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from ADR 1 or 2) and is submitted to a “credibility” test. In actual fact the
TCAS elaborates an altitude prediction that it compares permanently with the
altitude received. When these two parameters move too far apart, it stops
operating and generates this ECAM message. Once the altitude becomes
“credible” again, normal operation resumes and the message disappears.
FLAG ON CAPT PFD FPV and FLAG ON F/O PFD FPV (2 h 11)
Symptoms:
Disappearance of the FPV (bird) on the PFDs, Captain and First Officer sides,
and display of the corresponding flag.
F-GZCP - 1st June 2009
36
Meaning:
This message indicates that the flight path vector (FPV) function is selected but
unavailable. In order to lose completely this function, which is elaborated by
the three IRs, in a way that is compatible with the CFR, one of the following
three conditions must be met for each ADR:
 barometric vertical speed higher, as an absolute value, than 20,000 ft/min,
 true air speed higher than 599 kt,
 measured calibrated airspeed lower than 60 kt.
Once the operating conditions are satisfied again, the FPVs reappear on the
PFD (if TRK/FPA mode is still selected).
F/CTL PRIM 1 FAULT (2 h 13)
ECAM alarm Aural
warning
Visual
warning
SD
page Local alarm
Inhibited
in phase
6
F/CTL PRIM 1 FAULT Single chime Master caution F/CTL
“Fault” light on
corresponding
button
no
Meaning:
This message indicates that FCPC1 (PRIM 1) has stopped functioning.
This shutdown may have been commanded or be the result of a failure. In
the absence of an associated fault message, it is not possible to command
a shutdown. However, a fault message that had not had sufficient time to
be transmitted can not be excluded. Indeed, this message was received at
2 h 13 min 45 and the last message at 2 h 14 min 26, whereas the fault message
could have appeared up until 2 h 14 min 45.
F/CTL SEC 1 FAULT (2 h 13)
ECAM alarm Aural
warning
Visual
warning
SD
page Local alarm
Inhibited
in phase
6
F/CTL SEC 1 FAULT Single chime Master caution F/CTL
“Fault” light on
corresponding
button
no
Meaning:
This message indicates that FCSC1 (SEC 1) has stopped functioning. This
shutdown may have been commanded or be the result of a failure. In the
absence of an associated fault message, it is not possible to command
a shutdown. However, a fault message that had not had sufficient time to
be transmitted can not be excluded. Indeed, this message was received at
2 h 13 min 51 and the last message at 2 h 14 min 26, whereas the fault message
could have appeared up until 2 h 14 min 51.
MAINTENANCE STATUS ADR2 (2 h 14)
This message was received at 2 h 14 min 14 and a class 2 fault message should
have been received between 2 h 15 min 00 and 2 h 15 min 14.
There are nine class 2 fault messages that could have been the origin of this
message. Four of them are linked to a ground/flight logic. Two others are linked
F-GZCP - 1st June 2009
37
to pin-programming, for the activation of options. And finally, the last three
are linked to three coherence monitoring processes on the total pressure,
static pressure and angle-of-attack parameters delivered by the three ADRs.
In the case of ADR 2, a fault message will be generated if, from beginning to
end, one of these monitoring processes has observed a deviation greater than
a certain threshold between its parameter and those of ADRs 1 and 3.
1.16.2.4.2. Analysis of the fault messages
FCPC2 (2CE2)/WRG:ADIRU1 BUS ADR1-2 TO FCPC2 (2 h 10)
ATA: 279334
Sou rce: *EFCS1
Identifiers: *EFCS2
Class 2, HARD
It is possible to explain this message by the rejection of ADR 1 by FCPC 2. It is
correlated with the MAINTENANCE STATUS EFCS 1 and EFCS 2 messages.
ISIS (22FN-10FC) SPEED OR MACH FUNCTION (2 h 11)
ATA: 342200
Source: ISIS
Identifiers: -
Class 1, HARD
This message is transmitted by the ISIS, and may be the consequence of:
 an internal failure at the level of the CAS or Mach elaboration function,
 CAS or Mach values that were outside certain limits.
The airspeed measured by the ISIS is based on the pressure measurements
from the probes in the standby system, which also feed ADR 3. The static
pressure is not corrected (notably from Mach).
The only cases of excursion outside the validity envelopes compatible with
the CFR are:
 a CAS higher than 530 kt without the Mach value exceeding 1. This
condition implies that the aircraft was at an altitude comprised between
　
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