ACARS ARCHITECTURE - Description and Operation - System Description

ACARS ARCHITECTURE (3)ACARS MANAGEMENT UNITThe Aircraft Communication Addressing and Reporting System Management Unit (ACARS MU) is supplied with 115 V AC from the AC BUS 1 through a circuit breaker located in the cockpit on the panel 121VU. The ACARS MU manages all tasks related to the ACARS.VHF 3The VHF 3 transceiver (XCVR) is normally used for ACARS data transmission and reception, but it can also be used in conventional radio communication mode. The VHF3 XCVR receives a voice/data discrete signal, which determines the mode of operation: DATA mode or RADIO mode. In DATA mode, the XCVR is keyed by the ACARS MU through the DATA keyline. The digital data exchanged between the MU and the VHF 3 XCVR are coded by 1.200 and 2.400 hertz tones. InRADIO-COMMUNICATION mode, the XCVR can be tuned either by the ACARS MU or by any Radio Management Panel (RMP). This is determined by the port select discrete signal sent by the ACARS MU. RMPEach RMP receives the same port select discrete signal as VHF 3 from the ACARS MU. In normal condition, any RMP is able to tune the VHF 3 XCVR. When a RMP controls the VHF 3 frequency, it sends a remote voice/data select discrete signal to the ACARS MU to force it to leave the control of the VHF 3 frequency.SDAC1The ACARS MU receives the System Data Acquisition Concentrator (SDAC)1 main bus and can use any information given by this bus. The MU can also trigger ECAM messages. The ECAM can display messages related to ACARS operation on EWD.CFDIUAll the fault messages and all the warnings recorded by the Centralized Fault Display Interface Unit (CFDIU) can be transmitted automatically to the ACARS MU as soon as the CFDIU receives them from a system or a Flight Warning Computer (FWC). The CFDIU can transmit the Post Flight Report (PFR) automatically to the ACARS MU at the end of the flight. This report can also be transmitted to the ACARS MU manually. After a dialogue in menu mode between the CFDIU and a system, any page displayed on an MCDU by the CFDIU can be transmitted manually to the ACARS MU.FMGCThe ACARS MU is linked to the Flight Management and Guidance Computer (FMGC)1 and 2. The FMGCs transmit the following messages to the ACARS MU either automatically or manually:- request for flight plan initialization,- request for wind messages,- pre-flight report,- in-flight report,- PFR.Each function is rendered operational or not depending on the message transmitted by the ACARS MU to the FMGCs.The ACARS MU transmits the following messages to the FMGCs either automatically or manually:- flight plan initialization,- wind message,- advisory message related to a "request not transmitted to the ground", - request for a pre-flight report,- request for a PFR.DMUEach report generated by the Data Management Unit (DMU) can be programmed individually for transmission to the ACARS MU either automatically or manually. The ACARS MU can also require generation and transmission of any report by the DMU. The ACARS MU can send information to the DMU when each report has been duly transmitted to the ground.FWCThe ACARS MU provides FWCs 1 and 2 with data indicating for ACARS configurations. FWC 1 and 2 enable display of the corresponding indications on the memo zone of the upper ECAM Display Unit (DU). The DU only shows one indication even with several configurations at the same time. These indications are:- ACARS MSG: indicates reception of a ground message,- ACARS STBY: indicates loss of communication with the ground,- VHF3: VOICE: indicates that the VHF3 transceiver is not controlled by the ACARS,- ACARS CALL: indicates reception of a voice communication demand with the ground.When the FWCs are no longer given with this data by the ACARS MU, or do not receive it in normal conditions, the ACARS MU appears on the faulty system list (ECAM STATUS page) and the amber ACARS FAULT warning appears on the upper ECAM DU. The ACARS MU receives the FWC1 main bus and can use any information given by this bus.PRINTERThe ACARS MU is linked to the printer. Data generated by the ACARS MU from data transmitted by the ground and by peripheral computers can therefore be printed, as well as data entered by the crew through the MCDUs. The data are transmitted to the printer by the ACARS MU according to a specific protocol, which is also used by the other computers operating in conjunction with the printer.ACARS MANAGEMENT UNIT ... PRINTERThis Page Intentionally Left BlankACARS ARCHITECTURE (3)MCDUDialogue between one Multipurpose Control & Display Unit (MCDU) and the ACARS MU is initiated when ACARS is selected on the MCDU menu. On the MCDUs the follwin can be done:- Display of data generated by the ACARS MU from data transmitted by the ground or by peripheral computers,- Selection of the various functions of the ACARS MU,- Entry of data or text by the crew.MCDUACARS VHF 3 OPERATION (2)ACARS NORMAL OPERATIONThis sequence deals with the useof the Radio Management Panel (RMP) when VHF 3 is selected. One window displays ACARS: the frequency is then controlled by the Aircraft Communication Addressing and Reporting System Management Unit (ACARS MU). The other window shows a frequency value. When this value is in the ACTIVE window, the VHF3 is in voice mode and its frequency is controlled by the RMP. ACARS FAILUREWith the ACARS MU failed or selected OFF, the VHF 3 can only be used with the Audio Management Unit (AMU) in normal audio communication.ACARS NORMAL OPERATION & ACARS FAILUREMCS SATCOM D/O (3)AERO-I SATCOM PRESENTATIONThe function of the SATCOM system is the reception and processing of signals via satellites supplying aeronautical services in the L-Band. Aero-I SATCOM lets the aircraft fly within spot beam coverage to transmit and receive multichannel voice, fax, e-mail and circuit mode data services. Packet mode data services and emergency calls are available world-wide in the global beam. The system Aero-I SATCOM is composed of:- a Satellite Data Unit (SDU),- an Intermediate Gain Antenna (IGA).The SDU is the interface to other aircraft systems. It contains all data processing functions, as well as the modems, channel tuning synthesizers, high stability reference oscillator, to/from intermediate frequency to/from L-band conversion and the High Power Amplifier (HPA) used to amplify the SDU generated L-band signal to a power level required for proper transmission to the satellite.SDUThe SDU is the heart of the SATCOM system. It does most of the data-handling, protocol, modulation/coding anddemodulation/decoding functions of the Aircraft Earth Station (AES).The SDU is connected to:- the Air Data/Inertial Reference System (ADIRS) to provide the Beam Steering Unit (BSU) with relative azimuth and relative elevationcommand to let the steerable beam pointing of the IGA for optimum reception and transmission,- the Centralized Fault Display Interface Unit (CFDIU) for BITE, - the Air Traffic Service Unit (ATSU) when the VHF link with ground station is not possible,- the Cabin Telecommunication Unit (CTU) for the cabin/passenger telecommunications equipment to make the best use of resources supplied by the SATCOM,- the MCDUs to display call status information, system configuration information for the SDU,- the Multipurpose Disk Drive Unit (MDDU) located on the pedestal, used for up/download software,- the Flight Warning Computer (FWC), to provide warnings and cautions during the flight,- the Audio Management Unit (AMU) to make audio transmission, calls are initiated by selecting the associated SATCOM channel SAT 1 or SAT 2 transmission key on the Audio Control Panel (ACP),- the Landing Gear Control and Interface Unit (LGCIU) to transmit air/ground information discrete outputs.The RF signal is sent to the HPA through an attenuator and it is received from the Diplexer/Low Noise Amplifier (D/LNA).IGAThe IGA is powered by the SDU, and is capable of operating with either 115V AC or 28V DC. The IGA is an electronically steered phased array antenna. Simultaneous transmission and reception of satellite signals (full duplex operation) gives two bands of operation: receive band, and transmit band. Beam steering of the antenna is done via serial transmission of phase shifter data and RF signals from the SDU and reception. The intermediate gain antenna supplies +6 dB nominal gain with near hemispherical coverage.The IGA has:- a filter regulator to filter the DC power and data lines,- an antenna control driver to make the logical control of the beam steering, and also does the BITE functions of the IGA,- a D/LNA to make the required transmit and receive filtering to get a common internal antenna port while using separate transmit and receive lines into the IGA,- a feed network/array which contains the functional RF switching and radiating elements for forming the beams.AERO-I SATCOM PRESENTATION - SDU & IGAMCS SATCOM D/O (3)BITEThe SDU is interfaced with the CFDIU for BITE purposes via an ARINC 429 bus. The HPA and BSU can be tested through the SDU via ARINC 429 buses. They also give IGA and LNA status.BITECVR OPERATIONAL MODES D/O (3)NORMAL MODEDepending on configuration, the A/C can has a magnetic tape Cockpit V oice Recorder (CVR) or a Solid State CVR (SSCVR) which records into memory block unit. In normal mode, the CVR records, on four independent channels, the audio signals from the CAPT, F/O and 3rd occupant via the Audio Management Unit (AMU). Channel 4 records the ambient noise picked up by the area microphone and fed via apre-amplifier to the CVR. The CVR is automatically supplied when the aircraft is one of the configurations given below:- in flight with engines running or stopped,- on the ground with at least one engine running,- on the ground during the first five minutes following energization of the aircraft electrical network,- on the ground up to five minutes after second engine shutdown. NOTE:The CVR can be supplied manually, by pressing theReCorDeR/GrouND ConTroL P/BSW.ERASE MODEMAGNETIC TAPE CVRThe CVR ERASE P/B must be pressed in for a minimum of twoseconds to prevent inadvertent erasure. The erase head erases the previously recorded information on all 4 channels simultaneously, before a new recording is made. Erase is only possible, aircraft on the ground, right and left main landing gear shock absorbers compressed and parking brake applied.NOTE:If the engines are shut down, the CVR must first beenergized by pressing the GND CTL P/B on the RCDRpanel.SOLID STATE CVRThe RCDR CVR ERASE P/B must be pressed for a minimum of 0.5 s to activate the erase function. Once activated, this function disables the ability to download the previously recorded data from the Crash Survivable Memory Unit (CSMU) using the normal downloadfunction. A 400 Hz tone is sent through the audio monitor to indicatea successful erase. Erase is only possible, aircraft on the ground, Rand L main landing gear shock absorbers compressed and parking brake applied.NOTE:If the engines are shut down, the CVR must first beenergized by pressing the GND CTL P/B on the RCDRpanel.TEST MODEMAGNETIC TAPE CVRThe CVR test is initiated by pressing the CVR TEST P/B on the RCDR panel. A 600 Hz test tone is applied sequentially during 0.8 s to each of the four tracks. Provided the aircraft is on ground, the signal should be heard through the headsets connected to the CVR maintenance panel. The signal should also be heard through the loudspeakers if the right and left main landing gear shock absorbers are compressed and the parking brake is applied.NOTE:Prior to this test, the CVR must be energized by pressing the GND CTL P/B with the engines not running.SOLID STATE CVRThe SSCVR test is initiated by pressing for a minimum of 0.5 second the CVR TEST P/B on the RCDR panel. Once activated, this function makes an extensive set of functional tests to determine the integrity of the system. This results in one activation of the status Light EmittingDiode (LED) on the solid state CVR. This BITE indicator gives an indication of the health of the SSCVR. If the SSCVR detects a fault, which requires removal of the unit from the aircraft installation, the BITE indicator will activate and will remain activated until repair is accomplished. The BITE indicator remains inactive in all other cases. NOTE:Prior to this test, the CVR must be energized by pressing the GND CTL P/B with the engines not running.NORMAL MODE ... TEST MODEThis Page Intentionally Left BlankCVR OPERATIONAL MODES D/O (3)FAA/CAA OPTIONA jumper strap installed on the AMU enables Federal Aviation Administration (FAA) /Civil Aviation Authority (CAA) recording selection. In FAA mode, all the communications heard by the crew members are recorded. This is obtained by the recording of side-tone signal: Audio output. This lets, at the same time record all the communications sent out by these crew members. In CAA mode, the CAPT, F/O, 3rd occupant boomset microphones are "HOT " at all times for voice/noise pick-up to reinforce the sounds picked-up by the area mike. The mask microphones circuits are open until the oxygen pressure switch is closed. The hand microphones are only "HOT" when the Push-To-Talk (PTT) switch on the microphone is activated. However, in CAA mode, as in FAA mode, the signal received in the crew's earphones is recorded on the CVR.FAA/CAA OPTIONCVR ELECTRICAL SCHEMATIC (3)IN FLIGHTThe Cockpit V oice Recorder (CVR) is automatically supplied when the aircraft is in flight with engines running or stopped.ON GROUNDWITH ONE OR BOTH ENGINES RUNNINGThe CVR is automatically supplied when the aircraft is on ground with one or both engines running.UP TO FIVE MINUTES AFTER THE 2ND ENGINESHUTDOWNThe CVR continues running up to five minutes after 2nd engineshutdown.FIVE MINUTES AFTER THE 2ND ENGINE SHUTDOWN Five minutes after the second engine shutdown, the supply of the CVR is automatically cut off.MANUAL MODERCDR/GND CTL P/BSW PRESSEDOn ground, engines shutdown, the CVR may be energized by pressing the GrouND/ConTroL P/BSW on the ReCoDeR panel. The GND/CTL P/BSW is a momentary type switch. When RCDR/GND CTL P/BSW is pressed, relay 12TU is energized and held energized. This also energizes the relay 6RK, which gets the power supply of the CVR.RCDR/GND CTL P/BSW RELEASEDThen released, the relays 12TU and 6RK remain energized but in addition the relay 13TU is energized.RCDR/GND CTL P/BSW PRESSED AGAINPressed again, the supplies of the relay 12TU and 6RK are cut off simultaneously, the blue ON light goes off and the CVR is no longer supplied.RCDR/GND CTL P/BSW RELEASED AGAINThen released again, the relay 13TU is de-energized.ONE ENGINE STARTEDIf one engine is started, the CVR or solid state CVR is automatically supplied.IN FLIGHT ... MANUAL MODEEMERGENCY LOCATOR TRANSMITTER SYSTEM D/O (3)GENERALThe Emergency Locator Transmitter (ELT) function is to transmit distress signals, it can be used in automatic mode installed in the aircraft, or manually, when you use the ELT in portable mode. The ELT system transmits on 3 frequencies, homing-signals for civil and military, and to satellite system. The battery-pack, installed in the ELT housing, supplies the power to operate the system. The satellite system transmits distress signal to a local user terminal, when it is in range. The local user terminal receiving range in a radius of approximately 2.500 km (1.367 nm). When the local user terminal is not in receiving range, the satellite system stores the distress signal until transmission is possible. The local user terminal automatically processes the distress signal to identify and show the position of the aircraft to a radius of approximately 1.8 km (5.900 ft). The processed data is transmitted to a mission control center. The mission control center sends the data to an applicable rescue coordination center, where search and rescue operations are started. The civil and military homing-signals are used to find the aircraft in the final stage of search and rescue operation.ELT DESCRIPTIONThe ELT system is composed of:- an emergency locator, installed in a support assembly which is installed above the ceiling panel in the AFT utility area, between FRame 65 and FR66,- a programming-box assembly, which is a part of the support assembly and is connected by a short cable to the ELT,- a remote control panel, installed on the cockpit overhead panel,- an external antenna, linked to the ELT which is installed on the upper external fuselage between FR64 and FR65,- a remote control panel, installed on the cockpit overhead panel.EMERGENCY LOCATOR TRANSMITTERThe ELT has a cylindrical orange-colored housing which includes these components:- placards attached to the housing (Identification, expiry date and operating instructions, battery),- an electronic assembly,- a high-powered battery-pack,- an interface,- a float and a whip-antenna (referred to as antenna).The electronic assembly and the battery-pack are kept in the cylindrical housing, the battery-pack supplies the power to operate the ELT, installed in the aircraft, or used in portable mode. The electronic assembly components are an activation board, which includes theG-switch, and a triple-frequency transmitter board. The interface includes:- an ANT connector, to connect the whip or external antenna,- a TX indicator, to indicate a BITE test result or when ELT operates, - an AUTO/OFF/ON switch, to select desired mode,- a TC connector, used to connect a remote control panel, a programming-box assembly and programming/test/reading equipment. PROGRAMMING-BOX ASSEMBLYThe interface on the front face of the programming-box assembly includes:- a connector for the connection from the remote control panel,- a connector for the connection to the TC connector on the ELT,- a red indicator.REMOTE CONTROL PANELThe front panel of the remote control panel includes:- an ARMED/ON switch,- an ON indicator,The ARMED/ON switch has a switch guard, to prevent inadvertent manipulation.GENERAL & ELT DESCRIPTIONThis Page Intentionally Left BlankEMERGENCY LOCATOR TRANSMITTER SYSTEM D/O (3)ELT OPERATIONEMERGENCY LOCATOR TRANSMITTERThe ELT can be operated in automatic or manual mode. When you use the ELT in portable mode it is operated manually, this is done by removing the antenna and connect it to the ANT connection on the ELT. The AUTO/OFF/ON switch, located on the front face of the ELT has three functions:- The AUTO position for automatic operation of the ELT. Anautomatic operation is triggered when the ELT is connected to its system in the A/C, and the G-switch detects an impact sufficient to start transmission,- The OFF position, when the ELT is connected to its system in the A/C and requires maintenance, when the ELT is disconnected from its system and removed from the A/C, or to stop transmission,- The ON position for manual operation of the ELT. Manual operation is used when the ELT is connected to its system in the A/C and the G-switch is not triggered, but a signal must be transmitted (aircraft out of operation, injured passengers/crew members), when the ELT is connected to its system in the A/C and you do a self-test (BITE), or when the ELT is disconnected from its system, removed from the A/C and used in portable mode.An accidental operation occurs when the ELT is connected to itssystem in the A/C, and the G-switch starts transmission without a real emergency (hard landing).PROGRAMMING-BOX ASSEMBLYThe programming-box assembly automatically transfers information and identification of the A/C to the ELT, when the programming-box assembly is connected to the TC connector. After the data transfer occurs, the programming-box assembly verifies the validity of the data transferred. When all programming and verification is completedThe programming-box assembly is not operated when the ELT is started from the remote control panel, and has no effect on the signals between the remote control panel and the ELT. If theprogramming-box assembly becomes defective the connector from the remote control panel can be connected directly to the TC connector.You can stop ELT transmission when you disconnect theprogramming-box assembly connector from the TC connector, the AUTO/OFF/ON switch must be set to the OFF position. Theprogramming-box assembly has a red indicator, which comes on to indicate the BITE test result.REMOTE CONTROL PANELThe remote control panel controls and indication are as follows:The ARMED/ON switch is set to the ARMED position for automatic operation of the ELT. The switch is kept in the ARMED position bya switch guard which stops accidental operation of the ELT. TheARMED/ON switch is set to the ON position for manual operation of the ELT. You must lift the switch guard to set the ARMED/ON switch to the ON position. Pressing the TEST/RESET pushbutton starts a BITE test of the ELT, pressing again stops operation of the ELT, and returns the ELT to its AUTO mode after a complete BITE test sequence. The ON indicator comes on when the ELT operates, or to indicate the BITE test result. When the ELT operates the ON indicator flashes one time, then comes on continuously for 100seconds. After 100 seconds it flashes continuously on for 1 second and off for 1.5 second.BITE TESTThis BITE test can be done by means of the ELT or the remote control panel on the front face of the ELT, the BITE test is done by, setting the ON/OFF/AUTO switch to the AUTO position and to connect the programming-box assembly to the TC connector, or on the remote control panel, by pushing the TEST/RESET P/BSW, these actions occur:- the red indicator comes on, on the programming-box assembly,- the TX indicator and the buzzer operate, on the ELT,- the ON indicator flash then comes on, on the remote control panel, - the ELT indicator flashes then comes on, on the external power panel, - the mechanic call-horn operates, in the nose-landing-gear well.ELT OPERATION & BITE TESTD9240Ohlauer Str. 5 - 11D - 10999 BERLINGERMANYPhone: #49 / 30 / 61780113Fax: #49 / 30 / 61780255ABBREVIATED COMPONENT MAINTENANCE MANUAL98 - 01 SeriesSupport Bracket98-01-07900 98-01-0790198-01-07902 98-01-0790398-01-0790598-01-0791298-01-07915LIST OF REVISIONSLIST OF EFFECTIVE PAGESPage 1 Jul 06/2006 Page 5 Jul 06/2006 Page 9 Jul 06/2006 Page 2 Jul 06/2006 Page 6 Jul 06/2006 Page 10 Jul 06/2006 Page 3 Jul 06/2006 Page 7 Jul 06/2006Page 4 Jul 06/2006 Page 8 Jul 06/2006。