-fault messages which need a manual switching in order to generate a cockpit event. For systems which are in standby and which fail, the fault message is immediately available in the PFR but the associated cockpit event is shown in the cockpit only when a manual switching activates this system (example ADIRU3).
(2) Faults with operational cockpit event
This event is also called a cockpit effect. Examples of cockpit effects are: an ECAM warning, a local warning, a flag, or any invalid function such as a missing audio signal, amber crosses on a system page, etc. Some of these faults have consequences on the system safety objective and are NO GO items (i.e.: the failure must be fixed before the next departure) or GO IF items (GO if the conditions given in the MEL are fulfilled). The others are GO without conditions. For some of these faults the cockpit effect does not automatically appear to the crew when it is activated (e.g.: amber crosses on a system page). The status regarding all these faults is given by the MEL. When the crew take notice of a fault through the cockpit effect they must report it into the aircraft LOG BOOK. In order to be able to launch the proper maintenance actions, all faults:
-having a cockpit effect and
-detected by the systems are covered by a CLASS 1 maintenance message transmitted to the CFDIU. Class 1 maintenance messages are presented in the Post Flight Report at the end of the flight.
NOTE : Some of the system faults having an effect in the cabin are
____ also covered by a CLASS 1 maintenance message transmitted to the CFDIU.
(3) Faults triggering an ECAM MAINTENANCE STATUS
These faults have no consequence on the system operating conditions. They are always GO without any restriction. These faults must be fixed at the first opportunity and not later than the "rectification interval" required as per MMEL section 01-00. The crew must make an entry into the LOG BOOK (Pilot report) because this information is provided by the FWS at the end of the flight, after engines shutdown, through the ECAM MAINTENANCE STATUS. In order to launch at the first opportunity the proper maintenance action it is necessary to provide the information to the maintenance teams. Consequently, these faults are covered by a CLASS 2 maintenance message transmitted to the CFDIU. Class 2 maintenance messages are presented in the Post Flight Report at the end of the flight.
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CES (4) Faults without cockpit event
(a) General philosophy These faults have no consequence on the system operating conditions and the crew is not aware of them. All faults detected by the systems without cockpit event are covered by a CLASS 3 fault maintenance message. These messages are recorded in each system BITE (class 3 report).
NOTE : For engine system this definition must be completed with
____
the following information.
(b) Engine system The class 3 faults (without cockpit event) have been classified in the two following categories:
-
the TIME LIMITED dispatch faults: which means that the fault may remain uncorrected within a maximum time frame specified by the Maintenance Planning Document. For example: . 1000FH for CFM56-5A (MPD task 730000-C1-1) . 500FH for CFM56-5B (MPD task 730000-C1-2)
-
the UNLIMITED TIME dispatch faults: which means that the fault may remain uncorrected within an unlimited time frame.
All these faults are presented by the FADEC BITE in the
'Scheduled Maintenance Report' at the aircraft level and
classified "S" in the Trouble Shooting Manual.
Within class "S" faults, an (*) at the end of the maintenance
message will highlight UNLIMITED TIME dispatch faults.
Faults without the (*) correspond to TIME LIMITED dispatch
faults.
Example:
'CFDIU,EIU (FLGT), J3*' is an UNLIMITED TIME dispatch fault and
should be treated like any other aircraft system CLASS 3 fault.
'T495L harn (En-4028 KS2)J9/ECU(En-4000Ks)' is a TIME LIMITED
dispatch fault and must be corrected in accordance with the
Maintenance Planning Document.
(5) Internal fault/external fault
A unique fault may disturb several systems. In this case, it will lead to the generation of several maintenance messages (one per system). One of these messages may be more accurate than the others. Depending on the fault and its effect, it will be the one generated either by a computer which detects itself faulty (self monitoring) or by the computer in charge of the BITE of the system. Under these conditions this message is qualified by the unit generating it as having priority over all messages transmitted by the
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