-
the first one for the faults detected on ground
-
the second one for the faults detected in flight. The flight/ground condition used by the CFDS is specific and has been selected so as to eliminate the false faults while covering, in the best possible manner, all operations. This is calculated by the CFDIU.
The flight condition is located between first engine start up plus three minutes (or eighty knots plus thirty seconds if flight plan is not available in the FMS) and eighty knots plus thirty seconds after touch down.
NOTE : In case of engine run up for maintenance purpose, a flight number
____ (at least one character) must be entered using the MCDU to get a PFR, the eighty knots condition being never reached.
Type 1 systems provided with an ARINC bus from the CFDIU will use this
flight/ground condition defined by the CFDIU (correct synchronization,
monitored range optimized).
Management of messages of type 3 systems (no input or output bus) is via
the CFDIU which uses its own flight/ground condition.
Type 2 systems cannot receive this information (no input bus) and
generate it by default. For these systems, the flight condition is
between takeoff and landing.
This difference only causes minor consequences for maintainability of
type 2 systems.
In fact, only:
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Figure 012
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Figure 013
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the faults which may be detected between startup of the first engine plus three minutes and takeoff are reported on the PFR facing the CLIMB phase
-
the faults which may be detected between touch down and eighty knots plus thirty seconds are not reported on the PFR on the last flight (Ref. Para. 4.E.(1)). Nonetheless, type 2 systems having no specific function during these phases, the probability of occurrence of these cases is very low. For the CFDS, a cycle is defined as a set of sequences between two ground/flight transitions as defined by the CFDS. Conclusion: Faults detected during flight will generate maintenance messages in the PFR associated with this flight (if class 1 or 2 as defined in Para 4.D.). Other faults, exceptionally detected on the ground after the flight, may generate maintenance messages in a ground report (Ref. Para. 4.E.(3)(b)) of the associated system. However, if no corrections are made, effective faults will still be present in the next cycle and will consequently generate maintenance messages in the next PFR following the ground/flight transition. Maintenance messages are stored only once during a given cycle at the first detection after the beginning of the cycle.
D. Maintenance message classification
(1) General
Maintenance message classification is based on fault consequence. All faults can be divided into three groups:
-
the faults leading to an operational event in the cockpit
-
the faults leading to an ECAM MAINTENANCE STATUS
-
the faults without cockpit events.
NOTE : In each ATA chapter page block 101, the table lists:
____
-all the possible theorical cases. In order to limit the number of cockpit events displayed to the pilots after a single fault, some systems do not generate a cockpit event while they send a class 1 or class 2 fault message because it is already done by another system. This means that in most of the cases, the fault message is associated with a cockpit event (ECAM warning, local warning, flag, maintenance status...). But in specific cases of fault e.g. only a small part of wiring is faulty and only one of the receivers detects the fault, it is possible to find in the PFR only the fault message.
-fault messages which are only displayed in a test result page. Some faults can be detected only during a specific test. The associated fault message is therefore only displayed on the MCDU as a test result and will never appear on a PFR.
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