Cids Trubleshooting

In Service Information
Ref: ISI 23.73.00095

Issue: January 2022
A320 Family
A319/A320/A321
Classic CIDS
Troubleshooting Guidelines
Guidelines for System Troubleshooting
_
A319 / A320 / A321
Classic CIDS
GUIDELINES FOR SYSTEM TROUBLESHOOTING
Please note:
• These instructions do not amend or supersede any information contained in the Aircraft
Maintenance Manual (AMM), or the Trouble Shooting Manual (TSM), or Master Minimum
Equipment List (MMEL) or Cabin Crew Operating Manual (CCOM).
• This booklet may not be regularly updated and the AMM, TSM, MMEL, and CCOM remain
the principle reference.
• For additional information refer to:
- AMM 23-73-00
- TSM 23-73-00
- MMEL 23-73
- GENERIC FLEET CCOM A318/A319/A320/A321
• Procurement:
Operators are invited to contact their Airbus Resident Customer Support Manager or
their Airbus Customer Support Director at Airbus Central Entity, who will initiate or coordinate
the necessary actions to procure these guides, in line with the status of documents received
in the company.
Refer to ISI 00.00.00170 for the details.
The technical information provided in this article is for convenience and information purposes only. It shall in no
case replace the official Airbus technical or Flight Operations data which shall remain the sole basis for aircraft
maintenance and operation. These recommendations and information do not constitute a contractual commitment,
warranty or guarantee whatsoever. They shall not supersede the Airbus technical nor operational documentation;
should any deviation appear between this article and the Airbus or airline’s official manuals, the operator must
ensure to cover it with the appropriate document such as TA, FCD, RAS. Access to WISE is supplied by Airbus
under the express condition that Airbus hereby disclaims any and all liability for the use made by the user of the
information contained in WISE. It shall be used for the user’s own purposes only and shall not be reproduced or
disclosed to any third party without the prior consent of Airbus.
002 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

Introduction
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This booklet has been issued to inform A319, A320 and A321 operators with Classic CIDS
(first CIDS generation with Director P/N Z010H-) of the potential capabilities of the CIDS
related to intensive trouble analysis and investigation tasks. As CIDS plays an important role
in the operational chain, appropriate knowledge of the system’s functions and operations
is mandatory.
Table of content
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Glossary 007
1. General Overview 009
1.1. CIDS Introduction to be updated 010
1.2. Equipment Part Number 012
1.3. CIDS Architecture 014
1.4. Circuit Breakers 015
2. Components Description 017
2.1. CIDS Director 018
2.2. FAP - Forward Attendant Panel 021
I Switches Description 023
II Universal AOG FAP 032
2.3. PTP - Programming & Test Panel 034
I Functions 036
II Layout 037
III Menu Guided Structure 038
2.4. CAM - Cabin Assignment Module 039
2.5. DEU-A 042
I DEU-A description 043
II Location on A319 046
III Location on A320 047
IV Location on A321 048
V Top Line 049
VI Addresses, Bus & C/B 050
2.6. DEU-B 053
I DEU-B description 043
II Location on A319 056
III Location on A320 057
IV Location on A321 058
V Middle Line A319/A320 059
VI Middle Line A321 060
VII Addresses, Bus & C/B 061
2.7. AAP 063
2.8. AIP 066
2.9. ACP 067
2.10. Handset 068
I Interchangeability 070
II Improvements 072
III Recommendations 073
2.11. PSU - Passenger Service Unit 075
I Location 076
II Interchangeability 077
2.12. Cockpit Panels 078
2.13. MCDU 081
3. CIDS System Functionalities 083
3.1. Passenger Address 084
3.2. Passenger Call 087
3.3. Cabin & Flight Crew Interphone 089
3.4. Service Interphone 091
3.5. Passenger Lighted Signs 094
3.6. Cabin Illumination 096
3.7. EVAC Signalling 098
3.8. Lavatory Smoke Detection 101
3.9. Slides & Doors Bottle Pressure Monitoring 103

Table of content
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3.10. Drain-mast Monitoring 105
3.11. Boarding Music & PRAM 107
3.12. Passenger Entertainment System 109
4. BITE to be updated 111
4.1. Introduction 112
4.2. Failure Tests 114
4.3. Failure Classification 117
4.4. ECAM display 118
4.5. Troubleshooting via MCDU 120
I Access 121
II System Report 122
III Last Leg 123
IV Previous Leg 124
V LRU identification 125
VI Troubleshooting Data 126
VII Class 3 faults 127
VIII Tests 128
IX Ground Scanning 132
X PA Level report 133
XI PFR 134
4.6. Troubleshooting via PTP 136
I System status 137
II System test 146
III Programming 153
4.7. Troubleshooting Data tables 161
5. Dispatch and Troubleshooting Advices 165
5.1. Introduction 166
5.2. Failure Classification 167
5.3. Troubleshooting Philosophy 170
5.4. Main Recommendations 173
5.5. Troubleshooting Advices 177
I CIDS 1 + 2 FAULT 178
II Caution Light 179
III DEU-A 180
IV DEU-B 181
V FAP 182
VI Emergency Mode or Mandatory Layout In Use 183
5.6. MEL 184
I Repair Intervals 185
II Maintenance Status & CIDS 186
III Interphone 187
IV DEU-A & DEU-B 188
V Passenger Address, Passenger Call & Loudspeakers 189
VI Handset 190
VII PRAM & CAM 191
VIII FAP 192
IX PTP 193
X ACP, AIP & AAP 194
XI Cabin Signs 195
5.7. Maintenance Procedures List 196
5.8. CIDS Deviations 197
6. Documentation and Contacts 199
6.1. Documentation 200
6.2. Contacts 201
Glossary
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AAP Additional Attendant Panel
A/C Aircraft
ACP Area Call Panel (in cabin)
ACP Audio Call Panel (in cockpit)
AIP Attendant Indication Panel
AMM Aircraft Maintenance Manual
AMU Audio Management Unit
ARINC Aeronautical Radio INCorporation
ATT Attendant
BITE Built-In Test Equipment

BGM Boarding Music
CAM Cabin Assignment Module

CIDS Cabin Intercommunication Data System
CFDIU Centralized Fault Display Interface Unit
DEU Decoder/Encoder Unit

DIR Director
ECAM Electronic Centralized Aircraft Monitoring

EMLS EMergency Lighting System
EPSU Emergency Power Supply Unit
EVAC Evacuation
EWD Engine/Warning Display
FAP Forward Attendant Panel

FIN Functional Item Number
FSB Fasten Seat Belt
FWC Flight Warning Computer
GSM Global System for Mobile
IFE In-Flight Entertainment

ILCB Indicate Light Control Box
ISI In-Service Information
LAV Lavatory
LGCIU Landing Gear Control & Interface Unit
LRU Line Replacement Unit

Glossary
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MCDU Multipurpose Control Display Unit
OBRM On Board Replaceable Module
PA Passenger Address
PCU Passenger Control Unit
PES Passenger Entertainment System
PRAM Pre-recorded Announcement & Music
PSS Passenger Service System
PSU Passenger Service Unit
PTP Programming and Test Panel
PTT Push to Talk
RLPSU Reading Light Power Supply Unit

RTS Return to Seat
SDAC System Data Acquisition Concentrator

SDCU Smoke Detection Control Unit
TFU Technical Follow-Up

TSM Troubleshooting Manual
VSC Vacuum System Controller

1. General Overview
1.1. CIDS Introduction
1.2. Equipment Part Number
1.3. CIDS Architecture
1.4. Circuit Breakers
1. General Overview
_
The Cabin Intercommunication Data System (CIDS) - ATA 23-73 - is the microprocessor-based
cabin management system, which provides most of the required cabin related functions
for the cockpit, cabin crew, passengers and maintenance teams.
CIDS is the cabin network used to accomplish the functional control, operation,
data transmission, testing and monitoring of various cabin systems.
The booklet is not customized and contains optional systems (e.g. Passenger Entertainment
System), which are not installed on every aircraft.
The following system functions are provided by the Classic CIDS:
• Passenger Address
• Service Interphone
• Passenger Call
• Passenger Lighted Signs
• General Cabin Illumination Control
• Evacuation Signalling
• Emergency Lighting System Test
• Lavatory Smoke Warning
• Emergency Slides Bottle Pressure Monitoring
• Drain-mast Monitoring
• Lavatory Lighting
The basic installation also includes provisions for optional systems:
• Boarding Music / Pre-recorded Announcements (PRAM)
• Reading/Attendant Work Lights test
• Slide/Door bottle pressure monitoring
• Passenger Entertainment Music & Video
• Passenger Services System
• Air Conditioning System Controls
• EVAC equipment
Most of these systems are interfaced with the microprocessor controlled CIDS data busses.
The system functions are controlled by a central control unit called the Director.
For redundancy, there are two Directors, one active and one in hot stand-by.
1. General Overview
_
CIDS components overview

Cockpit switches Handsets, AIP AAP Middle line
Attendant functions: & DEU-B
• PAX announcement
EVAC Panel SIGNS Panel
• Interphone
Top line & DEU-A

CALLS Panel Audio Selector Panel
FAP & PTP

Attendant functions:
• Cabin control Passenger
CIDS Director • monitoring. Service Units

1. General Overview
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1.2. CIDS Equipment Part Numbers
CIDS is designed in a modular way, whereby the number of installed components will be
adapted to the aircraft type, layout and functional requirements.
P/N: A part number is an identifier of a particular part design established by the equipment
supplier.
FIN: Each part with precise function within an A/C system is defined with a specific identifier
called FIN (Functional Item Number). The FIN is unique in the A/C. Its basic element is a two
letter code indicating in which system/circuit the equipment belongs to (RH for CIDS).
To this code are added prefixes and/or suffixes, which provide a unique identification
for individual items or equipment.
Components Number P/N Root FIN (location)
Director 1 1 Z010H- 101RH
Director 2 1 Z010H- 102RH
FAP 1 Z130H- 120RH
PTP 1 Z020H- 110RH
CAM 1 Z050H- 115RH
DEU Type A Up to 32 Z030H- 200RHx
DEU Type B Up to 8 Z040H- 300RHx
AAP 1 Z120H- 126RH
ACP Up to 8 - 340RHx
AIP Up to 5 Z111H- 320RHx

ST3100 / 89-01 /
Handset Up to 5 -
N40-
PSU - D- 2040VUx/2041VUx
1. General Overview
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1.2. CIDS Equipment Part Numbers
CIDS Equipment Part Number Explanation
ZXXYH0000000
XX: Equipment Designation
Y: Fleet Classic CIDS: Y=0 SA
Y=1 LR
Enhanced CIDS: Y=3 LR
Y=4 SA
Y=5 A380
AAP, ‘Y’= 0 a
lso on Enhanced Single Aisle because the models are similar for Classic
and Enhanced CIDS.
AIP: ‘Y’= 1 because LR Classic models are used for SA Enhanced.

1. General Overview
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1.3. CIDS Architecture
1. General Overview
_
1.4. CIDS Circuit Breakers
Here are the FIN number of the circuit breakers related to different components:
Panel FIN
Designation
A319 A320 A321 A319 A320 A321
SERV 120VU 151RH
CIDS DIR 1
ESS 49VU 150RH
SERV 120VU 156RH
CIDS DIR 2
ESS 49VU 157RH
FAP SERV 120VU 170RH
FTP SERV 120VU 161RH
DEU A
SERV 120VU 163RH
Left FWD
DEU A
SERV 120VU 164RH
Right FWD
DEU A
SERV 120VU 165RH
Left MID
DEU A
SERV N/A 2001VU N/A 175RH
Left MID 2
DEU A
SERV 120VU 166RH
Right MID
DEU A
SERV N/A 2001VU N/A 176RH
Right MID 2
DEU-A
SERV 120VU 2001VU 167RH 173RH
Left AFT
DEU-A
SERV 120VU 2001VU 168RH 174RH
Right AFT
DEU A LINE 1 ESS 49VU 154RH

DEU A LINE 2 ESS 49VU 155RH
DEU B SERV 120VU 162RH
DEU B ESS 49VU 153RH

1. General Overview
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1.4. CIDS Circuit Breakers
2. Components
Description
2.1. CIDS Director
2.2. FAP - Forward Attendant Panel
2.3. PTP - Programming and Test Panel
2.4. CAM - Cabin Assignment Module
2.5. DEU-A
2.6. DEU-B
2.7. AAP
2.8. AIP
2.9. ACP
2.10. Handset
2.11. PSU - Passenger Service Unit
2.12. Cockpit Panels
2.13. MCDU
2. Components Description
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2.1. CIDS Director
P/N Root: Z010H000YXXX

Y identifies the hardware version,
XXX identifies the software version.
FIN: 101RH and 102RH.
For redundancy, two identical Directors are provided. The Director 102RH is normally
in hot-standby. It must receive the same inputs and respond to them in the same way
as the active Director 101RH. The only exception is that its outputs are normally disabled.
For this reason, the two Directors are connected in parallel except for these:
• the power supply,
• the power transfer relay,
• the Director BITE-monitoring connections,
• certain output to other equipment or systems.
Each Director contains an OBRM module 101RH1 (102RH1). The Director connects only
indirectly to the large amount of cabin equipment, via Decoder Encoder Units (DEU).
ARINC links and discrete lines connect the Director to individual controls, cockpit equipment
and other systems.
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2.1. CIDS Director
Component location in the Avionic Compartment
CIDS Director

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2.1. CIDS Director
Director interfaces
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P/N Root: Z130Hxxxxxxx

FIN: 120RH
The Forward Attendant Panel (FAP) 120RH is installed in the forward entrance area
of the aircraft. The attendant can control the different cabin systems from here.
The functions of the FAP are as follows:
• Adaption of signals received from the ARINC data bus links from each CIDS Director.
• Processing of addressed commands and controls.
• Processing of inputs from cabin systems.
• Processing of inputs from the push-button on the front face of the FAP.
• Transmission of data at assigned intervals via the ARINC data bus between the panel
and both Directors.
• Fail-passive for data bus transmission and reception in the event of FAP failure.
• Short-circuit protection of all discrete outputs.
• BITE functions for detection and location of faults which may occur in the panel.

_
Forward Attendant Panel is made up of several modules, each with dedicated functions
and indications. Each module is considered as a Line Replaceable Unit as long as replaced
with a similar P/N.
These are:
• Temperature/Blank Module P/N Z170Hxxxxxxx
• Cabin Lighting Module P/N Z150Hxxxxxxx
• Audio Module P/N Z140Hxxxxxxx
• Miscellaneous Module P/N Z160Hxxxxxxx
The panel subcomponents arrangements and layouts are highly customised. Therefore, FAPs
are not interchangeable should they have a different P/Ns. Airbus can however
review interchangeability between different P/N on a case-by-case basis.
_
I. Switches Description
TEMPERATURE Module:
TEMPERATURE
The TEMPERATURE FWD display indicates the cabin temperature of the forward passenger
compartment.
The TEMPERATURE AFT display indicates the cabin temperature of the aft passenger
compartment.

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CABIN LIGHTING Module:
MAIN ON
The MAIN ON membrane switch switches ON the general illumination in the cabin and
entrance areas with a brightness of 100%. The integral lights in the membrane switches BRT,
WDO, and CLG comes ON.
MAIN OFF
The MAIN OFF membrane switch switches OFF the following systems:
• General illumination in the cabin and the entrance areas
• Attendant work light
• Lavatory light
• Reading lights (Optional).
The function MAIN OFF is disabled in flight.
ENTRY / CABIN ZONES

The ENTRY and CABIN ZONE membrane switches switch ON the general illumination
in the respective entrance area with a brightness of:
• 100% for the BRT membrane switches.
• 50% for the DIM1 membrane switches.
• 10% for the DIM2 membrane switches.
The integral light in the membrane switch comes ON. Pushing the membrane switch
a second time switches OFF the general illumination of the respective entrance areas
and the integral lights.
_
WDO / CLG
When the general illumination for a cabin area is switched ON, the WDO and CLG membrane
switches integral lights come ON. Pushing the WDO membrane switch switches OFF
the integral light and the general illumination, respectively:
• at the windows left and right for the WDO switch,
• in the ceiling for the CLG switch.
Pushing the membrane switch a second time switches ON the general illumination,
at the windows or in the ceiling depending on the switch, and the membrane switch integral
light comes ON.
Note:
If you switch OFF both WDO and CLG, you cannot switch ON back through these buttons.
Specific cabin area buttons or MAIN ON have to be used.
DECOR LIGHT
If the power supply for the reading lights is switched ON, you can switch ON and OFF
the lights for the illumination of the decoration. Pushing the DECOR LIGHT membrane
switch switches ON the decoration light and the membrane switch integral light.
Pushing the membrane switch a second time switches OFF the decoration light
and the membrane switch integral light goes OFF.
RDL MAN HOLD

If you push the RDL MAN HOLD membrane-switch, all reading lights go OFF and the integral
light of the membrane-switch comes ON.
If you push the RDL MAN HOLD membrane-switch a second time, all reading lights show
the same condition (ON/OFF) they had before they were switched OFF. The integral light
of the membrane-switch goes OFF.
POWER LAV / ATTN / READ

The POWER membrane switches switch ON the power supply for:
the lavatory lights to a brightness of approx. 50% (LAV),
the attendant work lights (ATTN),
the reading lights (READ).
The integral light of the membrane switch comes ON. Pushing again the membrane switches
OFF the power supply and the membrane switch integral light goes OFF.

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AUDIO Module:
PRERECORDED ANNOUNCEMENT
This area on the front face of the audio module includes a display for the selected
announcements, a keyboard and function keys.
To start a prerecorded announcement, push the related key and then the ENTER membrane
switch. The READY indicator comes ON when the recorder has found the correct
announcement. When you push the START NEXT membrane switch, the announcement
starts and the READY indicator goes OFF. If you select more than one announcement,
announcements will be displayed in the MEMO 1, 2 or 3. In this case, the START ALL
membrane switch activates all announcements. If the ENTER membrane switch is not
pushed, the selected announcement will be accepted after a delay of approximately 5
seconds. When the STOP pushbutton switch is pushed, the message announcement
stops immediately. When the cursor has moved into the related position (MEMO 1, MEMO 2
or MEMO 3) and the CLEAR pushbutton switch is pushed, the display clears.
MUSIC ON/OFF
The MUSIC ON/OFF membrane switch switches ON the boarding music. If you push
the membrane switch, its integral light comes ON. Pushing the membrane switch a second
time switches OFF the boarding music and the integral light goes OFF.
MUSIC SEL
The MUSIC SEL membrane switch switches the boarding music to the next channel
The selected channel shows on the numerical display.
_
AUDIO Module (con’t):

MUSIC +/-
If you push the MUSIC+ / MUSIC- membrane switch, you increase / decrease the loudness
of the boarding music. The loudness is indicated on a 10 step rectangular LED row.
PES ON/OFF
The PES ON/OFF membrane switch switches ON the passenger entertainment system.
If you push the membrane switch, its integral light comes ON. Pushing the membrane
switch a second time switches OFF the passenger entertainment system and the integral
light goes OFF.

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Miscellaneous Module:
WATER QTY
WATER QTY LED-display shows the water level in the water tank divided into 20 steps.
Each step is equal to 5%.
WASTE QTY
The WASTE QTY LED-display shows the liquid level in the waste tank divided into 20 steps.
Each step is equal to 5%.
IND ON
The water and waste quantity can be shown by pressing the membrane switch ‘IND ON’.
An LED indicator shows the percentage of volume.
Note:
The water and waste quantity is only shown when the door of the potable-water service
panel is opened, for example on ground during servicing of the water and waste system.
SEL 25%/50%/75%/100%
These SEL x% pushbuttons enable to select the respective water quantity to be filled
into the water tank up to this certain level (optional). The integral light in the last activated
push-button comes ON.
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WTR SYSTEM DEPRE

The WTR SYSTEM DEPRE control membrane switch of the FAP monitors the opening
of the motorized depressurization valve installed in the air supply line to the water tank.
Once the WTR SYSTEM DEPRE membrane switch is pressed, the valve opens and releases
the pressure in the water system.
When the WTR SYSTEM DEPRE membrane switch is pressed and its indication light comes
ON and the SYSTEM INOP light comes ON, meaning the waste/ waste system of the aircraft
is not available. These indication lights come OFF again when the control membrane switch
is pressed and the depressurization valve closes.
SYSTEM INOP
The SYSTEM INOP indicator light comes ON if the vacuum waste system fails.
LAV 1/2/3/4 INOP

LAV INOP light on the FAP comes ON and all corresponding toilet operations are stopped
if the associated flush control unit defects.
This LAV (X) INOP light also comes ON, on the ground only, if a failure is reported
on the Service Door Limit switch which indicates door open.
LAV WATER HEAT

Pressing the push-button LAV WATER HEAT will switch ON the water heater in the lavatories.
The integral light in the push-button comes ON.
Pressing this push-button a second time will switch OFF the water heaters and the integral
light in the push-button.
HEAT DRAIN PNL

Pressing the push-button HEAT DRAIN PNL will switch ON the heater for the water
service panel. The integral light in the push-button comes ON. Pressing the push-button
HEAT DRAIN PNL a second time will switch OFF the heater for the water service panel
and the integral light in the push-button.

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EMER LIGHT
This push-button with integral Light allows to switch the emergency lighting system
connecting to the EPSU ON and OFF.
SLIDES ARMED/DOORS CLOSED

SLIDES ARMED/DOORS CLOSED lights indicate the status of the escape-slides (ARMED/
DISARMED) and of the doors (OPEN/CLOSED). If all doors are closed, the respective
“DOORS CLOSED” LED is illuminated. It extinguishes if at least one door is opened.
If all slides are armed the respective “SLIDES ARMED” LED is illuminated. It extinguishes
if at least one slide is disarmed. In case of missing or wrong data the LED´s extinguishes
as well.
LAV SMOKE
The LAV SMOKE light is used to warn of lavatory smoke. When the smoke is gone,
a command from the SDCU resets the indication.
RESET
When you press the RESET push-button, in the case of a lavatory smoke warning, it resets
only the aural and visual indications in the passenger compartment. It does not affect the LAV
SMOKE indication at the FAP. When the EVAC system is activated, pushing the RESET button
switches off the EVAC tone.
EVAC
The EVAC indication light is used to indicate an activated EVAC system (e.g. from the cockpit).
EVAC CMD
The push-button EVAC CMD with integral light is used to activate/deactivate the evacuation
system, and gives a visual confirmation.
_
PAX CALL CHIMES INHIB

CALL CHIME INHIB is a toggle switch used to inhibit/activate acoustic chimes in case
of passenger call. When “INHIB” is pushed, a passenger call will only raise visual signalizations
(ACP, AIP and related seat row). When “INHIB” is pushed again, a passenger call will raise
visual and acoustic signalization (additional chime in the Cabin). This switch is not intended
to clear nor to inhibit any passenger call.
PAX CALL RESET

CALL RESET is a push-button used to clear a passenger-call when acknowledge.
CABIN READY
If the push-button CABIN READY is used, a Cabin Ready ECAM memo is displayed
in the cockpit to indicate the actual cabin status. In addition, the light of Cabin Ready
push-button on the FAP illuminates.
PNL LIGHT TEST

This push-button PNL LIGHT TEST switches ON all the FAP lights.
CIDS CAUT
The integral light gives warning of CIDS CAUTION. Pressing the push-button temporarily
resets the integral light. Open the PTP to know the warning raised and apply the required
procedures.

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II. Universal AOG FAP
CIDS manufacturer has developed a “Universal” FAP (P/N Z130H0766110).

Its modules have all the buttons and indicators available on customised FAPs.
It can be installed on A320 Family aircraft fitted with “Classic” CIDS and can therefore
be considered as a temporary replacement part pending availability or repair of the original
FAP P/N.
A Technical Adaptation can cover its temporary installation.Please contact your Airbus
representative in order to be provided with this RDAF.
_
Universal FAP Layout P/N Z130H0766110

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2.3. PTP - Programming & Test Panel
I. Functions
II. Layout
III. Menu Guided Structure
_

FIN: 110RH
The Programming and Test Panel (PTP) 110RH is installed in the forward entrance area
of the aircraft. It is located adjacent to the FAP, behind a hinged access door next to the FAP.
For correct CIDS operation, the Cabin Assignment Module (CAM) 115RH must be plugged
into the socket. This is provided on the panel front face. The PTP enables the forward
attendant and other personnel to extensively test and re-program the CIDS. Interaction
between Director and CAM is via the Programming and Test Panel ARINC links.
PTP location in the forward attendant station

_
I. Functions
The functions of the PTP are as follows:
• To adjust the CIDS properties and cabin layout information into the CIDS Directors,
which are copied from the CAM.
• To manually download the alternative CAM layout into the Directors and cause this layout
to be automatically downloaded in subsequent CIDS start-ups.
• To monitor the failure status of the CIDS and some of the connected systems.
• To examine the fault data held in the Director BITE memory.
• To on-board re-modify:
- CAM data,
- Activation of the provisioned CIDS extra functions,
- Change cabin layout,
- Implement cabin zoning,
- Adjustment of the PA level (if relevant software installed).
• To activate CIDS component tests and the readout of the results.
_
II. Layout
The PTP has an alphanumeric display with four rows of twenty characters. The display is used
to present messages, test results and selection menus.
At either end of each display row are blank keys. They are labelled on the display
with ‘<’ or ‘>’ characters.
A conventional keypad is provided for entry of numerical data. One membrane switch
switches the display ON and two membrane switches test the emergency lights.
Three indicator lamps are provided for emergency lighting system/testing indications.
The Cabin Assignment Module (CAM) 115RH plugs into a socket on the front face
of the panel.

_
III. Menu Guided Structure
Note:
System Status, System Test and Programming modes are detailed in section 4.6. Trouble-
shooting via PTP.
_
FIN: 115RH
The Cabin Assignment Module (CAM) 115RH is located in the front face of the PTP.
The CAM defines all of the modifiable system properties and layout information for the CIDS.
It contains the possibility for four cabin layouts: LAYOUT 1 to 3 and LAYOUT M,
which is a modified layout based on one of the layout 1, 2 or 3.
CAM location inside the PTP

_
After power up, the Active Director copies the layout of the “Last Used Layout”
into the “Working Layout”, and compares the header of this layout with the one which
is selected in the CAM. If they correspond, the “Working Layout” (layout 1 in first) is confirmed
and used by the system.
If they do not correspond, the Director loads the CAM layout which is pointed on the PTP
screen. If the transmission fails (No CAM, Bad CAM, communication issue), the Director
uses its “Last Used Layout”. If this layout is defective (or a new Director has been installed),
the mandatory back-up layout will be used.
All cabin layouts are programmed according to the airlines requests. Each CAM P/N
corresponds to a specific aircraft configuration.
Therefore, the CAMs are not interchangeable.

_
Layouts
In the basic configuration, only LAYOUT 1 is usually programmed into the CAM according
to the request of the airline. It is possible to add a LAYOUT 2 and a LAYOUT 3 with other
customized layouts, corresponding to different cabin configurations. This data corresponds
to a new CAM programming and cannot be changed from the aircraft. Any new CAM
programming will result in a new CAM P/N.
If the operator wants to add 1 or 2 new LAYOUTS, we recommend to follow the standard
Airbus RFC/RMO procedure. Please address your request to Airbus Upgrade Services
department in order to be provided with relevant new CAM.
Nevertheless, several specific modifications of LAYOUT 1, 2 or 3 are possible via the PTP.
At the end of the modification procedure, the new layout is automatically stored as LAYOUT
M in the CAM.
MODIFIED LAYOUT
The layout M (for modification) is permanently stored in the CAM and in the DIR EEPROM.
Therefore, this layout is available for several aircraft cycles.
Nevertheless, after cabin zone programming, the RET button must be pressed in order
to save the parameters. If the RET button is not pressed, all modifications will be lost after
power interruption. Therefore, the system will operate with the modified data, until a power
interruption causes a restart of the system. In this case, the modified data will be lost
and the system goes back in the previously loaded layout.
Note:
All CAM modifications available from the PTP are detailed
in section 4.6.III. BITE - PTP – Programming.
MANDATORY LAYOUT
For safety reasons, there is a mandatory layout laid down in the Directors to ensure
the operation of the system in all conditions.
The mandatory layout is used in following condition:
No valid last used layout is available, e.g. if active director has been replaced and no valid
CAM data is available.

_
2.5. DEU-A
I. DEU-A description
II. Location on A319
III. Location on A320
IV. Location on A321
V. Top Line
VI. Addresses, Bus & C/B
_
2.5. DEU-A
I. DEU-A description
FIN Root: 200RH
The DEU-A are installed in the cabin ceiling. They are connected to the Directors via a top line
data bus and supply passenger related functions.
DEU-A Functions
The DEU-A (Decoder Encoder Unit Type A) has interfaces with these systems and
components:
• the Passenger Address (PA) loudspeakers,
• the cabin and lavatory passenger call pushbuttons and lights,
• Cabin lighting, entry way lighting and lavatory lighting,
• Passenger and lavatory lighted signs on the Passenger Service Unit (PSU)
and on the Lavatory Service Unit (LSU),
• the Passenger reading lights.
The DEU-A has these specialized functions:
• a test of lamp current,
• a test of connected loudspeaker impedance and level,
• a frequency filtering according to bus commands.
DEU Addressing
The coding switch in the DEU mount gives each DEU a different address. This method lets
you remove, interchange and replace DEUs without the need to consider the address.

_
2.5. DEU-A
DEU-A cabin location

_
2.5. DEU-A

_
2.5. DEU-A
DEU item / DEU FIN / DEU addressing / Coding Switch FIN

_
2.5. DEU-A

_
2.5. DEU-A

_
2.5. DEU-A
V. Top Line
CIDS Data Bus Top Line - A321 example

DEU-A - Left Hand DEU-A - Right Hand
Addresses, Bus and Power Supply Connections for A319
ADDRESS TOP C/B # ADRESSS TOP C/B #

DEU - # DEU - #
(HEX) BUS # (HEX) BUS #
SERV ESS SERV ESS
01 200RH1 1 163RH 154RH 02 200RH2 2 164RH 155RH
03 200RH3 2 163RH 155RH 04 200RH4 1 164RH 154RH

05 200RH5 1 163RH 154RH 06 200RH6 2 164RH 155RH
07 200RH7 2 163RH 155RH 08 200RH8 1 164RH 154RH
09 200RH9 1 165RH 154RH 0A 200RH10 2 166RH 155RH
A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022
0B 200RH11 2 165RH 155RH 0C 200RH12 1 166RH 154RH

0D 200RH13 1 165RH 154RH 0E 200RH14 2 166RH 155RH
0F 200RH17 2 165RH 155RH 10 200RH18 1 166RH 154RH
VI. Addresses, Bus & C/B
11 200RH19 1 165RH 154RH 12 200RH20 2 166RH 155RH

13 200RH21 2 167RH 155RH 14 200RH22 1 168RH 154RH
15 200RH23 1 167RH 154RH 16 200RH24 2 168RH 155RH
17 200RH25 2 167RH 155RH 18 200RH26 1 168RH 154RH
2.5. DEU-A
_
049
ADDRESS TOP C/B # ADDRESS TOP C/B #
DEU - # DEU - #
SERV ESS SERV ESS
01 200RH1 1 163RH 154RH 02 200RH2 2 164RH 155RH
03 200RH3 2 163RH 155RH 04 200RH4 1 164RH 154RH

05 200RH5 1 163RH 154RH 06 200RH6 2 164RH 155RH
07 200RH7 2 163RH 155RH 08 200RH8 1 164RH 154RH
09 200RH9 1 165RH 154RH 0A 200RH10 2 166RH 155RH

0B 200RH11 2 165RH 155RH 0C 200RH12 1 166RH 154RH
0D 200RH13 1 165RH 154RH 0E 200RH14 2 166RH 155RH
0F 200RH15 2 165RH 155RH 10 200RH16 1 166RH 154RH
11 200RH17 1 165RH 154RH 12 200RH18 2 166RH 155RH
13 200RH19 2 167RH 155RH 14 200RH20 1 168RH 154RH
15 200RH21 1 167RH 154RH 16 200RH22 2 168RH 155RH
17 200RH23 2 167RH 155RH 18 200RH24 1 168RH 154RH
19 200RH25 1 167RH 154RH 1A 200RH26 2 168RH 155RH
2.5. DEU-A
_
050
ADDRESS TOP C/B # ADDRESS TOP C/B #
DEU - # DEU - #
Note: C/B with * are located on the 2001VU Panel in the rear cabin area.
SERV ESS SERV ESS
01 200RH1 1 163RH 154RH 02 200RH2 2 164RH 155RH

03 200RH3 2 163RH 155RH 04 200RH4 1 164RH 154RH
05 200RH5 1 163RH 154RH 06 200RH6 2 164RH 155RH
07 200RH7 2 163RH 155RH 08 200RH8 1 164RH 154RH

09 200RH27 1 163RH 154RH 0A 200RH28 2 164RH 155RH
0B 200RH29 2 165RH 155RH 0C 200RH30 1 166RH 154RH
0D 200RH9 1 165RH 154RH 0E 200RH10 2 166RH 155RH
0F 200RH11 2 165RH 155RH 10 200RH12 1 166RH 154RH

11 200RH13 1 175RH* 154RH 12 200RH14 2 176RH* 155RH
13 200RH31 2 175RH* 155RH 14 200RH32 1 176RH* 154RH
15 200RH15 1 175RH* 154RH 16 200RH16 2 176RH* 155RH
17 200RH17 2 173RH* 155RH 18 200RH18 1 174RH* 154RH
19 200RH19 1 173RH* 154RH 1A 200RH20 2 174RH* 155RH
1B 200RH21 2 173RH* 155RH 1C 200RH22 1 174RH* 154RH
1D 200RH23 1 173RH* 154RH 1E 200RH24 2 174RH* 155RH
2.5. DEU-A
_ 1F 200RH25 2 173RH* 155RH 00 200RH26 1 174RH* 154RH
051
_
2.6. DEU-B
I. DEU-B description
V. Middle Line A319/A320
VI. Middle Line A321
VII. Addresses, Bus & C/B

_
2.6. DEU-B
I. DEU-B description
FIN Root: 300RH
DEU-B Functions
The DEU-B (Decoder Encoder Unit Type B) has interfaces with these components:
• the Attendant handset,
• the Attendant Indication Panels (AIP),
• the Area Call Panels (ACP),
• the Emergency slide bottle pressure sensors,
• the Information signs,
• the Emergency evacuation controls and indicators,
• the Emergency lighting power supply units (EPSU),
• the Additional Attendant Panel (AAP).
DEU Addressing
The coding switch in the DEU mount gives each DEU a different address. This method lets
you remove, interchange and replace DEUs without the need to consider the address.
_
2.6. DEU-B

_
2.6. DEU-B

_
2.6. DEU-B

_
2.6. DEU-B

_
2.6. DEU-B
V. Middle Line A319/A320
CIDS Data Bus Middle Line - Example for A319 / A320

_
2.6. DEU-B
VI. Middle Line A321
CIDS Data Bus Middle Line - Example for A321

_
2.6. DEU-B
VII. Addresses, Bus & C/B
Addresses, Bus and Power Supply Connections for A319/A320

DEU-B - Left Hand DEU-B - Right Hand
ADDRESS C/B # ADDRESS C/B #

DEU - # DEU - #
(HEX) (HEX)
SERV ESS SERV ESS
71 300RH1 162RH 153RH 72 MOUNT ONLY 162RH 153RH
73 MOUNT ONLY 162RH 153RH 74 300RH4 162RH 153RH
75 300RH5 162RH 153RH 76 300RH6 162RH 153RH

_
2.6. DEU-B
DEU-B - Left Hand DEU-B - Right Hand
ADDRESS C/B # ADDRESS C/B #

DEU - # DEU - #
(HEX) (HEX)
SERV ESS SERV ESS
71 300RH1 162RH 153RH 72 MOUNT ONLY 162RH 153RH
73 MOUNT ONLY 162RH 153RH 74 300RH4 162RH 153RH
75 300RH5 162RH 153RH 76 300RH6 162RH 153RH
77 300RH5 162RH 153RH 70 300RH6 162RH 153RH
_
2.7. AAP

FIN Root: 126RH
AAP Location
The Additional Attendant Panel (AAP) 126RH is installed in the aft entrance area of the aircraft.
It enables the aft attendant to control different cabin systems.
AAP location in the aft attendant station

_
2.7. AAP
AAP Functions
The AAP performs these functions:
• the adaptation of received data bus signals,
• the processing of addressed commands and controls,
• the processing of inputs from cabin systems,
• the processing of inputs from membrane switches on aft attendant panel,
• the transmission of data at assigned intervals via the data bus,
• the fail passive for data bus transmission and reception in case of aft attendant panel failure,
• the short-circuit protection of discrete outputs.
AAP layouts are highly customised. Therefore, AAPs are not interchangeable should
they have a different P/Ns. Airbus can however review interchangeability between different
P/Ns on a case-by-case basis.
A Technical Adaptation can cover its temporary installation. Please contact your Airbus
representative in order to be provided with this RDAF.
_
2.7. AAP
Switch Panel
In addition of the AAP, Switch Panels related to EVAC Indication respectively EVAC
and SMOKE Reset could be optionally located on the panels 2064VU respectively 2065VU.
The switch panel performs indication of the EVAC alert, reset of the EVAC signalling,
and reset of the audio and visual smoke warnings, related to the respective lavatory.
2064VU 2065VU

_
2.8. AIP

FIN Root: 320RH
An Attendant Indication Panel (AIP) 320RH is installed at each attendant station.
The panel lights are visible from at least ten meters away. They provide an attendant far call
function, and its alphanumeric display is readable from about two meters distance.
The display provides system-related information. It is divided into two rows of sixteen
characters each.
AIP location in the aft attendant station
LED COLOUR-PINK LED COLOUR-GREEN

_
2.9. ACP
FIN Root: 340RH

The Area Call Panel (ACP) 340RH is installed at each end of the passenger compartment
to the left and right of centre in the ceiling. The ACP has four separately controlled fields,
each contains two parallel connected white lamps or four coloured LEDs. The lights are visible
from the front or rear of the ACP. They are coloured in one of two available cover lenses.
The colours are as follows:
Colour 1 Colour 2 Colour 3 Colour 4
Amber Pink/Red or Green Pink/Red Blue
The fields are activated either continuously or are flashed. They are used as a far-call facility
to inform cabin attendants of PAX-call, interphone call, emergency call and lavatory smoke.

_
2.10. Handset
I. General information
II. Relevant documentation
III. Recommendations
_
2.10. Handset
I. General information
P/N: Depending on the handset supplier

FIN Root: 330RH
Handsets are installed in the cockpit and at the cabin attendant stations. They are used
for the Cabin and Flight Crew Interphone functions and for Passenger Announcements.
An integrated keyboard is used to make different types of calls and announcements.
It owns an integrated keyboard, and a “Push To Talk Button”.
See also section 3 for details on PA and Interphone functions.
There are three generations of Handsets on Single Aisle:
•B
ecker handset ST3100 series,
•H
olmberg handset P/N 89‐01 series,
•H
olmberg handset P/N N40‐1A/B/C series:
This handset is an improvement of 89-01 series following TFU 23.73.00.089
(reliability issues). Improvement of N40-1B followed by TFU 23.73.00.113.
P/N ST3100 P/N 89-01 P/N N40
Interchangeability between handset P/N are indicated in IPC figure. Refer to ISI article
23.73.00009 for Handset P/N evolution.
Prerequisite:
Replaced and installed Handsets must have the same hardkeys layout and colours
definition.

_
2.10. Handset
II. Relevant documentation
Reference doc: ISI article 23.73.00009
TFU 23.73.00.099:
• Prevent connecting cabin handsets P/N N40-1A/B series to DEU-B P/Ns Z040H0005110
and older ones: cabin handsets may get damaged.
• IPC 23-73 update in Feb. Revision 2014.
TFU 23.73.00.113:
• Address the coiled cord issue allowing now the replacement on aircraft
Fleet standardisation:
• To reduce spares stock, handsets P/N can be standardized between Classic/Enhanced
CIDS A/C and between Cabin configurations thanks to N40-1A/B/C series:
- Through allowed technical interchangeabilities
- Through RFC/RMO or STC if necessary (not similar keyboard layout in particular).
SB 23-1592 released in Q1 2016 aims at recommending the retrofit from ST3100 & 89-01
series to N40-1B series, for reliability improvement.
CMM 44-10-03 issued to introduced P/N N40-1C series added in IPC 23-73 as spare part.

_
2.10. Handset
III. Recommendations
Reference documents:
•H OLMCO Operation Practices ref. Ho-P6091-ROP-0000-01A
•A irbus Generic CCOM chapters 03-040 PA System
To prevent reliability impacts due to misuse, Cabin and Maintenance Crews must take care
of the following operational recommendations while using the handsets:
• Avoid overstretch on handset coil cord. In particular, stay close to the attendant
loudspeaker near to the bracket of the used handset. This will help improving
the echo cancellation mechanism
•A lways hold the handset in hand, close to both ear and mouth. Indeed, in addition
to preserve handset coil cord and housing, this will allow a better reception of the voice
signal by the directional mike inside the handset (for surrounding noise cancellation
purpose), and will result in an easier and more intelligible PA.
•S lide the handset in its bracket soft and smooth, without applying too much pressure.
•A void pinching the coil cord while stowing the attendant seats.

_
2.10. Handset
Please apply MMEL item for dispatch (if possible):

One handset or more may be inoperative provided that one handset is operative at each pair
of floor level exit doors.
MEL Interval C corresponds to a rectification within ten consecutive calendar days, excluding
the day of discovery.
Please refer to section 5.6.vi. MEL items for handset for further information.
_
The Passenger Service Units (PSU) are located above passenger seats.
The PSU consists of:
Reading-light switches and reading lights,
• PAX call button and call light,
• Seat-row identifier,
• Loudspeakers,
• Non-Smoking (NS), No-Mobile (NM, optional) and Fasten Seat Belt (FSB),
• Return To Seat (RTS) signs are only located in the lavatories.
PSUs are linked to the Director via DEU-A.
Example of Passenger Service Unit in Classic Cabin

_
I. Location
_
II. Interchangeability
Note:
• Classic CIDS on Single Aisle is only fitted on aircraft with Classic cabin.
Classic PSU P/N roots on Classic CIDS are D-.
• Enhanced CIDS on Single Aisle can be fitted on aircraft with Classic cabin or with
Enhanced cabin.
However, Classic PSU P/N roots on Enhanced CIDS are Z312H-, due to a different hardware
compared to Classic CIDS.
Enhanced PSU P/N roots on Enhanced CIDS are Z315H- and Z317H.
Please note that above mentioned P/Ns are not technically interchangeable.
These equipment are different regarding forms, technologies or/and wirings.

_
The cockpit panels related to cabin functions are the EVAC panel, the SIGNS panel,
the Audio Selector Panel (ASP) and the CALLS panel.
EVAC Panel SIGNS Panel
CALLS Panel Audio Selector Panel

_
EVAC Panel
This panel is composed of:
• A guarded EVAC COMMAND push-button,
• A HORN SHUT OFF push-button,
• A CAPT & PURS and CAPT switch.
SIGNS Panel
The SEAT BELTS signs, the NO SMOKING signs and the emergency lighting system
(EMER EXIT LT) are controlled from the SIGNS panel.

_
Audio Call Panel

The ACPs are used to select all types of communication facilities installed on the aircraft
in transmission and reception mode.
CALLS Panel
The CALLS panel is used to call each cabin crew station individually or in conference call.
The EMER guarded pushbutton is used to call the cabin crew in an emergency situation.
A319/A320
A321
_
2.13. MCDU
MCDU
The Multipurpose Control and Display Units (MCDU) provides access to the following:
• FMGC (Flight Management function)
• DATA LINK (ACARS) - optional
• CFDS (Centralized Fault and Display System)
• AIDS - optional
• SAT (SATCOM) - optional
• ATSU - optional.
They are composed of a keyboard and a screen for data entry/display by the pilot or the line
maintenance personnel enables to recover failure information.
CFDS
Two CFDS modes are available from the Centralized Fault Display Interface:
NORMAL MODE
In this mode, the CFDIU scans all the connected system outputs and memorizes the failure
messages in order to generate the CURRENT (LAST) LEG REPORT and the CURRENT
(LAST) LEG ECAM REPORT. In flight the CFDS always operates in the normal mode.
INTERACTIVE MODE
In this mode, the CFDIU dialogues with one computer at a time in order to read the contents
of its BITE memory and to initiate various tests. This mode can only be selected on ground
and interrupts the normal mode of operation.

_
2.13. MCDU
Location
MCDU location and example of MCDU page

3. CIDS System
Functionalities
3.1. Passenger Address
3.2. Passenger Call
3.3. Cabin & Flight Crew Interphone
3.4. Service Interphone
3.5. Passenger Lighted Signs
3.6. Cabin Illumination
3.7. EVAC Signalling
3.8. Lavatory Smoke Detection
3.9. Slides & Doors Bottle Pressure Monitoring
3.10. Drain-mast Monitoring
3.11. Boarding Music & PRAM
3.12. Passenger Entertainment System
3. CIDS System Functionalities

_
System Description
The Passenger Address (PA) can be broadcasted from the cockpit, the cabin crew stations,
the Pre-Recorded Announcement and Music (PRAM) and Boarding Music systems to all
the loudspeakers.
The Director accepts audio signals from the various PA sources in the aircraft. It assigns
priorities to each source. It transmits the signal in digital form via the four top line data busses
to the DEU-A. These send it to the cabin loudspeakers for broadcasting.
In case of low cabin-pressure or engine on (high oil-pressure), the volume of a PA
announcement is increased. The volume is also increased in case of a data bus failure
(top line). If a cabin handset is in use, the volume of the PA announcement in the respective
handset area is decreased to avoid a feedback. There is also a volume decrease
in the cockpit door area if during a PA the cockpit door is opened to avoid a feedback
with the cockpit.
_
Priority
Several priorities are defined in case of two simultaneous announcements:
Announcement 1 (A1) & Announcement 2 (A2)

calls simultaneously occur.
YES A1 has a NO
higher source priority
than A2?
Only A1 is heard. First initiated

If defined, A1 can PA is heard.
interrupt A2.
High
Priority
Source:
AMU
Cockpit Handset
Purser Station (Option)
Attendant Station
PRAM (Option)
BGM (Option) Low
Priority
Note:
Source priority and call interruption criteria are defined in the CAM and can be modified
through a new CAM programming.


_
System Architecture
DEU-A
CIDS DIRECTOR 2
CIDS DIRECTOR 1
COCKPIT
HANDSET TOP LINES
FAP
PTP
/
CAM
OBRM MID LINES
DEU-B
AIP
ACOUSTIC
AMU CFDIU
EQUIPMENT
CABIN / OIL
PRESSURE CABIN
HANDSET
COCKPIT VIDEO CONTROL

PES PRAM
DOOR OPEN UNIT
ELECTRONIC
COCKPIT CABIN Optional
COMPARTMENT
_
3.2. Passenger Call
System Description
The passenger call system controls the passenger call activation and the illumination
of passenger call lights. A passenger call is started by pushing the passenger call button
which is installed at each seat row and in each lavatory. Optionally, PCU (Passenger Control
Unit), which is part of IFE system, can initiate a PAX call.
Each DEU-A interfaces up to three passenger call pushbuttons and lights. Each pushbutton
and light is separately addressable. The CAM data assigns each pushbutton and light
to a LH or RH cabin zone.
Chime Reset
The chime can be inhibited by pushing the “CHIME INHIB” button on the FAP. Indications
can be reset by pushing the call button a second time. All indications can be reset by pushing
the “CALL RESET” button on the FAP.
PAX Call Testing

The DEU-A signals defective passenger call indication lamps to the Director via BITE
functionality. Faults may be examined via the PTP.


_
3.2. Passenger Call
System Architecture
PAX CALL LIGHTS

DEU-A
PAX CALL PUSH-BUTTON
CIDS DIRECTOR 2
CIDS DIRECTOR 1
TOP LINES
PTP
/
CAM
FAP
OBRM
MID LINES
DEU-B AIP
ACP
SDAC CFDIU
PSS
ELECTRONIC
CABIN Optional
COMPARTMENT
_
System Description
Cabin and Flight crew interphone allows the telephone communication between all attendant
stations and the cockpit.
The CIDS Director accepts audio signals from the various interphone sources in the aircraft
and assigns priorities to each source. The Director performs telephone exchange switching
and call functions from flight compartment call switch settings or the attendant handset
keypad entries.
Chimes are transmitted via the top line data bus and the PA loudspeakers.
In the flight compartment, integral lamps in the call switches announce an interphone calls.
In the cabin, the ACPs and AIPs are used for announcement.
High
Priority
Function:
Emergency Call
Call from Cockpit
All Attendant Call
Normal Call from
Attendant Station
Low
Priority
Note:
Function priority and call interruption criteria are defined in the CAM and can be modified


_
System Architecture
DEU-A
CIDS DIRECTOR 2
CIDS DIRECTOR 1
CALL PANEL TOP LINES
COCKPIT
PTP
/
COCKPIT CAM
HANDSET
OBRM MID LINES
DEU-B AIP
COCKPIT
BOOMSET ACP
ACOUSTIC
AMU CFDIU
EQUIPMENT
CABIN
HANDSET
CREW CALL INDICATION LIGHT
FWC
BUZER CONTROL BOX
ELECTRONIC
COCKPIT CABIN
COMPARTMENT
_
System Description
The Service Interphone system enables telephone communication between:
• Flight crew and service interphone jacks through the cabin interphone,
• Attendant and service interphone jacks,
• The various service interphone jacks (8 jacks are installed at different locations
on the aircraft fuselage).
The Service Interphone Amplifier is always active when the CIDS is active. The Interphone
System is switched into Service Interphone Mode under the following CAM dependent
conditions:
• Automatic switch On if the Landing Gear is compressed,
• Manual switch On via a discrete Cockpit Switch.
Service Interphone signalling is CAM dependent and consists of AIP Text, AIP Red and Green
Lights and the Cockpit Override Indication Light.
Note:
With no boomset connected to an external service interphone outlet jack and “SERV INT”
selected on a cabin handset, an “error” message appears on the AIP.


_
Location
1RJ Avionics compartment (Forward racks)

2RJ Avionics compartment (Center racks)
3RJ Avionics compartment (Aft racks)
4000RJ1/2 Engines (L & R)
11RJ Belly fairing panel
13RJ Aft fuselage
14RJ Near APU bay
Example of the Service Interphone jack on the nacelle

_
System Architecture
CIDS DIRECTOR 2
CIDS DIRECTOR 1
COCKPIT
HANDSET
SVC INT
OVRD
OBRM MID LINES
DEU-B
AUDIO AIP
CONTROL
PANEL CABIN
HANDSET
ACOUSTIC AMU
EQUIPMENT SERVICE
LANDING INTERPHONE
GEAR BOOMSET
INDICATOR ILCB SVC INT JACKS


_
System Description
The state of input signals to the Director control these signs:
• the NO SMOKING (NS) and FASTEN SEAT BELT (FSB) lighted signs in the cabin,
• the RETURN TO SEAT (RTS) signs in the lavatories,
• the EXIT signs.
Director software uses data from the CAM to activate signs
which depend on:
• the cockpit switches,
• the discrete inputs LANDING GEAR DOWN LOCKED,
• an EXCESSIVE ALTITUDE,
• the inputs SLATS and FLAPS (when defined in the CAM).
The SEAT BELTS signs, the NO SMOKING signs and the emergency lighting system
(EMER EXIT LT) are controlled from the SIGNS panel in the cockpit.
_
System Architecture
NO SMOKING
LIGHTS
CHIME
GENERATION
FASTEN SEAT
DEU-A
BELT / RETURN
CIDS DIRECTOR 2 TO SEAT LIGHTS
CIDS DIRECTOR 1
NS
SWITCH TOP LINES
COCKPIT
PTP
/
CAM
FSB
SWITCH
COCKPIT
MID LINES
OBRM
OPTIONAL
DEU-B
NS/FSB SIGNS
CABIN
CFDIU
PRESSURE
SDAC
ECAM EMLS EXIT SIGNS
1&2
LGCIU SFCC
ELECTRONIC
COCKPIT CABIN
COMPARTMENT


_
System Description
The Cabin Illumination System controls the illumination of the different Cabin Areas
independently, via the FAP and some Discrete Inputs. Up to 128 Illumination Ballast Units
can be controlled, connected to 32 DEU Type A Units.
Cabin Illumination can be controlled for up to 4 door areas and 3 cabin zones separately
via pushbuttons as follows:
• DIM 1 (50%) / OFF toggle,
• DIM 2 (10%) / OFF toggle,
• BRIGHT (100%) / OFF toggle.
LED Indicators in the FAP Switches indicate the selected Status.
However, some automatic configurations are predefined and occur in case of the following
events:
Event Lighted setting
DEU or CIDS failure Full Bright
Excessive Altitude (option) Dim
Dim of the light immediately outside

Cockpit Door open AND Oil pressure High
the cockpit door
Note:
Automatic dimming level is specified in the CAM.
_
System Architecture
BALLAST
DEU-A
UNIT
CIDS DIRECTOR 2
CIDS DIRECTOR 1
TOP LINES
FAP
OBRM
MID LINES
DEU-B AAP
COCKPIT
DOOR
SWITCH
CABIN
PRESSURE
ELECTRONIC
COCKPIT CABIN
COMPARTMENT


_
System Description
Evacuation signalling corresponds to a visual and audio alert in the event of impending
emergency evacuation of the aircraft.
Basic features
Evacuation signalling is launched by activation of the EVAC command from:
• Cockpit overhead EVAC control panel,
• FAP button.
EVAC command indication and reset are possible from:
• Additional Attendant Panel (AAP),
• EVAC indication/Reset Panels (A321 only).
A dual mode of operation is possible, controlled from the cockpit overhead panel:
• CAPT & PURSER mode,
• CAPT mode.
In the CAPT & PURSER mode, the EVAC command can be activated from the cockpit
or the cabin.
In the CAPT mode, the EVAC command can be activated from the cockpit only but requested
from the cabin.
Note:
• EVAC RESET button will only reset the EVAC signalling for the respective cabin zone.
• Passenger Address announcements are still possible during emergency evacuation.
_
The standard EVAC command panel includes:

• A guarded EVAC COMMAND pushbutton,
• A HORN SHUT OFF pushbutton,
• A CAPT & PURS and CAPT switch.


_
System Architecture
EVAC AURAL
SIGNAL
DEU-A
EVAC CIDS DIRECTOR 2
HORN
CIDS DIRECTOR 1
TOP LINES
EVAC HORN FAP

SHUT OFF
EVAC
CMD
EVAC COMMAND
SWITCH
MID LINES
OBRM
CAPT & PURS/
CAPT SELECTOR
SWITCH
DEU-B AIP
ACP
AAP
ELECTRONIC
COCKPIT CABIN
COMPARTMENT
_
Smoke Detection description

Smoke that enters the measurement chamber of the smoke detector gives a warning
signal to the SDCU. The SDCU transmits the signal to the CIDS and FWC via data buses.
The CIDS Directors send the signal to the FAP, AIP and ACP.
The aural and visual warning reset switch on the FAP stops the warning indications
on the ACP and AIP. You cannot switch off the smoke indication on the FAP.
This indication goes off when the density of the smoke drops below the threshold
of the respective smoke detector.
Failure condition
The SDCU continuously monitors all components of the system. When the SDCU detects
a failure of any smoke detector, the faulty detector is automatically isolated in the bus system.
The failure is signalled to the CIDS, FWC and CFDS. The CIDS Director signals the fault
message to the PTP in the cabin. The FWC initiates a fault indication on the ECAM upper
display unit. If one of the two SDCU channels fail or both channels fail, an automatic
fault-indication is displayed on the ECAM upper display unit.


_
System Architecture
TRIPLICATE
CHIME
DEU-A
CIDS DIRECTOR 2
CIDS DIRECTOR 1
TOP LINES
PTP
/
CAM
FAP
CONTINUOUS OBRM
REPETITIVE MID LINES
CHIME
DEU-B AIP
MASTER
FWC SDCU
WARNING LIGHT
ACP
ECAM
LAVATORY AAP
SMOKE
DETECTOR
CFDIU
ELECTRONIC
COCKPIT CABIN
COMPARTMENT
_
3.9. Slides & Doors bottle pressure
This monitoring corresponds to the option called “Centralized Remote Indication of SLIDE
and DOOR Bottle Pressure Monitoring On the PTP”.
Slides pressure monitoring (partially optional)

• Wiring provision for A319/A320/A321 basically installed,
• Overwing slides indication on the PTP basically provided on A319/A320, as the pressure
gauge of the over-wing emergency exit slides is not easily accessible,
• No indication on the PTP basically provided on A321,
• Other slides indication at Fwd, Mid and Aft RH/LH exit doors upon RFC/RMO.
Doors pressure monitoring (optional)

• Wiring provision for A319/A320/A321 basically installed,
• On A319/A320/A321, new door actuators installed with a temperature compensated
pressure gauge with electrical interface for CIDS connection (optional),
• No door pressure indication on the PTP basically provided on A319/A320/A321,
available upon RFC/RMO.
System monitoring
• Door & Slide Bottle Pressure OK message will be displayed on the PTP if the bottles
are sufficiently inflated,
• A LOW PRESSURE message status with location will be displayed on the PTP if any
of the bottles are deflated,
• The CAUTION Light will also be illuminated on the FAP.
Note:
If one DEU-B fails, no further entries into memory are made for the associated bottle
pressure, but the system status on the PTP displays PRESS LOW.


_
3.9. Slides & Doors bottle pressure
System Architecture
CIDS DIRECTOR 2
CIDS DIRECTOR 1
PTP
/
CAM
FAP
OBRM
MID LINES
DEU-B
DOOR BOTTLE
CFDIU PRESSURE
SENSOR
SLIDE BOTTLE
PRESSURE
SENSOR
ELECTRONIC
CABIN
COMPARTMENT
_
System Description
Waste water is discarded to the outside through two drain-masts, which are installed
on the lower fuselage shell. The two masts have integrated electrical heating-elements
to prevent the water from freezing during high-altitude flights or during cold weather.
The heating elements are connected to the aircraft electrical network.
All control units of the waste water ice-protection-system are provided with an internal BITE
test. These control units are connected with three discrete lines to the CIDS through a DEU-B.
BITE Test of the Drain-mast Ice Protection can be launched from the PTP, enabling not
to remove the sidewall panels installed in the forward and aft cargo compartments.
Aircraft Drain-Mast System Schematic


_
System Architecture
CIDS DIRECTOR 2
CIDS DIRECTOR 1
PTP
/
CAM
FAP
OBRM
MID LINES
DEU-B
DMCU
CFDIU
ELECTRONIC
CABIN
COMPARTMENT
_
System Description
The Pre-recorded Announcement and Boarding Music (PRAM) Reproducer is installed
in the avionics compartment.
The PRAM has the capability to produce an emergency announcement in the event of a rapid
cabin decompression. All PRAM and BGM functions are remotely controlled from the audio
module in the FAP.
The reproducer and the FAP have two ARINC 429 data bus lines (transmit and receive bus)
controlled through the CIDS.
Please refer to section 2.2 for FAP Audio Module description.


_
System Architecture
DEU-A
CIDS DIRECTOR 2
CIDS DIRECTOR 1
TOP LINES
PTP
/
CAM
FAP
OBRM
MID LINES
DEU-B
CABIN
PRAM
PRESSURE
AIP
PES CFDIU
ELECTRONIC
CABIN Optional
COMPARTMENT
_
System Description
The Passenger Entertainment System Music (PES Music) transmits pre-recorded audio
programs to the passengers. The passengers can hear the audio programs through headsets,
connected to the Passenger Control Units (PCU). Through the Cabin Intercommunication
Data System (CIDS), the audio program is heard from the cabin Passenger Address (PA)
loudspeakers as Boarding Music (BGM). The PES Music also transmits the video sound
and the PA announcement sound to the passengers.
BITE System
The BITE system is integrated into the Multiplex PES. The CIDS commands the MPES
to enter the BITE mode. All input audio channels at the Main Multiplexer (MM)
are electronically isolated from an active processing.
At the Seat Electronic Box (SEB) and Passenger Control Units (PCUs), all channels
are examined for correct operation. Any failure data is transmitted back to the MM,
the CIDS and the Central Fault Display System (CFDS).
PES Power Test

When the PES power is on, the BITE automatically starts. Maintenance persons operate
this test on command from the PTP.
Please refer to relevant documentation from PES supplier for further information.


_
System Architecture
DEU-A
CIDS DIRECTOR 2
CIDS DIRECTOR 1
TOP LINES
PTP
/
CAM
FAP
OBRM
WALL
DISCONNECT
BOX
SEAT
AUDIO MAIN
ELECTRONIC
REPRODUCER MULTIPLEXER
BOX
PASSENGER
CONTROL
UNIT
CFDIU
ELECTRONIC
CABIN Optional
COMPARTMENT
4. BITE
4.1. Introduction
4.2. Failure Tests
4.3. Failure Classification
4.4. ECAM display
4.5. Troubleshooting via MCDU
4.6. Troubleshooting via PTP
4.7. Troubleshooting Data tables
4. BITE
_
4.1. Introduction
When the CIDS is energized, the Directors perform a comprehensive hardware

and software self-test. Additionally, a similar Director self-test is performed after each
long power interrupt > 10 seconds.
Following equipment have their own BITE functions, and signal their BITE status
to the Director:
• each DEU,
• the PTP (Programming and Test Panel),
• the FAP (Forward Attendant Panel),
• PES and PSS connected equipment (optional),
• Each DEU is able to test the connected cabin equipment.
These BITEs allow the CIDS to detect faults both in the connected systems and in the CIDS
units themselves. CIDS component and connected systems faults are centrally stored into
a BITE memory of the Directors and are sent to the Centralized Fault Display System (CFDS)
in normal and interactive mode.
The display units of the CFDS are called Multipurpose Control and Display Units (MCDU).
There are two MCDUs in the cockpit.
Moreover, the PTP has the capability to examine in detail the fault data held in the Director
BITE memory.
The failure handling/memorization is done in relation to the flight phases. The commands
are sent from the CFDS to the CIDS. The failures are classified as class 1, 2 or 3 and identified
as internal or external failures.
Please refer to section 4.3 for Failure Classification description.
4. BITE
_
4.1. Introduction
Normal Mode
In the normal mode, only failures (class 1, 2 and 3) which are detected during the current/last
flight are sent continuously to the CFDS. It is started when the system is supplied with power.
If a failure is detected during a flight, the related failure message is stored in the BITE memory
and transmitted continuously to the CFDS until the start of the next flight. A disappearance
of the failure has no effect, the failure is still in the BITE memory.
Interactive Mode
The interactive mode provides the capability of a dialogue between the CIDS and the CFDS.
This is only possible when the A/C is in ground configuration.
On request from the MCDU, the CIDS sends menu pages related to the MCDU keys.
Each aircraft has a printer. Printouts from the CIDS related menus are possible on the ground.
Data print from the MCDU is possible.
System Report/Test
The system report/test is a part of the main maintenance menu and gives a dialogue between
the MCDU and each system connected to the CFDSs. This is only possible when the aircraft
is in ground configuration.

4. BITE
_
4.2. Failure Tests
Failure test types

Three different failure test types are available in the CIDS for failure detection:
Power-up test Activated after every power connection to CIDS.
Continuous test Automatic periodical system test.
BITE-Test of CIDS via CFDS/MCDU or via PTP as per AMM 23-73-00

(Ground Scanning & Class 3).
Test per equipment, via PTP or via the MCDU (except for drain masts
Manually activated test
and EPSU’S which are only via PTP).
Operational test (audible/visual) via PTP or via CFDS/MCDU.

No BITE message.
The status is transmitted to the CFDS (via ARINC 429) and ECAM (via discrete outputs
to the SDAC). The failure indication is possible on:
• the FAP: CIDS caution light,
• the PTP,
• the CFDS/MCDU display,
• the ECAM displays.
In flight, it is possible to reset the illuminated caution light on the FAP. After landing,
if the failure still exists, the light comes on again and the SYSTEM STATUS mode is displayed
on the PTP.
The failures are divided into 4 failure classes called: 1, 1CAB (cabin), 2 and 3,
which are detailed in section 4.3.
4. BITE
_
4.2 Failure Tests
CIDS Power-up Test

Conditions of Power-Up Test initialization:
The computer must be de-energized for a time of 10 seconds.
A/C configuration:
CIDS power-up test can be different, depending on the aircraft configuration:
• Config. A: A/C on ground with all cabin doors closed.
• Config. B: A/C on ground with all engines stopped and at least one cabin door open.
Duration of the Power-Up Test:

• Aircraft in config. A: approx. 60 seconds.
• Aircraft in config. B: approx. 180 seconds.
Flight compartment repercussions:

• ECAM maintenance status:
• ‘CIDS 1’ and/or ‘CIDS 2’ come on and go off after completion either:
- at the same time or,
- separately or,
- approx. 30 sec after completion of the power-up test.
• Audio Control Panel:
- ATT light flashes for approx. 60 seconds.
Cabin repercussions:
• Aircraft in config. A:
- after approx. 25 sec cabin lights go off for approx. 2 sec,
- two chimes are heard 30 sec after power-up test initialisation.
• Aircraft in config. B:
- after approx. 25 sec, cabin lights go off for approx. 2 sec,
- after approx. 35 sec, call / seatrow numbering lights and signs flash for approx.
10/15 sec (boarding config.),
- two chimes are heard approx. 120 sec after power-up test initialisation.

4. BITE
_
4.2. Failure Tests
CIDS Power-up Test

Results of Power-Up Tests:
(a) Test pass:
• None
(b) Test failed:

• In case of CIDS 1 or CIDS 2 failure:
- ECAM maintenance status ‘CIDS 1’ or ‘CIDS 2’ white indication.
• In case of CIDS 1 and CIDS 2 failure:
- Master caution light comes ON,
- ECAM warning: ‘COM CIDS 1 + 2 FAULT’ ‘CIDS’ (INOP system)
Test Differences:
The CIDS test in Aircraft Configuration A only includes Director internal test and CAM
download.
In Aircraft Configuration B, the CIDS test includes Director internal test, CAM download
and cabin equipment tests (DEU-A, DEU-B, ACP, Pax Call Lamps, Signs, AAP, AIP, FAP, PTP).
For maintenance purpose, it is strongly recommended to perform the global test on ground
with all engines stopped and at least one cabin door open.
4. BITE
_
Relation of failure classes to announcements
CIDS Caution Light Message on the CFDS via ARINC ECAM via SDAC
Class
on the FAP PTP 429 discretes
1 X X X X
1CAB X X X
2 X X
3 ON REQUEST ON REQUEST
Class 1
Class 1 failures have an operational consequence on the flight. They can be displayed
on the MCDU. These faults are also indicated to the crew in flight:
• By the ECAM system (Upper and/or lower display unit)
• By local warning in the cockpit.
Refer to MEL document to know dispatch condition.
Class 2
Class 2 failures have no immediate operational consequence and can be displayed on
request on the ECAM status under the MAINTENANCE title. These failures can be displayed
on the MCDU. They have to be repaired within 10 days. Aircraft dispatch condition is “GO”
without condition, possible under MEL.
Class 3
Class 3 failures have no operational consequence. All aircraft systems remain available.
These faults are not indicated to the crew but can be displayed the name of the systems
affected by at least a class 3 failure in the AVIONICS STATUS (only available on ground).
Class 3 failures have no fixed time for correction. However, correction is recommended
to improve the dispatch reliability.

4. BITE
_
4.4. ECAM display
ECAM WARNING: Failure Class 1
Upper ECAM Description
COM CIDS 1 + 2 FAULT Fault detected by both CIDS 1 and 2
Lower ECAM Description
CIDS INOP SYS
Maintenance Status: Failure Class 2

Maintenance Status Description
“CIDS 1” or “CIDS 2” Class 2 failures
Note:
As Maintenance Status, the “CIDS1” and “CIDS2” messages do not prevent aircraft dispatch
under MMEL item 23-00-01.
4. BITE
_
4.4. ECAM display
Display:
Maintenance Status are only displayed in flight phases 1 and 10 (i.e. engine not running).
It means that when one system sends a maintenance status to be displayed, the FWC
will delay it until flight phase 10 pending the system keeps on sending the fault. But the alert
will be reported in the PFR at the time when the maintenance status has been computed
for Maintenance action.
Flight Phases Diagram

1 Engine Take-off Power
1 Engine Start + 3 min
Last Engine Stopped

1500 Feet
800 Feet
Touch Down
5 min after
Power-up
80 KTS
80 KTS
Lift Off
1 2 3 4 5 6 7 8 9 10

4. BITE
_
I. Access
II. System Report
III. Last Leg
IV. Previous Leg
V. LRU identification
VI. Troubleshooting Data
VII. Class 3 faults
VIII. Tests
IX. Ground Scanning
X. PA Level report
XI. PFR
4. BITE
_
I. Access
To access to the SYSTEM REPORT/TEST/COM page, apply the following steps:

• Push the MCDU MENU mode key,
• Push the line key adjacent to the CFDS indication,
• Push the line key adjacent to the SYSTEM REPORT/TEST indication,
• Push the line key adjacent to the COM indication,
• Push the line key adjacent to CIDS1 or to CIDS2.
MCD MENU
MCD MENU SYSTEM REPORT/TEST
<FMS <AIRCOND F/CTL>

<AF5 FUEL>
<CFDS <COM ICE & RAIN>

<ELEC INST>
<FIRE PROT L/G>
<RETURN NAV>
SELEC DESIRED SYSTEM
CFDS SYSTEM REPORT/TEST
<LAST LEG REPORT <AMU CIDS2>
<LAST LEG ECAM REPORT <RMP1 HF1>
<PREVIOUS LEGS REPORT <RMP2 HF2>
<A/C CURRENT STATUS <RMP3 VHF1>
<SYSTEM REPORT/TEST <CIDS1 VHF2>
<POST FLIGHT REPORT <RETURN VHF3>

4. BITE
_
II. System Report
This page shows the subsequent selectable pages:

• <LAST LEG REPORT,
• <PREVIOUS LEGS REPORT,
• <LRU IDENT,
• <TROUBLE SHOOT DATA,
• <CLASS 3 FAULTS>,
• <TEST>,
• <GND SCAN>,
• <PA LEVEL REPORT>,
• <RETURN, (when you push this line select key, you go back to the Main page).
SYSTEM REPORT/TEST
COM
<AMU CIDS2 > 1
<RMP1 HF1 > 1 FOLLOWS THE SAME

PROCEDURE AS CDIS 1
<RMP2 HF2 >
<RMP3 VHF1 >
<CIDS1 VHF2 >
<RETURN VHF3 >
CIDS1 (ACT.)

< LAST LEG REPORT TEST >

<PREVIOUS LEGS REPORT

<LRU IDENTIFICATION

<TROUBLE SHOOTING DATA

<CLASS 3 FAULTS> GND SCAN >
<RETURN
4. BITE
_
III. Last Leg
When you push the <LAST LEG REPORT line select key, the LAST LEG REPORT page
comes on. This page shows the failure messages that came on during the last flight and
it shows the subsequent data:
• The data of the last flight,
• The time when the failure occurred,
• The ATA reference,
• The identity of the unserviceable LRU,
• The class of the failure (1 or 2).
This page can show a maximum of two failures. If there are more failures, you must push
the next page key on the MCDU keyboard. If there are no failures found during the last flight,
the message NO FAILURE is shown in the centre of the screen.
Last Leg page examples:
CIDS1 (ACT.)



<LRU IDENTIFICATION


PA LEVEL
<RETURN REPORT >

QR
CIDS1 (ACT.) CIDS1 (ACT.)

LAST LEG REPORT OCT 18
LAST LEG REPORT UTC ATA CLASS
1104 237319
CAM (115RH)
NO FAILURE
<RETURN PRINT > <RETURN PRINT>

4. BITE
_
IV. Previous Leg
When you push the <PREVIOUS LEGS REPORT line select key, the PREVIOUS LEGS
REPORT page comes on.
This page is a sum of the LAST LEG REPORTS and shows the failure messages that came
on during the 63 flights before.
This page shows the subsequent data:
• The aircraft identification.
• The Leg number (1-63),
• The date of the flight when the failure occurred,
• The time when the failure occurred,
• The ATA reference,
• The class of the failure (1 or 2),
• The identity of the unserviceable LRU.
This page can show a maximum of two failures. If there are more failures, you must push
the next page key on the MCDU keyboard. If there are no failures found during the last
63 flights, the message NO FAULT DETECTED is shown in the centre of the screen.
Previous Legs page examples:
CIDS1 (ACT.)



<LRU IDENTIFICATION


PA LEVEL
<RETURN REPORT >

QR

PREVIOUS LEGS REPORT
LAST LEGS REPORT
LEG DATE UTC ATA
DEU-B 300RH04
-02 SEP 27 1104 237347
NO FAILURE 1
<RETURN PRINT > <RETURN PRINT>

4. BITE
_
V. LRU identification
When you push the <LRU IDENT line select key, the LRU IDENTIFICATION page comes on.
This page shows the identity of all the electronic LRUs which can report their part number
and serial number.
LRU Identification page example:
CIDS1 (ACT.)



<LRU IDENTIFICATION


PA LEVEL
<RETURN REPORT >

CIDS1 (ACT.)
LRU IDENTIFICATION
DIRECTOR
1: Z 010 H 000521A
2: Z 010 H 000521A
CAM
Z 050 H 0064040
LAYOUT 1 IN USE
CAM LAYOUT M-COUNT 000
P&T PANEL
Z 020 H 0001112
<RETURN PRINT>
Note:
Shown CAM P/N might be different from what is loaded in the DIR, only when all following
conditions are fulfilled: PTP power cycled performed, No CIDS power cycled performed,
CAM change performed and LRU identification requested.

4. BITE
_
VI. Troubleshooting data
When you push the <TROUBLE SHOOT DATA line select key, the TROUBLE SHOOTING
DATA page comes on.
This mode includes the flight leg, the date, the time (UTC), the number of occurrences (max 4
counts, for intermittent failures) and coded trouble shooting data for internal Director and DEU
failures.
Present failures on ground are marked with GND, failures of the last leg with LEG -00 and
failures of the previous legs with -01, -02 and up.
Troubleshooting Data page example:
CIDS1 (ACT.)



<LRU IDENTIFICATION


PA LEVEL
<RETURN REPORT >

CIDS1 (ACT.)
TROUBLESHOOTING DATA 1 GROUND FAULTS GND
LAST LEG FAULTS -00
LEG DATE UTC N CODE PREV. LEG FAULTS -01
-nn OCT18 1805 1 120301 -02
1 -03
-64
<RETURN PRINT>
4. BITE
_
VII. Class 3 faults
When you push the CLASS 3 FAULTS> line select key, the LAST LEG CLASS 3 FAULTS page
comes on. This page shows each class 3 failure message that came on during the last flight.
Some CLASS 3 FAULTS are only detected and written into the BITE memory at Director
power on or after a manual test activation via the MCDU. On the ground, after you cancel
a class 3 fault, it is removed from the memory after the next Director power on or after a new
test activation.
Some CLASS 3 FAULTS are detected and written into the BITE memory due to continuous
monitoring. Such a class 3 fault is removed from the memory when the failure no longer
occurs.
Class 3 page example:

< LAST LEG REPORT TEST > CLASS 3 FAULTS

ATA
<LRU IDENTIFICATION 23-73-22
ATTND IND PNL AFT L

PA LEVEL
<RETURN REPORT > <RETURN


4. BITE
_
VIII. Tests
The Test mode initiates the test except:

• when the aircraft is in flight,
• normal power is not available,
• the mandatory layout is in use.
Following devices can be tested from the MCDU:
• Directors (Active or Passive)
• CIDS BUS
• DEUs A
• DEUs B
• PTP (pushbuttons are not checked)
• CAM
• FAP (pushbuttons are not checked)
• AAP (pushbuttons are not checked)
• AIP
• Loudspeakers (only operational test)
• Sign Lamps (not applicable for LED NS/FSB signs)
• Area Call Panels (only operational test)
• Passenger Call Lamps
• Reading/Work Lights
• PES Music (if installed)
• Video (if installed).
When the test is finished, the ATA chapter and the message TEST OK comes on.
In case of a failure, the respective result is written into the Directors BITE memory
and the failure message appears.
Note:
• The passive CIDS Director (usually DIR2) test is only available from the MCDU.
• The Emergency Light Battery/System and Drain-masts tests are not available,
at the contrary to the system tests performed from the PTP.
4. BITE
_
Operational tests for ACP and Loudspeakers:

When the ACP or Loudspeaker Test related button is pushed, the related submenu comes on.
In the submenu for the loudspeaker test a tone for all cabin loudspeakers can be switched
on/off.
Via the ACP test submenu, you can switch on/off all ACPs for a visual check.
Note:
After selecting the Loudspeaker Test submenu, the passenger call/ seat row numbering
lamps can go off at some seat rows. A reset is done by activating a passenger call Lamp
test at the end of the loudspeaker test.

4. BITE
_
Test pages examples:
CIDS1 (ACT.)



NOTE: 1 FOLLOW THE SAME PROCEDURE <LRU IDENTIFICATION
AS THE AREA CALL PANELS

PA LEVEL
<RETURN REPORT >

CIDS1 (ACT1.) CIDS1 (ACT1.)

TEST
CIDS BUS TEST <DIRECTOR
<CIDS BUS
ATA 23-73-nn <DEU A
TEST IN PROGRESS
<DEU B
<P & T PANEL
<RETURN PRINT > <RETURN

CIDS1 (ACT1.) CIDS1 (ACT1.)

TEST
CIDS BUS TEST <CAM
<FWD ATTND PANEL
ATA 23-73 <ADD ATTND PANEL
TEST OK
<ATTND INDICATION PANEL
<LOUDSPEAKERS 1
<RETURN PRINT > <RETURN

NEXT PAGE 2
4. BITE
_
CIDS1 (ACT.)
AREA CALL PANEL TEST
ATA

<ACP ON
<ACP OFF
<RETURN

CIDS1 (ACT1.)
TEST
<SIGN LAMPS
2
<PAX CALL LAMPS
<AREA CALL PANELS
<PES MUSIC
<RETURN

1 NEXT PAGE
CIDS1 (ACT1.)
TEST
<READING/WORK LIGHTS
<RETURN

2 NEXT PAGE 2 NOT APPLICABLE FOR

LED NS/FSB SIGNS

4. BITE
_
IX. Ground Scanning
When you push <GROUND SCANNING line select key, the GROUND SCANNING
page comes on. The GND SCAN indicates all class 1 and 2 failures which are present
on the ground. For the continuously monitored systems, the ground memory is updated
when the failure is cancelled. For other systems, the ground memory is updated after
a Director power on or after a test activation via PTP.
Ground Scanning page example:
CIDS1 (ACT.)



<LRU IDENTIFICATION


<RETURN

CIDS1 (ACT.)
GROUND SCANNING
DATE: OCT 18

UTC ATA
1833 23-73-46
DEU-A 200 RH 15
<RETURN PRINT>
4. BITE
_
X. PA Level
When you push <PA LEVEL REPORT line select key (if available), the PA LEVEL REPORT
page comes on. This page shows all the PA level defined for each cabin segments,
attendant stations. Moreover, the increase of gain when engine running or when pressure
switch is activated is displayed.
PA Level page example:
CIDS1 (ACT.)



<LRU IDENTIFICATION


<CLASS 3 GND SCAN >
PA LEVEL
<RETURN REPORT >

CIDS1 (ACT.)
PA LEVEL REPORT NOV 26
LOG SR DEU-AD DB
SEG1 01 L-08L,01-0A 0
SEG2 09 L-15R,0B-12 0
SEG3 16 L-26R,01-20 0
ATTND FWD
ATTND AFT 0
INCR AT ENG RUN +6

INCR AT CAB DECOMPR. +4
<RETURN PRINT>
Note:
• All default parameters (cabin segments, PA level, increase gains) are defined
and programmed into the CAM.
• PA level and increase of gain can be manually modified through the PTP.
Please refer to the section 4.6.III. BITE - PTP - Cabin Programming.

4. BITE
_
XI. PFR
The POST FLIGHT REPORT, which is part of the main maintenance menu, associates
all the ECAM warnings (primary and independent) and the fault messages (class 1 and 2)
of the last flight, given information concerning the failed LRU if the faulty message
is not sufficiently precise. The correlation between the fault messages and the ECAM
warnings is done by GMT time stamp comparison.
This item is the “sum” of LAST LEG REPORT and LAST LEG ECAM REPORT items.
These messages are separated into two parts; the first part contains the ECAM warnings
associated with the time, the flight phase and the ATA reference, the second contains
the failed LRUs associated with the time, the ATA reference and the identifiers.
Aircraft identification, the date, the flight time, the flight number (airline) and the departure
and arrival airports are included in the header.
This information is printed out directly by the printer in clear (not displayed on the MCDUs),
when this function is activated by the operator.
1
2
3
1 Date at the time of print

2 Date at the time of flight
Post Flight Report printing example:
3 Fault message on 2 lines maxi

4 List of source and identifiers
(System source on top of list)
4
4. BITE
_
132
4. BITE
_
I. System status
Status information
Slide/Doors status
Maintenance Mode
II. System test
System Test information
Reset function
Operational Test
III. Programming
Zoning Programming
Cabin Programming
4. BITE
_
I. System Status
Status information
The SYSTEM STATUS mode monitors the current status of the CIDS. This includes
the Directors, the DEUs, the data buses, the CAM, the FAP, the PTP and the interfaces
to other systems.
For detailed failure description, the mode MAINTENANCE, which is part of the SYSTEM
STATUS mode, can be selected.
For support of the maintenance/cabin crew, the status of the following systems is also
monitored:
• Lavatory Smoke Detection,
• Slides Bottle Pressure,
• Door Bottle Pressure,
• Drain-masts.
No Failure
After selection of SYSTEM STATUS mode, if there is no failure, the following messages
are displayed on the PTP:
• CIDS OK
• LAV SMOKE SYS OK
• SLIDES PRESS OK
• DOOR PRESS OK
• DRAIN MASTS OK

4. BITE
_
No Failure - System Status pages example:
START HERE
DSPL
ON
1

CIDS
<SYSTEM STATUS
<SYSTEM TEST
AUTOMATIC DISPLAY <PROGRAMMING
IN CASE OF FAILURE

SYSTEM STATUS
CIDS OK
LAV SMOKE DATA OK
<RET CONT >

SLIDES PRESS OK
DOORS PRESS OK
DRAIN MASTS OK
<RET CONT >

<SLIDES -STS- DOORS>

<MAINTENANCE
<RET
4. BITE
_
No Failure - System Status pages example:

MAINTENANCE
*) IN FLIGHT ONLY THIS LINE APPEARS
< LAST LEG REPORT *) AND IS ACCESSABLE IT IS CALLED
IN CORRESPONDANCE WITH THE CFDS:
< PREV LEGS REPORT CURRENT LEG REPORT.
<RET CONT >

< LRU IDENTIFICATION
<FAULT DATA
<CLASS 3 FAULTS
<RET CONT >
<GROUND SCAN
<RET

4. BITE
_
With a failure detected

A failure in one of these systems causes a message.
The SYSTEM STATUS mode is displayed automatically on the PTP, except when the PTP
is in the MAINTENANCE, the SYSTEM TEST or the PROGRAMMING mode. The sequence
of the messages in this case is variable, the last received failure is indicated first.
Any change of the status (e.g. a failure disappears) initiates a return to the first SYSTEM
STATUS menu except when the MAINTENANCE, the SYSTEM TEST or the PROGRAMMING
mode is selected.
In case of failure the respective following messages are:
• <CIDS FAIL or <CIDS DEGRADATION or <CIDS NO OP DEGRAD
• <LAV SMOKE SYS FAIL
• <SLIDES PRESS LOW
• <DOORS PRESS LOW
• <DRAIN MASTS FAIL
For detailed information about the failure, push the related membrane switch.
Please find in the next pages some examples of System Status pages.
4. BITE
_
With Failure - System Status pages example:

SYSTEM STATUS SYSTEM STATUS
<CIDS FAIL <CIDS DEGRADATION
LAV SMOKE DATE OK LAV SMOKE DATE OK
<RET CONT > <RET CONT >

CHECK CHECK CIDS FUNCTIONS
CIDS FUNCTIONS LAV: A, D

<RET <RET CONT >

CHECK CIDS FUNCTIONS CHECK CIDS FUNCTIONS
AT ATTND STATIONS ATT: FWD L, AFT L
< RET <RET CONT >

4. BITE
_

CHECK CIDS FUNCTIONS DON’T USE
1 SR: 02L, 04L, 10R, 11R, PROGRAMMING MODE
11L, 12L, 14L, 22R, 25L
<RET CONT > <RET
1 L AV, ATT, SR FLASHING

CHECK
FWD ATTND PANEL

<RET CONT >

CHECK
PROG & TEST PANEL
<RET CONT >

4. BITE
_

SYSTEM STATUS SYSTEM STATUS
<SLIDES PRESS LOW <LAV SMOKE SYS FAIL
CIDS OK CIDS OK

CHECK SLIDE PRESS SMOKE DET FAIL
FWD L LAV A

<RET
<RET

SYSTEM STATUS
<DRAINMAST FAIL
CIDS OK
<RET CONT >

CHECK WASTE WATER MAINTENANCE:
OVERFLOW FWD. AFT CHECK AFT CARGO
DRAINAGE
<RET <RET

4. BITE
_
Slides / Doors Status (optional)

The doors-closed/slides-armed status is received from the SDAC and indicated on PTP
in the SYSTEM STATUS mode. The “SLIDES STATUS” and “DOORS STATUS” page must be
selected manually.
The displayed status is updated automatically. It will not be disturbed or interrupted by other
incoming system status information.
A respective “OPEN” or “DISARMED” indication is flashing.
A “CLOSED” or “ARMED” indication is a steady on.
“SLIDES STATUS” can display “ALL ARMED”, “ALL DISARMED”, “NO INFORMATION
AVAILABLE” messages or the status for each slide, showing the respective location.
“DOORS STATUS” can display “ALL CLOSED”, “NO INFORMATION AVAILABLE” messages
or the status for each door, showing the respective location.
Note:
There is no message for “all doors open”.
4. BITE
_
Maintenance Mode
The MAINTENANCE Mode is a part of the SYSTEM STATUS Mode and allows the operator
to get more detailed CIDS failure description. This MAINTENANCE Mode functions are similar
to the functions available through the MCDU “SYSTEM REPORT/TEST/COM/CIDS 1
(or CIDS2)”.
Therefore, please refer to the section 4.5 - BITE - MCDU.
Maintenance Mode pages example:

LAST LEG REP APR12 PREV LEG -30 DEC23
DEU-A 200RH15 DEU-B 300RH05
UTC 0700 ATA 23-73-46 UTC 0712 ATA 23-73-47
<RET CONT > <RET
D-AMBB CONT >

LRU IDENTIFICATION FAULT DATA JUL27
DIRECTOR LEG UTC N CODE
1: Z010H0002110 -03 1340 4 21 001B
<RET CONT > <RET
D-AMBB CONT >

CLASS 3 FAULTS GND SCAN
ATA 23-73-41 NO FAILURE
SIGN LAMP 02L, 05R
<RET CONT > <RET
Note:
In flight, “Last Leg Report” is called “Current Leg Report”. It is the only displayed
and accessible item within the MAINTENANCE mode in flight.

4. BITE
_
II. System Test
System test information

The Test mode initiates the test except:
• when the aircraft is in flight,
• normal power is not available (PTP not powered),
• the mandatory layout is in use.
Following devices can be tested from the PTP:
• Directors (only current Active one)
• CIDS BUS
• DEUs A
• DEUs B
• PTP (pushbuttons are not checked)
• CAM
• FAP (pushbuttons are not checked)
• AAP (pushbuttons are not checked)
• AIP
• Loudspeakers (only operational test)
• Sign Lamps (not applicable for LED NS/FSB signs)
• Area Call Panels (only operational test)
• Passenger Call Lamps
• Reading/Work Lights
• Emergency Lighting Battery
• Drain masts
• PES Music (if installed)
• Video (if installed).
Note:
The passive CIDS Director test is only available via the MCDU.
Note:
The Emergency Light Battery/System and Drain masts tests are only available via the PTP.
RESET function
This function initiates a general CIDS power-on reset including the power-on test
of the complete system. If failures still exist, these can be read from the automatically
displayed SYSTEM STATUS/MAINTENANCE mode on the PTP. The complete power on
test is only performed if one or more cabin doors are opened (same as for CIDS power on).
4. BITE
_
System Test pages example:

DSPL START HERE
ON

CIDS SYSTEM TEST
<SYSTEM STATUS <DIR 1 (ACT) 4 RESET> 2
<SYSTEM TEST
1 <PROGRAMMING <RET CONT >

<CIDS BUS <PROG AND TEST PNL
<DEU-A <CAM
<DEU-B <FWD ATTND PNL

<ADD ATTND PLNS <SIGN LAMPS 5
<ATTND IND PNLS <PAX CALL LAMPS
<LOUDSPEAKERS 3 <AREA CALL PNLS 3

<READING/WORD LIGHTS <PES MUSIC
<EMER LIGHT BATTERY
<DRAINMASTS
<RET CONT > <RET
1 IN FLIGHT THE MESSAGE “ACCESSEABLE ONLY ON GROUND” APPEARS

2 INITIATES A CIDS POWER ON RESET
3 SEE FIG SYSTEM TEST-LOUDSPEAKER-ACP-EXAMPLE
4 TEST OF THE PASSIVE DIRECTOR ONLY VIA MCDU
5 NOT APPLICABLE FOR LED NS/FSB SIGNS

4. BITE
_
Operational Test for ACPs and Loudspeakers

When the ACP or Loudspeaker Test related membrane switch is pushed, the related
submenu comes on. In the submenu for the loudspeaker test, a tone for all cabin
loudspeakers can be switched on/off. Via the ACP test submenu, you can switch on/off
all ACPs for a visual check.
After selecting the Loudspeaker Test submenu at some seat rows, the passenger call/ seat
row numbering lamps can go off. A reset is done by activating a passenger call Lamp test
at the end of the loudspeaker test.
START HERE

<ADD ATTND PLNS <SIGN LAMPS
<ATTND IND PNLS <PAX CALL LAMPS
<LOUDSPEAKERS <AREA CALL PNLS

LOUDSPEAKERS TEST ACP TEST
LOUDSPEAKERS ON ACP LIGHTS ON
LOUDSPEAKERS OFF ACP LIGHTS OFF
<RET 1 CONT > <RET 1 CONT >
1 R
ET STOPS AN ACTIVATED TEST
4. BITE
_
Reading/Work Lights Test

The test of the reading lights includes the test of the attendant work lights and the related
printed circuit boards. Each PCB can drive 3 separate lights.
Push the power ATTND and power READ membrane switches before you activate the test.
If not, the - SWITCH ON POWER message comes on.
After activation of the test, the flashing message - WAIT FOR RESPONSE comes on.
When the test is finished the message TEST OK comes on.
Any related old failure message in the Directors BITE ground memory is cancelled.
In case of failure, the respective result is written into the Directors BITE ground memory.
The failure message appears on the PTP display.

4. BITE
_
Reading/Work Lights Test pages example:
START HERE

<READING/WORD LIGHTS
<EMER LIGHT BATTERY
<DRAINMASTS
<RET CONT >

RDG/WORK LIGHTS TEST
- SWITCH ON POWER
(ATTN) + (READ)
<RET
POWER
ATTN
READ

RDG/WORK LIGHTS TEST RDG/WORK LIGHTS TEST
ATA 23-73-64
-WAIT FOR RESPONSE TEST OK
<RET <RET
1 IN CASE OF READING LIGHTS POWER

OR ATTND WORK LIGHTS POWER OFF
4. BITE
_
Emergency Lighting System Test

The emergency lighting system is tested with the battery test and with the system test.
For these tests, the EMER EXIT LT and the NO SMOKING switch must be in the OFF position.
Battery Test
To prevent unauthorized access, it is necessary to enter a code for the battery test.
After pushing the BAT membrane switch, the integral light of the membrane switch comes ON
and the test is activated. With the start of the test, an internal time counting is started
in the Director. This time is readable in the EMER BATTERY TEST menu and is refreshed
every minute.
During the test, it is possible to use the PTP for other functions. Pushing the SYS key,
which normally activates the system test, results in the “-WAIT FOR END OF BATTERY TEST”
message and the display of the time counting.
The duration of the test is up to 2 hours.
The CIDS will initiate a time-out if there is no result from the emergency lighting system after
approx. 3 hours.
If the test is ok, the BAT OK light on the PTP comes ON.
A previous failure message in the Directors ground memory is cancelled.
The result message is displayed on the PTP. To read the performed test result, it is necessary
to enter the EMER BATTERY TEST menu again. It is not necessary to enter the access code
again. When you push the BAT TEST RESET related membrane switch, the BAT OK light
and the integral light in the BAT membrane switch go OFF.
In case of a failure, the respective result is written into the Directors BITE ground memory.
This can be read via the GND SCAN mode.
Note:
The aircraft is delivered with Battery Test access code 3351. This code can be modified

4. BITE
_
The system test is activated with the SYS membrane switch on the PTP. The membrane
switch has to be pushed more than 1 sec.
If the test is ok, the SYS OK light and the result message on the PTP come ON.
A previous failure message in the Directors ground memory is cancelled.
Emergency Lighting System Test pages example:

START HERE
SYS SYS
OK
LIGHT
6
<READING/WORK LIGHTS
<EMER LIGHT BATTERY
EMER SYSTEM TEST
<DRAINMASTS
-WAIT FOR END OF
7
<RET
BATTERY TEST
<RET TIME 0:32

ENTER CODE

EMER SYSTEM TEST
2
* * * *
<RET ENTER >
- WAIT FOR RESPONSE
<RET

EMER BATTERY TEST 5
-PUSH BAT KEY

EMER SYSTEM
1 <BAT TEST RESET
ATA 33-51-38
<RET TIME 0:00
TEST OK
<RET
BAT 3 BAT
OK
LIGHT SYSTEM TEST
1 AFTER END OF BATTERY CAPACITY TEST. NO REACTION

EMER BATTERY 5
WHEN TEST IS IN PROGRESS
2 IF BAT. CAP. TEST IS IN PROGRESS
ATA 33-51-38 3 RESULT PAGE AND BAT OK LIGHT APPEARS AUTOMATICALLY
4 IF OTHER MODE/MENU WAS IN USE WHILE BAT. CAP. TEST:
TEST OK RETURN TO THAT MODE/MENU
5 NO DISPLAY TIME OUT
4 <RET 6 IF BAT. CAP. TEST IN PROGRESS
7 IF ON PTP NO OTHER TEST IS RUNNING
AND NO PROGRAMMING IS IN USE
BATTERY CAPACITY TEST
4. BITE
_
III. Programming
The programming mode on aircraft through the PTP is divided into:

The zoning programming, which creates a LAYOUT M:
• Cabin zone modification,
• No smoking zone change,
• Class divider.
The cabin programming:
•L
ayout selection,
•P
A Level adjustment.
Note:
The modification of the seat numbers in the cabin cannot be performed with a Layout M
but have to be performed through a new CAM P/N, with a new layout or an additional layout.

4. BITE
_
Zoning programming
Cabin Zone Programming: not access code protected
For Cabin Zone Programming, enter the last seat row number of the zone. The adjacent
zone and all system functions adapt automatically(e.g. cabin illumination, passenger call,
loudspeaker assignment).
START HERE DSPL

ON

PROGRAMMING CIDS
<ZONING <SYSTEM STATUS
<CABIN PROGRAMMING <SYSTEM TEST
<RET <PROGRAMMING

CABIN ZONES ZONING
END FWD 07> 2 <CABIN ZONES DIV>

END MID 18> <NS ZONES

<RET ** 1 <RET

PARAMETER SAVING PARAMETER SAVED
4 MODIFICATION 012
<RET
1 E NTER NUMBER OF THE SEATROW TO THE KEYPAD FIELD

2 PUSH KEYPAD TO DATA FIELD (EXAMPLE)
3 SAVING OF NEW CONFIGURATION TO LAYOUT M
4 FLASHING
4. BITE
_
NS Zone: not access code protected

The NS Zone starts in accordance with the programmed Cabin Zone. Each Cabin Zone
starts with a NS Zone.
For NS Zone Programming, enter the last seat row number of the zone. Entering a 0 (zero)
deletes the NS Zone in the related Cabin Zone. If the layout of the Cabin Zone changes,
the layout of the NS Zone changes automatically. The number of seat rows of each NS Zone
remains constant, except when the Cabin Zone is smaller than the NS Zone. If the Cabin
Zone extends, the previous NS Zone length is done.
START HERE DSPL

ON

PROGRAMMING CIDS
<RET <PROGRAMMING

NS END FWD 02> ZONING

NS END MID 12> 1 <CABIN ZONES DIV>

NS END AFT 25> <NS ZONES

<RET ** 2 <RET
PARAMETER SAVING PARAMETER SAVED

4 MODIFICATION 012
<RET
1 P USH SCRATCHPAD TO DATA FIELD (EXAMPLE)

2 ENTER NS ZONE END TO SCRATCHPAD FIELD (EXAMPLE)
3 SAVING OF NEW CONFIGURATION TO LAYOUT M
4 FLASHING

4. BITE
_
Class divider: not access code protected

The class divider separates the cabin zones.
The Class Divider programming is only used for BITE related current sensing reasons:
• Installing a passive divider (without sign lamps)instead of an active divider (with sign lamps)
or the reverse.
• removing an active divider (the layout of the cabin zones are not changed).
START HERE DSPL

ON

PROGRAMMING CIDS
<RET <PROGRAMMING

PARAMETER SAVING ZONING
<CABIN ZONES DIV>
2 <NS ZONES
<RET
CLASS DIVIDER

PARAMETER SAVED -PUSH FOR CHANGE
MODIFICATION 012 FWD PASSIVE>
<RET 1 <RET MID ACTIVE>
1 AVING OF NEW CONFIGURATION TO LAYOUT M

S
2 FLASHING
4. BITE
_
Cabin Programming
Cabin Layout Selection: Access code protected
After entering the access code and selecting the CAM LAYOUT selection mode,
the respective menu comes on. The programmed layouts are marked with a < or > sign.
The number of active layout is flashing.
A new layout is selected by pushing the related membrane switch. After selection, a new
layout is marked and downloaded into the Director. The system is updated automatically
and CIDS works with this layout until a new one is selected and loaded.

4. BITE
_
Cabin Layout Selection: Access code protected
START HERE DSPL

ON

CIDS PROGRAMMING
<SYSTEM STATUS <ZONING
<SYSTEM TEST <CABIN PROGRAMMING
<PROGRAMMING <RET

ENTER ACCESS CODE CAM LAYOUT SELECTION
*** 1
<RET ENTER> <RET
CAM LAYOUT SELECTION CAM LAYOUT SELECTION

LAYOUT 1 LOADED <1 LAYOUT 2>
<3 LAYOUT M>
<RET <RET
1 FTER INPUT OF RESPECTIVE DIGITS

A
(EACH ENTERED DIGIT IS MARKED BY A SIGN)
2 LAST SELECTED LAYOUT IS FLASHING
Note:
The aircraft is delivered with access code 333. This code can be modified through a new
CAM programming.
4. BITE
_
PA Level Adjustment: Access code protected

When you enter the 6 digit access code (level 2), the PA LEVEL ADJ item appears additionally
on the display.
The following menus allow to adjust the basic loudness levels for 3 cabin segments
and for the separate attendant areas. These segments/areas are fixed and independent
of the cabin zones. The definition is stored in the CAM.
Additionally the ‘automatic increase’ levels for the cases ‘engines running (flight)’ and ‘cabin
depressurization (emergency)’ can be adjusted.
The acoustic loudness in the cabin for these auto increase cases is always according
to the basic loudness level plus the auto increase level.
After selection of a segment/area/auto increase case at the right side of the respective menu,
the related currently active loudness value is flashing. It can be adjusted in +/- 2 dB
steps by pushing the related +/- key at the left side of the menu. The respective loudness
level in the cabin is updated immediately (for the auto increase cases only if the cases
are currently active).
Note:
This PA level adjustment functionality is only valid for CIDS Director –x5xx.

4. BITE
_
PA Level Adjustment: Access code protected
ENTER ACCESS CODE

<CAM LAYOUT SELECT
<PA LEVEL ADJ
*** ***
<RET ENTER> <RET
NOTE: WHEN YOU ENTER THE RESPECTIVE DIGITS

OF THE ACCESS CODE, ASTERISKS COME INTO VIEW
PA LEVEL ADJ

<RES AUTO INCREASE
< + (D B) ENG = +6> <AUTO INCREASE
< - (D B) DEPRESS = +4> <CABIN IN DETAIL
<RET <RET

<RES CABIN SEG 1 = -2> <RES ATTND FWD = +2>
< + (D B) SEG 2 = -4> < + (D B) MID = 0>
< - (D B) SEG 3 = -2> < - (D B) EXIT = -2>
<RET CONT> <RET AFT = +2>
Note:
The aircraft is delivered with access code 333 123. This code can be modified through a new
CAM programming.
4. BITE
_
These tables show the meaning of the last 6 digits appearing in the FAULT DATA mode (PTP)
and TROUBLE SHOOTING DATA mode (MCDU) for each class 1 and 2 failure.
Director failures
N N = 0 1 = Director 101RH
0 2 = Director 102RH
Code Meaning
1100NN POWER SUPPLY

1200NN MICROCOMPUTER
1202NN TIMER
1203NN MEMORY
1204NN OBRM
1300NN BUS INTERFACE TOTAL
1351NN BUS DRIVER OR TOP LINE 1R
1352NN BUS DRIVER OR TOP LINE 1L
1353NN BUS DRIVER OR TOP LINE 2R
1354NN BUS DRIVER OR TOP LINE 2L
1355NN BUS DRIVER OR MID LINE L
1356NN BUS DRIVER OR MID LINE R
1600NN AUDIO OUTPUT
1700NN AUDIO INPUT TOTAL
1701NN AUDIO INPUT SIGNAL CONDITIONING
1702NN AUDIO INPUT MULTIPLEXER
1704NN AUDIO INPUT GAIN CONTROL
1706NN EVAC TONE GENERATOR
1707NN CHIME GENERATOR
1708NN TELEPHONE TONE GENERATOR

4. BITE
_
DEU-A failures
N N = DEU-A FIN (HEX-code)
For correspondence between HEX-code and FIN, please refer to section “2.5. DEU-A -
Addresses” and check relevant table depending on the aircraft type.
Code Meaning
2100NN DEU A power supply

2400NN DEU A discrete output or wiring conn.-pin J2-14
240ANN DEU A discrete output or wiring conn.-pin J2-02
240BNN DEU A discrete output or wiring conn.-pin J2-01
240CNN DEU A discrete output or wiring conn.-pin J2-18
240DNN DEU A discrete output or wiring conn.-pin J2-17
240ENN DEU A discrete output or wiring conn.-pin J2-16
240FNN DEU A discrete output or wiring conn.-pin J3-11
241ANN DEU A discrete output or wiring conn.-pin J3-13
4. BITE
_
DEU-B failures
N N = DEU-B FIN (HEX-code)
For correspondence between HEX-code and FIN, please refer to section “2.6. DEU-B -
Addresses” and check relevant table depending on the aircraft type.
Code Meaning
3100NN DEU B power supply

3400NN DEU B discrete output or wiring conn.-pin J2-12
340ANN DEU B discrete output or wiring conn.-pin J3-45
340BNN DEU B discrete output or wiring conn.-pin J3-42
340CNN DEU B discrete output or wiring conn.-pin J3-09
FAP and PTP failures
Code Meaning
400001 Programming and Test Panel

500001 FWD Attendant Panel

5. Dispatch and
Troubleshooting Advices
5.1. Introduction
5.3. Troubleshooting Philosophy
5.4. Main Recommendations
5.5. Troubleshooting Advices
5.6. MEL
5.7. Maintenance Procedures List
5.8. CIDS Deviations
5. Dispatch and Troubleshooting Advices

_
5.1. Introduction
When a fault message has been triggered, the fault has to be confirmed on ground
by proceeding to a BITE Test of the CIDS via the MCDU or via the PTP.
Then, Airnav Trouble Shooting Tool will provide the adapted Trouble Shooting Manual task.
Aircraft Maintenance Manual

The AMM contains information required to service, repair, replace, adjust, inspect and check
equipment and systems on the aircraft. These tasks are normally performed on the ramp
or in the maintenance hangar. Information required for the maintenance of equipment off
the A/C (shop maintenance) is contained in the Vendor or Manufacturer Component
Maintenance Manuals (CMMV or CMMM).
Troubleshooting Manual
The philosophy for the TSM is to provide coverage of all probable aircraft faults. This includes
guidance for trouble shooting faults monitored and displayed by the aircraft systems. Faults
not monitored by the aircraft systems are also covered.
Monitored faults:
• ECAM warnings
• EFIS flags
• LOCAL warnings
• CMS fault messages
Non-monitored faults:
• Crew or maintenance observations
_
Fault message classification is based on fault consequence. All faults can be divided into
four groups:
1) Operational Cockpit Effects

Class 1 - ECAM WARNING
3) Operational 4) Class
Cabin Effects 3 faults
2) Non Operational Cockpit Effects
Class 2 - MAINTENANCE STATUS
1) Operational Cockpit Effects – ECAM WARNING:

An ECAM warning, a local warning, a flag, or any invalid function such as a missing audio
signal, amber crosses on a system page, etc.
Some of these faults have consequences on the system safety objective and are NO GO
items (i.e. the failure must be fixed before the next departure) or GO IF items
(GO if the conditions given in the MEL are fulfilled). The others are GO without conditions.
For some of these faults, the cockpit effect does not automatically appear to the crew
when it is activated (e.g. amber crosses on a system page). The status regarding all
these faults is given by the MEL.
In order to be able to launch the proper maintenance actions, all faults:
• having a cockpit effect,
• and detected by the systems,
are covered by a CLASS 1 maintenance message transmitted to the CFDS. Class 1
maintenance messages are presented in the PFR at the end of the flight.


_
2) Non Operational Cockpit Effect - MAINTENANCE STATUS

These faults have no consequence on the system operating conditions.
They are always GO without any restriction.
However by correcting them before the next scheduled maintenance task, it is possible
to significantly increase the dispatch reliability of the aircraft and/or to reduce the maintenance
costs. In order to reach this objective, it is considered that these faults should be fixed
at the first opportunity and not later than 10 calendar days.
Maintenance Status corresponds to class 2 maintenance messages, presented on the Post
Flight Report.
For operators equipped with ACARS, the ground station can also process the PFRs
automatically transmitted after each flight, and issue a report when a class 2 message
is generated on more than 3 flights every 7 days. Messages are presented in the Post Flight
Report at the end of the flight.
_
3) Operational Cabin Effects

Message displayed in the cabin on the FAP, caution lights, chimes, etc.
Few of these faults have consequences on the system safety objective. In case they have
consequences on the system safety objective, they are listed in the MEL and are GO IF.
The others faults with cabin effect have no impact on system safety objectives and are GO
without conditions and not listed in MEL. However, they have in most of cases an impact
on operation for transport of passenger.
When the cabin crew takes notice of a fault through the cabin effect, they can report it
in the CABIN LOGBOOK and may report it to cockpit crew, depending on operator policies.
In order to be able to launch the proper maintenance actions in both cases, all faults:
• having a cabin effect,
• and detected by the systems,
are covered by a CLASS 2 maintenance message transmitted to the CFDS.
Class 2 maintenance messages are presented in the Post Flight Report at the end of the flight.
4) Class 3 Faults
These faults have no consequence on the system operating conditions and the crew is not
aware of them. These faults neither have impact on operation.
All faults detected by the systems without cockpit event and cabin event are covered by
a CLASS 3 maintenance message.
These messages are recorded in each system BITE (class 3 report). Class 3 fault
are UNLIMITED TIME dispatch faults, which means that they may remain uncorrected
within an unlimited time frame.
Class 2 maintenance messages are presented in the Post Flight Report at the end of the flight.


_
YES
Event Refer to ISI 23.73.00027

Is it a known situation?
and/or associated TFU
NO
YES
Deferred item to troubleshoot

Any relevant MEL item?
before MEL expiry date
NO
Confirmed
Interface & Power-Up test to Follow TSM Task as per fault

confirm fault. messages observed.
Still not cleared?
Deep troubleshooting required, contact Airbus via

Tech Request, Engineering Domain and ATA 23-73)
with the following data
1. CIDS BITE via MCDU
• Last Leg report
• Previous Legs report
• Troubleshooting Data (TSD)
• Class 3 fault
• Interface & Power-up test
2. Outcomes of TSM task performed
_
For each Operational Interruption (OI) reported to Airbus, Airbus needs the following
information in the OI report:
• Symptoms: fault messages, cabin effects,
• Maintenance actions performed (AMM/TSM) ,
• P/N and S/N of removed or swapped equipment,
Thereby, Airbus will be able to understand the following links:
Maintenance Removed Repair

Symptoms
Action Equipment Findings
How to troubleshoot an intermittent failure

The fault is not confirmed on ground by performing the test required in the fault confirmation
paragraph. Faults are sometimes generated by electrical transients or similar events without
the aircraft system being faulty. If the confirmation test result is “TEST OK” or equivalent,
no further action is required (unless specified in the fault isolation procedure).
The aircraft may be dispatched. It is recalled that the TSM has been designed
to isolate / troubleshoot hard faults. However depending on the airlines organization,
the following can be applied “to trap” intermittent faults.
• If test OK (fault not confirmed) dispatch the aircraft, then perform a monitoring of
the reported symptom. After 3 occurrences of the same phenomenon (even through
the test is still OK), the other steps of the TSM procedure shall be followed.
• If test NOT OK (fault confirmed), apply the troubleshooting procedure.


_
Unit removal
A CIDS Unit should be replaced only when resulting from a TSM task or as per Airbus advice.
Any component removal not resulting from a TSM task corresponds to an unjustified removal.
Maintenance Status
As Maintenance Status, each “CIDS1” or “CIDS2” message does not prevent aircraft dispatch
under MMEL item 23-00-01.
CIDS BITE test

CIDS BITE TEST (as per AMM Task 23-73-00 PB 501) should be preferred to a CIDS Reset.
It performs CIDS reset AND provides fault messages (Class 1, 2 and 3) to be investigated
if the issue is confirmed.
Though, if a CIDS Reset is performed, ensure to wait 10 seconds before to close the C/B.
_
Inoperative Handset
If the forward handset is confirmed to be the faulty handset, we recommend to:
• Swap inoperative FWD handset with one operative AFT handset,
• Apply MMEL item 23-73-06-02A for dispatch.
1 handset or more may be inoperative provided that one handset is operative at each pair
of floor level exit doors.
Please refer to section 5.6.vi. MEL items for handset for further information.


_
PSU Troubleshooting
The architecture of the PSU allows to test the connection between the PSU and the DIR:
• A Reading Light activation from pushbuttons on the overhead PSU will test the local
performance of the system.
• A Passenger announcement will test the connection from the Director to the PSU.
A passenger call initiated from the PSU sends a signal via DEU-A to the Director.
The Director transmits a signal via the DEU-A to the respective PSU and the related call
light comes ON. Therefore, the connexion between the PSU and the Director is tested
back and forth.
Note:
• Operational test of the Reading Light can be performed by following the AMM task
23-73-64-720-001-A.
• Operational test of Loudspeaker can be performed by following the AMM task
23-73-00-710-036-A.
_
Service Interphone Noise

Despite Insulation Units P/N D9559012100000 (FIN 4RJ1/2/3/4/5), a crackling noise might
be heard in the cabin and cockpit interphone, due to oxidation and water ingress within
the interphone jack. In that case, it is recommended to follow the interphone jack cleaning
procedure:
• Gain access to the jack assembly
• Clean the plug
• Dry the plug
• Re-assemble.
Example of the Service Interphone jack on the nacelle
Note:
• Ensure that interphone jack plug is wiped clean before insertion into the receptacle
when using the nacelle service interphone.
• Please refer to Section 3.4 Service Interphone for further information related
to this function


_
Corrosion on the Director motherboard

In some Aircraft which have been operating in Regions with Air containing high levels of Dust,
Humidity and Salt, damage has been caused to the Protective Coating of the CIDS Director
mother-board. This damage can result in spurious activation of key-lines such as Cabin Alert
and EVAC.
Vendor SB Z010H-23-039, applicable to all CIDS Directors Z010H0005XXX, describes
information to install a new ’Dust Deflector’ under the Director mother-board. Additionally,
the mother-board is replaced with one which has a new specification lacquer coating helping
to prevent thev crystal growth on the CIDS mother-board connector.
Please note that:
• The old DIR P/N before VSB is Z010H0005XXX
• The new DIR P/N after VSB is Z010H0015XXX
_
5.5. Troubleshooting advices
I. CIDS 1 + 2 FAULT
II. Caution Light
III. DEU-A
IV. DEU-B
V. FAP
VI. Emergency Mode / Mandatory Layout In Use


_
I. CIDS 1+2 Fault
CIDS 1 + 2 FAULT
shown on the upper ECAM
CIDS (INOP SYS)
shown on the lower ECAM
Check that all CIDS related

C/Bs on panel 49VU and
121VU are closed
YES All C/Bs are NO

closed?
Perform CIDS BITE test

Close respective C/Bs
as per AMM task
Failure NO
YES
message
go off?
Select GND SCAN mode

to get access to detailed
failure description
and perform relevant
TSM tasks.
_
II. Caution Light
CIDS CAUTION LIGHT

at the FAP is ON
The SYSTEM STATUS

page is shown on the PTP
A system failure monitored

CIDS FAIL or CIDS
by CIDS (e.g. Slides
DEGRADATION is shown
Pressure low) is shown
Push blank key adjacent Push blank key adjacent

to the respective failure to the respective failure
message message
Push blank key adjacent A detailed failure

CONT > two times description is shown

failure description
TSM tasks


_
III. DEU-A
DEU-A
failure is shown
on the GND SCAN mode
Switch off the cabin lighting

on the FAP
Defective DEU-A
is indicated by the lights
which remain ON
Make sure that the related

coding switch on the DEU
mount is set to the correct
DEU-A address

failure description and
perform relevant TSM tasks
_
IV. DEU-B
DEU-B
failure is shown
on the GND SCAN mode
Do a PA ALL announcement
at the respective attendant
station
PA ALL announcement
not possible. Displayed
DEU-B is defective
Make sure that the related

coding switch on the DEU
mount is set to the correct
DEU-B address

failure description and


_
V. FAP
FAP
failure is shown
on the GND SCAN mode.
Perform a FAP test

at the PTP
Perform a FAP reset
Failure NO
YES
message
go off?

failure description
TSM tasks
_
VI. Emergency Mode or Mandatory Layout In Use
EMERGENCY MODE or MANDATORY

LAYOUT IN USE
shown on the MCDU after selecting
the CIDS SYSTEM TEST mode
CIDS Power-On only with Only Normal Power available

Essential Power
Apply Normal Bus Power
Reset the CIDS
Push the <RETURN key

on the MCDU
Wait approx. 2 minutes
Select SYSTEM TEST mode

on the MCDU

No failure message is shown failure description and


_
5.6. MEL items
I. Repair Interval
II. Maintenance Status & CIDS
III. Interphone
IV. DEU-A & DEU-B
V. Passenger Address, Passenger Call & Loudspeaker
VI. Handset
VII. PRAM & CAM
VIII. FAP
IX. PTP
X. ACP, AIP, AAP
XI. Cabin Signs
_
5.6. MEL
I. Repair Intervals
Reference doc: MMEL.
E/WD message Description
No standard interval is specified. Items in this category

shall be repaired within the time interval specified
in the “Remarks and Exceptions” column of the operator’s
approved MEL.
Repair Interval A
Whenever the time interval is listed as flight days,
the time interval begins on the flight day following the day
of discovery. Where a time period is specified in number
of flights or flight hours, it shall start at the beginning
of the first flight following the discovery of the failure.
Items in this category shall be rectified within

three consecutive calendar days, excluding the day
of discovery.
Repair Interval B
For example, if it were recorded at 13:00 on January 26th,
the 3-day interval begins at 00:01 on January 27th and ends
at 23:59 on January 29th.

ten consecutive calendar days, excluding the day
of discovery.
Repair Interval C
For example, if it were recorded at 13:00 on January 26th,
the 10-day interval begins at 00:01 on January 27th
and ends at 23:59 on February 5th

Repair Interval D one hundred and twenty consecutive calendar days,
excluding the day of discovery.


_
5.6. MEL
II. Maintenance Status & CIDS
Maintenance Status
Ref: 23-00-01A CIDS 1(2) MAINTENANCE Message
Repair interval: C Nbr installed: - Nbr required: - Placard: No
Condition: One or both CIDS 1(2) MAINTENANCE message may be dispayed on the STATUS SD page.
Notes:
The complete failure of CIDS function is indicated by ECAM alert COM CIDS 1+2 FAULT. Refer to Item 23-
73-01-01 Cabin Intercommunication Data System (CIDS) Function.
CIDS function
Ref: 23-73-01-01A Cabin Intercommunication Data System Function
Repair interval:- Nbr installed: 1 Nbr required: 1 Placard: No
Condition: The CIDS function must be operative.

Notes:
1. This MEL item relates to complete failure of the CIDS function (Complete failure of both CIDS Directors).
2. Partial failure of one or both CIDS Directors is indicated by one or both CIDS 1(2) MAINTENANCE mes-
sages on the STATUS SD page only (ECAM alert COM CIDS 1+2 FAULT is not displayed). Refer to Item
23-00-01 CIDS 1(2) MAINTENANCE Message.
3. In the case of disturbance of the CIDS function, removal of the affected CIDS Director may recover nor-
mal operation of the CIDS function. Refer to AMM TASK 23-73-00-040-001.
_
5.6. MEL
III. Interphone
Interphone
Ref: 23-40-02A Flight Crew Interphone System
Repair interval:- Nbr installed: 1 Nbr required: 1 Placard: No
Condition: Must be operative for each person on cockpit duty.
Ref: 23-40-03A Flight Crew to Ground Communication System
Repair interval: C Nbr installed: 1 Nbr required: 0 Placard: No
•M
ay be inoperative.
•R
efer to OpsProc 23-40-03A Flight Crew to Ground Communication System.
Ref: 23-40-04A Service Interphone Jack
Repair interval: D Nbr installed: - Nbr required: 0 Placard: No
•O
ne or more may be inoperative.
•R
efer to OpsProc 23-40-04A Service Interphone Jack.


_
5.6. MEL
IV. DEU A & DEU B

DEU-A
Ref: 23-73-02-01A Affected seat occupied
•O
ne or more may be inoperative and affected passenger seat may be occupied provided that :
1. The passenger announcement can be heard throughout the cabin during the flight, and
2. The passenger address system is used to alert the passengers when “Return to Seat / Fasten Seat Belt /
No Smoking” signs are requested.
•R
efer to OpsProc 23-73-02-01A Cabin DEU A
Ref: 23-73-02-01B Affected seat not occupied
Repair interval: C Nbr installed: - Nbr required: - Placard: Yes
Condition: One or more may be inoperative provided that the affected seats are blocked and placarded
inoperative.
Ref: 23-73-02-02A Lavatory DEU A
Repair interval: C Nbr installed: - Nbr required: 0 Placard: Yes
Condition: One or more may be inoperative provided that the affected lavatory is closed and placarded
inoperative.
DEU-B
Ref: 23-73-03-01B Cabin DEU B
•O
ne or more may be inoperative provided that :
1. One DEU B and the associated handset are operative at each pair of floor level exit doors, and
2. The slide bottle pressure and door bottle pressure associated with each affected DEU B are checked on
the associated direct reading pressure gauge before the first flight of each day. Refer to Item 25-62-06
Cabin Door Slide Pressure Message on the PTP/FAP (If Installed), and Refer to Item 52-10-06 DOOR
PRESS LOW/CHECK DOOR PRESSURE Message on the PTP/FAP (If Installed)
•R
efer to OpsProc 23-73-03-01A Cabin DEU B
_
5.6. MEL
V. Passenger Address, Passenger Call & Loudspeaker
Passenger Address System

Ref: 23-31-01A Passenger Address System
Repair interval: - Nbr installed: 1 Nbr required: 1 Placard: No
Condition: Must be operative

Notes:
1. In the case of partial failure of the passenger address system, refer to the item(s)
of the affected system(s)
2. Total failure of the passenger address system (indicated by the COM CIDS 1+2 FAULT alert displayed
on the EWD) is not permitted.
Passenger Call
Ref: 23-73-04-01A Passenger Call
Condition: One or more may be inoperative.
Loudspeakers
Ref: 23-73-05-01A Cabin Loudspeaker
•O
ne or more may be inoperative provided that no seat is occupied from which a passenger cannot hear
a passenger announcement.
•R
efer to OpsProc 23-73-05-01A Cabin Loudspeaker
Ref: 23-73-05-02A Lavatory Loudspeaker
• One or more may be inoperative

•R
efer to OpsProc 23-73-05-02A Lavatory Loudspeaker


_
5.6. MEL
VI. Handset
Cockpit Handset
Ref: 23-73-06-01A Cockpit Handset
Repair interval: C Nbr installed: 1 Nbr required: 0 Placard: Yes
Condition: May be inoperative provided that the cockpit audio control panel is used for
the communication between the cockpit and the cabin.
Cabin Handset
Ref: 23-73-06-02A Cabin Handset
• One or more may be inoperative provided that one handset is operative at each pair of floor level exit
doors.
•R
efer to OpsProc 23-73-06-02A Cabin Handset
Cabin Handset Key - Passenger address and Cabin

Ref: 23-73-06-03A
to cockpit interphone operative
Condition: One or more may be inoperative provided that:

1. Passenger address from the affected handset is operative, and
2. Cabin to cockpit interphone from affected handset is operative.
Ref: 23-73-06-03B Cabin Handset Key - Affected handset considered inoperative
Condition: One or more may be inoperative provided that the affected handset is considered inoperative.
Refer to Item 23-73-06-02 Cabin Handset.
_
5.6. MEL
VII. PRAM & CAM
PRAM
Ref: 23-73-07-01A Pre-recorded Announcement and Music Reproducer (PRAM)
Repair interval: D Nbr installed: 1 Nbr required: 0 Placard: No
• May be inoperative.
Notes:
Application of the MEL is not necessary if only the music reproducer function of the PRAM is inoperative.
• Refer to OpsProc 23-73-07-01A Prerecorded Announcement and Music Reproducer (PRAM) (If Installed)
CAM
Ref: 23-73-08-01A Cabin Assignment Module (CAM)
Condition: May be inoperative or missing.


_
5.6. MEL
VIII. FAP
FAP
Ref: 23-74-01A Forward Attendant Panel

Condition: May be inoperative provided that associated FAP functions are considered inoperative. Refer
to Item 23-73-07-01 Prerecorded Announcement and Music Reproducer (PRAM) (If Installed), and Refer
to Item 23-74-12 CIDS Caution Light of the Forward Attendant Panel, and Refer to Item 23-74-13 Lighting
Module of the Forward Attendant Panel.
Ref: 23-74-02A EMER pushbutton on the Hard-key FAP Sub-panel
Repair interval: - Nbr installed: 1 Nbr required: 1 Placard: No
Condition: Must be operative.
Ref: 23-74-03A Other Controls on the Hard-key FAP Sub-panel
Ref: 23-74-12A CIDS Caution Light of the Forward Attendant Panel
Condition: May be inoperative provided that PTP messages are checked before each flight.
• Refer to OpsProc 23-74-12A CIDS Caution Light of the Forward Attendant Panel
Ref: 23-74-13A Lighting Module of the Forward Attendant Panel
Condition: May be inoperative.

• Refer to OpsProc 23-74-13A Lighting Module of the Forward Attendant Panel.
_
5.6. MEL
IX. PTP
PTP
Ref: 23-74-04A PTP Display Unit
Repair interval: - Nbr installed: 1 Nbr required: 0 Placard: Yes

Condition: May be inoperative provided that the display of the safety related messages on PTP are consi-
dered inoperative. Refer to Item 52-10-06 DOOR PRESS LOW/CHECK DOOR PRESSURE Message on
the PTP/FAP (If Installed), and Refer to Item 25-62-06 Cabin Door Slide Pressure Message on the PTP/FAP
(If Installed), and Refer to Item 25-62-07 Cabin Overwing Exit Slide Pressure Message on the PTP/FAP (If
Installed)
DOOR PRESS LOW Message on the PTP STATUS Page

Ref: 52-10-06A
Check of the associated door bottle pressure

• One or more may be inoperative provided that the associated door bottle pressure is checked before the
first flight of each day.
• Refer to OpsProc 52-10-06A DOOR PRESS LOW Message on the PTP STATUS Page
Cabin Door SLIDE PRESS LOW Message on the PTP STATUS Page
Ref: 25-62-06A
Check of the associated slide bottle pressure
Repair interval: D Nbr installed: 4 (or 8) Nbr required: 0 Placard: No

• One or more may be inoperative provided that the associated slide bottle pressure is checked before the
first flight of each day.
• Refer to OpsProc 25-62-06A Cabin Door SLIDE PRESS LOW Message on the PTP STATUS Page
Cabin Overwing Exit SLIDE PRESS LOW Message on the PTP

Ref: 25-62-07A
STATUS Page - Check of the associated slide bottle pressure
Condition: One or both messages may be displayed provided that the associated slide bottle pressure
is checked before the first flight of each day. Refer to AMM Task 25-62-00-040-001.
Overwing Emergency Exit considered inop. - slide press

Ref: 25-62-07B
low message on PTP Status Page
Repair interval: A Nbr installed: 2 Nbr required: 1 Placard: No
Condition: One may be inoperative for 5 flights provided that both cabin overwing exits on the same side
are considered inoperative. Refer to Item 52-10-02 Cabin Overwing Exit.


_
5.6. MEL
X. ACP, AIP, AAP
ACP
Ref: 23-74-09A Area Call Panel (ACP)
Repair interval: D Nbr installed: - Nbr required: 0 Placard: Yes
AIP
Ref: 23-74-10A Attendant Indication Panel (AIP)
AAP
Ref: 23-74-11A Additional Attendant Panel (AAP)

_
5.6. MEL
XI. Cabin Signs
Cabin Signs
Cabin Signs (No Smoking/No Electronic Devices/Fasten Seat Belt/
Ref: 33-20-02A
Return to Seat) - Passenger seat occupied
Repair interval: C Nbr installed: - Nbr required: 0 Placard: No
Condition: One or more may be inoperative and the affected passenger seat may be occupied
provided that:
1. The passenger address system is operative, and can be heard throughout the cabin during
the flight, and
2. The passenger address system is used to alert the passengers when return to seat is requested,
seat belts should be fastened and smoking is prohibited.
Cabin Signs (No Smoking/No Electronic Devices/Fasten Seat Belt/

Ref: 33-20-02B
Return to Seat) - Passenger seat not occupied
Condition: One or more “No Smoking/No Electronic Devices/Fasten Seat Belt” sign may be inoperative
provided that:
1. No passenger seat is occupied from which a passenger cannot see a readily legible
“No smoking/No Electronic Devices/Fasten Seat Belt” sign, and
2. The affected seat is blocked and placarded inoperative.
Note:
MMEL items 33-20-02x are applicable to both PAX seats and Attendant seats.
Ref: 33-20-03A Lavatory Sign (Return to seat)
Repair interval: C Nbr installed: - Nbr required: 0 Placard: No
Condition: One or more may be inoperative provided that an alternate procedure is established and
used to alert the occupant to return to their seat when necessary.


_
5.7. Maintenance Procedures List
Procedure AMM Task
Energize the CIDS 23-73-00-861-001-A
De-energize the CIDS 23-73-00-862-001-A
BITE-test of the CIDS through the PTP 23-73-00-740-003-
BITE-test of the CIDS through the CFDS 23-73-00-740-005-A
Removal of the CIDS Director 23-73-34-000-001-A
Installation of the CIDS Director 23-73-34-400-001-A
Removal of the Handset/Cradle 23-73-44-000-001-A
Installation of the Handset/Cradle 23-73-44-400-001-A
Removal of the FAP 23-73-12-000-002-A
Installation of the FAP 23-73-12-400-002-A
Removal of the CAM 23-73-19-000-001-A
Installation of the CAM 23-73-19-400-001-A
Deactivation of a CIDS-DIR 23-73-00-040-001-A
Reactivation of a CIDS-DIR 23-73-00-440-001-A
Operational test of the Cabin and Flight Crew Interphone System 23-73-00-710-003-A
Operational test of the PA system 23-73-00-710-005-A
Removal of the Handset Coiled Cord 23-73-44-000-002-A
Installation of the Handset Coiled Cord 23-73-44-400-002-A

_
5.8. CIDS Deviations
All the CIDS Deviation are detailed in ISI 23.73.00027 and 45.00.00039.

6. Documentation
and Contacts
6.1. Documentation
6.2. Contacts
6. Documentation and Contacts

_
6.1. Documentations
Reference Title
ISI 23.73.00017 Classic and Enhanced CIDS Components P/N Evolutions
ISI 23.73.00011 CIDS - Classic - Retrofit Solution against FAP Freezing
ISI 23.73.00023 Cabin Ready Function
ISI 23.73.00018 CAM reprogramming options
Cross-References between old and new

ISI 23.73.00009
Part Number for Cabin Handsets
TFU 23.73.00.099 Cabin Handsets Interchangeability
HOLMCO
Ho-P6091- ROP-0000-01A Recommended Operation Practices -
N40 Handset with Support Bracket
HOLMCO
VSIL D9240-44-09 N40 handset series - DISCHARGE
ELECTRODES MODIFICATION
HOLMCO
VSIL D9240-44-10 N40 handset series - RELEASE BUTTON
IMPROVEMENT
Introduction of new LED technology

ISI 33.26.00001
for PSU signs.
OIT 999.0011/21 Cabin handsets damage due to residue of cleaning products.

6. Documentation and Contacts
_
6.2. Contacts
TechRequest tool now provides a single access point for technical requests.
All technical requests related to the below listed domains shall be raised by using
TechRequest within AirbusWorld portal and not by e-mail anymore:
• Customer Support Engineering Cabin Electronic Systems & Seats,
• AOG/Technical queries: Phone: +33 (0)5 61 933 400,
• Flight Operations,
• Technical Manuals,
• Upgrade Services,
• Service Bulletins,
• Service Bulletin embodiment reporting,
• Scheduled Maintenance,
• Ground Support Equipment tools.
• Supplier Issues
• AirbusWorld
Please refer to the latest revision of OIT-999-0120-14-02 for up-to-date information.

In addition, please find below additional contacts:
AOG/Technical queries
Email: airtac@airbus.com
Phone: +33 5 61 93 34 00
Please refer to the latest revision of OIT-999-0120-14-02 for up-to-date information.

AIRBUS S.A.S. 31707 Blagnac Cedex, France
© AIRBUS S.A.S. 2022 - All rights reserved, Airbus, its
logo and the product names are registered trademarks.
Concept design by Airbus Multi Media Studio 20220048.
Photos by Airbus: P. Masclet.

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In Service Information

Ref: ISI 23.73.00095

002 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

004 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

BITE Built-In Test Equipment

CAM Cabin Assignment Module

DEU Decoder/Encoder Unit

ECAM Electronic Centralized Aircraft Monitoring

FAP Forward Attendant Panel

GSM Global System for Mobile

IFE In-Flight Entertainment

006 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

OBRM On Board Replaceable Module

RLPSU Reading Light Power Supply Unit

SDAC System Data Acquisition Concentrator

TFU Technical Follow-Up

VSC Vacuum System Controller

CIDS components overview

Top line & DEU-A

FAP & PTP

010 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

Components Number P/N Root FIN (location)

Director 1 1 Z010H- 101RH

Director 2 1 Z010H- 102RH

FAP 1 Z130H- 120RH

PTP 1 Z020H- 110RH

CAM 1 Z050H- 115RH

DEU Type A Up to 32 Z030H- 200RHx

DEU Type B Up to 8 Z040H- 300RHx

AAP 1 Z120H- 126RH

AIP Up to 5 Z111H- 320RHx

CIDS Equipment Part Number Explanation

012 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

DEU A LINE 1 ESS 49VU 154RH

014 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

P/N Root: Z010H000YXXX

Component location in the Avionic Compartment

018 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

P/N Root: Z130Hxxxxxxx

020 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

022 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

CABIN LIGHTING Module:

ENTRY / CABIN ZONES

RDL MAN HOLD

POWER LAV / ATTN / READ

024 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

AUDIO Module (con’t):

026 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

WTR SYSTEM DEPRE

LAV 1/2/3/4 INOP

LAV WATER HEAT

HEAT DRAIN PNL

028 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

SLIDES ARMED/DOORS CLOSED

PAX CALL CHIMES INHIB

PAX CALL RESET

PNL LIGHT TEST

030 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

II. Universal AOG FAP

CIDS manufacturer has developed a “Universal” FAP (P/N Z130H0766110).

Universal FAP Layout P/N Z130H0766110

032 A320 Family - Ref: ISI 23.73.00095 - Issue: January 2022

P/N Root: Z020Hxxxxxxx