B2-13k Aircraft Systems – Modular Avionics Student Resource 2020 PDF

Student Resource Subject B2‐13k: Aircraft Systems – Modular Avionics  Copyright © 2020 Aviation Australia All rights reserved. No part of this document may be reproduced, transferred, sold, or otherwise disposed of, without the written p...

Student Resource Subject B2‐13k: Aircraft Systems – Modular Avionics  Copyright © 2020 Aviation Australia All rights reserved. No part of this document may be reproduced, transferred, sold, or otherwise disposed of, without the written permission of Aviation Australia CONTROLLED DOCUMENT 2020‐04‐14 B2‐13k Aircraft Systems – Modular Avionics Page 2 of 6 Training Material Only  CONTENTS Table of Contents CONTENTS..................................................................................................................................... 3 STUDY RESOURCES........................................................................................................................ 4 INTRODUCTION............................................................................................................................. 5 Topic 13.20 Integrated Modular Avionics (ATA 42).............................................................. 5 Topic 13.21 Cabin Systems (ATA 44).................................................................................... 5 Topic 13.22 Information System (ATA 46)............................................................................ 5 2020‐04‐14 B2‐13k Aircraft Systems – Modular Avionics Page 3 of 6 Training Material Only  STUDY RESOURCES Jeppesen Sanderson Training Products: Jeppesen General Jeppesen Airframe Jeppesen Powerplant AC 43.13‐1B/ AC 43.13‐2A Combined – Aircraft Inspection and Repair Avionics Fundamentals Avionic systems Operation and Maintenance, James W. Wasson Aircraft Instruments & Integrated Systems – EHJ Pallett – 1992 Aircraft Instrument Systems – EA‐AIS, IAP Inc. Training Manual – 1985 Aircraft Maintenance Text 4 – Basic functional Devices and Systems – 1989 Aircraft Maintenance Manual (Airbus A320/A330, Boeing B777 and Embraer E170/190) B2‐13k Student Handout 2020‐04‐14 B2‐13k Aircraft Systems – Modular Avionics Page 4 of 6 Training Material Only  INTRODUCTION The purpose of this subject is to allow you to gain knowledge of basic aeroplane avionics modular systems and on‐board information systems. On completion of the following topics you will be able to: Topic 13.20 Integrated Modular Avionics (ATA 42) Explain the function and operation of Integrated Modular Avionics systems including:  Operation  Components  Interfaces  Maintenance practices Topic 13.21 Cabin Systems (ATA 44) Explain the function and operation of a typical Cabin Intercommunication Data System including:  Operation  Components  Interfaces  Maintenance practices Explain the function and operation of the Cabin Network Service including:  Passenger data communication  In‐Flight Entertainment system (Airshow)  Passenger information network Topic 13.22 Information System (ATA 46) Explain the function and operation of Information Management using data communication in Network Server system including :  Cockpit information system  Maintenance information system 2020‐04‐14 B2‐13k Aircraft Systems – Modular Avionics Page 5 of 6 Training Material Only  This page intentionally blank 2020‐04‐14 B2‐13k Aircraft Systems – Modular Avionics Page 6 of 6 Training Material Only TOPIC 13.20: INTEGRATED MODULAR AVIONICS Table of Contents List of Figures................................................................................................................................ 3 TOPIC 13.20: INTEGRATED MODULAR AVIONICS.......................................................................... 4 History of Integrated Modular Avionics (IMA).............................................................................. 4 Advantages of IMA Concept.......................................................................................................... 4 Typical IMA Architecture............................................................................................................... 5 The Avionics Standard‐Communication Bus (ASCB)...................................................................... 7 Network Interface Controller (NIC)............................................................................................... 8 Local Area Network (LAN)............................................................................................................. 9 Controller Area Network (CAN) Data Bus.................................................................................... 10 Backplane................................................................................................................................ 10 ASCB Coupler.......................................................................................................................... 10 ASCB Terminators................................................................................................................... 11 Operation of MAU................................................................................................................... 11 Typical IMA Version of Flight Guidance System (E170/190)........................................................ 12 Types of IMA............................................................................................................................... 14 Comparison of Boeing B777 and B787 Avionics systems........................................................ 15 Difference between EMB 170/190 and A380 Integrated Modular Avionics (IMA).................. 15 IMA System on A380................................................................................................................... 16 Core Processing Input/Output Module (CPIOM)..................................................................... 17 Components of CPIOM............................................................................................................ 18 Hardware Boards.................................................................................................................... 20 Field Loadable Module Software............................................................................................. 21 Core Software......................................................................................................................... 21 Configuration Table................................................................................................................. 21 Avionics Application................................................................................................................ 21 Input/Output Module (IOM)................................................................................................... 22 IOM Components.................................................................................................................... 23 Hardware Boards.................................................................................................................... 23 Field Loadable Module Software............................................................................................. 23 Avionics Data Communication Network (ADCN) Subscribers...................................................... 24 ADCN and AFDX Technologies..................................................................................................... 24 Typical IMA version of Bleed Air Management (A380)................................................................ 27 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 1 of 32 Training Material Only  Maintenance Practices................................................................................................................ 29 Software Control..................................................................................................................... 29 Hardware Precautions............................................................................................................. 30 BITE and System Checks.......................................................................................................... 31 Reset Management................................................................................................................. 31 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 2 of 32 Training Material Only List of Figures Figure 1: IMA concept....................................................................................................................... 4 Figure 2: Modular avionics unit (EMB170/190)................................................................................. 5 Figure 3: Single unit handles different systems................................................................................. 6 Figure 4: Avionics Standard Communication Bus (ASCB).................................................................. 7 Figure 5: Data buses.......................................................................................................................... 9 Figure 6: Backplane......................................................................................................................... 10 Figure 7: ASCB Coupler.................................................................................................................... 10 Figure 8: ASCB terminator............................................................................................................... 11 Figure 9: Flight guidance system (EMB 170/190)............................................................................ 12 Figure 10: IMA version of AFCS....................................................................................................... 13 Figure 11: Comparison of B777 and B787 avionics......................................................................... 15 Figure 12: Difference between EMB 170/190 and A380 IMA system............................................. 15 Figure 13: IMA concept on A380..................................................................................................... 16 Figure 14: CPIOM............................................................................................................................ 18 Figure 15: Hardware boards............................................................................................................ 18 Figure 16: Software......................................................................................................................... 19 Figure 17: Hardware boards............................................................................................................ 20 Figure 18: Field loadable software.................................................................................................. 21 Figure 19: Application software...................................................................................................... 22 Figure 20: Input/Output module..................................................................................................... 22 Figure 21: Field loadable module software..................................................................................... 23 Figure 22: AFDX switches................................................................................................................ 24 Figure 23: AFDX cable..................................................................................................................... 25 Figure 24: ARINC600 connector of a CPIOM................................................................................... 25 Figure 25: ADCN network................................................................................................................ 26 Figure 26: Typical bleed system...................................................................................................... 27 Figure 27: Typical leak detection..................................................................................................... 28 Figure 28: LRM interchangeability.................................................................................................. 29 Figure 29: LRM cabinet................................................................................................................... 30 Figure 30: Typical reset panel (A380).............................................................................................. 31 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 3 of 32 Training Material Only TOPIC 13.20: INTEGRATED MODULAR AVIONICS History of Integrated Modular Avionics (IMA) Some believe the Integrated Modular Avionics (IMA) concept originated in the United States with the new F‐22 and F‐35 fighters and then migrated to the commercial jetliner arena. Others say the modular avionics concept, with less integration, has been used in business jets and regional airliners since the late 1980s or early 90s. However regardless of where it began, using the IMA approach it was able to shave 2,000 pounds off the avionics suite of the new 787 Dreamliner, versus previous comparable aircraft. For Airbus the IMA concept cuts in half the part numbers of processor units for the new A380 avionics suite. Advantages of IMA Concept As a consequence, IMA concept reduces the maintenance cost and increases the reliability due to a smaller number of computers.  IMA is the trend of the future due to the economies in fuel savings and increases the payload factor derived from less weight.  It reduces workload for flight crew and maintenance personnel due to less operational activities.  Multiple functions can be achieved with single LRU. Figure 1: IMA concept 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 4 of 32 Training Material Only Typical IMA Architecture Thanks to the new avionics concept Integrated Modular Avionics (IMA), most of the conventional avionics Line Replacement Units (LRU) functions are combined in modular structure. On Embraer 170/190 each IMA is a metal cabinet solidly grounded to the aircraft frame. This cabinet is called the Modular Avionics Unit (MAU) and it contains different line replaceable modules (LRM) and can be single or dual channel. Each MAU channel has a power supply module, Network Interface Controller (NIC), MAU data communications back plane, and other modules connected to that back plane. Figure 2: Modular avionics unit (EMB170/190) The MAUs incorporate new hardware and software technologies, host independent applications in the same computing and memory resource, and also supply an input/output interface service to some of the conventional avionics. The MAUs usually have Digital Engine Operating System (DEOS) compliant processing, Input/Output (I/O), and Network Interface Modules (NIM). The MAUs transmit and receive data through the Avionics Standard‐Communication Bus (ASCB) and LAN buses. The generic I/O, custom I/O (CSIO), control I/O (CIO), and other modules input the sensor and system data to the processor modules that calculate the data to control and monitor the aircraft. The MAU cabinet only connects to the aircraft system wiring through the front connectors on the Line Replaceable Modules (LRM). For security reason, firewalls protect the MAUs from malicious data coming from other common applications. 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 5 of 32 Training Material Only  Figure 3: Single unit handles different systems The MAUs use following data buses, networks and components for data processing and MAU operations:  Avionics Standard‐Communication Bus (ASCB)  Network Interface Controller (NIC)  Local Area Network (LAN)  Controller Area Network (CAN) data bus  Back plane  ASCB Coupler  ASCB Terminators 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 6 of 32 Training Material Only The Avionics Standard‐Communication Bus (ASCB) The Avionics Standard‐Communication Bus (ASCB) is the primary communications path between the major subsystems of the avionics systems. It is a high‐speed, serial data bus network made up of four data buses:  Left primary  Right primary  Left backup  Right backup Data on the ASCB is transmitted in data frames at 12.5 millisecond (ms) intervals (80 Hz). The data frame is divided into blocks or time slots. Each user of the bus transmits in an assigned time slot called “synchronisation pulse”. Each bus uses a single shielded twisted pair of wires (data buses) with resistor terminations. The bus couplers isolate the ASCB buses from each other to prevent a short circuit on one bus from having an effect on the other buses. Figure 4: Avionics Standard Communication Bus (ASCB) 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 7 of 32 Training Material Only Network Interface Controller (NIC) Communication in the MAU is managed by the NIC. The NIC transmits and receives ASCB and LAN data and makes this data available to other modules in the MAU. ASCB data transmission timing is controlled by the NIC in each LRU and is synchronised across each bus by a master Network Interface Controller. Each NIC keeps time synchronisation by correcting its internal clock with the synchronisation pulses. By doing this, each NIC determines when to transmit its data in the ASCB frame. Each NIC attached to the ASCB is related to one side (right or left) and connected to three buses:  Onside primary  Onside backup  Cross‐side primary 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 8 of 32 Training Material Only Local Area Network (LAN) The NIC controls data transmission on the Local Area Network (LAN) bus. This serial data bus is physically and electrically separate from the ASCB. The LAN is used for development, maintenance, and software loading. It supplies an additional communication path to be used between the display units, the MAU and peripheral items such as the printer and the Data‐Loader. The LAN is a thin coaxial cable, which is Ethernet‐based and uses the Transfer Control Protocol/Internet Protocol (TCP/IP). This protocol makes it possible for peripheral computers/communications devices to interface with the NIC over the LAN. Figure 5: Data buses 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 9 of 32 Training Material Only Controller Area Network (CAN) Data Bus The Controller Area Network (CAN) bus is based on the CAN industry standard and uses controller integrated circuits that operate at 500 kHz. The CAN bus is bidirectional and uses the same wire and harness construction as the ASCB. The CAN consists of multi‐point serial synchronous digital communications. Backplane Units in the system use the back‐plane network to send data between each other. The backplane network contains the ASCB, LAN, and Direct Current (DC) power buses. Connection to the backplane is supplied by a standard hardware interface called the Backplane Interface Controller (BIC). The BIC is installed on the MAU modules. The BIC stores and sends received ASCB and LAN data from the NIC to the modules in sequence when the modules are prepared to receive the data. Figure 6: Backplane ASCB Coupler The ASCB bus coupler isolates onside primary, onside backup, and cross‐side primary buses. It uses a transformer coupler for isolation. The transformer coupler is impedance ‐ matched to both the ASCB and the MAU. Figure 7: ASCB Coupler 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 10 of 32 Training Material Only ASCB Terminators The ASCB terminators are devices attached to the endpoints of each ASCB with the purpose of absorbing signals so that they do not reflect back down the line. Figure 8: ASCB terminator Operation of MAU The MAUs are important Line Replaceable Units (LRU) in the system because they hold the avionics processors and utility functions. The MAUs send data to and from each other on the ASCB and LAN buses. Communication in the MAU is managed by the NIC. The NIC sends and receives ASCB and LAN data and makes this data available to client modules within the MAU through a backplane. The client modules may be processor modules, Input/Output (I/O) modules, memory modules, or other hybrid modules. NIC modules have Aircraft Personality Modules (APM) installed in their back shells. Aircraft Personality Modules (APM) are programmed with system identification data, options data, system settings data, and rigging data. The data content is custom for the aircraft. 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 11 of 32 Training Material Only Typical IMA Version of Flight Guidance System (E170/190) In general, the following contrast will help you to understand the difference between IMA version of Autoflight Control System (AFCS) and conventional Autoflight Control System. The additional feature in the new IMA AFCS is it contains Actuator Input‐Output Processors (AIOP) as Line Replaceable Modules (LRM). Typically, four Actuator Input‐Output Processor (AIOP) modules are installed in the MAU on Embraer 170/190. Figure 9: Flight guidance system (EMB 170/190) The AIOP modules also connect to other avionic and flight control equipment and systems, as appropriate and necessary for the AIOP function. Two AIOP modules operate in each channel. These modules are identified as lane A and lane B. The modules in these two lanes have the same software, but do separate, complementary, and similar functions that depend on the lane. The AIOP modules in lane A and lane B must operate at the same time for the servos in that channel to be active and engaged. The AIOP modules on the MAUs are connected to the autopilot servo via Controller Area Network (CAN) bus. The Actuator Input/Output Processor (AIOP) modules do all of the necessary computations and data processing for the Autopilot and Yaw Damper (YD) functions. The AIOP modules collect the necessary data via Avionics Standard‐Communication Bus (ASCB) from other Flight Guidance Control System (FGCS) data inputs for calculations. 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 12 of 32 Training Material Only The AIOP modules send position data to the servos through a bidirectional CAN data bus. This CAN bus is the interface between the Flight Control Module (FCM) of each MAU and the Primary Actuator Control Electronics (P‐ACE). The P‐ACE sends commands to the relevant control actuators to activate the automatic flight control function. 10 Figure 10: IMA version of AFCS 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 13 of 32 Training Material Only Types of IMA The types of IMAs depend on the aircraft type and its systems. Within a given type, all IMAs are interchangeable but may require a software reconfiguration. Each type hosts avionics applications. For example, on B787 has IMAs dedicated for:  Avionics o Displays and Crew Alerting, Flight Data Acquisition and Recording, Flight Management, Thrust Management, Communication Management, Health Management, Data Loading, Configuration Management.  Environment Control Systems o Protective, Air Conditioning, Pressurisation, E/E Cooling Systems Control and Indication.  Electrical Systems o System Control and Indication, Secondary Electrical Power Distribution, Proximity Sensing, Window Heat.  Fuel Systems o System Indication, Fuel Quantity, Nitrogen Generation System.  Hydraulics o System Control and Indication.  Mechanical Systems o Brake, Landing Gear, and Steering Systems Control and Indication.  Payloads o Lavatories, Potable Water, Crew and Passenger Oxygen, Vacuum Waste.  Propulsion/APU o Engine and APU Fire Detection and Extinguishing Control and Indication, Thrust Reverser Control and Indication. 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 14 of 32 Training Material Only Comparison of Boeing B777 and B787 Avionics systems Figure 11: Comparison of B777 and B787 avionics Difference between EMB 170/190 and A380 Integrated Modular Avionics (IMA) On Embraer 170/190 each IMA is a metal cabinet solidly grounded to the aircraft frame. This cabinet is called as Modular Avionics Unit (MAU) and it contains different line replaceable modules (LRM) for different avionics applications. Whereas, on A380 has independent LRMs to host different avionics applications. Some LRMs merge 3 to 4 aircraft systems and handle these systems individually. Figure 12: Difference between EMB 170/190 and A380 IMA system 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 15 of 32 Training Material Only IMA System on A380 On the A380, the independent applications are hosted in shared IMA modules, called Core Processing Input/Output Modules (CPIOMs), and in order to accommodate and link with the conventional avionics an additional modules are placed in the system, called Input/Output Modules (IOMs). Both CPIOMs and IOMs are LRMs. These LRMs dialogue through the Avionics Data Communication Network (ADCN) by the means of a communication technology developed from a non‐aeronautical standard, which has been adapted to aviation constraints. This technology is called Avionics Full DupleX switched ethernet (AFDX). The major components of A380 IMA system are:  Core Processing Input/Output Modules (CPIOMs)  Input/Output Modules (IOMs)  Avionics Data Communication Network (ADCN) Figure 13: IMA concept on A380 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 16 of 32 Training Material Only Core Processing Input/Output Module (CPIOM) The CPIOM integrates shared memory and computing resource to execute independently its hosted avionics applications. In addition, the CPIOM processes independently specific input/output data for each application. This data is AFDX data. When the applications dialogue through ADCN and non‐AFDX data when they dialogue directly with conventional LRUs. There are 7 types of CPIOM, each one identified by a letter (A to G) for following systems:  Pneumatic applications (X4) o Engine Bleed Air system, Overheat Detection System, Pneumatic Air Distribution System.  Air conditioning applications (X4) o Air Generation System, Avionics Ventilation System, Cabin Pressure Control System, Temperature Control System, Ventilation Control System.  Cockpit and flight controls applications (X2) o Flight Control, Weight and Balance Computation, Flight Warning System.  Data link applications (X2) o Air Traffic Control system, Avionics Communication.  Energy applications (X2) o Circuit Breaker Monitoring System, Electrical Load Management System.  Fuel applications (X4) o Fuel CG measurement COM, Fuel management.  Landing gear applications (X4) o Braking control system, Steering control system, Landing Gear Extension and Retraction System. 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 17 of 32 Training Material Only  Figure 14: CPIOM Components of CPIOM A CPIOM is composed of:  Hardware Boards  Field Loadable Software Figure 15: Hardware boards 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 18 of 32 Training Material Only  Figure 16: Software 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 19 of 32 Training Material Only Hardware Boards  Power supply board‐ connected to the 28 VDC.  Inputs/outputs boards ‐ connected to the aircraft systems through analogue, ARINC, Controller Area Network (CAN) and/or discrete signals.  Central Processing Unit (CPU) board ‐ supporting an AFDX END system board, supplies an AFDX interface to the CPIOM to exchange AFDX data with the ADCN. Figure 17: Hardware boards 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 20 of 32 Training Material Only Field Loadable Module Software Field loadable module software contains: Core Software Operating system  In charge of health monitoring, AFDX end system driver, CPU drivers, I/O driver, modes management, API port management. Application Programming Interface (API)  Providing services to the avionics applications. Other function  Non‐volatile memory, cyclic monitoring, imminent power‐off management. Configuration Table The configuration table performs resource allocation for hosted applications and configure the CPIOM functions according to the avionics applications. Avionics Application Each ATA’s xx software is related to an aircraft system and is composed of one or more avionics applications, with potential databases. Several ATA’s xx software can be hosted on the same CPIOM. A robust partitioning ensures a complete segregation. Figure 18: Field loadable software 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 21 of 32 Training Material Only Example for Avionics Application Software: The CPIOM for Cockpit and Flight controls application holds database for ATA 27, 22, and 31 related software. Figure 19: Application software Input/Output Module (IOM) The IOM does not host avionics applications. The IOM converts non‐AFDX data, coming from conventional LRUs, into AFDX data used within the Avionics Data Communication Network (ADCN) and vice versa. All IOMs are fully interchangeable. Figure 20: Input/Output module 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 22 of 32 Training Material Only IOM Components An IOM is composed of: Hardware Boards  Power supply board‐ connected to the 28 V DC.  Inputs/outputs boards ‐ connected to the aircraft systems through analogue. ARINC, Controller Area Network (CAN) and/or discrete signals.  Central Processing Unit (CPU) board ‐ supporting an AFDX END system board ‐ Supplies an AFDX interface to the IOM to exchange AFDX data with the ADCN. Field Loadable Module Software Operational program software that mainly assumes the gateway functions between the non‐AFDX data to AFDX data and vice versa. The configuration table software gives the module with configuration data. (e.g. input/output allocations, etc.). Figure 21: Field loadable module software 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 23 of 32 Training Material Only Avionics Data Communication Network (ADCN) Subscribers The aircraft system computers connected directly to the ADCN are the LRMs, which are CPIOMs or IOMs. These computers are called ADCN subscribers. The communication between the ADCN subscribers is done through the AFDX technology. ADCN and AFDX Technologies The ADCN is supported by the AFDX technology. The AFDX is a communication technology based on commercial Ethernet protocol adapted to aeronautical constraint to meet the avionics requirements. It gives the following advantages:  Secure and reliable communications  High data rate 10 and 100 Mb/s  Flexibility for future developments of system architecture  Less wiring The ADCN is made of AFDX switches and AFDX cables. The AFDX switches are electronic devices. They manage the data traffic on the network between the connected subscribers. Figure 22: AFDX switches 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 24 of 32 Training Material Only The AFDX cable is a Full Duplex physical link between a subscriber and an AFDX switch. (The term Full duplex means that the subscriber can simultaneously transmit and receive on the same link). This link is a QUAD cable, composed of four wires uniformly twisted, one pair for transmission and one pair for reception. Figure 23: AFDX cable Figure 24: ARINC600 connector of a CPIOM 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 25 of 32 Training Material Only For availability reasons, the ADCN implements a redundant network. Indeed, all ADCN subscribers have a connection to both redundant networks A and B and with auto switching system. Figure 25: ADCN network 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 26 of 32 Training Material Only Typical IMA version of Bleed Air Management (A380) The pneumatic applications such as Engine Bleed Air System, Overheat Detection System and Pneumatic Air Distribution System are controlled and monitored by a single Line Replaceable Module (LRM) in the IMA system. On A380, this application is hosted in 4 identical CPIOMs for redundancy purposes. These CPIOMs are dedicated to monitor and control:  Pneumatic Air Distribution System (PADS) applications  Engine Bleed Air System (EBAS) applications  Overheat Detection System (OHDS) applications For example, by pressing the APU BLEED push button switch located on the AIR panel, the APU bleed air supply is activated. The signal is received by the 4 CPIOMs‐A, which command the APU isolation valve to open. At the same time, the Electronic Control Box (ECB) receives data through the Avionics Data Communication Network (ADCN) or with discrete signal to command the opening of the APU bleed valve. Now, the APU bleed air available in the system. Figure 26: Typical bleed system 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 27 of 32 Training Material Only If a leak is detected, the system is protected by a specific leak system loop which sends a signal to the CPIOM‐A. Then the Over‐Heat Detection System (OHDS) application hosted in the CPIOM‐A triggers appropriate valve closure and sends a leak message to the:  Flight Warning System (FWS)  The Control and Display System (CDS) for indication  The Onboard Maintenance System (OMS) for leak localisation Figure 27: Typical leak detection In view of the above examples, it is understood that the different applications are hosted by a single platform with modular technology to accommodate different systems simultaneously. 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 28 of 32 Training Material Only Maintenance Practices Software Control The Data Loading and Configuration System (DLCS) is part of the Onboard Maintenance System (OMS). The DLCS application is composed of four functions:  Data Loading function  Repository management function  Configuration reporting function  Software pin programming function Correct software loads and software configurations are critical to the IMA concept. A software mismatch or incorrect loading procedures could conceivably cause a disastrous sequence of events. Especially on the A380, all LRM are interchangeable physically, however the software differences will construct the required concept for its operation in a particular system. Even to change the position of identical LRMs in the same system required software changes. Figure 28: LRM interchangeability It is imperative that maintenance manuals are strictly followed when loading software, and that software and system functional and confidence checks are performed following software loading. 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 29 of 32 Training Material Only Any Field Loadable Software (FLS) loading should be recorded in the Aircraft Configuration List (ACL), and a copy kept onboard the aircraft with a further copy also kept in the operator's aircraft maintenance records system. After any loading of a Loadable Software Aircraft Part (LSAP) a Certificate of Release to Service must be issued by an appropriately authorised Line/Base Maintenance Staff. It is essential that operators have appropriate procedures in place such that, at any time it is possible to determine the equipment, and software configuration of each aircraft in their fleet. Hardware Precautions Extra concern is needed when handling LRM as some of them are PCBs needing ESD protection. Also, during installation take care of connecting pins and sockets as they are delicate and with finer arrangements. Figure 29: LRM cabinet 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 30 of 32 Training Material Only BITE and System Checks The BITE information processed by the systems and sent to the CMS applications. The BITE information collected thus gives the CMS to monitor and to detect the systems failures. It is also possible to initiate manual tests from the CMS (interactive mode) in order to interrogate the systems on particular components or system status. Carry out functional tests when called for in the schedule, or when a fault has been reported, should be done in accordance with procedures laid down in the maintenance manual. Reset Management Some of the IMA system on A380 could be reset as per relevant AMM, using reset pushbuttons. Each reset P/B (power breaker) will reset the software of the corresponding application. Figure 30: Typical reset panel (A380) 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 31 of 32 Training Material Only  This page intentionally blank 2020‐04‐14 B2‐13.20 Integrated Modular Avionics Page 32 of 32 Training Material Only TOPIC 13.21: CABIN SYSTEMS Table of Contents TABLE OF CONTENTS List of Figures................................................................................................................................ 4 TOPIC 13.21: CABIN INTERCOMMUNICATION DATA SYSTEM....................................................... 6 Introduction.................................................................................................................................. 6 CIDS Architecture.......................................................................................................................... 7 CIDS Director (DIR).................................................................................................................... 7 Decoder/Encoder Unit (DEU).................................................................................................. 11 Decoder/Encoder Unit Type A (DEU A)................................................................................... 12 Decoder/Encoder Unit Type B (DEU B).................................................................................... 14 Connection Boxes........................................................................................................................ 15 Coding Switches...................................................................................................................... 15 Forward Attendant Panel (FAP)............................................................................................... 16 Additional Attendant Panel (AAP)........................................................................................... 18 Attendant Indication Panel (AIP)............................................................................................. 19 Area Call Panel (ACP)............................................................................................................... 20 CIDS Data Bus.......................................................................................................................... 21 CIDS Functions............................................................................................................................ 22 Communication Functions...................................................................................................... 22 Passenger Address (PA) and Integrated Pre‐Recorded Announcement/Boarding Music........ 23 Cabin Interphone.................................................................................................................... 24 Service Interphone.................................................................................................................. 25 Operation from the Cockpit.................................................................................................... 25 Operation from the Attendant Station.................................................................................... 25 Operation from a Service Interphone Jack with a Connected Boomset.................................. 25 Crew Signalling and Alerting....................................................................................................... 26 Indicating and Control Functions................................................................................................ 27 Indicating Functions................................................................................................................ 27 Smoke Detection System........................................................................................................ 27 Emergency Lighting Power Supply.......................................................................................... 27 Ice Protection and Control...................................................................................................... 27 Doors and Slides...................................................................................................................... 27 Vacuum System / Water and Waste System........................................................................... 28 2020‐04‐14 B2‐13.21 Cabin Systems Page 1 of 50 Training Material Only  Control Functions.................................................................................................................... 28 Passenger Service System....................................................................................................... 28 Cabin Illumination................................................................................................................... 29 Emergency Evacuation (EVAC)................................................................................................ 29 Passenger Lighted Signs.......................................................................................................... 30 Other Functions.......................................................................................................................... 31 Software Loading.................................................................................................................... 31 Layout Selection...................................................................................................................... 31 Cabin Programming................................................................................................................. 31 Loudspeakers Level Adjustment.............................................................................................. 31 CIDS Warnings......................................................................................................................... 31 CIDS warnings on Electronic Centralised Aircraft Monitoring (ECAM).................................... 31 CIDS warnings on FAP and PTP................................................................................................ 32 Maintenance Practices................................................................................................................ 33 General................................................................................................................................... 33 System Status.......................................................................................................................... 33 System Test............................................................................................................................. 34 Programming.......................................................................................................................... 35 Cabin Programming................................................................................................................. 35 Layout Selection...................................................................................................................... 36 Cabin Network Services Introduction.......................................................................................... 37 Aircraft Information Network System (AINS).............................................................................. 37 Server Interface Unit (SIU).......................................................................................................... 37 Aircraft Network Server Unit (ANSU).......................................................................................... 38 Data communication Service....................................................................................................... 38 Wireless Ethernet/Email Services................................................................................................ 38 Ethernet Switch Unit (ESU)...................................................................................................... 39 Cabin Network Server Unit (CNSU)......................................................................................... 39 Cabin Wireless LAN Unit (CWLU)............................................................................................. 39 Antenna CWLU........................................................................................................................ 40 Cabin Connector...................................................................................................................... 40 Interface Systems of CNS............................................................................................................ 41 Passenger Air to Ground Telephone/Fax System........................................................................ 42 Passenger Visual Information System (PVIS)............................................................................... 45 2020‐04‐14 B2‐13.21 Cabin Systems Page 2 of 50 Training Material Only  Passenger Information Network................................................................................................. 48 Management of Cabin Related Data....................................................................................... 48 Support of Passenger Service and Passenger Information...................................................... 48 Communication Service (via ACARS) for Reservation.................................................................. 49 Cabin Passenger Management System (CPMS) Components.................................................. 49 Cabin Passenger Management Unit (CPMU)........................................................................... 49 CPMS Management Terminal (CMT)....................................................................................... 49 Cabin Passenger Management Bus (CPMB)............................................................................ 49 2020‐04‐14 B2‐13.21 Cabin Systems Page 3 of 50 Training Material Only List of Figures Figure 1: Concept of CIDS.................................................................................................................. 6 Figure 2: CIDS Director (DIR)............................................................................................................. 7 Figure 3: Data links............................................................................................................................ 9 Figure 4: Discrete and audio signals................................................................................................ 10 Figure 5: DEU A and DEU B.............................................................................................................. 11 Figure 6: DEU A interfaces.............................................................................................................. 12 Figure 7: DEU A data bus................................................................................................................. 13 Figure 8: DEU B interfaces............................................................................................................... 14 Figure 9: Connection box................................................................................................................ 15 Figure 10: Coding switches.............................................................................................................. 15 Figure 11: FAP interfaces................................................................................................................ 16 Figure 12: FAP and PTP................................................................................................................... 17 Figure 13: Connections between DEU B and AAP........................................................................... 18 Figure 14: Additional attendant panel (AAP).................................................................................. 18 Figure 15: Attendant information panel (AIP)................................................................................. 19 Figure 16: Area Call Panel (ACP)...................................................................................................... 20 Figure 17: Locations of ACP............................................................................................................. 20 Figure 18: CIDS data bus................................................................................................................. 21 Figure 19: Connector box................................................................................................................ 21 Figure 20: Functions of CIDS........................................................................................................... 22 Figure 21: PA system....................................................................................................................... 23 Figure 22: Cabin interphone system............................................................................................... 24 Figure 23: Service interphone system............................................................................................. 25 Figure 24: Indication on water and waste systems system............................................................. 28 Figure 25: Cabin lights control........................................................................................................ 29 Figure 26: EVAC operation.............................................................................................................. 29 Figure 27: CIDS passenger lighted signs.......................................................................................... 30 Figure 28: CIDS warnings................................................................................................................. 32 Figure 29: CIDS maintenance page.................................................................................................. 33 Figure 30: CIDS system test............................................................................................................. 34 Figure 31: CIDS programming......................................................................................................... 35 Figure 32: CIDS cabin programming................................................................................................ 35 Figure 33: Layout selection............................................................................................................. 36 2020‐04‐14 B2‐13.21 Cabin Systems Page 4 of 50 Training Material Only Figure 34: CNS architecture............................................................................................................ 39 Figure 35: Cabin Wireless LAN Unit (CWLU).................................................................................... 40 Figure 36: CNS interfaced systems.................................................................................................. 41 Figure 37: Fax machine................................................................................................................... 42 Figure 38: Satellite telephone / fax system..................................................................................... 43 Figure 39: Satellite coverage........................................................................................................... 44 Figure 40: PVIS interface................................................................................................................. 46 Figure 41: Airshow windows........................................................................................................... 47 Figure 42: CPMU............................................................................................................................. 49 2020‐04‐14 B2‐13.21 Cabin Systems Page 5 of 50 Training Material Only TOPIC 13.21: CABIN INTERCOMMUNICATION DATA SYSTEM Introduction Cabin Intercommunication Data System (CIDS) is the core digital cabin management system used in modern aircraft. The requirement for variable and customised cabin layouts and optional cabin systems has led to a new generation of CIDS. The CIDS is a microprocessor‐based system which controls and displays cabin functions for passengers and crew. The CIDS incorporates:  Air conditioning  Communications (cockpit/cabin announcements)  Cabin lighting  Door status indication  Emergency signals  Non‐smoking/fasten seatbelt signs  Fire protection/ smoke detectors  Ice protection  Water/waste tank capacity information  Various other customised functions Figure 1: Concept of CIDS 2020‐04‐14 B2‐13.21 Cabin Systems Page 6 of 50 Training Material Only CIDS Architecture The CIDS components use the service bus power for normal operation. However, CIDS is connected to the essential bus as well for emergency requirements. The CIDS employs following components to accomplish the functions for passengers and crew:  CIDS Director (DIR)  Decoder/Encoder Unit (DEU A)  Decoder/Encoder Unit (DEU B)  Forward Attendant Panel (FAP)  Additional Attendant Panel (AAP)  Area Call Panel (ACP)  Attendant Indication Panels (AIP)  CIDS Data bus cables CIDS Director (DIR) The CIDS Director (DIR) is a central control and interface component of the CIDS. Each DIR has its own Onboard Replacement Module (OBRM). The OBRM used to store the software for current cabin layout and the properties of related equipment. The DIR provides functions of handling of data bus lines, transmission of digital audio signals, controlling of related equipment and systems, programming functions, test initialising and activation of emergency mode. For redundancy the system has two identical Directors (DIRs). One DIR is in hot‐standby mode and has the same inputs and outputs as the active one. The hot‐standby DIR responds to the inputs in the same way as the active one. Most of the outputs of the hot‐standby DIR are disabled. Figure 2: CIDS Director (DIR) 2020‐04‐14 B2‐13.21 Cabin Systems Page 7 of 50 Training Material Only The active DIR controls operates and monitors passenger and cabin crew related functions as well as the cabin support systems. For that, the active DIR exchanges data with them through an onboard CIDS network or directly. DIR controls some aircraft systems to activate automatically. The CIDS DIR is connected with the Forward Attendant Panel (FAP) to control the cabin systems and to indicate the status of cabin systems. The DIRs and the related components are interfaced with CIDS data links, ARINC 429 links, discrete signals and audio lines to control individual equipment and systems, programming functions, test initialising and activation of emergency mode. For example, following components are connected with CIDS data links:  Digital Encoder Unit (DEU) type A  DEU type B  Between DIR 1 and DIR 2 Following components / systems are connected with ARINC 429 links:  Flight Attendant Panel (FAP)  Vacuum System Controller (VSC)  Environmental Conditioning System (ECS)  Smoke Detection Control Unit (SDCU)  Centralised Maintenance Computer (CMC)  In‐Flight Entertainment system (IFE)  System Data Acquisition Concentrator (SDAC) 2020‐04‐14 B2‐13.21 Cabin Systems Page 8 of 50 Training Material Only  Figure 3: Data links The DIRs use discrete and audio signals to link with:  Slat Flap Control Computer (SFCC)  Landing Gear Control and Interface Unit (LGCIU)  Engine Interface and Vibration Monitoring Unit (EIVMU)  Cabin Pressure Controller (CPC)  Call panel  Cockpit door  Cabin pressure/Exit signs relay  Flight Warning Computer (FWC)  Audio Management Unit (AMU)  Cockpit handset  Service Interphone Boomsets  In‐Flight Entertainment system (IFE) 2020‐04‐14 B2‐13.21 Cabin Systems Page 9 of 50 Training Material Only  Figure 4: Discrete and audio signals The CIDS Directors (DIRs), Decoder/Encoder Units (DEUs), Forward Attendant Panel (FAP), Additional Attendant Panels (AAPs) and Attendant Indication Panels (AIPs) contain comprehensive Built‐In Test Equipment (BITE) circuitry. This allows the CIDS to detect faults in the connected systems. The DIRs store the failure information sent by BITE from these units. The received failures are transmitted to Centralised Maintenance System (CMS) and Centralised Maintenance Computer (CMC) records all failure data. In the event of a major failure, a CIDS caution signal is immediately sent to the respective location. Such as in the airbus cockpit, the failures are indicated on:  ECAM status page  ECAM warning page  CMC‐MCDU pages And, it will be indicated on FAP for cabin information. 2020‐04‐14 B2‐13.21 Cabin Systems Page 10 of 50 Training Material Only Decoder/Encoder Unit (DEU) There are two types of Decoder/Encoder Units and they are named as type A (DEU A) which is used on passenger related systems and the other type B (DEU B) dedicated on cabin related systems and crew functions. The installation‐address is identified by coding switches which are installed in each of DEU A and DEU B connection box. Figure 5: DEU A and DEU B 2020‐04‐14 B2‐13.21 Cabin Systems Page 11 of 50 Training Material Only Decoder/Encoder Unit Type A (DEU A) The DEU A data buses interface with active DIR to control passenger related systems such as:  Passenger Service Units (PSU)  PAX lighted signs (FSB/NS/RTS)  PAX‐call lights  Loudspeakers  Cabin lighting However, the amount of DEU A requirement and the usage of inputs/outputs on each DEU A depend on the cabin layout, the installation of the optional systems and aircraft type. For example, in A320 has 16 DEU type A, where as in A380 baseline configuration, there are 85 DEU type A installed in the whole cabin (a maximum of 192 can be installed). Figure 6: DEU A interfaces 2020‐04‐14 B2‐13.21 Cabin Systems Page 12 of 50 Training Material Only The DEUs A are connected to the DIRs through CIDS data bus. For redundancy purposes, there are two top line data buses in each side of left, centre and right. The DEUs A are connected alternately to one of these data buses. All DEU A are interchangeable. The installation address is given through coding switches which are installed in each DEU A connection box. Figure 7: DEU A data bus 2020‐04‐14 B2‐13.21 Cabin Systems Page 13 of 50 Training Material Only Decoder/Encoder Unit Type B (DEU B) The interface between the active DIR and the cabin crew related functions is done via Decoder/Encoder Units type B (DEU B). The CIDS uses each DEU B to control:  Area Call Panels (ACP)  Attendant Indication Panels (AIP)  Additional Attendant Panels (AAP)  Handsets  Emergency Power Supply Unit (EPSU)  Slide/door pressure sensors  Drain mast heating monitoring Figure 8: DEU B interfaces Not all inputs/outputs are used on each DEU B. This depends on the cabin layout and the installation of the optional systems. All DEUs B are interchangeable. The installation address is given through coding switches which are installed on each DEU B connection box. 2020‐04‐14 B2‐13.21 Cabin Systems Page 14 of 50 Training Material Only Connection Boxes The CIDS data bus is connected through the connection boxes to all the DEUs. All the connection boxes must be connected. If one connection box is not connected, the data bus is interrupted, and a related message is shown on the FAP/PIM and on the CMC/MCDU. Figure 9: Connection box Coding Switches The installation address on either DEU A or DEU B is given through coding switches which are installed on each connection box. Figure 10: Coding switches 2020‐04‐14 B2‐13.21 Cabin Systems Page 15 of 50 Training Material Only Forward Attendant Panel (FAP) It is used by the cabin and maintenance crew to control and monitor the various cabin support systems, the passenger and cabin crew related functions. The Forward Attendant Panel (FAP) is connected to the DIRs through ARINC 429 data buses. Through these buses, the FAP transmits data for controlling and monitoring of the cabin systems and receives data from the active DIR for signalling. The FAP transmits its BITE information too. The FAP has links with following CIDS components to control and monitor their performances:  A discrete signal is transmitted to the Emergency Power Supply Units (EPSU) for activation of the emergency lighting.  Discrete signals connect the DEU B for evacuation activation, reset and indication.  The water quantity transmitter provides potable water quantity indication.  The vacuum system controller provides the waste quantity indication.  Discrete signals for lavatory lighting, passenger reading lights and cabin attendant work lights and for activation of the lavatory water heater.  Activation signal for heating of drain mast. Figure 11: FAP interfaces 2020‐04‐14 B2‐13.21 Cabin Systems Page 16 of 50 Training Material Only The FAP consists of:  The Programming and Test Panel (PTP) for system indications, programming and testing the CIDS.  Keyboard to controls the cabin systems.  The Cabin Assignment Module (CAM) is the memory module which stores all the cabin related programmable information. Figure 12: FAP and PTP The PTP contains an alphanumerical data display and it provides the relevant information sent by the DIR. 2020‐04‐14 B2‐13.21 Cabin Systems Page 17 of 50 Training Material Only Additional Attendant Panel (AAP) The AAPs have an RS 232 data bus input/output to send and receive data through the related DEU B. It has BITE system to detect internal and external failures. The BITE result is transmitted to the DEU B. Figure 13: Connections between DEU B and AAP The AAP is used to:  To activate EVAC, indication and to reset the system  Reset Pax call  Indication of lavatory smoke and reset function  To control the cabin illumination  To activate lavatory water heaters Figure 14: Additional attendant panel (AAP) 2020‐04‐14 B2‐13.21 Cabin Systems Page 18 of 50 Training Material Only Attendant Indication Panel (AIP) The Attendant Indication Panel (AIP) are installed at each cabin attendant station which has a handset. Through the related DEU B the AIP is supplied with 28 VDC and controlled via an RS 232 data bus. Each AIP has a BITE to detect internal failures. The result is transmitted to the related DEU B. The display area for indication of alphanumerical messages is divided into two rows. Each of these rows has 16 characters. The upper line of the display is used for indications related to the cockpit and cabin handset operation. The lower line is divided into 5 sections where text strings can be combined to give passenger call and smoke detection information. The lower line can also be used in its full width to indicate special system information (e.g. PA IN USE). Each individual text is laid down in the Cabin Assignment Module (CAM) and therefore can be programmed accordingly. The back‐lit display is off until a command is received from DEU B. The AIP is a display panel with two indicator lights (red and green), which are used to ensure a far‐reaching call function, when a related message is displayed. The operation of the indicator lights can be programmed through CAM for each different system functions. Figure 15: Attendant information panel (AIP) 2020‐04‐14 B2‐13.21 Cabin Systems Page 19 of 50 Training Material Only Area Call Panel (ACP) The Area Call Panels (ACPs) are typically installed on right and left‐hand sides of the ceiling at each end of the cabin zone. The fields are used as cabin attendants’ attention getters and either they can be programmed to flash or illuminate steadily. The lights can be seen from the front or rear of the ACP. The ACP has four separately controlled fields; each field contains coloured Light Emitting Diodes (LEDs). A call via cabin or cockpit interphone will come on pink on the indicator, a blue light indicates Pax seat call and an amber light indicates a lavatory call. Each ACP links with discrete connections to a nearby DEU B. The DEU B switches the LEDs. Any field or combination of fields can be illuminated. Figure 16: Area Call Panel (ACP) Figure 17: Locations of ACP 2020‐04‐14 B2‐13.21 Cabin Systems Page 20 of 50 Training Material Only CIDS Data Bus Each data bus uses a two‐wire twisted and shielded cable. The passenger related systems data buses are connected to DEU A and for the crew related systems data buses are linked to DEU B. The active DIR controls these CIDS data buses. Each data bus cable is terminated with resistors for cable impedance matching and called as Bus Termination Resistors (BTR). They are only available in the last DEU connection box. Figure 18: CIDS data bus The CIDS data bus interface is a bi‐directional serial‐digital data bus and connected through the connection boxes of all the DEUs. If one the data bus gets interrupted a related message is shown on the PTP/FAP and on the CMC/MCDU. Figure 19: Connector box 2020‐04‐14 B2‐13.21 Cabin Systems Page 21 of 50 Training Material Only CIDS Functions The CIDS provides following functions to accomplish functional control, the testing and the monitoring of the cabin intercommunication data support systems:  Communication  Indicating  Control  Other functions (zone programming, cabin layout selection) Figure 20: Functions of CIDS Communication Functions The following communication links are achieved through CIDS:  Passenger Address and integrated pre‐recorded announcement/boarding music  Cabin interphone  Service interphone  Crew signalling and alerting 2020‐04‐14 B2‐13.21 Cabin Systems Page 22 of 50 Training Material Only Passenger Address (PA) and Integrated Pre‐Recorded Announcement/Boarding Music The PA supplies one‐way voice communication to make announcements from the cockpit or from a cabin crew station to the passengers. These announcements are initiated from the cockpit using either a handset or acoustic devices. The CIDS can be interfaced with pre‐recorded voice announcements and boarding music system. The cockpit handset is directly connected with active DIR. Pressing the ‘Press To Talk’ (PTT) switch and talk onto the handset; the announcement is broadcasted over all PA loudspeakers via DEU A or passenger’s headsets via In Flight Entertainment system (IFE). The amplifiers are part of the DEU A and individually assigned for passenger or attendant operation. The other acoustic devices are connected to DIR via Audio Management Unit (AMU). The PA transmission key located on the Audio Control Panel (ACP) must be pressed and held. It comes on green and connects the microphone audio to the PA system. ‘PA ALL IN USE’ indication appears on all AIPs. Also, the cabin attendants can make announcements via cabin crew stations handsets. The cabin attendant’s announcements transmit via DEU B to DIR, and then broadcasted over all PA loudspeakers via DEU A or passenger’s headsets via In Flight entertainment system (IFE). It is possible to override an established PA announcement either from another cabin station with a higher priority (e.g. chief purser’s station) or from cockpit. Figure 21: PA system 2020‐04‐14 B2‐13.21 Cabin Systems Page 23 of 50 Training Material Only Cabin Interphone The cabin interphone system is used for communication between all cabin crew stations or between the cockpit and the cabin crew stations. From the cockpit the communication is established via the cockpit handset or via acoustic device and the cabin the communication is established via any cabin crew station handset. As the communication links are established independently, a certain number of communication links can exist in parallel. Also, conference modes are possible, where more than two interphone sources take part same time. Calls from the cockpit are initiated from the CALLS panel which is connected to the DIRs. The call pushbuttons on the CALLS panel allow the crew to select the attendant station. Connection of the cockpit to the cabin interphone system is done using the ‘CAB’ key and knob on the Audio Control Panels (ACP). A call started from cockpit to cabin crew or from between crew stations, it activates an aural HI‐LO chime at respective crew station loudspeaker to alert the crew member. Also, visual indications are presented on respective AIP and Area Call Panel. Communication between two attendants’ handsets can be established via respective DEU B. To initiate a call, take the handset off the hook and then select the required station on the keyboard. When the communication link is established, the relevant station/s DEU/s will initiate the visual indications and aural HI‐LO chime. All attendants’ stations in the cabin have a RESET key to reset the interphone function, and proceeds to a new dialling. The emergency call or cockpit call overrides all communications between cabin stations. Figure 22: Cabin interphone system 2020‐04‐14 B2‐13.21 Cabin Systems Page 24 of 50 Training Material Only Service Interphone The service interphone system is used for communications between the service interphone stations or between the cockpit and the cabin crew stations. The service interphone jacks are located within the major service areas. This system is available automatically if landing gear down and locked or manually by pressing the ‘OVERRIDE’ pushbutton. Operation from the Cockpit The acoustical equipment in the cockpit transmits the audio signals to the Audio Management Unit (AMU), through the audio lines. The AMU transmits the signals to the DIR. The DIR transmits the signals to the attendant stations through DEU B and to the service interphone jacks through audio lines. Operation from the Attendant Station The operation starts by pushing the ‘INTPH’ key on the attendant handset. The audio signals are fed into the CIDS DIRs through the DEU B. The CIDS DIR transmits the audio signals to the cockpit acoustical equipment through the AMU and the service interphone jacks through the audio lines. Operation from a Service Interphone Jack with a Connected Boomset The boomset transmits the audio signals to the CIDS DIR through the audio lines. The CIDS DIR transmits the audio signals to cockpit acoustical equipment through the AMU, the attendant stations through DEU B and the service interphone jacks through the audio lines. Figure 23: Service interphone system 2020‐04‐14 B2‐13.21 Cabin Systems Page 25 of 50 Training Material Only Crew Signalling and Alerting There are different kinds of cockpit and cabin crew signalling and alerting functions depending on the situation. Area Ready To inform the cockpit crew about the cabin status during takeoff/landing phase. Activated through Flight Attendant’s Panels (FAP) the signal which is then displayed on the ECAM. Emergency Crew Alerting System To indicate an unusual behaviour in cabin or cockpit. This function is initiated by alert pushbutton from cabin or from cockpit. 2020‐04‐14 B2‐13.21 Cabin Systems Page 26 of 50 Training Material Only Indicating and Control Functions The CIDS provides information of performance and operational requirements of the interfaced system on the FAP display. Also, these systems can be controlled via keys on the FAP. Indicating Functions The following basic systems are connected to CIDS to monitor these systems and provide indications of their performances on the FAP.  Smoke detection system  Emergency lighting power supply  Ice protection and control  Doors/slides  Vacuum system  Water and waste system The number of different systems can be customised with CIDS according to the requirements. Smoke Detection System The lavatory smoke‐detection alert is transmitted through the CIDS and in return CIDS initiates visual and aural warnings on the FAP. Additionally, on the A380 the smoke detectors in the cargo and in the avionic compartments are connected to CIDS to monitor fire protection system. Emergency Lighting Power Supply The CIDS interface with the emergency lighting system for monitoring the system and to carry out battery capacity test. Ice Protection and Control CIDS monitors and controls the protection against the freezing of the potable/waste‐water system. The system has a flexible heater foil is bonded to the drain mast tubes and temperature controlled through a sensor. Doors and Slides The door and escape‐slide control system monitors the door and escape slide bottle‐pressure reservoir at the emergency exits. On the ground and in flight the status is permanently monitored and reported to the FAP and to the CMS. 2020‐04‐14 B2‐13.21 Cabin Systems Page 27 of 50 Training Material Only Vacuum System / Water and Waste System The CIDS interface the water and waste system via vacuum system to display the potable and waste‐water tanks filling level on the FAP. Figure 24: Indication on water and waste systems system Control Functions The CIDS fulfils several control functions related to:  Passenger service system  Cabin illumination  EVAC  Passenger lighted signs The number of different systems can be customised with CIDS according to the requirements. Passenger Service System The passenger service system is used for operation of the passenger reading lights and the passenger call activation/deactivation. The controlling switches available for passenger to control these functions. Also, CIDS interface with In‐Flight Entertainment (IFE) system to control music, video and games which are accessible at each passenger seat. 2020‐04‐14 B2‐13.21 Cabin Systems Page 28 of 50 Training Material Only Cabin Illumination The CIDS controls the illumination of the different cabin areas independently. The system has three illumination levels (BRIGHT, DIM 1 and DIM 2) and can be controlled by pushbutton switches on the FAP. Figure 25: Cabin lights control Emergency Evacuation (EVAC) When the Emergency‐Evacuation signalling (EVAC) system is activated either from the cockpit or from FAP or AAP, the system provides aural and visual signals to al crew members giving all necessary preparations for an evacuation from the aircraft. The cockpit EVAC panel directly connected to active DIR, so relevant data is passed to DEU A and DEU B to alert the cabin attendants. If the system is activated through the FAP or AAP, the data flow is through the relevant DEU B and then to active DIR for system activation. Figure 26: EVAC operation 2020‐04‐14 B2‐13.21 Cabin Systems Page 29 of 50 Training Material Only Passenger Lighted Signs The passenger lighted‐signs system controls the No Smoking (NS), Fasten Seat Belt (FSB), Return to Seat (RTS) and EXIT Signs in the cabin and lavatories. The NO SMOKING ON/AUTO/OFF switch in the cockpit controls the NS Signs. They come on manually in the ON position and automatically in the AUTO position if the landing gear is down and locked or slats are extended, and oil pressure is high. When the active DIR receive these signals from respective sensors or computers the relevant data is passed to the all DEU A to activate the applicable passenger sign. If a rapid decompression occurs, the Cabin Pressure Controller (CPC) provides a discrete signal to DIR and activates the NS, FSB and EXIT signs to come on automatically. A passenger attention LO chime is heard through the passenger loudspeakers. Figure 27: CIDS passenger lighted signs 2020‐04‐14 B2‐13.21 Cabin Systems Page 30 of 50 Training Material Only Other Functions The other functions like software loading, cabin section layouts, cabin programming functions, loudspeakers level adjustment and FAP set‐up are offered by CIDS. The system reconfiguration is achieved through Field Loadable Software (FLS). These FLS can be loaded in the Onboard Replacement Module (OBRM) of DIRs. Software Loading Via a dedicated FAP menu page, the software loading function is available for software loadable CIDS components (Directors, Decoder/Encoder Units etc.). This function is only available on ground. Layout Selection The CIDS is designed in such way that, it is not necessary to make complex and time expensive hardware changes if the cabin layout must be reconfigured. It is only to change the software database. The CIDS cabin layout selection function gives the choice of predefined and modifiable cabin layouts which are loaded in the CAM. This function is protected by an access code and is only available on ground. Cabin Programming The configuration of cabin zones can be changed via a dedicated programming page on the FAP. Through this page following cabin programming modes are available on ground or in flight. They can be protected by an access code.  No Smoking Zones Programming  Non‐Smoker Aircraft Programming Loudspeakers Level Adjustment This function is used for manual adjustment of the cabin loudspeakers level for announcements and chimes. This is protected by an access code and available on ground or in flight. CIDS Warnings CIDS warnings are annunciated in the cockpit as well as on FAP if DIR detects a failure in the system during the flight. However, the warnings are inhibited during the flight phase of 3, 4, 5, 7 and 8. All BITE results are stored in the DIR’s BITE dedicated memory with failure indication shown on the Programming and Test Panel (PTP) and illumination of CIDS caution light on FAP. Same time the BITE information is fed to CMS to store on the CMU memory. Some failures or combination of failures cause immediate indication on ECAM and single chime activation. CIDS warnings on Electronic Centralised Aircraft Monitoring (ECAM) When a CIDS caution message is displayed on the ECAM, the detailed failure message is memorised in the PTP and available on ground on request. The caution messages on the ECAM will displayed on request. The DIR continues to send CIDS caution message to the system until the fault is corrected. The CIDS caution message on the ECAM is displayed even if one DIR fails. 2020‐04‐14 B2‐13.21 Cabin Systems Page 31 of 50 Training Material Only CIDS warnings on FAP and PTP The CIDS caution light can be reset in flight but comes on again on the ground (landing gear down and locked) if the failure persists. When a CIDS caution light illuminates, the respective failure message is displayed on the Programming and Test Panel (PTP). Figure 28: CIDS warnings 2020‐04‐14 B2‐13.21 Cabin Systems Page 32 of 50 Training Material Only Maintenance Practices General Carry out functional tests when called for in the schedule, or when a fault has been reported. This should be done in accordance with procedures laid down in the maintenance manual. The following sequence deals with the PTP on the FAP. After pressing the display ON pushbutton, the first page gives access to 3 main parts:  SYSTEM STATUS to get information on CIDS and on all connected cabin systems  SYSTEM TEST to test CIDS components as well as all connected cabin systems  PROGRAMMING to change the zone and cabin layouts System Status The system status function will give the current status of the CIDS been monitored. This includes the CIDS components and the interfaces to other systems. In case of no failure, the message is ‘CIDS OK’. In case of failure, the message is indicated first. E.g.: ‘SLIDE PRESS LOW’. Selecting the membrane switch next to the failure message gives more details on the related failure. The maintenance page will provide more information on CIDS by presenting last leg report, previous legs report, Line Replaceable Unit (LRU) identification and fault data etc. In flight, only the current leg report item, is displayed and available. Figure 29: CIDS maintenance page 2020‐04‐14 B2‐13.21 Cabin Systems Page 33 of 50 Training Material Only System Test The SYSTEM TEST function is used for the test on ground only. Some of units which can be tested via PTP are listed below:  Active DIR  CIDS data link  DEU A and DEU B  FAP and PTP  AAPs  AIPs  ACPs  Loudspeakers  Sign lamps If there is a failure, it can be read using the automatically displayed SYSTEM STATUS /MAINTENANCE page on the PTP. Test of the hot standby Director is only available via the MCDU. Figure 30: CIDS system test 2020‐04‐14 B2‐13.21 Cabin Systems Page 34 of 50 Training Material Only Programming By selecting the key next to ‘PROGRAMMING’ on the main menu, the option is available to select either ‘CABIN PROGRAMMING’ or ‘LAYOUT SELECTION’. Figure 31: CIDS programming Cabin Programming For cabin programming, the end seat‐row number of each zone must be entered. The no smoking zones can be set in accordance with the respective cabin zones. The ‘NO SMOKING’ signs in these zones come on steady. Figure 32: CIDS cabin programming 2020‐04‐14 B2‐13.21 Cabin Systems Page 35 of 50 Training Material Only Layout Selection The cabin layout selection function gives the choice of predefined and modifiable cabin layouts. When activating the CIDS, the last selected layout is loaded from the CAM into the DIR memory. The programmed layouts are marked with a ‘‘ sign. The number of the last selected layout flashes. A new layout can be selected by pressing the related key and this number then flashes and the layout is downloaded into the DIR. Figure 33: Layout selection 2020‐04‐14 B2‐13.21 Cabin Systems Page 36 of 50 Training Material Only Cabin Network Services Introduction The Cabin Network Services (CNS) is a part of the Aircraft Information Network System (AINS) which provides passengers with:  Data communication service o Wireless ethernet/Email services o Telephone and fax facilities  Visual information service such as Airshow  Passenger information network Aircraft Information Network System (AINS) The functions of AINS are:  Server providing a host‐platform for maintenance and operations applications  Secured interface to the avionics  Virtual link between the Ethernet Local Area Network (ELAN) of the aircraft and the ground‐based information system of the airline The internal architecture of this system consists of:  Server Interface Unit (SIU)  Aircraft Network Server Unit (ANSU) Server Interface Unit (SIU) The SIU provides an interface between the airline network and the aircraft avionics, to host ‘sensible’ applications and to accommodate an ethernet switch. The SIU supports the following functions:  Avionics Local Access Network (LAN): an Ethernet switch allows connecting to ethernet LRUs  Input and output labels from avionics LRUs 2020‐04‐14 B2‐13.21 Cabin Systems Page 37 of 50 Training Material Only Aircraft Network Server Unit (ANSU) The ANSU provides a common data file storage system for loadable software and other applications. A host platform for airline applications processing and network communication services. The ANSU is interfaced with Terminal Wireless LAN Unit (TWLU) for ground network connection with the Cabin Network System (CNS) and with cockpit connections for PC or printer installation. Data communication Service The communication between the end user and the aircraft network server system is handled by data links. This service provides wireless ethernet/email service, telephone and fax facilities in the aircraft cabin area. Wireless Ethernet/Email Services The CNS supplies the aircraft cabin with a high‐speed communication connection based on standard ethernet which refers to IEEE 802.3 and standard network protocols. The flight and cabin crew, the passengers and the maintenance personnel can use the CNS system to connect devices like laptops to the LAN. They can use Email services or airline specific applications. To get access to the network, the wireless device sends an Authentication Management Frame with the station identification or Service Set ID (SSID) to the Cabin Wireless LAN Unit (CWLU). The CWLU recognizes the SSID of the client and sends back a frame that authorizes the wireless device to communicate with the CWLU. The components of CNS are:  Ethernet Switch Unit (ESU)  Cabin Network Server Unit (CNSU)  Cabin Wireless LAN Unit (CWLU)  Antenna CWLU  Cabin Connector 2020‐04‐14 B2‐13.21 Cabin Systems Page 38 of 50 Training Material Only  Figure 34: CNS architecture Ethernet Switch Unit (ESU) The Ethernet Switch Unit (ESU) is the part of the CNS that controls the interfaces between the Cabin Network System units and devices that are connected to the cabin Ethernet. The data flow is bi‐directional between the Ethernet Switch Unit (ESU), and the Cabin Network Server Unit (CNSU). Cabin Network Server Unit (CNSU) The CNSU does the system processing and the storage of data and files. The customised application software is installed to the CNSU. The CNSU has connections with the Centralised Maintenance Computer (CMC). CMC monitors the system integrity and provides defect reports on MCDU display. Cabin Wireless LAN Unit (CWLU) The Cabin Wireless LAN Unit (CWLU) with its antennas supplies the aircraft cabin with a wireless network. The Personnel Electronic Devices (PEDs) should have IEEE 802.3 capability to connect with cabin wireless system. PEDs which are connected to the CWLU LAN can be used all over the cabin. 2020‐04‐14 B2‐13.21 Cabin Systems Page 39 of 50 Training Material Only These units are mounted on various locations in the cabin area. Each CWLU can operate with one or with two antennas. Figure 35: Cabin Wireless LAN Unit (CWLU) Antenna CWLU The antenna CWLU is an omni‐directional passive antenna and it operates with RF signals at a frequency between 2.4 and 2.5 GHz. The antenna receives the signals from the devices, that are wirelessly connected to the LAN and transmits the signals to the CWLUs and the reverse way. Cabin Connector The Cabin Connector is a wired network connection for the cabin crew. It operates at a rate up to 100 Mbps. 2020‐04‐14 B2‐13.21 Cabin Systems Page 40 of 50 Training Material Only Interface Systems of CNS CNS interfaces with following systems:  Forward Attendant Panel (FAP)  In‐Flight Entertainment System (IFE)  Aircraft Information Network System (AINS)  Landing Gear Control and Interface Unit (LGCIU)  Cabin Telephone Unit (CTU)  Centralised Maintenance Computer (CMC) Figure 36: CNS interfaced systems 2020‐04‐14 B2‐13.21 Cabin Systems Page 41 of 50 Training Material Only Passenger Air to Ground Telephone/Fax System The Passenger Air‐to‐Ground Telephone System (PATS) enables the passengers (and the cabin crew) to facsimile by global public‐service telephone network during flight. For transmission to the ground, the PATS use the aircraft Satellite Communication (SATCOM) system. Its performance is equal to the usual office fax machines. The interconnection with the Satellite Data Unit (SDU) allows a worldwide FAX service. The fax machine is a user equipment to establish voice and data connections to the public telephone networ