Airbus A318/A319/A320/A321 (CFM56) and ATA 46

Airbus A319/A320/A321 (IAE V2500) cat. B2 ATIMS

TRAINING MANUAL

Airbus A318/A319/A320/A321 (CFM56) and

Airbus A319/A320/A321 (IAE V2500) cat. B2

ATA 46 ATIMS

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TABLE OF CONTENTS TABLE OF FIGURES

INFORMATION SYSTEM ............................................................................. 4 Figure 2. ATIMS System Overview ............................................................ 5

FANS ADVANTAGES ..................................................................................... 7 Figure 2. GENERAL - PRE-FANS, FANS ................................................ 11
PANEL LOCATION/CONTROL AND INDICATING ............................. 14 Figure 4. Architecture ................................................................................. 13
MCDU USE ..................................................................................................... 22 Figure 4. PANEL LOCATION/CONTROL AND INDICATING - PRE-
ATSU/VDR3 INTERFACE ........................................................................... 30 FANS ............................................................................................................... 15
COMM STATUS PAGE ................................................................................ 32 Figure 6. PANEL LOCATION/CONTROL AND INDICATING - FANS17
MAINTENANCE PAGE ............................................................................... 34 Figure 6. ATSU LOCATION ....................................................................... 18
BITE ARCHITECTURE ............................................................................... 38 Figure 8. PANEL LOCATION/CONTROL AND INDICATING - MCDU
ATIMS INTERACTIVE MODE .................................................................. 40 MENU .............................................................................................................. 21
SYSTEM TEST PAGE .................................................................................. 42 Figure 10. MCDU Menu.............................................................................. 23
SPECIFIC DATA PAGE ............................................................................... 42 Figure 17.Initialization Procedure Of The ATSU Router .................... 25
Figure 18. Initialization Procedure Of The ATSU Router - SCAN
MASK Validation .......................................................................................... 27
Figure 18. Initialization Procedure Of The ATSU Router - SCAN
MASK Validation .......................................................................................... 28
Figure 18. ATSU / VDR 3 Interface ............................................................ 31
Figure 19. COMM STATUS Page ............................................................... 32
Figure 21. ATSU Maintenance Pages....................................................... 35
Figure 21. ATSU Maintenance Pages....................................................... 37
Figure 22. ATIMS BITE Architecture ........................................................ 39
Figure 24. LRU Ident Page .......................................................................... 41
Figure 25. System Test Page 1 .................................................................. 43
Figure 26. Test Page 2 ................................................................................. 44
Figure 27. System Test Page 3 .................................................................. 45

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INFORMATION SYSTEM

Introduction / What is Fans?

General
FANS is an abbreviation and is for Future Air Navigation System. Thus a
procedure represents FANS, which is to be used in the future for navigation in
aviation.
The air traffic control created for it a concept, which itself is called CNS/ATM
(Communication Navigation and Surveillance / Air Traffic Management).
This information’s defined by the I.C.A.0.1983 were already published.
CNS/ATM represents a concept for the safe and efficient handling of future air
traffic, whereby additionally larger capacities result from this new procedure.
Further the structure of a GNSS (Global Navigation Satellite System) is being
in-trocuded which is led by the European countries. This will be a system used
only for civil aviation.
The IATA (Asia Pacific Group) undertook large efforts, to introduce this
concept and their members will benefit from introduction of the "test tracks" in
1998 between Asia, Europe and the USA.
For future Navigation procedures in aviation the abbreviation FANS has been
generally established.
The Air Traffic Information Management System (ATIMS) complies with the
future developments of the Communication, Navigation, Surveillance and Air
Traffic Management (ATM) also known as Future Air Navigation System
(FANS). It covers the evolution of the way the airspace will be used in the
years to come.
It will be used in different operational environments and is designed to be
easily configured to the airlines needs.
ATIMS enables data-link communication: VHF Data Radio (VDR), HF Data
Radio (HFDR) and SATCOM (if installed) and the exchange of complex data
or specific reports between the aircraft and the ground centers:
- controller pilot data-link communications (HF voice in backup) for air traffic
management,
- automatic reporting (position, intention) for air traffic surveillance, o specific
airline/aircraft communications (operational control) to improve airline
operational costs and flexibility.
Standard AOC functionalities are basically provided but airlines can customize
these functions and the way they are accessed by the crew.
On the ground, the different existing networks dispatch the messages.
These networks are operated by private companies such as ARINC, SITA and
others, which are known as service providers.
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Figure 2. ATIMS System Overview

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Today & Future Air Traffic Control

Air Traffic Control Today Air Traffic Control Tomorrow

Communication/ Navigation/ Surveillance
Communication takes place by HF or VHF radio Communication takes place via Satellite Communication
communication. This language transmittal, typically (Data and Voice)
through a "Third" person , which translates the mes-
sages of the crews at the teleprinter and further sends
them to the air traffic controllers.
Over the continents (the USA, Europe) navigation is Navigation takes place by GPS (Global Positioning
based on ground-based radio beacons (VOR, NDB). System).
Over water and small settled or poor countries, navi- For this a "civil" GPS = GNSS will be introduced.
gation takes place by INS (Inertial Navigation System).

In the air space over highly developed countries the Position monitoring takes place automatically and via
position monitoring takes place by ground-based radar. Satellites.
Over water and small developed countries the position
monitoring is made by verbally delivered position signals
via HF.

GNSS 1 represents a transition level to GNSS 2 it be based on the militarily

controlled systems GPS and GLONASS, but however certain civilian
components (e.g. EGNOS) have been added to improve the use of the
Satelliten navigtion in the European air space.
GNSS 2 is a global" civilian " satellite system, which is controlled and led by
the EU+CIS. It fulfils all European aviation requirements and will be
introduced in addition, in order to become certified as the only navigation
system for all flight phases (+Differential GNSS Ground station).

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FANS ADVANTAGES

What are the advantages of FANS? and 120 Nm at geographical length. This results in a surface of 48.000 NM2,
which are blocked by a single airplane! The consequence of the fact is that
- The separation between the airplanes (in flight) can be reduced. More many airplanes can't fly at the optimum altitude and with the optimum speed.
airplanes per time unit on a route. FANS equipped airplanes however can deliver automatically their position as
- Air routes can be optimized. well as its further intentions (heading/ track, speed, altitude) with the help of a
- More direct routes. satellite connection at least every five minutes. The determination of the
- Satellite communication. position takes place with the help of the very exact Global Positioning System
- When crossing other air routes it can be omitted more frequently to (GPS) or Global Navigation Satellite System (GNSS).
change to a lower and thus uneconomic flight level. Digital data communication between the crew and the air traffic controller
reduces drastically the possibilities of errors and permits less separation
At the same time an increase of the safety standard will take place. between individual airplanes. The total of improvements in communication,
navigation and surveillance of air traffic enables Air Traffic Control to reduce
Why FANS is necessary? the separation between the airplanes. For this reason the flight can be
performed in optimum altitude which also reduces the fuel burn.
The current air traffic routes represent often a longer route between two
points on the earth than physically necessary and are used mainly with their 2. Optimized air routes
maximum capacity. That means:
Transatlantic flights e.g. are planned at present with meteorological data,
- increased fuel consumption by "detours". which are approx. 12 to 18 hours old. If satellite communication is used,
- cargo capacities cannot be used completely, since too much fuel which represents a section of FANS, the current meteorological data can be
must be carried forward. transmitted to the airplane during flight. The flight crews are now able to
- takeoff delays caused by overcrowded air space. create an optimized flight plan, or on the ground an appropriate plan is
created and transmitted to the crew. This dynamic planning enables airlines
1. Distance / Separation to carry forward, less fuel for "Eventualities", which means again that still less
fuel is used, or more pay load can be carried forward.
In order to be able to determine the "safety margin" from airplanes, the
following factors must be considered: 3. More direct routes

- errors in navigation actually and In many cases the current air routes are a compromise due to the navigation
- potential errors in the voice communication between crews and air aids available on the ground and radar coverage. This leads to extended air
traffic controllers. routes. However if the advantages of the satellite navigation and
communication are used, the possibility is higher of flying more direct and
The problems of the traditional, spoken position signals and the delays in thus shorter routes. After introduction of FANS the operators of airplanes
connection with high frequency transfers over "Relay" stations (20 - 45 benefit of the lower fuel consumption, of shorter flying times and increased
minutes to transmit a position report), require an enormous distance between pay loads. Costs related to crews and maintenance are thereby reduced, too.
individual airplanes. This distance is typically 100 Nm to geographical latitude To fly FANS routes, the airplanes must fulfil the following requirements:

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- Airline operational control (AOC) data link. AOC connection permits 5. Flight level change
the airlines, to transmit optimized routes, to deliver position signals
and to transmit current wind information about the data link. In order to avoid potential conflicts, an airplane, which achieves a crossing
- Automatic Dependent Surveillance (ADS) The ADS function transmits airway, must be vertically separated from all other airplanes. This means that
the current position via satellite or VHF data link to air traffic control. one of two airplanes must leave its actual altitude to an altitude up to 4000
Automatic surveillance of "enroute" airplanes takes place. feet below its optimal flight altitude. If the air traffic controller has more
- Air Traffic Control (ATC) data link accurate position data and if the airplane can control its speed in such a way
- The ATC datalink connection replaces voice communication of the that the flight level change is achieved at a certain point in time, the vertical
crew with the air traffic controllers. Desired modifications of the separation for this manoeuvre is used less often.
original flight plan can be transmitted. The air traffic controllers have
the possibility of requesting via this way modifications of the original
flight plan.
- Global Positioning System (GPS) or GNSS integration
- By using GPS or GNSS a more exact positioning on routes and
during approach is possible. The navigation system must prove that it
achieves the necessary RNP. It provides also a time reference for the
RTA, see below.
- Required Navigation Performance (RNP)
- RNP criteria describe accuracy, integrity and availability for "FANS"
operations. The navigation systems are permanently monitored.If the
accuracy required for a route is reduced, the crew is informed and
can initiate counteractions if necessary.
- Required time of Arrival (RTA)
- With RTA air traffic control can transmit temporal limitations
concerning a way-point. This enables the crew to achieve a certain
geographical point at a previously defined point in time. The cruising
speed is adapted to the requirements automatically, so that the
desired waypoint at the desired point in time (+ / - 30 seconds) is
achieved. If the desired RTA is not possible, the crew is alarmed
visually.

4. Satellite communication

With the aid of the satellite navigation the period of reply for an airplane,
which requests a "Level CHANGE" on an optimal flight altitude, can be
reduced to a few minutes. A saving of fuel is the result. At present the time
for a reply is approx. 20 min. to 45 min.

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PRE-FANS, FANS

There are three stages of FANS development.

- Pre-FANS (Communications (COM) and AOC functions),

- FANS A (pre-FANS + ATC functions) and
- FANS B (FANS A + improved ground network + Traffic Alert and
Collision Avoidance System (TCAS)).

Today, the pre-FANS allow the AOC function.

It provides the crew with Aircraft Communication Addressing and
Reporting System (ACARS) equivalent functions and more, as for
instance:

- NOtice To AirMen (NOTAM), weather, winds aloft requests,

- free text message exchanges,
- diversion, delay, refuelling, flight reports,
- aircraft data from Centralized Fault Display System (CFDS), Aircraft
Integrated Data System (AIDS), cabin terminal...etc..

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Figure 2. GENERAL - PRE-FANS, FANS

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Architecture

The ATIMS pre-FANS configuration mainly has an Air Traffic Service Unit
(ATSU).
The ATSU is used:
- to manage communications (air/ground data-links),
- to manage applications (on board data routing).
The ATSU is configured in pre-FANS to do:
- the management of air/ground communication,
- Airline Operational Control applications.
The communication devices include:
- the SATCOM, if installed,
- the VDR.
The Pre FANS crew interfaces include:
- the ECAM, and,
- the MCDU.
For FANS-A and FANS-B equipped aircraft there are:
- two Data Communication Display Units (DCDUs),
- two attention getter pushbuttons, marked "ATC MSG",
- the MCDU "ATC COM" key operative.
The ATSU manages the communication message exchanges to and from the
peripheral computers (on-board routing function)..

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Figure 4. Architecture

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PANEL LOCATION/CONTROL AND INDICATING

PRE-FANS

The ATSU line key from the MCDU MENU gives access to:
- AOC MENU line key and,
- COMM line key.
MCDU "ATC COM" key is inoperative.
The COMM line key gives access to the COMM MENU, which is used for the
management and control of the air/ground router.
The AOC line key gives access to the AOC MENU page, which is used for the
management of AOC functions (equivalent to ACARS functions).
The content of this menu depends on the AOC applications selected by the
airline.
Messages related to the pre-FANS status are displayed on the EWD.
NOTE: The wording ACARS is still retained in the different messages even if,
now, it refers to the ATSU.
The "ATC MSG" pushbutton is inoperative.

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Figure 4. PANEL LOCATION/CONTROL AND INDICATING - PRE-FANS

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FANS
In FANS configuration the "ATC MENU" prompt is available to get access to
ATC pages. The "ATC COMM" key gives the same Access but as a shortcut.
Two attention getter pushbuttons are operative and indicate ATC incoming
messages.
Two DCDUs give full time accessibility and readability for messages
exchanged with the ATC and both crew, which require only limited head-down
time.
Text messages instead of voice communication reduce the risk of
misunderstanding.
NOTE: Note: The DCDUs are the interfaces for ATC messages only..

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Figure 6. PANEL LOCATION/CONTROL AND INDICATING - FANS

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COMPONENT LOCATION
The ATSU is in the 81VU in the avionics compartment

Figure 6. ATSU LOCATION

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MCDU MENU

The COMM MENU is used for communication settings, as selection of the

Service provider and frequency.
The AOC MENU line key gives access to the AOC MENU which is equivalent
to ACARS functions.
The content of this menu depends on the AOC applications selected by the
airline.
The ATC MENU gives access to the least frequent ATC operations, which are:
data entry for message preparation,
access to previously exchanged messages (MSG LOG).
Note that the ATC COMM key has the same functions as ATC MENU but
provides quick access to the page whatever the MCDU menus displayed

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Figure 8. PANEL LOCATION/CONTROL AND INDICATING - MCDU MENU

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MCDU USE

Two sets of functions are accessed via the MCDU: with an ATC center and establish contact.
- the VERT REQ page for request of vertical trajectory changes to the
- hosted AOC applications ATC center
- air/ground communication management function - the OTHER REQ page for miscellaneous request such as voice
contact request with ATC center
These two functions are considered as independent. When inside the menu - the TEXT page to send justifications to negative replies to the ATC
structure of one of these functions, it is not possible to access directly the center
other one. The user has to return to the main ATSU menu in order to activate - the REPORTS page to generate automatically position reports at
the other function. each ATC waypoint
The MCDU provides the crew with the following functions: - the CONNECTION STATUS page to display the status of the CPDLC
connections and to activate/deactivate the ADS applications
1. For air/ground communication management: - the EMERGENCY page to generate emergency messages to the
ATC center.
- configuration/initialization
- VHF3 control The pages managed by the ATSU are independently accessible from two
- communication statistics display MCDUs and are accessible in parallel on two MCDUs: access to and exit
- test/audit mode control from MCDU pages are independent on these MCDUs.
If a third MCDU is installed, only two MCDUs upon three can be used
2. For AOC hosted applications simultaneously by the ATSU.

- configuration/initialization FWCUse
- downlink message entry/selection/transmission
- uplink message display The ATSU uses the services provided by the FWCs to activate visual/aural
alerts and warnings for the different applications.
3. Controller-Pilot Data Link Communication Menu
AOC Alerts
The ATC menu is only comprised in FANS A configuration and gives access
to: The AOC application is in charge of the activation and deactivation of the
AOC alert while the FWC is in charge of the display of the corresponding
- the LAT REQ page for request of lateral trajectory changes to the green memo without any sound associated:
ATC center
- the WHEN CAN WE page for time estimation request to the ATC - ACARS CALL (call request from the ground AOC)
center - ACARS MSG (message received from the ground AOC).
- the MSG LOG page to display any message closed and stored on the
DCDU
- the NOTIFICATION page to initialize the ATS Facilities Notification

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Figure 10. MCDU Menu

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ATSU Initialization

The air/ground communication functions and services are active when the
initialization is complete. Then, they can receive ground messages from both
VHF and SATCOM sub-networks and send messages to the ground.

ATSU Start-up

On ground, as soon as the ATSU is supplied, the ATSU performs a Power-

On Self Test (POST) to determine if the ATIMS system is operational.
Detected failures are recorded for BITE and Trouble Shooting Data.
The System Management functions of the A/C interface software also
acquire pin programming information in order to provide applications and
functions.
In FANS A configuration, the DCDUs and the SDU1 are always installed.

Mandatory Parameters

The initialization through COMM CONFIG menu is considered as completed

when the Air Traffic Service Unit (ATSU) has received a valid aircraft
registration number, airline identification and scan mask.
The aircraft registration number and airline identification are used in the
air/ground communication as aircraft addressing means. The VHF3 SCAN
SEL gives an ordered list of authorized service providers usable for data
communications.
If one of these three parameters is not available, the ACARS router function
becomes unavailable.
The initialization is considered as complete when these parameters and the
scan mask are entered and valid on the COMM INIT page. If not, the ACARS
router function is not available.

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Figure 17.Initialization Procedure Of The ATSU Router

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Scan Mask

The VHF scan mask gives an ordered list of Service Providers (SP)
usable for VHF data communications. The scan mask must be an
ordered subset of the list of authorized SPs which are:
- SITA Europe/Africa (SITA 725)
- SITA USA (SITA 550)
- SITA Pacific
- SITA Latin America
- ARINC Europe
- ARINC USA
- ARINC South America
- ARINC KOREA
- AVICOM Japan
- AIR CANADA '
- DEPV Brazil
- AEROTHAI Thailand
- ADCC China
- TEST AS (unavailable)
- TEST DA (unavailable)

If the VHF scan mask is unavailable, then the ATSU sends an order to
the FWS for to activate the DATALINK ATSU FAULT message on the
EWD and displays the ENTER VHF3 SCAN MASK message in the MCDU
scratchpad. Once the scan mask is loaded in the VHF3 SCAN MASK
page, the scan mask becomes available and the ATSU resets the
warning on the EWD. If the scan mask cannot be read by the ATSU,
the DEFAULT VHF SP LIST message is displayed in the MCDU
scratchpad.
The NEW SCAN SELECT function is used to erase the previous selection.
The VHF3 SCAN MASK is compulsory for the router operation.
The scan mask must be a prioritized list of VHF service providers
contracted by the airline. Select one or more service providers in the
appropriate priority order to compose the scan mask. SITA EUR/AFR and
ARINC AFRICA are selected as an example. The SCAN SEL ACTIVATE
allows the new selection to be loaded into the ATSU.
When the initialization of the ATSU router is completed, the COMPANY
DATA LINK STBY green memo goes off.
.
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Figure 18. Initialization Procedure Of The ATSU Router - SCAN MASK Validation

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Figure 18. Initialization Procedure Of The ATSU Router - SCAN MASK Validation

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ATSU/VDR3 INTERFACE
- when the port select discrete is a ground signal, the VDR3 takes into
This interface is in accordance with ARINC 750 specifications. The ATSU account the digital input port A and operates on the frequency
uses the services provided by the VDR3 to communicate with the ground in transmitted by the ATSU
DATA or VOICE mode. The ATSU receives uplink messages and transmits - when the discrete is in open circuit, the VDR3 takes into account the
downlink messages through the VHF3 Data Radio. digital input port B and operates on the frequency transmitted by the
RMPs.
Functional split
When the ATSU is faulty or not supplied, the VDR3 operates in Voice mode
The functional split between ATSU and VDR3 is the following: and the frequency is controlled by the RMPs.

- in Voice mode Voice Mode Test

The ATSU controls the VHF3 transfer switch between Data and Voice mode. This procedure, called operational test of the ATSU, serves to check the
ATSU router configuration and test the voice mode. The initialization of the
- in Data mode ATSU router is completed. The ATSU automatically controls data frequencies
in the order defined in the VHF3 SCAN SELECT menu, but a service provider
The ATSU configures the VDR3 in the appropriate protocol, the ARINC 750 can be manually
data mode (VDR mode control and VDR data mode setting). The ATSU selected. The VHF3 VOICE DIRECTORY page serves:
controls the VHF operational parameters of the VDR (frequency). - to activate one of the displayed frequencies configured by the Airline
Operational Control (AOC) application,
Voice/Data select discrete - to activate the voice frequency requested by the ground (CO CALL),
- to manually enter a frequency and,
The ATSU has direct control of VDR3 switching between Voice and Data - to go back to data mode.
mode. The VDR3 Voice/Data mode selection is controlled through: When the OPS frequency is activated (132.225 given as an example), the
any of the three RMPs by displaying DATA indication for DATA mode or the ATSU controls the VHF3 frequency in VOICE mode. On the Radio
selected frequency for VOICE mode in the ACTIVE display. Management Panel (RMP), the DATA indication stays in view in the active
the MCDU in VHF3 CONTROL page through COMM menu. window. In this mode, communication tests with the ground can be done.

Port select discrete

The VDR3 has two frequency control interfaces:

- Port A is a digital input linked to the ATSU

- Port B is a digital input linked to the RMPs.

The ATSU applies a command signal to the VDR3:

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Figure 18. ATSU / VDR 3 Interface

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COMM STATUS PAGE

The first COMM STATUS page displays the status of the various ARINC 618
media VHF3, SATCOM and HF1:

- OP/INOP/NOT INST to indicate the media status

- COMM/NO COMM/DLK INOP to indicate the communication status
- between the media and the service provider
- VOICE or DATA to indicate the VDR3 mode of operation.

The second COMM STATUS page displays the status of the connections
with ARINC 619 peripherals FMGEC1, FMGEC2, DMU and CMC:

- OP/INOP/NOT INST to indicate the peripheral status.

Figure 19. COMM STATUS Page

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THIS PAGE IS INTENTIONALLY LEFT BLANK

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MAINTENANCE PAGE

The MAINTENANCE page in the ATSU COMM MENU gives access to

TEST, STATISTICS and AUDIT pages.

Test Page

This page is used to test the link between the aircraft and the ground through
a specific communication media. Pressing the related line key causes the
ATSU to send a downlink message to the ground and wait for the answer:

1. The IN PROGRESS indication is displayed instead of the REQUEST

indication during the link test
2. Then, the result of the test is shown: OK or FAILED indication.

REQUEST VHF3 LINK (1L) This line key enables to activate the link test
and to display the status of the connection between VDR3 and the ground
center.
REQUEST SAT LINK (1R) This line key enables to activate the link test
and to display the status of the connection between the SDU1 and the
ground center. The SATCOM has to be LOGGED ON, if not, the IN
PROGRESS message is displayed permanently and the test is not
completed.
REQUEST HF LINK (3R) (if HFDR system installed) This line key
enables to activate the link test and to display the status of the connection
between the HFDR1 and the ground center.

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Figure 21. ATSU Maintenance Pages

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Statistics Page - SATCOM (1R)

- UPLINKS (3L)
The STATISTICS page is used to display and print the statistics reports on - DOWNLINKS (4L)
each communication media:
The AUDIT mode is de-activated by default (all toggles set to NO).
- VHF3 STATS page (1L)
- SATCOM STATS page (2L)
-- ROUTER STATS page (3L)

Statistics are representative of the state of each media at the time when the
line key corresponding to this media is pressed.
On the VHF3 STATS, SATCOM STATS, the XXX indication is comprised
between 0 and 999 and indicates the number of blocks transmitted,
received and failed through the concerned media and also the number of
retries.
The ROUTER STATS page shows the statistics for different communication
means, and for different types of messages (ATC, peripherals...).This page
displays the global statistics for uplink and downlink messages and gives
access to three specific pages for more details:

- the ATC STATS page gives the number of uplink and downlink ATC
messages, OK and failed
- the PERIPHERALS STATS page gives the number of uplink and
downlink messages, OK and failed, coming from the ATSU
peripherals (FMGEC1 and 2, CMC, DMU, Cabin Terminal 1 and 2)
- the OTHERS STATS page gives the number of uplink and downlink
messages, OK and failed, exchanged between the hosted AOC
applications and the router.

Audit Page

The AUDIT page enables automatic printing of all downlink and/or uplink
datalink messages that pass through the ATSU. Specific communication
media can be audited separately by pressing the line key adjacent to the
YES/NO indication to display YES (for activation) or NO (for de-activation)
next to:

- VHF3(1L)

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Figure 21. ATSU Maintenance Pages

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BITE ARCHITECTURE

The ATIMS BITE is used to detect, Identifier and memorize the internal and To gain access to the BITE, it is necessary to use one MCDU. All the
external failures related to the ATIMS system: information
displayed on the MCDU during the BITE test configuration can be printed by
- ATSU internal failures the printer.
- DCDU 1 & 2 failures ATIMS maintenance menu is only accessible on ground from the general
- Interface failures between ATSU and DCDLTs maintenance menu and the SYSTEM REPORT/TEST page.
- external interface failures with ATSU peripherals. This mode enables communication between the CMC's / CFDIU and the
ATIMS BITE by means of the MCDU.
The ATIMS BITE is ensured by the ATSU which concentrates the failure ATIMS menu mode is composed of:
information provided by the ATSU internal monitoring.
This BITE is of type 1 and operates in two modes: - LAST LEG REPORT
- PREVIOUS LEGS REPORT
- normal mode - LRU IDENTIFICATION
- MENU or INTERACTIVE mode - GROUND SCANNING
- TROUBLE SHOOTING DATA
Normal Mode - RETURN
- CLASS 3 FAULT
During the normal mode, the BITE: - SYSTEM TEST
- GROUND REPORT
- monitors the ATSU and DCDU status - SPECIFIC DATA
- monitors data inputs from the various ATIMS peripherals (FMGC,
MCDU, CMC's/CFDIU,...)
- permanently transmits ATIMS system status and its identification
message to the CMC's/CFDIU.

In case of fault detection, the BITE stores the information in the fault
memories and transmits it to the CMC's / CFDIU.
The BITE memorizes the failures which occurred during the last 63 flight
legs.

Menu or Interactive Mode

System Report/Test Function

The BITE information (system report) and the test request (system test
function) are available through MCDU menus which allows to communicate
with ATIMS BITE via the CMC's / CFDIU.

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Figure 22. ATIMS BITE Architecture Figure 23. ATIMS System Report Test Page

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ATIMS INTERACTIVE MODE

Last Leg Report Page transient failures.

This report contains the fault messages (internal and external, Class 1 and 2) Trouble Shooting Data Page
recorded during the last flight.
This function provides correlation parameters and snapshot data concerning
Previous Legs Report Page the failure displayed in the LAST LEG REPORT and the PREVIOUS LEGS
REPORT pages.
This report contains the fault messages related to the external or internal
failures (Class 1 or 2) recorded during the previous 63 flight legs. Class 3 Faults Page

LRU Identification Page This menu enables to display the Class 3 faults recorded during the last flight
leg.
This menu enables to display the Identification of the various ATIMS compo-
nents: ATSU, DCDU1, DCDU2, software and associated databases. Ground Report Page
The following information is displayed on the LRU IDENTIFICATION page:
This function is used to present Class 1, 2 or 3 internal failures when they are
- Part Number and Serial Number of the ATSU (1TX1) detected on ground.
- Part Number of the Aircraft Interface software (20TX) The relevant trouble shooting data are displayed by pressing the line key
- Part Number of ATC utilities (ATC HMI (AHMI) Utilities 25TX and ATC adjacent
Integration Utilities (AOPB) 26TX) to the failure indication. These failures differ from those displayed on the
- Part Number of ATC FANS A Application software (ATSU ADS LAST LEG REPORT page.
Application (AADS) 27TX, ATSU AFN Application (AAFN) 28TX and
ATSU CPDLC Application (ACPD) 29TX)
- Part Number of the AOC Application software (22TX)
- Part Number of the AOC database (24TX)
- Part Number and Serial Number of the DCDU (2TX1 and 2TX2)

When a component is normally missing for one configuration, the

corresponding lines are not displayed. This menu enables to display the Part
Numbers of the different components (ATSU, DCDU, Software packages).

Ground Scanning Page

This function is based on the monitoring and the fault analysis during the
flight and enables consultation of the ATIMS failure recordings. The ATSU
peripheral monitoring and internal cyclic tests are used in order to detect

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Figure 24. LRU Ident Page

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SYSTEM TEST PAGE SPECIFIC DATA PAGE

The ATIMS BITE test is Initiated when pressing the line key adjacent to the This menu enables access to different functions:
SYSTEM TEST indication. This activates the following subtests:
- PIN PROGRAMMING
1. DCDU self tests
2. ATSU Internal tests (POST) to check the ATSU configuration with its parity validity

- ARINC Reception and Transmission The order of the pin programming display is in accordance with the one of the
- Discrete Inputs Reception ATSU input connector:
- Discrete Outputs Activation
- EPROM Check 1. A pin programming not defined (spare) is displayed with a zero value.
- RAM Check 2. An active pin programming is displayed with a 1 value.
- EEPROM Check
- CPU CORE
- Timers and Interrupt Control - DUMP TSD
- ARINC Outputs Switching
to download TSD via the MDDU
The test ends with the display of the following message on the MCDU:
- SW P/N PRINT OUT
- TEST OK indication when all the tests are completed and no failure
has been detected to print the list of various ATSU software P/N's (ATC applications and utilities,
- or the failure message(s) when one or more failures have been services and software sub-parts of A/C Interface SW)
detected.
- ATSU CONFIGURATION
Communication Tests with the ground (VHF3, HF and SATCOM link tests)
are initiated from ATSU DATALINK screen on MCDU (Test Page from to display HW, SW, CPU1 SW, and ARINC SW P/N
MAINTENANCE screen of COMM MENU).

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Figure 25. System Test Page 1

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Figure 26. Test Page 2

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Figure 27. System Test Page 3

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