Technical documentation for the aircrafts. Creating and updating the manual, maintenance procedures, troubleshooting (AMM, TSM). Greetings of the day dear friends. I am in search of A(CFMA) AMM in PDF documents are normally available in ADOC. Airbus A Tsm. BOOK ID: byku1lDmnQdq [Pdf] Airbus A Tsm DOWNLOAD Book Free. May 9th, – Podle zÃ¡kona o evidenci.
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However, only the temporary revisions deleted by the highlights of a normal revision must be removed. Examples of cockpit effects are: Then there is a limited time out so as not to stop in this configuration when the monitored signals are blocked.
In such a case the indexes are useful to direct the trouble shooter to the correct chapter. Therefore, it is displayed with the same restrictions. Please copy and paste this embed script to where you want to embed Embed Script.
This architecture provides for a better targeted diagnosis by correlating data between system computers as well as reducing bus links with the CFDIU. Types of systems Systems have been divided into three categories in order to limit the complexity: This makes it possible to have at least one test available at the terminal gate the basic test which is quickly to start-up by a single technician, the other tests making it possible to increase the global coverage level of the tests where useful and possible.
It is a user-friendly monitoring device providing direct access to system menus which detect a fault for example, flag displayed on the PFD. Description of the initial configuration, description of the actions, wording of the questions to which the operator must respond.
For these systems, the flight condition is between takeoff and landing. In certain multiple fault cases, the test may only indicate the first fault encountered. These warning messages are associated with their ATA reference aid for cross referencing with the maintenance message. These are managed at chapter level by: Block page number, confirm the task number at the top left and do the fault isolation procedure.
Furthermore, after aircraft power up, it enables to check that all computers have correctly satisfied the related power up tests.
tzm Before you get access for a wiring check, make sure that you obey the applicable warning s: The index pages are divided into three columns. This does not necessarily mean that an effective failure is present.
Most systems are provided with this type of interface. We are a non-profit group that run this website to share documents.
This AMM test is to make sure that the replacement unit is installed correctly. In fact, certain faults prevent to run the test more extensively. Only maintenance messages indicate possible failures.
The general rule is that an even suffix identifies a component on the right hand side and an odd suffix identifies a component on the left hand side. Faults are sometimes a20 by electrical transients or similar events without the aircraft system a230 faulty. Effectivity Statements 1 Page effectivity block The statement of effectivity in the effectivity block at the bottom left of each page corresponds to the sum of the effectivities included on the page.
The Fault Symptom pages in each section are divided into the following three main columns: For the operator, the resulting a3320 are minor: In each ATA chapter page blockthe table lists: For these reasons the CFDS makes a detailed analysis to identify the responsible LRUs; this is also to confirm that the z320 was actually due to a hardware failure and not an intermittent fault.
This is the ATA chapter of the first suspected component. It will be used to confirm the presence of a fault or to eliminate any ambiguity.
There is no ground report function for Type 3 systems.
airbus a TSM – Free Download PDF
This means that one fault symptom is effective for at least one aircraft in the fleet. Task idents begin at and raise, in sequence, to maximum within the P.
This message is called internal. 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. This system organization in three types essentially remains transparent for the operator as the CFDIU manages any differences.
The layout is as follows: The warnings and malfunctions are sorted alphanumerically to facilitate location in each of the sections and sub-divisions. They must be incorporated as stated on the TR transmittal sheet. Consequently, if a difference is detected by a system it is considered as a fault and therefore generates a maintenance message in the test results.
The list does not give details of wiring to be checked. Therefore, each system has in memory an information linked to every message transmitted to the CFDIU which defines its internal or external attribute so that the CFDIU can give priority to the most accurate one.
Block is customized by airline. PFR, test result, trouble shooting data if available.
airbus a320 TSM
Faults detected on ground may be due to maintenance actions on the a230 and therefore are not to be taken into account e. The status regarding all these faults is given by the MEL. Block contain the information required to isolate and correct each fault symptom Ref.
It is the entry point to the technical documentation. It then realises the BITE function and therefore reports on behalf of all system computers. The advantage of this is that it is not restrictive as far as actions are concerned.
The remaining are ignored.