B2 - M13.10 - 2012.07.11 Ata45

Fundamentals
eJAMF
Revision: 1JUN2012
11.07.2012
Module 13.10
Author: SaR
For Training Purposes Only
E LTT 2007
On Board Maintenance Systems
(ATA 45, ATA 22)
EASA Part-66
B2
EJ_M13.10_B2_E
Training Manual
For training purposes and internal use only.

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ONBOARD MAINTENANCE SYSTEM FUNDAMENTALS
ATA 45
M13.10 ON BOARD MAINTENANCE SYSTEMS

FOR TRAINING PURPOSES ONLY!
HAM US/F-4 SaR 01.10.2007 ATA_DOC Page 1

ON BOARD MAINTENANCE SYSTEMS FUNDAMENTALS
CMC SYSTEM ARCHITECTURE
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INTRODUCTION TO CMCS
When the mechanic receives the pilot’s complaint, it should be possible to start
trouble shooting to locate the source of the failure in an economical way.
On old generation aircraft, you need to know many different methods of trouble
shooting.
For instance each system test is performed with an individual switch either
located on a cockpit panel or on the frontside of different computers and in
different locations with specific methods of test result presentation.
HAM US/F-4 SaR 01.10.2007 01|Introduction Page 2

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Figure 1 Location of the System Test Switches

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introduction to CMCS cont.
Modern aircraft have a central maintenance computer system or CMCS.
The CMCS provides a central location in the cockpit for trouble shooting with
standardized methods of testing and fault reporting.
The central maintenance computer system consist of:
S 1 or 2 central maintenance computers or CMC located in the avionic
compartment,
S 2 or 3 Multipurpose Control and Display Units or MCDU in the cockpit as the
main interface between the operator and the system,
S a printer in the cockpit for hardcopies of the information,
S a connection to the datalink system called ACARS for transmission of the
information to the homebase,
S and a digital computer in each aircraft system which is connected to the
CMC in order to provide the trouble shooting information.

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Figure 2 Components of a CMC

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Introduction to CMCS
The aircraft systems that are connected to the CMC are those made up of
many components.
These systems need a computer to manage their normal operation and it is
often difficult to locate a failure source in them.
Typical examples of such systems are:
S the engine control system,
S all types of avionic equipment such as navigation, communication,
instruments and auto flight systems,
S the fuel system,
S the landing gear and brake system,
S and the flight control system.
The total number of complex systems that are connected to the CMC varies
from aircraft to aircraft but ranges from 50 to more than 100.

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Figure 3 CMC Schematic

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CMCS FUNCTIONS
The CMCS has 2 modes of operation. The modes are called:
S reporting mode
S and interactive mode.
In the reporting mode, the CMC scans all of the aircraft systems that are
connected to it. As it does this, the CMC memorizes the transmitted fault
information.
This memorized fault information can be read at anytime by use of the MCDU
or a printout from the printer. It can also be sent to the home base via the
datalink system.
HAM US/F-4 SaR 01.10.2007 02|Functions Page 8

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Figure 4 Reporting Mode

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CMCS functions cont.
The interactive mode can be selected only on the ground and is mainly used
for system tests.
To start the interactive mode
S select 1 aircraft system from the MCDU,
S followed by a test start signal to the selected system that now performs the
test
S finally, the aircraft system sends back the test results.
These results can then be read on the MCDU or on the printout from the printer
or it can be sent via the datalink to the home base.

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Figure 5 Interactive Mode

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CMCS functions cont.
The CMC communicates with the computers of the aircraft systems via a
specialized portion of the computers called the BITE .
BITE stands for built in test equipment.
The BITE is located inside each aircraft system computer but is completely
independent from its operational part.
The BITE has 2 functions:
S the first to detect failures
S and the second to perform tests on the ground.
The first of these functions to detect failures, occurs during the normal
operation of the system. It identifies the most probable cause of the failure and
sends this to the CMC.
The second function of the BITE, to perform system tests, only occurs when
the aircraft is on the ground.
The test happens automatically when electrical power is switched on - this is
the power up test.
The same test and sometimes additional tests can be started manually from
the CMC. The test result is then sent to the CMC.

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1. Function
2. Function
Figure 6 BITE
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CMCS REDUNDANCY
As you will remember, in the reporting mode, information from the various
BITEs is stored in the memory of the CMC.
To be able to read this information after the flight the CMC must be operational.
However, if the CMC fails during flight, this would have a major influence on the
maintenance activities.
It would not be possible to read data or perform tests from the MCDU.
Therefore the CMCS must have a redundancy.
This is completely fulfilled with a second standby CMC.
This identical CMC receives the same input data and the output becomes
active automatically when the normal CMC fails.
On some aircraft, the standby CMC can be activated by pressing a control
pushbutton even if the normal CMC is working.
HAM US/F-4 SaR 01.10.2007 03|Redundancy|B12 Page 14

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Figure 7 CMCS Redundancy

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CMCS redundancy cont.
Redundancy is also possible via a backup channel on the CMC but this is
limited to the interactive mode only.

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Figure 8 CMC Backup Channel

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MCDU BASICS
We saw that the MCDU is the main interface to the CMCS.
Now lets discuss some basic information about the MCDU. We will use an
A340 MCDU as an example.
The MCDU consist of:
S a control area with many push buttons and 1 control knob,
S a display area which uses either a color or monochrome CRT or TFT
display
S and several annunciator lights to provide information to the operator.
HAM US/F-4 SaR 01.10.2007 04|Basics Page 18

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Brightness
Control
Knob
Display
Figure 9 Components of a MCDU

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MCDU basics cont.
The MCDU is used mainly during flight to control the flight management
system.
Many of the control pushbuttons and annunciators are only used for that
function and will not be discussed here.

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Figure 10 MCDU II
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MCDU basics cont.
The only annunciator that is important for CMC use is the FAIL annunciator.
It shows you that this MCDU is defective and that you must use another one.
The MCDU MENU annunciator is also not used for CMC operation and its
function will therefore not be discussed here.

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Figure 11 MCDU III

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MCDU basics cont.
The brightness control knob switches the MCDU on or off.
Normally a flight management system display page appears when the display
is first switched on.
This knob also allows adjustment of the display brightness.
Note that on some types of MCDU it is not possible to switch the display
completely OFF but only to decrease it in brightness.

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Figure 12 Brightness Control Knob

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MCDU CMCS DATA

After pressing the MCDU MENU pushbutton the MCDU MENU shows the
systems which are connected to the MCDU. Different systems can be selected
and you can read their abbreviations on the display.
S FM stands for flight management, which is the system normally selected
during flight.
S ACARS stands for aircraft communication, addressing and reporting
system. This is the datalink system that can also be used for the CMCS.
S ACMS stands for aircraft condition monitoring system and provides
information about the engine, APU and certain system condition.
S CMS is the A340 abbreviation for the CMCS and stands for central
maintenance system.
A symbol, called the prompt, is shown adjacent to a system or function that can
be selected and this prompt points to a pushbutton called a line select key.
The line select key is pressed to select the required function.
There are a total of 12 line select keys called 1L to 6L and 1R to 6R.
HAM US/F-4 SaR 01.10.2007 05|MCDU CMCs Data Page 26

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Figure 13 MCDU MENU

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MCDU CMCs data cont.
On the lowest display line you can read the SELECT DESIRED SYSTEM
message. This shows that you have the choice to select the system you want
to use.
When you press the line select key 4 Left that will activate the CMS function
you can see the CMCS maintenance menu.
As you can see, this allows the selection of the different CMC functions.

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Figure 14 MCDU MENU

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MCDU DISPLAY AND DATA ENTRY

The display screen consists of 14 lines with a maximum of 24 characters in
each.
HAM US/F-4 SaR 01.10.2007 06|MCDU Display Page 30

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Figure 15 MCDU Display I

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MCDU display and data entry cont.
The top line is called the title line and shows the title of the selected display.
Below the title line are 12 data lines.
The data lines are arranged in 6 pairs with a label line in small fonts at the top
and a data line in large fonts below it.
Each data line has a right and left line select key.
The bottom line is called the scratchpad or message line.
In this line the MCDU gives messages to the operator such as ”select desired
system” which we have seen already.

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Scratchpad
Figure 16 MCDU Display II

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MCDU display and data entry cont.
The scratchpad is also used to enter alpha numeric data into the data lines.
This is always necessary if boxes appear in the data line.
To enter data, type the necessary alpha numeric keys.
The typed data appears in the scratchpad.
You must then press the LS key adjacent to the boxes, the data is then
transferred from the scratchpad to the data field.
Sometimes when you press the line select key the data entry is not accepted.
This occurs if the data that you have typed is too long to fit into the boxed data
field or exceeds an allowed value.
In this case press the CLEAR pushbutton on the alpha numeric keyboard and
start data entry again.

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Figure 17 MCDU Data Entry

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MCDU PAGES
Another piece of information that you must be able to recognize on the MCDU
is the page number on the title line.
This page number is always shown if the information for the selected title does
not fit onto 1 display screen.
In this case the information is divided into several screens, called pages.
The first digit is the number of the displayed page and the second digit shows
the total number of pages which belong to the same title.
Two page control keys are used to switch from page to page.
One is the ”next page key” shown by a down arrow and the other the ”previous
page key” shown by an up arrow.
HAM US/F-4 SaR 01.10.2007 07|MCDU Pages Page 36

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Figure 18 Page Control

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MCDU pages cont.
Note that page control on the 747−400 MCDU follows the same rules but the
keys are clearly labelled with NEXT PAGE and PREVIOUS PAGE.

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Figure 19 747 MCDU

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MCDU pages cont.
The A320 MCDU has only 1 page key that allows forward paging only.
Therefore on the title line only an arrow appears if paging is necessary to get to
all information.

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Figure 20 A 320 MCDU

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MCDU pages cont.
There is 1 other feature that makes paging easier and that is the RETURN
function.
When the line select key adjacent to RETURN is pressed, the display switches
back to the previous menu page.

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Figure 21 RETURN Function

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CMCS REPORT FUNCTIONS 1

As we have seen, the main interface to the CMCS is the MCDU. CMCS data
can also be reported by using 2 other interface functions:
S hardcopy from a printer
S and with the data link system called ACARS to the home base.
HAM US/F-4 SaR 01.10.2007 08|Functions1 Page 44

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Figure 22 CMC Interfaces

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CMCS report functions 1 cont.
After selecting the REPORT MENU on a 747-400 MCDU you have the choice
of the 2 report functions PRINT or ACARS.
PRINT starts the printout. Note the IN PROGRESS message on label line 1
above the PRINTER message. During the printing, you have the opportunity to
abort the printing by pressing line select key 1R.
Once the printing has finished, the message above PRINTER changes to
REPORT COMPLETE.

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Figure 23 747 Report

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The message NO RESPONSE appears if the printer is not working or is out of
paper or is in use by another system. In this case you must either wait or
service the printer.

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Figure 24 No Response
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The same procedures are used when a report is sent by ACARS to the home
base.
On the graphic you can now see how an ACARS data link is shown on the
747-400 MCDU.

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Figure 25 ACARS Data Link

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CMCS REPORT FUNCTIONS 2

Here is another example of CMCS report functions using a different type of
MCDU.
The process is similar but the selection is different.
This A340 MCDU display shows a PRINT message to the right of the reports
that can be printed.
An asterisk marks the line select key that has to be pressed to start the
printout.

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Figure 26 Printout Function

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If a print message is not displayed on a data line, this means that the whole
report cannot be printed in 1 step.
However, each individual displayed page of the selected report can be printed.
Note, that the Airbus system always uses the asterisk symbol to show if a
function such as printout or test can be started.
The prompt symbol is used only to change the displayed page.
Notice that the asterisk symbol disappears when the printout of the report is in
progress and also if the printer is faulty or if the printer is in use by a another
aircraft system.
This means that a printout is only possible when the asterisk is displayed.
When the printout is ready, the asterisk reappears showing that a new printout
can be started.

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Figure 27 Page Printout

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In order to perform a transmission via the data link from the aircraft to the
home base, the SEND function must be selected first. To do this, you must
follow the scratchpad message and press the arrow.
The send message is then replacing the print message. This means that the
send function can be activated in the same way as the print function.

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Figure 28 SEND Function

CMC SYSTEM OPERATION
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REPORT FROM LAST FLIGHT
We will have a look at the CMC operation by using the A340 as an example.
A very important item of the reporting mode is the report from the last flight leg,
here called the ”Post Flight Report”.
On this example of a post flight report page, 1 fault is presented from the last
flight.
As you can see, it is a fault of the flap system number 1.
HAM US/F-4 SaR 01.10.2007 01|ReportfromlastFlight|B12 Page 58

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Figure 29 Report from last Flight

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report from last flight cont.
When a system fault occurs, like a sensor failure, it is detected by the system
computer.
The computer sends the fault information to the central warning system which
then triggers a message on the display unit to inform the pilot.
This message will normally be entered by the pilot into the technical log book.
The same information along with the time and date is memorized by the CMC
as the cockpit effect and the cockpit effect can be read on the first page of the
post flight report.

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Figure 30 Report from last Flight II

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For maintenance it is now important to get the information about the failure
source of this cockpit effect.
The fault message presents the most probable cause of the fault.
Normally a line replaceable unit is named and its equipment code along with
the chapter of the removal and installation procedure in the maintenance
manual.

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Figure 31 Fault Message

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For fault message creation the BITE of the system computer, in this example
the slat flap control computer (SFCC) analyses the fault and the BITE sends
the most probable cause to the CMC.
The CMC memorizes the fault along with the time and date.
This information is then displayed on the fault message page of the post flight
report.
The name of the system computer that performs the failure analysis is shown
as the data source on the MCDU page.
This makes it easier to find the correct system test that has to be performed to
confirm the failure.

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Figure 32 Fault Message Creation

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To be sure that the cockpit effect and the fault message belong together you
must check that the time and date, and the ATA chapter and subchapter are
the same.
This process is called correlation and is performed automatically by modern
central maintenance computers using the same criteria.
But correlation should always be checked and on some systems you must
even perform it manually.

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Figure 33 Correlation
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ADDITIONAL INFORMATION
We will have a look at an example of an automatic correlation on the printout of
the post flight report from the A340.
Here you can make a comparison of the content of the display image with the
printout.
The content of the cockpit effect on the left part of the printout is identical to the
upper display image and the fault message on the right part of the printout
corresponds to the lower display.
The time and flight phase is presented in the middle because it is identical for
both sets of information.
The printout is the best entry tool for trouble shooting because of this optimal
arrangement of information.
An additional advantage is that the printout is automatically available at the end
of the flight at engine shutdown.
It often happens that fault messages are reported which have no corresponding
cockpit effect. In our example this results in the left part of the printout being
blank.
HAM US/F-4 SaR 01.10.2007 02|AddInfo|B12 Page 68

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Figure 34 Printout
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additional information cont.
The memorization of faults starts at the beginning of the flight, which is defined
as 3 minutes after engine start.
The fault memorization stops when the flight is terminated during the taxiing.
This means that when the aircraft is on the ground, no faults are memorized in
the post flight report.
Flight phase information shows when the failure occurred, in this example flight
phase 6 which is the cruise.

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Figure 35 Flight Phases

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Finally, you can read the type of failure.
A hard failure is a permanent failure and an intermittent failure occurs once or
several times during a flight but is not reported after landing.
For this type of failure, you can expect that the system test on the ground will
not find the failure.

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Figure 36 Type of Failure

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At the start of the next flight, the memory from the last flight must be erased.
To do this, data is moved from the last flight memory into a history memory.

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Figure 37 Report Memory

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HISTORY REPORT
You can see this information from the history in the previous leg reports.
In the previous leg report you get a list of all flights with reported faults, in this
case on 4 different pages.
The presentation of the previous leg report has the same layout as the post
flight report.
This means that no fault history data is lost for up to a maximum of 63 previous
flights.
HAM US/F-4 SaR 01.10.2007 03|HistoryRep|B12 Page 76

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Figure 38 Previous Leg Report

HAM US/F-4 SaR 01.10.2007 03|HistoryRep|B12 Page 77
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GROUND REPORT
For CMC operation on the ground, the reporting mode is continued as long as
the interactive mode is not selected.
But instead of memorizing the faults they are listed on the MCDU or on the
printout in the ground report, which is called ”Avionics Status” in our Airbus
example.
All systems that are affected by a failure are listed by using the name of the
central computer.
In our example, you can see that the system from the last flight still has a
failure because the SFCC is presented .
When the line select key adjacent to the system computer is pressed, the CMC
is switched into the interactive mode.
HAM US/F-4 SaR 01.10.2007 04|GroundRep|B12 Page 78

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Figure 39 Ground Reports

HAM US/F-4 SaR 01.10.2007 04|GroundRep|B12 Page 79
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CMC INTERACTIVE MODES INTRODUCTION

As you already know from our example, the most probable cause of the flap
system fault was named as the Command Sensor Unit or CSU.
Before you can start to replace this component, you must confirm that it really
is faulty by using the CMC interactive mode.
To access the interactive mode of operation, you must first select the ”system
report test” menu item.
The System Report and Test menu allows you to select a specific system.
All systems are sorted in the ATA chapter order on 6 pages.
You select the system that you want from the menu page.
For our example the flap slat system is selected.
Next, you have to connect the CMC to the central computer of the system and
start the interactive mode.
The central computer of the selected system is now connected to the CMC.
The name of this computer is always shown on the title line of the display. This
means that the selected computer is operative.
In order to see what happens if the selected computer is inoperative, you have
to switch back to the previous menu.
Now you have to select the SFCC2 to see the result.
Now we are back to the SFCC1 to continue with the interactive mode function
selection.
To get the function menu, we have to select the flap channel of the SFCC1.
As you can see, the system report and test menu for all of the interactive mode
functions of the SFCC 1 flap channel is now presented.
They consist of:
S the data retrieval functions

S and the test functions.
HAM US/F-4 SaR 01.10.2007 05|CMCIntro|B12 Page 80

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Figure 40 CMC INTERACTIVE MODES

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CMC interactive modes introduction cont.
The data retrieval functions can provide you with additional trouble shooting
information.
They all work generally in the same way.
By pressing the line select key adjacent to the menu option you want to read,
for instance the ”last leg report”, a data request signal is sent via the CMC to
the selected system.
Then the system computer reads its BITE memory and sends the requested
system data back to the CMC for display on the MCDU.
The data can also be read from a printout or sent via the data link.

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Figure 41 Additional Trouble Shooting

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SYSTEM TEST
There are 2 main purposes for the different test functions on a CMC.
S The first purpose is to confirm that the LRU suspected as the most probable
cause of failure in the last leg report is in fact really faulty
S and secondly to make sure that a repair or component removal solved the
problem.
Up to 3 different tests are available:
S The system test, which is available in all systems,
S the complementary test,
S and the output test.
The complementary test and the output test are only available in certain
systems.
HAM US/F-4 SaR 01.10.2007 06|SystemTest|B12 Page 84

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Figure 42 Test Functions

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system test cont.
In general, all the tests work the same way:
S After selecting the system you want to test from the menu
S you select the test by pressing the line select key.
This sends a test request signal to the system computer BITE.
The display shows the messge :”test in progress ” while the BITE is controlling
the necessary test steps in the system.
At the end of the test, the BITE sends the test result back to the central
maintenance computer system where it appears on the display.
The test result is also available for printout and datalink.

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Figure 43 Test Sequence I

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system tests cont.
Tests are generally not allowed to run during flight, because of a danger of
influencing flight safety.
The Central Maintenance Computer System prevents tests during flight by
special safety features.
The safety feature that prevents test in flight is either located inside the CMC,
where it allows test selection only on the ground or activated by a special
”ground test enable switch ” on the overhead panel, like this switch from a
Boeing aircraft.
This switch interrupts all test signals when it is in the NORMAL position.

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Figure 44 Test Sequence II

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system test cont.
The system test is primarily a computer test comparable to the power up test.
In certain systems the electrical condition of sensors is also tested.
The system test doesn’t need any special preconditions because input signals
to the system and mechanical parts that can move are not tested.
At the end of the test, the test result appears.
It shows test OK if no failure was detected.
Or it shows the name of the LRU that failed the test.
This message is called a clear message.
If you get not a clear message, so you need additional information from the
trouble shooting manual before repair can start.
You should bear in mind that you can only trust a test result if all the
components that could be responsible for a reported fault have been really
tested.
If you are in doubt, refer to the trouble shooting or maintenence manual to see
the content of the test.

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FAIL
OK
Figure 45 System Test

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system tests cont.
The clear message in this test result confirms the failure of the CSU, which
was already suspected in the post flight report as the most probable cause.
This means that this line replaceable unit is really faulty and must be replaced.
When you press the line select key 2 R next to ”class 1”, a detailed test result
is presented.

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Figure 46 Clear Message

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COMPLERMENTARY TEST
You perform a complementary test when a component is not tested during the
system test, for example the moving parts of the Airbus system.
Here you can see that 4 different complementary tests are available for the flap
system.
Before you can start a complementary test, you always get a caution message
that there are moving parts during the test.
This caution advises you that there are risks of personal injury and of possible
damage to the aircraft.
In addition you have to fulfil initial conditions to allow the test to run. For the
flap system for instance, the hydraulic system must be pressurized. Then you
are ready to start the test by pressing the corresponding line select key.
Before the test really starts you get the caution message again to remind you
of the dangers of this test.
Then you have to confirm the start of the test by pressing a different line select
key to the 1 on the previous page.
This is to make sure that the operator is 100% aware of what is going to
happen.
When the test is running the BITE generates inputs to actuators and valves to
start operation and checks the result by reading the feedback signals.
At the end of the test the result is presented in the same way as you saw in the
system test.
To finish, a test close up is necessary to bring the aircraft back to the status it
was in before you started the test.
HAM US/F-4 SaR 01.10.2007 07|ComplementTest|B12 Page 94

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Figure 47 Complementary Test

HAM US/F-4 SaR 01.10.2007 07|ComplementTest|B12 Page 95
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OUTPUT TEST
The third test option on the Airbus CMC is the output test.
Please continue by selecting the air data reference number 1 as the central
computer of the system.
The ADR menu provides the same choices as the flap system menu, but in
addition, an output test item is available.
2 different slew tests are available here.
HAM US/F-4 SaR 01.10.2007 08|OutputTest|B12 Page 96

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Figure 48 Output Test Selection

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output test cont.
The general idea of output tests is to trigger a function in the cockpit like an
indication that the operator has to monitor and judge.
With our example of the CAS dynamic slew test we can check the airspeed
tape indication on the primary flight display.
Before you can start the test, you must insert correct data for the CAS limits
and slew rate.

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Figure 49 Slewing Process

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output test cont.
When you have entered correct data, the prompt besides ”START SLEW UP
and DOWN” appears.
During the CAS dynamic slew test you can monitor the moving speed tape on
the PFD.
It lasts 3 minutes in reality because of the entered data.

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Figure 50 Slewing Process II

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output test cont.
At the end of the output test you do not get a TEST OK or TEST FAIL
message, because you have to judge whether the result was correct or not.
To be sure you can repeat the test as often as you want and then return to the
previous menu.

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Figure 51 End of Slewing

ON BOARD MAINTENANCE SYSTEM FUNDAMENTALS
DATA LOADING SYSTEM
ATA 22
DATA LOADING SYSTEM

DATA LOADING
The FMS navigation database must be updated every 28 days because
navigational data changes frequently.
For example new navaids or airports are introduced or frequencies and
waypoint location change.
To load the new database, modern aircraft types have an airborne data loader.
Other aircraft use a portable Data Loader.
Finally, in systems with 2 computers a crossloading can transfer data from one
computer to the other.
The airborne data loader, or ADL in short, is used not only to load new software
for the FMC, it can also be used for other aircraft systems, like CMC and
ACARS.
So you must select the required computer to load the data into by using a
control panel, here FMC number 2 is selected.
The data information is stored on 1 or more 3.5 inch floppy disks.
Note that you must always follow the actual procedure for data loading
described in the relevant chapter of the maintenance manual.
HAM US/F-4 SaR 01.10.2007 01|DATA Loading Page 104

DATA LOADING SYSTEM
ATA 22
Figure 52 Data Loading

HAM US/F-4 SaR 01.10.2007 01|DATA Loading Page 105
DATA LOADING SYSTEM
ATA 22
data loading cont.

The portable data loader, or PDL in short, must be connected to a specific plug
in the cockpit and is therefore used exclusively for FMC data loading.
Again you must follow the actual procedures in the maintenance manual.
Crossloading is controlled from the CDU.
From the Init Ref page, which you can access with the corresponding
pushbutton, you must first select the maintenance page.
This is an example of a FMC page for data crossloading. It appears
automatically during electrical power on if the 2 FMCs detect different part
numbers for the navigation database.
You can read the actual database part number and you can choose if the data
should be transmitted to the other FMC or received from the other FMC.
Again you must follow the actual procedures of the maintenance manual.
HAM US/F-4 SaR 01.10.2007 02|DATA Loading|B12 Page 106

DATA LOADING SYSTEM
ATA 22
Figure 53 Data Loading

HAM US/F-4 SaR 01.10.2007 02|DATA Loading|B12 Page 107
EJ M13.10 B2 E
TABLE OF CONTENTS
M13.10 ON BOARD MAINTENANCE SYSTEMS 1
CMC SYSTEM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION TO CMCS . . . . . . . . . . . . . . . . . . . . . . . . 2
CMCS FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
CMCS REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
MCDU BASICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
MCDU CMCS DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
MCDU DISPLAY AND DATA ENTRY . . . . . . . . . . . . . . . . 30
MCDU PAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
CMCS REPORT FUNCTIONS 1 . . . . . . . . . . . . . . . . . . . . 44
CMCS REPORT FUNCTIONS 2 . . . . . . . . . . . . . . . . . . . . 52
CMC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
REPORT FROM LAST FLIGHT . . . . . . . . . . . . . . . . . . . . . 58
ADDITIONAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . 68
HISTORY REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
GROUND REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
CMC INTERACTIVE MODES INTRODUCTION . . . . . . . 80
SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
COMPLERMENTARY TEST . . . . . . . . . . . . . . . . . . . . . . . . 94
OUTPUT TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
DATA LOADING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
DATA LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Page i
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TABLE OF CONTENTS
Page ii
EJ M13.10 B2 E
TABLE OF FIGURES
Figure 1 Location of the System Test Switches . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Type of Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Components of a CMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Report Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 CMC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Previous Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Reporting Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Ground Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Interactive Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 CMC INTERACTIVE MODES . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Additional Trouble Shooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 CMCS Redundancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Test Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 CMC Backup Channel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Test Sequence I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Components of a MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Test Sequence II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 MCDU II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 MCDU III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Clear Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Brightness Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Complementary Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 MCDU MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Output Test Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 MCDU MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Slewing Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 MCDU Display I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Slewing Process II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 MCDU Display II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 End of Slewing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 MCDU Data Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Data Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Page Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Data Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 747 MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 20 A 320 MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 21 RETURN Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 22 CMC Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 23 747 Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 24 No Response . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 25 ACARS Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 26 Printout Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 27 Page Printout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 28 SEND Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 29 Report from last Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 30 Report from last Flight II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 31 Fault Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 32 Fault Message Creation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 33 Correlation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 34 Printout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 35 Flight Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
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TABLE OF FIGURES
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TABLE OF FIGURES
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TABLE OF FIGURES
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Fundamentals

(ATA 45, ATA 22)

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Tel: +49 (0)40 5070 2520

M13.10 ON BOARD MAINTENANCE SYSTEMS

HAM US/F-4 SaR 01.10.2007 ATA_DOC Page 1

CMC SYSTEM ARCHITECTURE

HAM US/F-4 SaR 01.10.2007 01|Introduction Page 2

Figure 1 Location of the System Test Switches

HAM US/F-4 SaR 01.10.2007 01|Introduction Page 4

Figure 2 Components of a CMC

HAM US/F-4 SaR 01.10.2007 01|Introduction Page 6

Figure 3 CMC Schematic

HAM US/F-4 SaR 01.10.2007 02|Functions Page 8

Figure 4 Reporting Mode

HAM US/F-4 SaR 01.10.2007 02|Functions Page 10

Figure 5 Interactive Mode

HAM US/F-4 SaR 01.10.2007 02|Functions Page 12

HAM US/F-4 SaR 01.10.2007 03|Redundancy|B12 Page 14

Figure 7 CMCS Redundancy

HAM US/F-4 SaR 01.10.2007 03|Redundancy|B12 Page 16

Figure 8 CMC Backup Channel

HAM US/F-4 SaR 01.10.2007 04|Basics Page 18

Figure 9 Components of a MCDU

HAM US/F-4 SaR 01.10.2007 04|Basics Page 20

HAM US/F-4 SaR 01.10.2007 04|Basics Page 22

Figure 11 MCDU III

HAM US/F-4 SaR 01.10.2007 04|Basics Page 24

Figure 12 Brightness Control Knob

MCDU CMCS DATA

HAM US/F-4 SaR 01.10.2007 05|MCDU CMCs Data Page 26

Figure 13 MCDU MENU

HAM US/F-4 SaR 01.10.2007 05|MCDU CMCs Data Page 28

Figure 14 MCDU MENU

MCDU DISPLAY AND DATA ENTRY

HAM US/F-4 SaR 01.10.2007 06|MCDU Display Page 30

Figure 15 MCDU Display I

HAM US/F-4 SaR 01.10.2007 06|MCDU Display Page 32

Figure 16 MCDU Display II

HAM US/F-4 SaR 01.10.2007 06|MCDU Display Page 34

Figure 17 MCDU Data Entry

HAM US/F-4 SaR 01.10.2007 07|MCDU Pages Page 36

Figure 18 Page Control

HAM US/F-4 SaR 01.10.2007 07|MCDU Pages Page 38

Figure 19 747 MCDU

HAM US/F-4 SaR 01.10.2007 07|MCDU Pages Page 40

Figure 20 A 320 MCDU

HAM US/F-4 SaR 01.10.2007 07|MCDU Pages Page 42

Figure 21 RETURN Function

CMCS REPORT FUNCTIONS 1

HAM US/F-4 SaR 01.10.2007 08|Functions1 Page 44

Figure 22 CMC Interfaces

HAM US/F-4 SaR 01.10.2007 08|Functions1 Page 46

Figure 23 747 Report

HAM US/F-4 SaR 01.10.2007 08|Functions1 Page 48

HAM US/F-4 SaR 01.10.2007 08|Functions1 Page 50

Figure 25 ACARS Data Link

CMCS REPORT FUNCTIONS 2