to send data from the
DMC ECAM Part.
F/O’s ND DU is supplied from the ECAM part of DMC 3 now.

31-68
DMC 1
DMC 3
DMC 2
AMM 31-68-00 7/92
Figure 84 ECAM / ND Transfer to F/O

31-68
COPY MODE
The copy mode occurs when two EFIS DMC parts are no longer available.
Then, the crew recovers the EFIS displays by switching the remaining DMC.
Here is an example of the copy mode, with only DMC2 available and DMC2
selected by the Captain.

31-68
DMC 1
DMC 3
DMC 2
AMM 31-68-00 7/92
Figure 85 Copy Mode (EFIS on DMC 2)

31-68
DMC Inputs
Each DMC receives some discretes for EIS Switching. These discretes have
two tasks:
triggering of three relays inside the DMC
triggering of internal interchange of PFD and ND output.
Discretes come from:

Captain’s EFIS DMC Rotary Selector
FO’s EFIS DMC Rotary Selector
PFD/ND Transfer Pushbutton.
DMC Outputs
Each DMC has some digital outputs:
one bus to both PFD Units
one bus to Captain’s ND Unit
one bus to FO’s ND Unit
one bus to the E/WD Unit
one bus to the SD Unit.
The signals for weather radar data are not shown here.
Automatic ECAM DMC Transfer

One of two external relays is a time delay open relay ( 1 second ) 11WS which
is de-energized when ECAM DMC 3 is not valid. This discrete is a ground also
connected to the DMCs. As a result relay 9WS also opens.
With the ECAM DMC rotary selector in position AUTO the ECAM display units
receive a ground discrete which triggers them to select inputs from DMC 1.
The signal flow is identical with the manual ECAM DMC transfer.
The EW/D will display a message about the automatic transfer and gives an
advisory to confirm by turning the ECAM DMC Rotary Selector to position 1.

31-68
AMM 31-68-00
Figure 86 ECAM Control Diagram

31-68
WEATHER RADAR SIGNAL SWITCHING

General Switching
Each DMC receives weather radar signals from both weather radar If the Captain selects DMC 3 on his EFIS switching panel, in DMC 1 two relais
transceivers via two ARINC 453 busses. are activated. The weather radar signals from DMC 3 are transmitted through
Each DMC uses only one of these inputs: DMC 1 to Captain’s EFIS DUs.
Only one of both transceivers is active at a time. The selection of its signals If the FO selects DMC 3 in DMC 2 two relais are activated.
depends on which of the flight management computers is supplying the DMC.
The relais switching is controlled by ground discretes from the selectors to
For example, if data from the left FMC are used in DMC 1, DMC 1 will select
the DMCs.
the L-bus from the active weather radar transceiver.
In the DMC the signal is converted into RS 422. This means of transmission
uses two complementary busses, so two busses are connected to each ND Note:
two display the weather radar image.
Captain’s EFIS DUs can not be supplied with weather radar signals
In order to give a possibility for a PFD / ND transfer including weather radar
from DMC 2.
image, the signals for the NDs are connected to the PFDs in parallel.
FO’s EFIS DUs can not be supplied with weather radar signals
The weather radar busses of Captain’s EFIS displays are connected with
from DMC 1.
DMC 1, the weather radar busses of FO’s displays are connected with DMC 2.
DMC 3 transmits its weather radar signals to DMC 1 and DMC 2.
FRA US 84 rw 15.3.95 Seite: Page: 158

31-68
CPT ND
WXR-1
DMC 1
CPT PFD
DMC 3
F/O ND
WXR-2
DMC 2
F/O PFD
Figure 87 Weather Radar Signal Switching
FRA US 84 rw 15.3.95 Seite: Page: 159
31-60
SOURCE SWITCHING PANEL

ADIRS Source Switching FM Source Switching
ADIRS means Air Data / Inertial Reference System. This selector switch is used to select the Flight Management source used by
If a primary AIR DATA or ATTITUDE/HEADING source (side 1 or side 2) fails, the DMCs (EFIS-Part).
the relevant flags come into view on the associated PFD and ND (Captain for In normal operation, this selector switch is in the NORM position
side 1, First Officer for side 2). (FM1 for DMC1 and DMC3,
In this case, the affected pilot can switch over to the ADIRU 3 source to re- FM2 for DMC2).
cover the lost flight parameters, by setting
In „BOTH ON 1“ position the three DMCs receive information from the FM1.
the SWITCHING / AIR DATA or
In „BOTH ON 2“ position the three DMCs receive information from the FM2.
the SWITCHING / ATT HDG selector switch
to CAPT ON 3 for side 1,
or to F/O ON 3 for side 2.
These selector switches are located on the source switching panel, which is aft
of the ECAM control panel on the center pedestal.
In case of complete failure of the ADIRU 1 (or 2), both selector switches (AIR
DATA and ATT HDG) must be set to the switched position (CAPT ON 3 or F/O
ON 3).

31-60
A
ÍÍÍÍÍÍÍÍÍÍÍÍ
AMM 34-11-00
Switching/ Switching/ Switching/
ATT HDG Selector Switch AIR DATA Selector Switch FM Selector Switch
AMM 31-60-00
Figure 88 Source Switching Panel

31-60
AC AC AC ESS DC DC DC
POWER SUPPLY BUS 1 BUS 2 BUS 2 ESS BUS 1
CAPT PFD 901XP 401PP

Description
CAPT ND 101XP 105PP
The table shows the power supply of the EFIS and ECAM LRUs.
Normal Operation F/O PFD 206XP 206PP
The 3 DMCs and the 6 DUs are supplied with 115V/400Hz and with F/O ND 202XP 202PP
28V DC. The DC power is needed for the switching. E/WD 901XP 401PP
Each DMC-part ( EFIS / ECAM ) has its own power supply.
SD 105XP 105PP
DMC 1 EFIS (901XP)# 401PP
Emergency Operation
DMC 1 ECAM 105XP (901XP)# 401PP
Emergency Operation means that all the AC busses and the DC buses 1
and 2 are not supplied. DMC 2 EFIS 206XP 202PP
Only the AC ESS and the DC ESS BUS are supplied with electrical power. DMC 2 ECAM 202XP 202PP
The following LRUs remain available: DMC 3 EFIS 105XP (901XP)# 401PP
- CAPT PFD DMC 3 ECAM (901XP)# 401PP
- E/WD SDAC 1 901XP
- ECAM CTL PNL SDAC 2 206XP
- FWC 1 FWC 1 901XP
- SDAC 1 FWC 2 202XP
- Master Caution Lights ( half ) ECAM CTL PNL 401PP
- Master Warning Lights ( half ) MASTER WAR- 206XP 901XP
- DMC 1 EFIS or DMC 3 EFIS and DMC 1 ECAM or DMC 3 ECAM NING LIGHTS
(2LP2/2LP3)
( depending on the EIS switching )
MASTER CAU- 206XP 901XP
TION LIGHTS
DMC Power Supply Switching (2LP2/2LP3)
Depending on the EIS switching, DMC 1 and DMC 3 are supplied from LOUDSPEA- 401PP
different sources. KER (VIA AMU)

In Emergency Configuration, DMC 1 ECAM-part and DMC 3 EFIS-part are # depending on EIS switching
not supplied with power any more in normal EIS switching configuration.
When DMC 1 EFIS fails in electrical emergency operation the pilot has to
select EFIS to DMC 3. By means of this switching, the relay 5WT switches
the DMC 3 EFIS-part power supply on the AC ESS bus 901 XP.
FRA US/T to March o2 Page: Page: 162

31-60
Figure 89 Power Supply (DMCs only)

FRA US/T to March o2 Page: Page: 163
Electronic Instrument System Test FEAM TECHNICAL TRAINING LLC
31-69
31-69 ELECTRONIC INSTRUMENT SYSTEM TEST / BITE

GENERAL
The computers of the Electronic Instrument Systems include a BITE ( Built-In
Test Equipment ).
With this BITE the LRUs of the EIS are monitored and tested.
The components of the Electronic Instruments System are:
6 Display Units ( DU )
3 Display Management Computers ( DMC )
Only the ECAM-part of the DMCs is connected with the CMS. The DMC
EFIS-part is linked with the CMS via the DMC ECAM-part.
The test of each DMC and its connected DUs is started via the MCDU.

31-69
Figure 90 EIS BITE Data Flow

31-69
INTERACTIVE MODE
Via SYSTEM REPORT / TEST one of the three DMCs can be selected.
In the Interactive Mode various menus are offered:
LAST LEG REPORT
PREVIOUS LEG REPORT
LRU IDENT
GND SCANNING
TROUBLE SHOOT DATA
CLASS 3 FAULT
SYSTEM TEST
SWITCHING TEST
GROUND REPORT
SPECIFIC DATA

31-69
DETECTION
SPECIFIC
DATA >
Figure 91 DMC X Menu

31-69
DMC SYSTEM TEST

After selecting SYSTEM TEST we are required to establish following
conditions:
DUs on
EFIS DMC Selectors in Normal
ECAM Switching in Normal and Auto
Via START TEST the test is started for:

DMC
the connected DUs
the connection between DMC and DUs.
On the DUs a test pattern is displayed.
If a failure is detected coded trouble shooting data can be shown by pressing

the related pushbutton on the MCDU.

31-69
FAULT
NO FAULT
Figure 92 DMC Test

31-69
Switching Test
The Switching Test tests the function of the EIS Switching Relays and the
EIS wiring. The PFD / ND transfer is not tested because this transfer is done
by software.
Via SWITCHING TEST the Switching Test Menu is selected.
On two pages we are required to establish initial conditions.
Via START TEST the Test is started.
The user is required to do some switching procedures and to answer questions
concerning the indications on the DUs with YES or NO on the MCDU.

31-69
More actions are required.

Figure 93 Switching Test

31-69
Test Close-Up
At the end of the test the test result and the menu TEST CLOSE UP are
indicated. This menu shows the user how to establish normal system configu-
ration.
To do the test for the complete switching system the test must be performed
on DMC 1, DMC 2 and DMC 3.

31-69
FAULT NO FAULT
DMC 1 DMC 1/2

Figure 94 Switching Test Close up

Flight Warning System Test FEAM TECHNICAL TRAINING LLC
31-59
31-59 FLIGHT WARNING SYSTEM TEST / BITE

GENERAL
The Flight Warning Computers include a BITE ( Built-In Test Equipment ).
With this BITE the complete Flight Warning System ( FWS ) is monitored
and tested.
The components of the Flight Warning System are:
2 Flight Warning Computers ( FWC )
2 System Data Aquisition Concentrators ( SDAC )
1 ECAM Control Panel
The test of the Flight Warning System is started via the MCDU.
The SDACs and the ECAM Control Panel are connected with the CMS via the
FWC 1. Only the FWC 1 delivers test results and other data to the CMS.
If FWC 1 is defective the test can not be accomplished.
Both FWCs receive data from the CMS ( i. e. time ).

31-59
Figure 95 FWS Bite Data Flow

31-59
INTERACTIVE MODE
Via SYSTEM REPORT / TEST the FWS can be selected.
In the Interactive Mode various menus are offered:
LAST LEG REPORT
PREVIOUS LEGS REPORT
LRU IDENT
TROUBLE SHOOTING DATA
CLASS 3 FAULTS
TEST
GROUND REPORT
PIN PROGAM
Pin Program
If PIN PROGRAM is selected the actual pin programming at the plugs of the
SDACs and FWCs is investigated and displayed on the MCDU.

31-59
DETECTION
CURRENT
DATA
Figure 96 FWS Menu

31-59
FWS TEST
Pushing the line key adjacent to the TEST> indication causes the display of the
FWS/TEST page.
Then the POST (Power On Self Test) of the SDACs and the FWCs shall be
manually initiated, as indicated on the FWS/TEST page.
The upper half of the left MASTER Caution light and the lower half of the right
MASTER Caution light come on. (Test of FWC1)
The lower half of the left MASTER Caution light and the upper half of the right
MASTER Caution light come on. (Test of FWC2)
When its POST is performed, the FWC1 correlates the reported messages.
The FWC1 also checks that its POST is correct, if not it cannot get in MENU
MODE.
At the end of the correlations, the system test continues and the prompt ”<” is
shown.
Duration of fault correlation depends on the quantity of the reported faults.

However time from the FWC1 reset to the prompt display must not exceed 9
minutes.
If the FWC2 or one SDAC has not declared POST PERFORMED at the end of
the correlation phase, the system test will continue normally and at the end of
the test, the following message(s) will be displayed:
RESET NOT DONE/FLT COND/SDACi(1WVi)

FWC2(1WW2)
If the FWC1 does not receive any label from one FWS computer after the re-
sets, the system test continues normally and at the end of the test, the FWC1
will declare the concerned computer failed.

31-59
Figure 97 FWS Test Step1

31-59
START TEST
The system test then continues if the line key adjacent to the <START TEST
indication is pushed.
The FWC1 first activates the SDAC and FWC 2 tests and then its own test.
Thus, the aural warning transmitted and the operation of the MASTER WARN
and MASTER CAUT lights are first checked by the FWC 2 during FWC 2 test
(loop 1), then by the FWC 1 (loop 2).
Upon completion of FWC 1 test (loop 2), the page(s) of the test result is (are)
displayed, followed by the FWS/TEST/TEST CLOSE-UP page.

31-59

31-59

31-59
Figure 100 FWS Test Close-Up

31-59
Test of the Automatic Call Out Function
1. On the MCDU::
-push the line key adjacent to the RA 1 indication
-the RA 1 page comes into view
-push the line key adjacent to the RAMP TEST indication

-the RAMP TEST page comes into view
-make sure that the automatic call out altitudes are correctly announced.
-after approximately one minute, at the end of the test, push the line key
adjacent to the YES indication
-the TEST OK indication comes into view

31-59
Figure 101 Test


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ATA 31 INDICATING / RECORDING SYSTEMS

FRA US/E nf 06.2001 Page: 1

CONTROL CABIN ARRANGEMENT

Main instrument panel and

FRA US/E nf/to March 02 Page: Page: 2

Reset Circuit Breakers

FRA US/E nf/to March 02 Page: Page: 4

Reading Computer Reset

Figure 2 Overhead Panel

FRA US/E nf/to March 02 Page: Page: 6

Master Warning Light

Master Caution Light

FRA US/E nf/to March 02 Page: Page: 8

Sliding Table Ldg Gear Emergency

VOR/ADF DDRMI Clock

Figure 4 Main Panel

FRA US/E nf/to March 02 Page: Page: 10

Multipurpose Control Display Unit

Radio Management Panel

Pitch Trim Wheel

Lighting and DFDR Event

Speed Brake Control Lever Flap Control Lever

Engine Start Panel

Handset A340 shown

FRA US/E nf/to March 02 Page: Page: 12

Figure 6 Electrical Panel

Pushbuttons with two stable positions

Pushbuttons with one stable position

FRA US/E nf/to March 02 Page: Page: 14

Typical Pushbutton with two stable Positions

Figure 7 Pushbutton Principle

FRA US/E nf/to March 02 Page: Page: 16

RED IS USED FOR A FAILURE NEEDING

AMBER IS USED FOR A FAILURE NEEDING AWARENESS

WHITE IS USED TO INDICATE A PUSH BUTTON IN

GREEN IS USED TO INDICATE NORMAL OPERATION

BLUE IS USED TO INDICATE NORMAL OPERATION

Figure 8 Colour Philosophy

FRA US/E nf 04.2001 Page: Page: 18

Master Warning, Master Warning,

Captain’s EFIS FO’s EFIS

Captain’s Navigation Display

Figure 9 EIS LRUs ( Cockpit )

31-60 ELECTRONIC INSTRUMENT SYSTEM (EIS)

FRA US/E nf 06.2001 Page: 20

Figure 10 EIS Basic Schematic

FRA US/E nf 06.2001 Page: 22

PFD1 ND1 EWD ND2 PFD2

MASTER WARNING/ MASTER WARNING/

DMC1 DMC3 DMC2

Figure 11 EIS Basic Schematic

FRA US/E nf 06.2001 Page: Page: 24

EFIS Control Panel EFIS Control Panel

EFIS Switching Panel

ECAM Control Panel