A318 (CFM56) : Maintenance Difference Course

C e nt r e d e f o rm a ti o n d e t y p e a v i on
A318 (CFM56)
MAINTENANCE DIFFERENCE COURSE
(T1 & T2) - TOME 1/3
(PART 1 OUT OF 2)
DF.ER : N° 18 3 01 1
EDITION : 03/07
VALIDÉ PAR : J.-M. HAIN
Ce document est destiné à l’instruction et ne saurait être considéré comme un document technique de référence. Il ne sera pas mis à jour.
Reproduction même partielle INTERDITE sans autorisation de la Société AIR FRANCE.
© Société Air France 2000

This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A318 TECHNICAL TRAINING MANUAL
PART 1 OUT OF 2
TOME 1/3
A/C General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ELECTRONIC INSTRUMENT SYSTEM
EIS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
EIS Transfer and Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
ECAM Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Engine/Warning Display Presentation . . . . . . . . . . . . . . . . . . . . . . . . 70
System Display Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
ECAM D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
EFIS D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
EIS Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
DMC BUS Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
EIS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
EIS MCDU Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
Flight Data Interface Management Unit . . . . . . . . . . . . . . . . . . . . . . 178
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A318 T1 & T2 MAINTENANCE DIFFERENCE COURSE TABLE OF CONTENTS May 15, 2006
(MECHANICS/ELECTRICS/AVIONICS) (METRIC) Page 1
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A/C GENERAL
AIRCRAFT DIMENSIONS PRESENTATION
The A318 is a twin-engined short/medium range aircraft. It is a member
of the A320 family.
GENERAL DIFFERENCES BETWEEN THE A319 AND
THE A318
The A318 is a reduced capacity variant of the A319. The major
changes of the A318 compared to the current A319 are:
- fuselage shrink by 4.5 frames (FR) (94 in or 2.38 m),
- width reduction of forward and aft cargo doors from 1.82 m to 1.28
m (from 71.5 in to 50.5 in),
- fin tip extension to cope with lateral stability.
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A318 T1 & T2 MAINTENANCE DIFFERENCE COURSE A/C GENERAL May 15, 2006
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AIRCRAFT DIMENSIONS PRESENTATION - GENERAL DIFFERENCES BETWEEN THE A319 AND THE A318
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A/C GENERAL
AIRCRAFT DIMENSIONS PRESENTATION (continued)
DIMENSIONS
The A318 dimensions are the same as for the rest of the A320 family
except for the fuselage length and the total height. The A318 fuselage
has a length of 31.45 m and a total height of 12.51 m. The distance
between the Main Landing Gear and the Nose Landing Gear is 10.25m.
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AIRCRAFT DIMENSIONS PRESENTATION - DIMENSIONS
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A/C GENERAL
AIRCRAFT DIMENSIONS PRESENTATION (continued)
DOOR HEIGHTS
The A318 doors heights are the same as for the rest of the A320 family.
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AIRCRAFT DIMENSIONS PRESENTATION - DOOR HEIGHTS
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A/C GENERAL
STRUCTURE
The main structure differences between the A319 and the A318 are due
to the reduced length of the fuselage. There are several general structure
changes. The main differences are the laser beam welded structures and
the vertical stabilizer fin tip extension.
GENERAL STRUCTURE CHANGES
On section 17, due to reduced length of the fuselage, the longitudinal
beams, the seat rails and the Z-profiles are replaced by new ones. The
crossbeams at FR52, FR53 and FR54 are removed. New crossbeams
are installed between FR55 to FR64.
Due to its location in the non-cylindrical part of the fuselage, a new
cargo sill box replaces the A319 one, in section 17.
The A318 fuselage is 4.5 frames shorter than the A319. In section 13,
the FR28 is removed and the FR27 becomes the FR27/FR28. The
distance between the FR29 and the FR30 is reduced. On section 17,
the FR52, FR53 and FR54 are removed.
On section 15, the A319 skin panels have been modified. For weight
reduction the A318 skin panels are thinner than the A319's.
The aft part of the belly fairing is modified due to an overlap with the
non-cylindrical part of fuselage. To avoid interference with cargo
compartment doors, the A318 belly fairing is two panels shorter than
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the A319's.
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STRUCTURE - GENERAL STRUCTURE CHANGES
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A/C GENERAL
STRUCTURE (continued)
LASER BEAM WELDING
The technology used for the current A/C of the A320 family is riveted
skin/stringer. On the A318, the stringer/skin connections are welded.
The new laser beam welded skin panels are installed in:
- the sections 13/14, FR24 to FR35, stringers 18 to 32,
- the sections 16/17, FR47/54 to FR64, stringers 32 to 41.
The skin panels are made thicker where the stringers are welded to
them.
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STRUCTURE - LASER BEAM WELDING
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A/C GENERAL
STRUCTURE (continued)
VERTICAL STABILIZER
Compared with the current aircraft of the A320 family, the A318
vertical stabilizer fin tip is longer by 750 mm.
The new developed tip is completely made of Glass Fiber Reinforced
Plastic (GFRP). There is an additional fin leading edge panel. There
is a new spar and a new Carbon Fiber Reinforced Plastic (CFRP)
adaptor box, between the fin base and the fin tip.
The metallic rudder tip is longer by 100 mm. The rudder trailing edge
is increased in width by 50 mm.
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STRUCTURE - VERTICAL STABILIZER
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A/C GENERAL
STRUCTURAL BREAKDOWN AND ZONING
The major A318 reference axes are the same as the current aircraft of the
A320 family.
FUSELAGE STATION NUMBERS
The station (STA) number is the distance in centimeters of the
cross-section from a reference point. The reference (X=0) for all
structural measurements in the X-axis is located 2.54 m (100 in)
forward of the aircraft. The A318 is 6.11 m shorter than the A320. It
has 11.5 frames less than the A320. Therefore the A318 fuselage
station numbers have changed from the FR27.
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STRUCTURAL BREAKDOWN AND ZONING - FUSELAGE STATION NUMBERS
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A/C GENERAL
STRUCTURAL BREAKDOWN AND ZONING (continued)
VERTICAL STABILIZER STATION NUMBERS
For the vertical stabilizer the reference station is Z=0 at the vertical
Z-axis. Due to the fin tip extension, the A318 station numbers have
changed. The new rib 12N is on the STA597.
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STRUCTURAL BREAKDOWN AND ZONING - VERTICAL STABILIZER STATION NUMBERS
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A/C GENERAL
CABIN COMPARTMENTS
The cabin can be equipped in different configurations. The three cabin
configurations are mixed class, all economy and high density. The mixed
class cabin configuration accommodates a business class with four seats
abreast and a tourist class with six seats abreast. The all economy cabin
configuration accommodates only a tourist class with six seats abreast.
The high density cabin configuration accommodates only a tourist class
with six seats abreast and a decreased seat pitch.
The cabin attendant seats are attached to partitions or lavatory walls.
Depending on the cabin configuration, the number and the location of
cabin attendant seats can vary. The number and the location of the galleys
and lavatories changes with the cabin configuration. The classes and
zones are divided by floor-mounted partitions and ceiling-mounted
curtains.
The cabin arrangement are defined by the customer and has an impact
on the seat count.
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CABIN COMPARTMENTS
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A/C GENERAL
CARGO DOORS
The A318 forward and aft cargo doors are smaller. The new cargo door
width is reduced from 1.82 m (71.5 in) to 1.28 m (50.5 in). The
under-floor cargo offers a usable volume of 21.21 m3. There is no
containerized cargo system option.
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CARGO DOORS
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A/C GENERAL
GROUND HANDLING
Note that special care must be taken during manual cargo loading and
unloading of the forward cargo compartment, because of the close
proximity of the engine intake to the cargo loading vehicles (conveyor
belt).
NOTE: Note: The use of a self-propelled conveyor belt is not

recommended by Airbus Industrie.
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GROUND HANDLING
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A/C GENERAL
TURNING RADII
The different turning radii are shown on a steering diagram. The distance
between the two main landing gears is 7.59 m. The nose landing gear is
located 10.25 m forward of the main landing gear. "Y" is the distance
between the centerline of the aircraft longitudinal axis (X-axis) and the
theoretical center of turn for turning radius. "A" matches the minimum
turning width for a 180° turn. "Y, A" and the radii "R3, R4, R5 and R6"
values depend on two parameters: effective turn angle and steering angle.
For an effective turn-angle of 70° and a steering angle of 75°, X=10.25
m (33.62 ft), Y=3.90 m (12.90 ft), A=19.80 m (64.90 ft), R3=11.30 m
(37.20 ft), R4=21.40 m (70.30 ft), R5=15.80 m (51.90 ft), R6=18.40 m
(60.30 ft).
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TURNING RADII
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EIS ARCHITECTURE
DIFFERENCES BETWEEN EIS 1 AND EIS 2
On Electronic Instrument System (EIS) 1 the aircraft data are seen on
Cathode Ray Tubes (CRTs). The Display Management Computer (DMC)
1 drives the CAPT Primary Flight Display (PFD), the CAPT Navigation
Display (ND), and the Engine/Warning Display (EWD). The DMC 2
drives the F/O PFD, the F/O ND and System Display (SD). The On Board
Replaceable Module (OBRM) modifies the DMC software. In case of
Display Unit (DU) failure, the screen becomes blank, in case of DMC
failure a diagonal bar is displayed on the relevant screens.
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DIFFERENCES BETWEEN EIS 1 AND EIS 2
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EIS ARCHITECTURE
DIFFERENCES BETWEEN EIS 1 AND EIS 2 (continued)
EIS 2
On EIS 2, the aircraft data are seen on a Liquid Crystal Display (LCD).
The DMC 1 normally drives the CAPT PFD, CAPT ND, EWD and
SD. The DMC 2 normally drives the F/O PFD and ND. The DMC 3
can be manually switched to replace the DMC 1 and the DMC 2. In
some conditions the DMC 2 can drive the EWD and SD. A new
internal DMC software can be loaded by using the Multipurpose Disk
Drive Unit (MDDU), or can be cross loaded from another DMC, via
the MCDU.
In case of DU failure INVALID DISPLAY UNIT is displayed. In
case of failure of the DMC, INVALID DATA is displayed on the
relevant screens.
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DIFFERENCES BETWEEN EIS 1 AND EIS 2 - EIS 2
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EIS ARCHITECTURE
EIS CONTROLS AND DISPLAYS
The EIS is shown on identical DUs and controlled through the EIS control
panels.
The Electronic Centralized Aircraft Monitoring (ECAM) displays are
identical and controlled through the ECAM Control Panel (ECP). The
EFIS displays are controlled by the EFIS control panels and the EFIS
switching panels.
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EIS CONTROLS AND DISPLAYS
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EIS ARCHITECTURE
EIS CONTROLS AND DISPLAYS (continued)
EIS ORGANIZATION
The DMCs are Data Concentrator and receive data from aircraft
sensors and systems. They send them to the DUs. Navigation, fuel
and engine information are given directly to the DMC (not the warning
information). The DUs compute and display the images on each unit.
In normal operation DMC1 drives the CAPT PFD/ND, EWD and SD.
In normal operation DMC 2 drives the F/O PFD and ND DUs. If DMC
1 fails, it is automatically replaced by DMC 2 for ECAM only. DMC
2 cannot drive the CAPT PFD and ND, a manual switching to DMC
3 is required.
DMC 3 can drive any of the six DUs. DMC 3 is a hot spare awaiting
the failure of DMC 1 or 2 and can be switched to drive the DUs linked
to the failed DMC.
The Flight Warning Computer (FWC) generates all warning and
caution messages, supplies the attention getters, computes the flight
phase and provides aural warning.
The System Data Acquisition Concentrator (SDAC) receives various
aircraft information and sends them to the FWC and to the DMC for
display. The FWC uses this information to create the amber caution.
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EIS CONTROLS AND DISPLAYS - EIS ORGANIZATION
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EIS TRANSFER AND RECONFIGURATION

EFIS SWITCHING PANEL
The Primary Flight Display (PFD) and Navigation Display (ND) controls
are located on the extreme left hand side and right hand side of the CAPT
and F/O instrument panel. They are used for the Display Units (DUs)
ON/OFF and brightness control and for PFD/ND transfer. Setting a PFD
or ND control switch to OFF has the same effect as a DU failure.
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EFIS SWITCHING PANEL
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PFD/ND TRANSFER
Push the momentary action PFD/ND XFR switch to interchange the PFD
and ND. The PFD image appears on the inner DU and the ND image on
the outer DU. Note: There is no switching from CAPT to F/O.
Push the PFD/ND XFR switch again and the displays return to the normal
configuration.
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PFD/ND TRANSFER
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DISPLAY PRIORITY
The PFD has priority over the ND. If a PFD fails or is switched OFF it
is automatically transferred to the ND.
Push the PFD/ND XFR switch to recover the ND.
Another push on the PFD/ND XFR switch will display the PFD again.
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DISPLAY PRIORITY
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ECAM DISPLAY UNIT
The Electronic Centralized Aircraft Monitoring (ECAM) system is
displayed on two DUs, the Engine/Warning Display (EWD) on the upper
DU and the System Display (SD) on the lower DU.
When a system page is selected manually on the ECAM Control Panel
(ECP), the relevant page appears on the SD. The system key light remains
on as a reminder.
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ECAM DISPLAY UNIT
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ECAM CONTROL PANEL
The ECP is located on the center pedestal: the upper display brightness
potentiometer controls the ON/OFF and brightness of the EWD and the
lower display potentiometer controls the ON/OFF and brightness of the
SD.
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ECAM CONTROL PANEL
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UPPER DU FAILURE
When the upper display fails or is switched OFF, the EWD is
automatically transferred to the lower display.
This mode is called single display mode.
For a short-term reconfiguration pushing and holding any system key
will display the selected system.
For long-term reconfiguration, it is possible to recover the ECAM SD
on the F/O or CAPT ND by using ECAM/ND XFR switching.
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UPPER DU FAILURE
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BOTH ECAM DU FAILURE
In case of failure of both ECAM DUs, the EWD can be displayed on
CAPT or F/O ND by using ECAM/ND XFR switching.
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BOTH ECAM DU FAILURE
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DMC TRANSFER
The EIS Display Management Computer (DMC) transfer selector is
located on the switching panel. When operating this selector DMC3
replaces a failed DMC1 or a failed DMC2.
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DMC TRANSFER
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DMC TRANSFER (continued)
DMC 1 FAILURE
The EIS DMC XFR switch has three positions. By selecting CAPT
3 position, DMC1 is replaced by DMC3. This selection is done when
DMC1 fails.
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DMC TRANSFER - DMC 1 FAILURE
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DMC TRANSFER (continued)
DMC 2 FAILURE
By selecting F/O 3 position, DMC2 is replaced by DMC3. This
selection is done when DMC2 fails.
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DMC TRANSFER - DMC 2 FAILURE
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ECAM DISPLAYS
ECAM DISPLAY PRESENTATION
The Electronic Centralized Aircraft Monitoring (ECAM) display function
presents aircraft information via two displays: the Engine/Warning
Display (EWD) and the System Display (SD).
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ECAM DISPLAY PRESENTATION
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ECAM DISPLAYS
ECAM DISPLAY PRESENTATION (continued)
ECAM CONTROL PANEL
The ECAM Control Panel (ECP) located on the pedestal includes: the
keys, CLeaR, StaTuS, ReCalL , EMERgency CANCel, Take Off
(T.O) CONFIGuration and the ON/OFF brightness control
potentiometer for each display. Also on this ECP are the SD page
select keys.
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ECAM DISPLAY PRESENTATION - ECAM CONTROL PANEL
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ECAM DISPLAYS
ECAM DISPLAY PRESENTATION (continued)
SYSTEM DISPLAY PAGES
Pages are available corresponding to the various A/C systems. For
example: Fuel page, Door page, Wheel page.
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ECAM DISPLAY PRESENTATION - SYSTEM DISPLAY PAGES
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ECAM DISPLAYS
ECAM LAYOUT
There are two ECAM Display Units (DUs) in the center of the front
instrument panel.
UPPER ECAM
The upper ECAM DU is the EWD. The EWD is separated into two
areas: the upper one (ENGINE area) is used mainly to show engine
information, the fuel on board and flaps/slats position.
The lower one (WARNING area) is used to show memo and
warning/caution in case of system failure.
In normal A/C operation (no A/C or system failure), MEMO
information is displayed.
As soon as a failure is detected, the MEMO messages are replaced
by warning/caution messages. If a warning text related to any of the
eleven selectable A/C systems is displayed, the corresponding SD
page is also displayed.
LOWER ECAM
The SD is normally located on the lower ECAM DU. The SD provides
eleven system pages, a cruise page and a status page. These pages are
displayed one at a time. They can be displayed automatically or
manually.
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ECAM LAYOUT - UPPER ECAM & LOWER ECAM
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ECAM DISPLAYS
ECAM PAGES SELECTION AND PRIORITY
A page can be displayed on the SD through one of the four modes.
MANUAL MODE
Manual mode: All the A/C system pages of the SD plus the status
page can be manually displayed after a crew action on the relevant
key located on the ECP.
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ECAM PAGES SELECTION AND PRIORITY - MANUAL MODE
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ECAM DISPLAYS
ECAM PAGES SELECTION AND PRIORITY (continued)
WARNING MODE
Warning mode: In case of failure, the aircraft system pages are
automatically displayed, according to the warning/caution messages
written in the warning area of the EWD.
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ECAM PAGES SELECTION AND PRIORITY - WARNING MODE
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ECAM DISPLAYS
ADVISORY MODE
Advisory mode: Without actual failure, but when a monitored
parameter drifts out of its normal range the relevant A/C system page
is automatically displayed, and the parameter flashes.
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ECAM PAGES SELECTION AND PRIORITY - ADVISORY MODE
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ECAM DISPLAYS
FLIGHT PHASE MODE
Flight phase mode: When there is no failure, no manual call and no
advisory, the most appropriate A/C system page is automatically
displayed according to the current flight phase.
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ECAM PAGES SELECTION AND PRIORITY - FLIGHT PHASE MODE
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ENGINE/WARNING DISPLAY PRESENTATION

GENERAL
The Engine/Warning Display (EWD) is normally on the upper Display
Unit (DU), it is divided into upper and lower areas. The EWD is dedicated
to the presentation of information.
EWD INFORMATION
On the upper area are permanently displayed:
- Primary engine parameters,
- Slat/flap position indication,
- Fuel On Board (FOB).
On the lower area are displayed:
- Memos, failure messages and actions to be performed. During
TakeOff (TO) and landing, most of the warnings are inhibited.
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GENERAL - EWD INFORMATION
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ADVISORY AND STATUS INDICATION
There are conditions when additional symbols are displayed, on the EWD
lower area. The symbols are ADV (Advisory), STS (Status) and an arrow
(overflow).
ADVISORY INDICATION
Advisory (ADV) appears in single display configuration, it flashes
on the lower memo area if a parameter drifts from its normal value.
Also the relevant ECAM Control Panel (ECP) key flashes.
NOTE: Note: in normal display configuration (dual display) the

related SD page is automatically shown, so the ADV symbol
is not needed.
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ADVISORY AND STATUS INDICATION - ADVISORY INDICATION
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ADVISORY AND STATUS INDICATION (continued)
STATUS INDICATION
Status (STS) indicates that a status message is present on the SD STS
page.
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ADVISORY AND STATUS INDICATION - STATUS INDICATION
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ADVISORY AND STATUS INDICATION (continued)
ARROW INDICATION
The overflow arrow in green color indicates that warning messages
exceed the capacity of the display on the left memo area.
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ADVISORY AND STATUS INDICATION - ARROW INDICATION
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SYSTEM DISPLAY PRESENTATION

GENERAL
The System Display (SD) is normally on the lower Electronic Centralized
Aircraft Monitoring (ECAM) Display Unit (DU), it is divided into two
areas, the upper area displays the system or status pages, the lower area
displays permanent data.
The system or status pages are displayed automatically after a failure or
manually by pressing the related pushbutton on the ECAM Control Panel
(ECP).
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GENERAL
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SYSTEM PAGES
Eleven system pages can be displayed manually or automatically.
The cruise page cannot be manually selected, it is automatically displayed
in flight, or during a light test. The cruise page displays main system
parameters to be monitored during the flight such as engine parameters,
cabin press parameters, and zone temperature.
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SYSTEM PAGES
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STATUS PAGE
The status page contains an operational summary of the aircraft condition;
this page appears after the SD has displayed a failure or when the slats
are selected to more than position two on approach flight phase. You can
manually select the status page from the ECP.
PERMANENT DATA
At the bottom of the SD, permanent data is always displayed:
- Total Air Temperature (TAT), Static Air Temperature (SAT) and
International Standard Atmosphere (ISA).
- Universal Time Coordinated (UTC) synchronized with the cockpit
clock, it is displayed in green.
- Gross Weight (GW).
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STATUS PAGE & PERMANENT DATA
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SYSTEM PAGE LOGIC
The ECAM operates in four display modes; the four modes for system
page presentation are:
- The manual mode which is selected from the ECP,
- Failure mode, which is an automatic presentation due to a warning or
a caution,
- Advisory mode which is an automatic presentation due to a drifting
parameter,
- Flight phase mode which is an automatic presentation due to the A/C
flight phase.
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SYSTEM PAGE LOGIC
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ECAM D/O
GENERAL PRESENTATION
The Electronic Centralized Aircraft Monitoring (ECAM) performs three
main functions:
- Data acquisition and concentration,
- Data warning computation,
- Warning announcement and data display.
Data acquisition is shared between the System Data Acquisition
Concentrators (SDACs),the Flight Warning Computers (FWCs) and the
Display Management Computers (DMCs). Data warning computation
and memo are achieved by the FWCs, warning announcements and data
display are made through loudspeakers and Display Units (DUs).
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GENERAL PRESENTATION
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ECAM D/O
ECAM SYSTEM
ECAM system components are:
- SDACs,
- FWCs,
- DMCs,
- ECAM Control Panel (ECP).
SDAC
The two SDACs are identical and interchangeable. The SDACs acquire
A/C systems malfunction/failure data corresponding to caution
situations and send them to the FWCs for generation of the
corresponding alert and procedure messages. The two SDACs also
acquire and send to the 3 DMCs A/C system signals necessary for the
display of system information. The ECP is the user interface to the
ECAM system.
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ECAM SYSTEM - SDAC
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ECAM D/O
ECAM SYSTEM (continued)
SDAC DATA PROCESSING
Therefore, each parameter acquired is given to the two SDACs. All
the signals (discrete, analog, digital) entering the SDACs are converted
into digital format and delivered on their output buses under ARINC
429. The SDACs copy certain parameters to distribute them to other
equipment in digital form (ARINC 429).
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ECAM SYSTEM - SDAC DATA PROCESSING
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ECAM D/O
FWC
The two FWCs are interchangeable. Each FWC generates
alphanumeric codes corresponding to all texts and messages to be
displayed on the ECAM DUs. The aural warnings and synthetic voices
are delivered by the FWCs to the cockpit loudspeakers. The FWCs
compute all warnings and cautions.
The FWCs perform three main functions:
- Data acquisition,
- Flight phase computation,
- Data warning computation corresponding to warning situations.
The FWCs outputs/inputs are:
- Discrete for visual attention getters,
- Analog for audio signals,
- ARINC 429 called FWC DATA BUS,
- RS 422 called FWC MESSAGE BUS.
Each FWC sends a copy of its own acquisition through an ARINC
429 bus to the opposite FWC.
The FWCs provide aural and visual information in order to:
- Show, in real time, all the system failures and dangerous
configurations with their level of seriousness,
- Identify the systems or circuits affected by a failure,
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- Provide the appropriate corrective action.
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ECAM SYSTEM - FWC
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ECAM D/O
DMC
The three DMCs are identical and interchangeable. The DMCs receive
data from the A/C systems, either directly or through the SDACs and
FWCs. The 3 DMCs can be considered as data concentrators and
receive data from A/C sensors and systems in order to merge and send
them to the DUs through ARINC 629 output buses. Moreover, the
DMCs insure:
- The interface between EIS and the other A/C computers and systems,
- The information exchange between the displays,
- The tele-loading of the operational software.
The DMCs acquire and send several types of signals for ECAM:
- Discrete,
- ARINC 629 bus,
- ARINC 429 bus,
- RS 232 buses for workshop test,
- ARINC 453 bus (just passing through).
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ECAM SYSTEM - DMC
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ECAM D/O
ECP INTERFACE
The ECAM interface includes:
- ECAM control panel,
- The warning and caution lights,
- The loudspeaker,
- The DUs.
The ECP is a control and display unit. It transmits selections to the FWCs
and DMCs, it receives DMC data to illuminate the keys lights. The ECP
outputs discretes for CLEAR (CLR), RECALL (RCL), STATUS (STS)
and emergency cancel (EMER CANC) keys are linked to the FWCs. The
output discrete for ALL key is directly linked to the DMCs. It is also
linked to the DUs for ON/OFF brightness control.
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ECP INTERFACE
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EFIS D/O
GENERAL
The Electronic Flight Instrument System (EFIS) consists of two main
components:
- Display Management Computers (DMCs),
- Display Units (DUs).
The DMCs receive Air Data/Inertial Reference System (ADIRS),
navigation systems, Flight Management (FM), Flight Guidance and
Envelope System (FGES), flight controls, engines and Flight Warning
Systems (FWSs) required by the DUs in order to generate Primary Flight
Display (PFD) and Navigation Display (ND) symbologies.
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GENERAL
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EFIS D/O
DMC
The three DMCs are identical and interchangeable, they receive A/C
system data on ARINC 429 buses, weather radar information on ARINC
453 high-speed bus, analog signal for the brightness control, discrete
signal for the PFD/ND transfer and PFD/ND ON/OFF.
DMCs send data on an ARINC 629 link to the DUs. When a new DMC
1, 2 or 3 is installed, the relevant software must be downloaded into it,
this is done by cross loading from DMC 1, 2 or 3 via the MCDU. If a
new software must be loaded, it is first done on DMC 1 from the
Multipurpose Disk Drive Unit (MDDU), then a cross loading has to be
performed. When a new DU is installed, a cross loading from the
corresponding DMC has to be performed via the MCDU. The DMC BITE
test is performed and the results are stored for later transfer to the
Centralized Fault Display System (CFDS). It is possible to read this
information via the MCDU.
NOTE: Note: The software includes DMC (EFIS, ECAM) and DU

(EFIS, ECAM) data.
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DMC
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EFIS D/O
DISPLAY UNIT (ND)
The DUs are identical and interchangeable. They are Liquid Crystal
Displays. Each DU receives digital signals from its related DMC through
an ARINC 629 link, and also through an ARINC 453 high-speed bus for
the weather radar link. The NDs provide this information according to
the modes selected on the EFIS control panel (part of the Flight Control
Unit). The modes are ROSE-ILS, ROSE-VOR, ROSE-NAV, ARC, and
PLAN.
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DISPLAY UNIT (ND)
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EFIS D/O
DISPLAY UNIT (PFD)
The PFDs provide flight information for A/C control, including A/C
attitude, airspeed, altitude, heading and Automatic Flight System modes.
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DISPLAY UNIT (PFD)
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EIS ABNORMAL OPERATION

In order to ensure reliability of the displayed data, the Electronic
Instrument System (EIS) has three main types of reconfiguration:
- In the case of single or multiple Display Unit (DU) failures,
- In the case of single or multiple Display Management Computer (DMC)
failures,
- In the case of external (sensor/computer) source failure.
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SINGLE OR MULTIPLE FAILURE
Many failures could occur on the EIS like:
- Primary Flight Display (PFD),
- Navigation Display (ND),
- Electronic Centralized Aircraft Monitoring (ECAM) Upper or lower
DU,
- Multiple DU,
- ECAM Control Panel (ECP),
- System Data Acquisition Concentrator (SDAC),
- Flight Warning Computer (FWC),
- DMC.
PFD DU FAILURE
In the case of PFD failure (detected) or if the PFD unit is switched
off by means of its potentiometer, the PFD is automatically displayed
on the ND unit.
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SINGLE OR MULTIPLE FAILURE - PFD DU FAILURE
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SINGLE OR MULTIPLE FAILURE (continued)
PFD DU FAILURE (PFD/ND XFR)
The PFD/ND transfer (XFR) P/BSW provides the crew with the
possibility to recover the ND image on the ND unit, if necessary.
Display change is performed by software switching of the PFD/ND
outputs inside the DMC.
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SINGLE OR MULTIPLE FAILURE - PFD DU FAILURE (PFD/ND XFR)
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ND DU FAILURE
In the case of ND unit failure the crew has the possibility to present
the ND image by pressing the PFD/ND XFR P/BSW.
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SINGLE OR MULTIPLE FAILURE - ND DU FAILURE
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ND DU FAILURE (PFD/ND XFR)
The ND screen stays instead of the PFD screen until the PFD/ND
XFR P/BSW is pressed again.
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SINGLE OR MULTIPLE FAILURE - ND DU FAILURE (PFD/ND XFR)
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UPPER ECAM DU FAILURE
In the case of an upper display (EWD) failure or if the upper display
control potentiometer is turned to off, the upper display is
automatically transferred on the lower display, this mode is called
ECAM single display mode.
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SINGLE OR MULTIPLE FAILURE - UPPER ECAM DU FAILURE
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UPPER ECAM DU FAILURE (SYSTEM PAGE
RECOVERING)
In this case a system page can be recovered by pushing and holding
a system key on the ECP or by rotating the ECAM/ND XFR selector
on the switching panel in order to display the system page on the ND
side.
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SINGLE OR MULTIPLE FAILURE - UPPER ECAM DU FAILURE (SYSTEM PAGE RECOVERING)
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LOWER ECAM DU FAILURE
In case of lower DU failure or if the lower display is turned to off, no
automatic reconfiguration is possible, the ECAM works in single
display mode. Each crew member also has the possibility to present
the SD image on the ND side only, and never on the PFD side, by
rotating the ECAM/ND transfer selector switch on the switching panel.
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SINGLE OR MULTIPLE FAILURE - LOWER ECAM DU FAILURE
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BOTH ECAM DU FAILURE (ECAM ND XFR)
In case of EWD unit and SD unit failure, each crew member has the
possibility to permanently present the EWD on the ND unit by rotating
the ECAM/ND transfer selector switch on the switching panel.
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SINGLE OR MULTIPLE FAILURE - BOTH ECAM DU FAILURE (ECAM ND XFR)
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BOTH ECAM DU FAILURE (SYSTEM PAGE
RECOVERING)
It is still possible to recover a system page by pushing and holding a
system key on the ECP.
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SINGLE OR MULTIPLE FAILURE - BOTH ECAM DU FAILURE (SYSTEM PAGE RECOVERING)
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MULTIPLE DU FAILURE (SAME SIDE)
In the case of PFD unit and ND unit failure (on the same side) no
reconfiguration is possible.
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SINGLE OR MULTIPLE FAILURE - MULTIPLE DU FAILURE (SAME SIDE)
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ECAM CONTROL PANEL FAILURE
If the ECP fails, the main functions, emergency cancel (EMER
CANC), clear (CLR), recall (RCL), all (ALL) and status (STS) remain
available.
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SINGLE OR MULTIPLE FAILURE - ECAM CONTROL PANEL FAILURE
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SDAC FAILURE
In the case of a SDAC failure, there is no operational consequence
due to the redundancy of the EIS, the following message is displayed
on the EWD: FWS SDAC 1 (or SDAC 2) FAULT.
In case both SDACs fail the amber cautions and most of the system
displays are lost. The following message is displayed on the EWD:
FWS SDAC 1+2 FAULT. ENG, FUEL, F/CTL and WHEEL ECAM
page data is available because it is already in ARINC 429 format and
not affected by SDAC failure.
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SINGLE OR MULTIPLE FAILURE - SDAC FAILURE
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FWC FAILURE
In the case of a FWC failure, there is no operational consequence due
to the redundancy of the EIS, the following message is displayed on
the EWD: FWS FWC1 FAULT or FWS FWC2 FAULT. All attention
getters and loudspeakers remain operative.
If the DMCs receive no valid data from both FWCs, the message FWS
FWC1 + 2 FAULT is displayed on the EWD. All other EWD
messages, aural warnings and attention getters are lost.
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SINGLE OR MULTIPLE FAILURE - FWC FAILURE
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DMC FAILURE
If DMC1 fails, DMC2 will automatically drive the ECAM DUs. The
CAPT has to switch to DMC3 by rotating the EIS DMC switch on
the switching panel to CAPT3 in order to recover also EFIS DUs
through DMC3. If DMC 2 fails, the F/O has to switch to DMC3 by
rotating the EIS DMC switch on the switching panel to F/O 3. Either
the CAPT or the F/O may select the DMC3.
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SINGLE OR MULTIPLE FAILURE - DMC FAILURE
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EXTERNAL SOURCE INFORMATION FAILURES
In the case of external source information failures, the lost information
appears in red on the PFD or ND. It is possible to recover certain
information by following the EWD instructions: in this example "ATT
HDG SWTG F/O" on the switching panel. This enables manual source
reconfiguration for attitude and heading data. On the EWD, the failed
component is also displayed.
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EXTERNAL SOURCE INFORMATION FAILURES
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DMC BUS RECONFIGURATION

GENERAL
As a general rule, the Display Management Computer (DMC) uses the
active aircraft system source for display, provided it is valid or selected.
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GENERAL
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FWC
Each DMC receives both Flight Warning Computer (FWC) 1 and 2 data
buses. The DMCs preferably work with the FWC1 data. If the data is not
valid or if FWC 1 is not valid, the DMCs will automatically switch to
the FWC 2 Data bus.
NOTE: the RS 422 buses are used by the FWCs to send text messages
(warnings, MEMO and status) to the DMCs.
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FWC
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SDAC
Each DMC receives and processes the data from each of the two System
Data Acquisition Concentrators (SDACs). The DMCs use SDAC 1 data
providing it is valid. All data transfer is by ARINC 429. If the data is not
valid or if SDAC 1 is not valid, the DMCs will use the data from SDAC
2.The switching is automatic.
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SDAC
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DMC OUTPUT BUSES
Each DMC transmits data on two ARINC 429 buses:
-One high speed switched bus: FWC, ECAM Control Panel (ECP), Air
Traffic Service Unit (ATSU), Flight Data Interface Management Unit
(FDIMU),
-One low speed unswitched bus: Centralized Fault Display Unit (CFDIU).
When the EIS DMC Selector Switch is set to CAPT 3 (or F/O 3), DMC
1 (or DMC 2) sends through its output bus the data received from DMC3.
The switching is done inside DMC 1 (or DMC 2).
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DMC OUTPUT BUSES
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WEATHER RADAR
Each DMC receives the weather radar (WXR) transceivers (XCVRs) or
the Enhanced Ground Proximity Warning Computer (EGPWC) data via
four ARINC 453 data buses {D1 and D2}. The DMCs retransmit the
ARINC 453 bus to the EFIS DUs. As only one WXR XCVR is in
operation at a time, the DMCs process information from the one in
operation. The WXR enable discrete disables the operation if the plan
mode is selected on the EFIS controller.
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WEATHER RADAR
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EIS COMPONENTS
DISPLAY UNITS
Display Units (DUs) identification.
Maintenance tip:
- A failed PFD 1 or EWD is NO GO ITEM.
Reason: Power supply configuration.
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DISPLAY UNITS
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EIS COMPONENTS
DISPLAY MANAGEMENT COMPUTERS
Note: no OBRM on front face.
Maintenance tip:
- A Display Management Computer (DMC) coming from the workshop
store may have an operating software or software has to be loaded.
- DMC cross loading takes 15 mins, DMC uploading takes 2 hours
(approximately).
- DMC 1 only is linked to MDDU for data loading.
FLIGHT WARNING COMPUTERS

Flight Warning Computers (FWCs) identification.
Note: OBRM behind door on front face.
SYSTEM DATA ACQUISITION CONCENTRATORS

System Data Acquisition Concentrators (SDACs) identification.
Note: OBRM behind door on front face.
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DISPLAY MANAGEMENT COMPUTERS ... SYSTEM DATA ACQUISITION CONCENTRATORS
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EIS MCDU PAGES

DMC MENU PAGE
Press the key corresponding to the system to be selected, here it is
INSTrument (INST). This procedure allows access to the following
systems:
- ECAM 1,
- ECAM 2,
- FDIU,
- DLRB/DLS,
- MDDU,
- CFDIU,
- EIS 1,
- EIS 2,
- EIS 3,
- DMU.
Press the EIS 1 line key. The EIS line key displays the following DMC
menu:
- LAST LEG REPORT for key 1L,
- PREVIOUS LEGS REPORT for key 2L,
- LRU IDENT for key 3L,
- GND SCANNING for key 4L,
- TROUBLE SHOOT DATA for key 5L,
- RETURN to the main DMC menu for key 6L,
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- CLASS 3 FAULTS for key 1R,

- SYSTEM TEST for key 2R,
- SWTG/BUS/DU TESTS for key 4R,
- GROUND REPORT for key 5R,
- PIN PROG/STATUS AND XLOAD for key 6R.
The related DUs display MAINTENANCE MODE in green.
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DMC MENU PAGE
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EIS MCDU PAGES

LRU IDENTIFICATION
After the key 3L has been pushed on the page DMC1, 2,or 3, LRU IDENT
is presented to show all software and hardware Part Numbers (PNs) as
well as the Serial Numbers (SNs) of the EIS components.
Page 1/5 DMC1/DMC2 software and hardware PNs.
Page 2/5 DMC3/DU PFD CAPT software and hardware PNs.
Page 3/5 ND CAPT/PFD FO software and hardware PNs.
Page 4/5 ND FO/DU EWD software and hardware PNs.
Page 5/5 DU SD software and hardware PNs.
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LRU IDENTIFICATION
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EIS MCDU PAGES

SYSTEM TEST
After the key 2R has been pushed the page DMC x SYSTEM TEST is
presented. The EIS system test needs action from the operator to initialize
the test. Push the start test key line. The test is in progress.
In six steps, The operator is asked to check that the display and the pattern
are correct. A color screen is seen on PFD and ND CAPT. If it is correct
push the key line "BOTH OK". A color screen is seen on EWD and SD
DU. If it is correct push the key line "BOTH OK".
A white and black screen is seen on PFD and ND CAPT DU. If it is
correct push the key line "BOTH OK".
A white and black screen is seen on EWD and SD DU. If it is correct
push the key line "BOTH OK".
A black and white screen is seen on PFD and ND CAPT DU. If it is
correct push the key line "BOTH OK".
A black and white screen is seen on EWD and SD DU. If it is correct
push the key line "BOTH OK".
Test OK appears on the MCDU DISPLAY.
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SYSTEM TEST
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SYSTEM TEST
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EIS MCDU PAGES

DATA BUS TEST/DMC 1 AND 2
After the key 4R has been pushed the page DMC x SWITCHING/DATA
BUS/DU BRIGHTNESS TESTS is presented. This page directs the
operator to the choice of three tests.
The DATA BUS TEST key 2L.
- The SWITCHING TEST key 3L,
- The DU BRIGHTNESS TEST key 4L.
The DATA BUS TEST page requests the operator to switch the EIS DMC
selector to NORM, when the test is related to the DMC 1 or DMC 2.
START TEST is then pressed (key 5L). TEST IN PROGRESS appears.
Normally the TEST IN PROGRESS page leads to the page TEST OK.
If the test is not correct the failed component will be identified, with its
ATA reference, FIN and the class of fault.
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DATA BUS TEST/DMC 1 AND 2
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EIS MCDU PAGES

DATA BUS TEST/DMC 3
For the DMC 3 the DATA BUS TEST page requests the operator to
switch the EIS DMC selector to CAPT3. START TEST is then pressed
(key 5L). TEST IN PROGRESS then appears. When the test is completed,
TEST OK is displayed. Push RETURN. The new screen requests the
operator to switch the EIS DMC selector to F/O 3. START TEST is then
pressed (key 5L). TEST OK comes on the screen. Push RETURN. The
new screen requests the operator to switch the EIS DMC selector to
NORM position.
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DATA BUS TEST/DMC 3
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EIS MCDU PAGES

SWITCHING TEST
SWITCHING TEST, this test must be performed on DMC 1,DMC2 and
DMC3.The reconfiguration devices and the switching stages inside the
DMC and DU are tested. The operator is asked to set the EFIS switching
and the ECAM switching to different positions. The operator selects
"START TEST".
After this step, the operator is asked to check that color messages
displayed on the DUs are in accordance with EFIS switching and ECAM
switching position.
The messages PFD1, ND1, EW1, SD1 are in magenta color.
At the end of this test "TEST OK" appears on the screen.
For DMC 2 or 3 switching test, the INITIAL CONDITIONS include
instructions to pull DMC1 circuit breaker. The test procedure is similar
to DMC 1 but there is an extra instruction on the CLOSE UP page. This
is an instruction to reset the DMC 1 circuit breaker.
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SWITCHING TEST
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EIS MCDU PAGES

DU BRIGHTNESS TEST
After selecting "SWTG/BUS/DU TESTS" AND "DU BRIGHTNESS
TEST", push "ACCESS TEST" then select the DU to be tested. The
following message appears: "TEST IN PROGRESS 5 S". If the
temperature is not steady, the following message appears: "TEST NOT
YET AVAILABLE (BACKLIGHT TEMPERATURE NOT YET
STEADY) WAIT FOR MAX XX MINUTE". In case of normal
temperature, the following message appears: "TEST OK".
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DU BRIGHTNESS TEST
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EIS MCDU PAGES

DMC CROSS LOAD (NORM CONF)
This page is available when the operator has pressed the key 6R. For the
EIS system to work normally it is necessary that all electronic components
(DMC, DUs) have the same software part number.
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DMC CROSS LOAD (NORM CONF)
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EIS MCDU PAGES

DMC CROSS LOAD (ABNORM CONF)
In case of a different part number it is necessary to load the software from
the DMC equipped with the correct software. The DMC 1 is normally
the source for the other DMC, except when faulty. When it is faulty the
DMC 2 is the DMC source or even the DMC 3. The operator selects
START XLOAD and when the software is loaded, the DMC self-test is
launched and "TEST OK" appears on the screen.
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DMC CROSS LOAD (ABNORM CONF)
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EIS MCDU PAGES

DMC CROSS LOAD (COLOR CODE)
DMC x software part number is displayed:
- In green for the DMC source and the DMC having the same part number,
- In amber for the DMC having a different part number,
- XLOAD NOT AVAIL is displayed in amber when the relevant DMC
is not available,
- EMPTY is displayed in amber when the relevant DMC has never been
previously loaded.
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DMC CROSS LOAD (COLOR CODE)
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EIS MCDU PAGES

DMC CROSS LOAD (DU XLOAD)
All DUs have the same software PN. In case of a different part number,
it is necessary to load the software from the DMC equipped with the
correct software. The operator must select ACCESS XLOAD. For DMC
3, the operator is asked to set EIS DMC to FO3 and start XLOAD. The
DMC loads the DUs, confirms the XLOAD and to close this test you
reconfigure the EIS DMC switching to normal position.
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DMC CROSS LOAD (DU XLOAD)
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EIS MCDU PAGES

PIN PROG/STATUS
The DU BACKLIGHT STATUS menu allows to check the integrity of
the backlighting module.
The LCD STATUS menu allows to check the LCD display colors and
pixels showing the same patterns as the system TEST (color, white and
black, black and white).
The PIN PROG menu shows the HARDWARE and SOFTWARE pin
programming.
The ENGINES menu allows to consult or reset the values recorded by
the DMCs in case of engine parameters excess (N1, N2 or EGT).
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PIN PROG/STATUS
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FLIGHT DATA INTERFACE MANAGEMENT UNIT

DIFFERENCE BETWEEN A320 AND A318
The difference between the A320 and the A318 is that the Flight Data
Interface Unit (FDIU) and Data Management Unit (DMU) are combined
in one unit called the Flight Data Interface Management Unit (FDIMU).
FLIGHT DATA INTERFACE UNIT
The FDIU is connected to different aircraft systems. Data (parameters)
are received in discrete and digital form. The FDIU collects these
parameters and converts them for internal processing. The FDIU
microprocessor generates the output format for the Digital Flight Data
Recorder (DFDR) and optionally for the Quick Access Recorder
(QAR).
Note: another name for the DFDR is the Solid State Digital Flight
Recorder (SSDFR).
DATA MANAGEMENT UNIT
The function of the Data Management Unit (DMU) is the generation
of reports as a result of specific events defined by trigger conditions.
The DMU is the central part of the Aircraft Integrated Data System
(AIDS) and is reconfigurable via the Ground Support Equipment
(GSE).
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A318 T1 & T2 MAINTENANCE DIFFERENCE COURSE FLIGHT DATA INTERFACE MANAGEMENT UNIT May 15, 2006
PART 1 OUT OF 2
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DIFFERENCE BETWEEN A320 AND A318 - FLIGHT DATA INTERFACE UNIT & DATA MANAGEMENT UNIT
PART 1 OUT OF 2

DIFFERENCE BETWEEN A320 AND A318 (continued)
NEW FDIMU
A new computer FDIMU combines all the functions of the FDIU and
the DMU. The FDIMU puts together the functions of the DFDRS and
the AIDS into a single Line-Replaceable-Unit (LRU). These two
functions are controlled inside the FDIMU by two separate
processor-units (FDIU-part, DMU-part), which operate independently
from each other. An Internal data-bus connects the FDIU-part to the
DMU-part.
The function of the FDIU-part is:
- To collect, format and supply the DFDR with various critical flight
parameters,
- To supply an output, which is encoded with GMT, to the Cockpit
Voice Recorder (CVR),
- To do an integrity check for acceleration parameters for each flight,
- To receive linear acceleration via the System Data Acquisition
Concentrator (SDAC),
- To do a maintenance dialog with the Centralized Fault Display
System (CFDS) in the form of a menu,
- To supply a QAR if installed with the same data frame as the DFDR.
The function of the DMU-part is to generate AIDS reports:
- To supply a digital frame to the Digital AIDS Recorder (DAR) (if
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installed),
- To collect all of the information, which comes from various A/C
equipment (ARINC 429 buses and discrete inputs),
- To communicate with specific equipment (MDDU/PDL, MCDU,
CFDIU, ACARS (if installed), PRINTER).
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DIFFERENCE BETWEEN A320 AND A318 - NEW FDIMU
PART 1 OUT OF 2

COMPONENT LOCATION/DESCRIPTION
The FDIMU front panel is equipped with:
- A pivoting flap providing access to the test connector and PCMCIA
interface,
- An FDIU Fail LED and a DMU Fail LED.
The integrated PCMCIA interface contains an optional DAR recording
function, and is able to store Smart AIDS Recorder (SAR) generated files
and AIDS standard reports. In addition it is possible to emulate a data
loader function. When using these functions, a PCMCIA card must be
inserted in the PCMCIA interface.
A test connector is installed on the front panel of the FDIMU.
The test connector is used for:
- Portable Data Loader (PDL) connection,
- Maintenance test equipment connection (dialog with laptop computer).
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COMPONENT LOCATION/DESCRIPTION
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FDIMU/MCDU PAGES
The following FDIMU menus and functions are accessed via the MCDU:
- FDIMU access menu,
- FDIU LRU identification,
- FDIU test,
- FDIU ground report,
- DMU ground report,
- DMU LRU identification,
- DMU software load status.
FDIMU/ACCESS MENU
The process to access the FDIU menu or DMU menu is the following:
Select the INST menu on the SYSTEM REPORT/TEST INST menu.
Select the FDIU menu or DMU menu on the SYSTEM
REPORT/TEST INST menu.
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FDIMU/MCDU PAGES - FDIMU/ACCESS MENU
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FDIMU/MCDU PAGES (continued)
FDIU/LRU IDENTIFICATION
Push the line key adjacent to FDIU on the SYSTEM REPORT/TEST
INST menu.
Push the line key adjacent to LRU IDENTIFICATION. The Software
Part Number (PN) and the FDIMU PN appears on the MCDU screen.
Push the line key adjacent to RETURN indication.
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FDIMU/MCDU PAGES - FDIU/LRU IDENTIFICATION
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FDIU/TEST
INST menu.
Push the line key adjacent to TEST and select the pushbutton RCDR
Ground Control "ON". It is possible to override the power interlock,
so that the system can be supplied for preflight checks or for
maintenance and test purposes.
Push the line key adjacent to START TEST.
The display shows the message "TEST IN PROGRESS" and "TEST
OK".
Switch the RDCR GND CTL OFF.
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FDIMU/MCDU PAGES - FDIU/TEST
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FDIU/GROUND REPORT
INST menu.
Push line key 5R GROUND REPORT. The display shows all class
1, 2, 3 faults detected on the ground after the last flight. If no faults
are detected, the display shows NO FAULT DETECTED.
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FDIMU/MCDU PAGES - FDIU/GROUND REPORT
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DMU/LRU IDENTIFICATION
Push the line key adjacent to DMU on the SYSTEM REPORT/TEST
INST menu.
Push the line key adjacent to LRU IDENT. The DMU PN, the
customer database number (DIP/N) and the system database number
are displayed.
DMU/TEST
Push the TEST line key to access another sub-menu for the DMU
POWER-UP TEST and the DMU BATTERY TEST. The DMU
POWER-UP TEST initiates a complete BITE procedure. The DMU
BATTERY TEST allows the FDIMU to initiate a battery test, which
does not interfere with the normal FDIMU operation.
DMU/GROUND REPORT
INST menu.
Push the line key adjacent to GROUND REPORT. The display shows
all class 1, 2, 3 faults detected on ground after the last flight. The
display shows a maximum of two failures at a time. If there are more
failures, push the next page key on the MCDU keyboard. If there are
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no failures, the display shows the message NO FAULT DETECTED.

DMU/SOFTWARE LOAD STATUS
INST menu.
Push the line key adjacent to SOFTWARE LOAD STATUS:
The display shows the customer database number and load date.
PART 1 OUT OF 2
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FDIMU/MCDU PAGES - DMU/LRU IDENTIFICATION ... DMU/SOFTWARE LOAD STATUS
PART 1 OUT OF 2
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE P0006191
MAY 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

A318 (CFM56) : Maintenance Difference Course

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A318 (CFM56) : Maintenance Difference Course

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AIRCRAFT DIMENSIONS PRESENTATION - DIMENSIONS

AIRCRAFT DIMENSIONS PRESENTATION - DOOR HEIGHTS

STRUCTURE - GENERAL STRUCTURE CHANGES

STRUCTURE - LASER BEAM WELDING

STRUCTURE - VERTICAL STABILIZER

STRUCTURAL BREAKDOWN AND ZONING - FUSELAGE STATION NUMBERS

STRUCTURAL BREAKDOWN AND ZONING - VERTICAL STABILIZER STATION NUMBERS

NOTE: Note: The use of a self-propelled conveyor belt is not

DIFFERENCES BETWEEN EIS 1 AND EIS 2

DIFFERENCES BETWEEN EIS 1 AND EIS 2 - EIS 2

EIS CONTROLS AND DISPLAYS

EIS CONTROLS AND DISPLAYS - EIS ORGANIZATION

EIS TRANSFER AND RECONFIGURATION

EFIS SWITCHING PANEL

EIS TRANSFER AND RECONFIGURATION

EIS TRANSFER AND RECONFIGURATION

EIS TRANSFER AND RECONFIGURATION

ECAM DISPLAY UNIT

EIS TRANSFER AND RECONFIGURATION

ECAM CONTROL PANEL

EIS TRANSFER AND RECONFIGURATION

EIS TRANSFER AND RECONFIGURATION

BOTH ECAM DU FAILURE

EIS TRANSFER AND RECONFIGURATION

EIS TRANSFER AND RECONFIGURATION

DMC TRANSFER - DMC 1 FAILURE

EIS TRANSFER AND RECONFIGURATION

DMC TRANSFER - DMC 2 FAILURE

ECAM DISPLAY PRESENTATION

ECAM DISPLAY PRESENTATION - ECAM CONTROL PANEL

ECAM DISPLAY PRESENTATION - SYSTEM DISPLAY PAGES

ECAM LAYOUT - UPPER ECAM & LOWER ECAM

ECAM PAGES SELECTION AND PRIORITY - MANUAL MODE

ECAM PAGES SELECTION AND PRIORITY - WARNING MODE

ECAM PAGES SELECTION AND PRIORITY - ADVISORY MODE

ECAM PAGES SELECTION AND PRIORITY - FLIGHT PHASE MODE

ENGINE/WARNING DISPLAY PRESENTATION

GENERAL - EWD INFORMATION

ENGINE/WARNING DISPLAY PRESENTATION

NOTE: Note: in normal display configuration (dual display) the

ADVISORY AND STATUS INDICATION - ADVISORY INDICATION

ENGINE/WARNING DISPLAY PRESENTATION

ADVISORY AND STATUS INDICATION - STATUS INDICATION

ENGINE/WARNING DISPLAY PRESENTATION

ADVISORY AND STATUS INDICATION - ARROW INDICATION

SYSTEM DISPLAY PRESENTATION

SYSTEM DISPLAY PRESENTATION

SYSTEM DISPLAY PRESENTATION

STATUS PAGE & PERMANENT DATA

SYSTEM DISPLAY PRESENTATION

SYSTEM PAGE LOGIC

ECAM SYSTEM - SDAC

ECAM SYSTEM - SDAC DATA PROCESSING

- Provide the appropriate corrective action.

ECAM SYSTEM - FWC

ECAM SYSTEM - DMC

NOTE: Note: The software includes DMC (EFIS, ECAM) and DU

DISPLAY UNIT (ND)