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detected by the ADIRU itself or by another ADIRU or system.
Post flight report (PFR)
The CMC produced various reports that were accessible through the MCDU when
the aircraft was on the ground. Those reports included the post flight report (PFR),
which was produced and printed at the end of a flight. The PFR contained fault
information received from other aircraft systems’ BITE and which was sent to the
CMC during flight.
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When the CMC produced the PFR at the end of a flight, it carried out some
correlation between the warnings provided by the flight warning computer (FWC)
and the fault data provided by aircraft system BITE.
The PFR had some limitations:
• fault information was only recorded to the nearest minute
• it only showed the first occurrence of a fault, so an intermittent occurrence of
the same fault message would not be shown
• the correlation performed by the CMC, at the time that the first fault was
detected, was designed to group all the same ATA26 chapter faults together and
would only show the first fault that was detected along with a list of systems that
detected the fault.
The PFR recorded that, between 0440 and 0442, a fault was detected with ADIRU 1
by several aircraft systems. At about the same time, several related fault messages
were provided to the ECAM, including:
• NAV IR 1 FAULT
• NAV GPWS FAULT
• FLAG ON CAPT ND MAP NOT AVAIL
• NAV GPS 1 FAULT
• NAV GPS 2 FAULT
• NAV IR NOT ALIGN
Starting at 0440, there were also a series of related messages which were associated
with the anti-icing aspect of the ADIRS sensors, including A.ICE L CAPT STAT
HEAT, A.ICE R CAPT STAT HEAT, A.ICE CAPT PROBES HEAT, A.ICE
CAPT PITOT HEAT and A.ICE CAPT AOA HEAT.
The PFR recorded that a fault was detected with PRIM 1 and PRIM 3 at 0442.
Related fault messages provided to the ECAM included:
• F/CTL PRIM 1 PITCH FAULT
• F/CTL PRIM 3 FAULT
The PFR also recorded that a fault was detected with PRIM 2 at 0445. Related fault
messages provided to the ECAM included:
• F/CTL PRIM 2 PITCH FAULT
• F/CTL ALTN LAW (see also Review of PRIM monitoring functions).
Data downloads from aircraft systems
As the PFR only shows a summary of the warnings and faults, to obtain complete
information, further interrogation of the BITE information from individual systems
could be performed. When the aircraft was on the ground, reports generated from
system BITE memory could be printed using the MCDU.
26 The Air Transport Association (ATA) categorises aircraft systems based on a chapter numbering
system. This categorisation is widely used in aircraft documentation.
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Based on an examination of the FDR data, the aircraft manufacturer recommended
removing ADIRU 1 and the number-1 PHC before conducting any data downloads
or testing of the aircraft’s systems. Replacement units were then installed and BITE
data downloaded from the following aircraft equipment and systems while the
aircraft was at Learmonth:
• electronic flight control system (including the PRIMs, flight control secondary
computers and flight control data concentrators)
• autoflight system including the flight management guidance envelope computers
(FMGECs)
• air data and inertial reference system
• landing gear control interface units (LGCIUs)
• enhanced ground proximity warning system (EGPWS)
• probe heat computers
• multi-mode receivers
• electrical power generation system.
Pertinent results were as follows:
• FMGEC 1 and 2 were each connected to ADIRUs 1, 2 and 3. Both FMGECs 1
and 2 detected anomalous behaviour of ADIRU 1 but did not detect any
problems with ADIRUs 2 and 3.
• LGCIUs 1 and 2 were connected to ADIRUs 1 and 3 (ADR part only). Both
LGCIUs 1 and 2 detected anomalous behaviour of ADIRU 1 but did not detect
any problems with ADIRU 3.
• EGPWS was connected to ADIRU 1 only. EGPWS detected anomalous
behaviour of ADIRU 1.
In summary, the BITE data for several systems indicated a problem with ADIRU 1
but no data indicated a problem with ADIRU 2 or ADIRU 3 (see also ADIRU test
results).
System testing
After PFR and BITE data were downloaded, operational tests were performed on
the following aircraft systems at Learmonth in accordance with the aircraft
manufacturer's recommended maintenance procedures:
• electronic flight control system
• inertial reference systems
• air data reference systems
• probe heat computers
• multi-mode receivers
• flight guidance computers
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