AIRBUS 320 FAMILY

( A320 / A319 / A321 )

TRAINING NOTES FOR ENGINEERS

ATA 05
TIME LIMITS - MAINTENANCE CHECKS

MAINTENANCE TRAINING ORGANISATION

AIR INDIA ENGINEERING SERVICES LIMITED
 THIS DOCUMENT
MUST BE USED FOR
MAINTENANCE TRAINING
PURPOSE ONLY

UNDER NO CIRCUMSTANCES
SHOULD THIS DOCUMENT
BE USED AS A REFERENCE

IT WILL NOT BE UPDATED.

 Maintenance Training Organisation , AIESL Technical Training Manual

05-00-00 - TIME LIMITS - MAINTENANCE CHECKS – GENERAL

General
This chapter includes the following sections:
· 05-20-00: SCHEDULED MAINTENANCE CHECKS
· 05-50-00: UNSCHEDULED MAINTENANCE CHECKS
A. Scheduled Maintenance Checks (05-20-00)
This section includes all the zonal inspections that you must do on the aircraft.

B. Unscheduled Maintenance Checks (05-50-00)

This section includes maintenance checks to be performed whenever a flight in abnormal
conditions is reported by the Flight Crew.
This section is divided into two categories of information:
· inspections,
· checks.

Time Limits and Maintenance Checks

This part of the Aircraft Maintenance Manual (AMM) is approved by the Airworthiness
Authorities and is issued as a separate manuel with the title:
----------------------------------------------------------------------
A318/A319/A320/A321 Airworthiness Limitations Section Part 1
Safe Life Airworthiness Limitation Items
----------------------------------------------------------------------

ON A/C 001-002, 005-012, 021-025, 028-029, 031-099

A. Instructions for Continued Airworthiness
(1) Maintenance scheduling
The V2500 is designed as an "On-Condition" engine whereby the scheduled inspection tasks
are determined through the use of the MSG3 procedure and documented in the Maintenance
Review Board Report (MRBR). The MRBR is the basis from which the Approved Maintenance
Program, for each operator, will be developed. The Maintenance Planning Document should
cover all of the procedures included in the appropriate MRBR, such as:
(a) External engine/powerplant inspections.
(b) Boroscope inspections.
(c) Magnetic chip detector inspections.
(d) Filter inspections and replacements.
(e) Assessment and correction of class III Centralised Fault Display System (CFDS)
faults.
(f) When a defect is detected which requires engine removal, the Operator will be
expected to rectify the identified defect and to review the total engine for any
appropriate preventive maintenance action that will ensure its continued airworthiness.

(2) Trend Monitoring

It is recommended that operators have a trend monitoring program in addition to the above
activity. The program should be set up to provide information split into scheduled tasks to
ensure the airworthiness of the engine. Elements of this program should include the monitoring
of the following parameters or other data acceptable to the relevant Authority:
(a) Exhaust Gas Temperature (EGT).
(b) Shaft rotational speeds (N1 and N2).
(c) Fuel flow.
(d) Vibration.
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05-20-00 - SCHEDULED MAINTENANCE CHECKS

General
A. Task numbering
This section gives the accomplishment instructions for zonal inspection tasks
· related to the requirements of the Maintenance Planning Document (MPD) a specific AMTOSS
zonal task number which combines the ATA 05-20 and the concerned A/C zone is used as
follows :
Task Numbering System for Zonal Inspection Tasks.
ATA Reference Number
I\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\I
TASK N° 0 5 - 2 2 - 6 0 - 2 0 0 - 0 0 1
I__I I I______I I_____I I_____I
1 2 3 4 5
1 : ATA
2 : Relates to ATA section 20
scheduled maintenance checks
3 : Zone
4 : Function code, E.G. 200 : INSPECTION CHECK
5 : Unique identification of discrete tasks

B. Procedure content

(1) It is thought that people which perform the zonal tasks have an adequate knowledge of the
aircraft construction and systems installations thus a list of all the items contained in the
zones to be inspected is not given.
(2) If you find damage, corrosion, leaks, it is recommended to refer to the related structure/
system inspection ata-chapter for detailed inspection and corrective action
(3) Any Fairing, access panel, access door, etc removed or opened to gain access to zones
should also be examined during the zonal inspection. This requirement is not specially quoted
within each individual procedure because it is a standard maintenance practice.

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Page Block Assignment
The information contained in the AMM is divided into two main categories:
· Description and Operation
· Maintenance Procedure
(a) Description and Operation (D/O) - Page Block 001
The purpose of the D/O is to familiarize maintenance personnel with the aircraft systems and
give them sufficient information to understand how the systems operate:
· Component Location
· System/Component Description
· Power Supply (if applicable)
· Interface with other systems (if applicable)
· Operation/Control and Indicating
· BITE Test
(b) Maintenance Practices (Page Block 201)
These topics give the procedures related to general Maintenance Practices such as:
· Aircraft jacking
· Aircraft leveling
· Application of electrical, pneumatic, hydraulic power
· Opening/closing of engine cowling, MLG doors, etc...
· Installation of complex safety devices
(c) Servicing (Page Block 301)
1 Procedures covering replenishment (hydraulic fluid, fuel, etc.) are listed in
chapters 12-13-XX. The last two digits give the ATA reference of the related
system.
2 At subject/component level (XX-XX-XX), procedures covering e.g. filters,
magnetic plug, lamp replacement, etc.
(d) Removal/Installation and Deactivation/Reactivation (Page Block 401)
1 Removal/Installation
At subject/component level (XX-XX-17), this topic provides all data necessary to remove, install
or replace a component.
These procedures have two independent tasks, one for the removal and one for the installation.
Removal task:
Because there is usually an installation task after the removal task, there is generally no Close
up paragragh in the removal task.
Where there is a time separation between the removal and installation tasks, it is anticipated
that the operator will use common sense to determine the applicable close-up procedures to be
adopted.
Installation task:
The Job Set-up is only a reminder of the main operations done during the job set-up of the
removal task such as opening of the circuit breakers, installation of the warning notices and
access platform(s), etc.
The sentence "Aircraft Maintenance Configuration" reminds the operators that they must ensure
that the aircraft configuration resulting from the job set-up of the removal must be verified before
they start the installation procedure.

NOTE: All equipment removed, or zones behind access panels removed to get access during a
maintenance operation, must also be examined before re-installation. This requirement is
not specially quoted in each procedure as it is a part of standard maintenance practices.

When a component and directly related parts require in-situ adjustment or check/test which
does not involve complex, time-consuming operations, the related work is included in the
Installation task.
Cross-reference to tasks in Page Block 501 (Adjustment/Test) is kept to a minimum.
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2 Deactivation/Reactivation
The deactivation procedures describe the maintenance actions necessary to permit continued
flight operations with a system or a part of a system failed, in compliance with the MMEL and
CDL requirements.
These procedures are given at Chapter/Section level (XX-XX-00).
The AMM provides EASA MMEL tasks and FAA MMEL tasks. An FAA MMEL task is highlighted
by "(FAA only)", and this task is not included in the Airbus MMEL.
NOTE: Non-FAA operators can use the AMM task related to an FAA MMEL task if the AMM
task satisfies their MEL requirements
NOTE: Some Deactivation/Reactivation tasks do not include a reference to an MMEL/CDL item.
This is because they are not related to the dispatch conditions quoted in these documents.
The deactivation tasks related to an MMEL or CDL item have a "Task Summary" table which
gives:
· MMEL or CDL Ref.: reference(s) of the related MMEL or CDL item(s).
· ACCESS: opening of access door(s)/panel(s) other than the avionics compartment is
necessary (YES/NO).
· TEST: the procedure is done via a test (YES/NO).
· SPECIFIC TOOLS: specific tools are necessary to do the task (YES/NO).
· Manhours (Mhr): Estimated hours necessary to do the task (in hours and hundredths of hours).
This value is based on the quantity of work that an average worker can do in one hour.
· Elapsed Time (E/T): Estimated total time (elapsed) necessary to do the task (in hours and
hundredths of hours). The elapsed time can be, but is not always, the number of manhours
necessary to do the task divided by the number of men that can work simultaneously.
· Number of Men (Nb Men): The number of persons that can work simultaneously to do the task.
The data in the Task Summary table comes from the deactivation task and
the task(s) to which there is a direct cross-reference (e.g. for access, tool
data, etc.).
Reactivation:
The reactivation procedures describe the maintenance actions necessary to restore the system
to normal operation after removal or deactivation of the faulty component or system.
(e) Adjustment/Test (Page Block 501)
1 Operational Test
This test is required to ascertain only that a system or unit is operational. This test normally
does not require special equipment or facilities other than that installed on the aircraft and is
comparable to the test performed by the flight crews.
2 Functional Test
This test is required to ascertain that a system or unit is functioning in all aspects in accordance
with minimum acceptable system or unit design specifications. This test may require
supplemental ground support equipment and is more specific and detailed than an operational
test.
3 System Test
This test contains all adjustment specifications and tolerances required to maintain system
and/or unit performance at maximum efficiency and design specifications.

4 BITE Test

There are two types of BITE Tests: Main BITE Test and Interactive BITE Test.
(f) Inspection/Check (Page Block 601)
1 General
Inspection/Check (I/C) topics are divided into two categories:
· I/C without removal of components from the aircraft.
· I/C after removal of components from the aircraft.
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a I/C without component removal, like:
· visual I/C (for cracks, damage, oxidation, paint condition, etc.)
· measurements (displacement, travel, overall clearances, leak measurements).
b I/C with component removal, like:
· original manufacturer's dimensions
· maximum and minimum clearances and in-service wear limits (given in table form).
2 There are three types of Inspections:
a Detailed Inspection (DI):
An intensive examination of a specific item, installation or assembly to detect damage,
failure or irregularity. Available lighting is normally supplemented with a direct source of good
lighting at an intensity deemed appropriate. Inspection aids such as mirrors, magnifying
lenses etc.. may be necessary. Surface cleaning and elaborate access procedures may be
required.
b General Visual Inspection (GVI):
A visual examination of an interior or exterior area, installation or assembly to detect obvious
damage, failure or irregularity. This level of inspection is made from within touching distance
unless otherwise specified. A mirror may be necessary to ensure visual access to all surfaces
in the inspection area. This level of inspection is made under normally available lighting
conditions such as daylight, hangar lighting, flashlight or drop-light and may require removal
or opening of access panels or doors. Stands, ladders or platforms may be required to gain
proximity to the area being checked.
c Special Detailed Inspection (SDI):
An intensive examination of a specific item, installation, or assembly to detect damage, failure
or irregularity. The examination is likely to make extensive use of specialized Inspection
Techniques and/or equipment. Intricate cleaning and substantial access or disassembly
procedure may be required.
(g) Cleaning/Painting (Page Block 701)
Cleaning/painting procedures which require special precautions (parts contaminated by
hydraulic fluid, battery acid, etc.) are included in the relevant chapter.
(h) Approved Repairs (Page Block 801)
Repairs included in these topics are non-structural repairs that can be performed on the aircraft.
Other repair procedures are given in the CMMM/CMMV or in the SRM/NSRM.
The repair procedures given in the AMM are not submitted to the airworthiness authorities for
approval, but are technically approved by:
· The aircraft manufacturer, for manufacturer components
· The related vendor, for vendor components
IMPORTANT : Record of Temporary Repairs
If Temporary Repairs are made, it is the responsibility of the operator to record the following:
· location of the damage
· nature of the damage
· nature of the repair
· service life limit of the temporary repair.

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AMTOSS (Aircraft Maintenance Task Oriented Support System)

Task/Subtask Numbering
The functional arrangement of data and the numbering system form the basis for the
assignment of maintenance Task/Subtask numbers to each maintenance operation (Task)
described in the AMM.
(1) Task/Subtask Numbering
Maintenance Procedures are broken down into tasks and subtasks. The TASK/Subtask number
can have five, six or seven elements.
Task and subtask numbers are structured as follows:
(a) Task Element
Task Element / TASK XX-XX-XX-XXX-XXX-XXX-XXX
1 2 3 4 5 6 7
----------------------------------------------------------------------
ELEMENT FUNCTION
----------------------------------------------------------------------
1 to 3 ATA six-digit number
4 The three-digit numeric function code is used to indicate the
particular maintenance function involved.
5 The three-digit numeral used to give a unique identification
number to each Task/Subtask similarly numbered throughout the
the preceding elements.
To provide numerical separation between Task and Subtask,
Task identification begins at 001 and rises, in sequence, to
049 (maximum) within the procedure.
Subtask identification begins at 50 and rises, in sequence, to
800 (maximum) within the procedure.
Illustrations and tables are considered as tasks.
6 The three-digit alphanumeric indicator comprises of:
- First digit alpha to identify different Technical
configurations (modification(s), service bulletin(s), etc..)
- Second and third digit numerals to identify alternative
methods/techniques of maintenance.

AMTOSS Function Codes

The first two digits of the numbering system fourth element are in accordance with the ATA
Specification, although in some instances a third digit has been added for further breakdown of
the basic function.

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…etc.

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TSM INTRODUCTION
1. General
A. Trouble Shooting Manual (TSM) Objective
The TSM is provided by AIRBUS to enable the systematic identification, isolation and correction
of aircraft warnings and malfunctions reported in flight and on the ground.
NOTE TO USERS :
If you cannot find a fault symptom and/or a fault isolation procedure necessary to ensure the
continued airworthiness of the aircraft, or if you think that the information given is not complete,
contact Airbus.
B. Effectivity Table
The Effectivity Table contents and description is contained in the Manual Front Matter.
C. Requests for TSM Revision and Correspondence
(1) An RFI/RFR (Request For Information/Request For Revision) form is provided for
communication between Customers/Operators and AIRBUS. It is requested that this form be
used for any questions concerning the TSM.
(2) All communications concerning the TSM should be sent to:
AIRBUS S.A.S.
Technical Data Support and Services
1 Rond Point Maurice Bellonte
31707 Blagnac Cedex
France

D. Publication Format
The format is in Standard Generalized Markup Language (SGML)
The standard illustrations are delivered in Computer Graphics Metafile (CGM) format.
E. Revision Service
The TSM is customized and subject to:
· Normal revisions
· Temporary Revisions (TR)
These are managed as follows:
(1) Normal revisions
Normal revisions consist of a complete reissue with a differential marking at the specified
revision date.
(2) Temporary Revisions
Temporary revisions are issued to introduce information which cannot wait until the next normal
revision.
Each temporary revision remains effective until it is incorporated in the next regular revision or it
is superseded by another temporary revision (if additional changes are required, a replacement
temporary revision will be issued). They must be incorporated as stated on the TR transmittal
sheet.
(3) Revision symbols
Revised, New and Deleted parts are identified in the TSM via the Highlights.
F. Highlight
The Highlights will provide the reason for the revision of text and/or illustrations. They are
provided in the Manual Front Matter and are linked to the amended data.
2. Breakdown and Numbering
A. General Structure
(1) Front Matter
The Front Matter contains the following information :
· Title
· Legal notice
· Highlights
· Temporary Revision List
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· Effectivity Table
· Service Bulletin (SB) List
· Customer Originated Changes (COC) List
· Glossary
(2) General
Each of the standard chapters contains the following information:
· Fault Symptoms (corresponding to each Fault Isolation Procedure)
· Fault Isolation Procedures (with links to Highlights and Fault Symptoms)
· Task Supporting Data

Fault Symptom Master List

(1) Fault Symptoms
The fault symptoms corresponding to the Fault Isolation procedure is provided under electronic
link.
A Fault Symptom is the association of a Warning/Malfunction and/or CFDS fault message.
The Fault Symptoms pages are divided into the following five separate sections:
· ECAM,
· EFIS,
· LOCAL,
· OBSV (observations),
· CFDS.
The division of the sections is identical to that of the Index of Warnings/ Malfunctions and the
Index of CFDS Fault Messages.
The Fault Symptom pages in each section are divided into the following three main columns:
· WARNINGS/MALFUNCTIONS,
· CFDS FAULT MESSAGES,
· FAULT ISOLATION PROCEDURE.
The contents of these is as follows:

The WARNING/MALFUNCTION column is divided into blocks in most sections in accordance

with the
priority classification of warnings and malfunctions as follows:
ECAM Section
· ECAM warnings
· Inoperative Systems
· Maintenance Status
· System display
EFIS Section
· PFD (Primary Flight Display)
· ND (Navigation Display)
LOCAL Section
These are sub-divided into the various panels on which they are located.
Crew and Maintenance Observation
This covers crew and/or maintenance observations (malfunctions) which are generally
not monitored by the aircraft systems and is not divided into blocks.

CFDS Section

The CFDS FAULT MESSAGE lists the complete message (source, text, ATA reference,
class and system identifiers) which is associated (if applicable) with a warning or
malfunction.

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The Fault Isolation Procedures contain the information required to isolate and correct each fault
symptom (Ref. Para. 2.D.(2)).
They are similar in structure to the Aircraft Maintenance Manual (AMM) maintenance
procedures and
are considered as maintenance tasks.
The breakdown of each procedure is as follows:
· Fault identification (procedure title)
· 1. Possible Causes
· 2. Job Set-up Information
· 3. Fault Confirmation
· 4. Fault Isolation
· 5. Close-up.

The contents of these is as follows:

(a) Possible Causes
This lists all the suspect items which are replaced or checked during the procedure.
The list is given to enable the collection of all items required to correct the fault and not for
"shot-gun" trouble shooting. This form of trouble shooting is not recommended.
The list does not give details of wiring to be checked. This is detailed in the procedure and only
mentioned in the list (eg: aircraft wiring).
(b) Job Set-up Information
This lists any tools, equipment and procedures required to be carried out before commencing
the fault isolation and is the same as the AMM job set-up.
(c) Fault Confirmation
Any test procedure needed to confirm that the fault is genuine is given here. This is to avoid
unjustified LRU removals. Confirmation tests of spurious warnings will also be covered, if
applicable.
(d) Fault Isolation Procedure
The procedure gives the appropriate actions to isolate and correct the related fault symptom.
Before you get access for a wiring check, make sure that you obey the electrical safety
practices given in ESPM 20-10-00 and the applicable warning(s):

WARNING:
PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU
START
A TASK ON OR NEAR:
· THE FLIGHT CONTROLS
· THE FLIGHT CONTROL SURFACES
· THE LANDING GEAR AND THE RELATED DOORS
· COMPONENTS THAT MOVE.
MOVEMENT OF COMPONENTS CAN KILL OR INJURE PERSONS.

Effectivity Statements
A. General
(1) Text
The effectivity in the manual is expressed in Fleet Serial Number (FSN).
The Task and Subtask numbers are preceded by the associated A/C effectivity statements.
There is no link between a Task variant letter (6th element) and a Subtask variant letter not
even when Task and Subtask have the same A/C effectivity.
In the case of effectivity differences within the text, a statement of effectivity indicates the
effectivity of the following text.
(2) Service Bulletins
Service Bulletins are incorporated automatically in the TSM if at least one aircraft is potentially
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applicable and quoted in the Service Bulletin.
Data related to Service Bulletins are only incorporated upon notice from the customer that
subject Service Bulletins have or will be embodied on the aircraft.
The effectivity statement will provide the following status:

Functional Item Numbers (FIN)

The equipment on the A/C is identified by a unique identifier called a Functional Item Number
(FIN). The basic element of the FIN is a two letter code indicating to which system/circuit the
equipment belongs. To this code are added prefixes and/or suffixes which provide the unique
identification for individual items of equipment.

For electrical equipment (any component with an electrical connection) the FIN is of the form
2CA1 where:
· 2 = Second component in circuit CA
· CA = Circuit two letter code
· 1 = Suffix - First of several similar systems (System 1)

NOTE: Several identical components which perform the same function in the same circuit can
be differentiated by the suffix number. 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.
For mechanical equipment the FIN is similar to the electrical FIN.
The FIN sequence number serves to differentiate between mechanical and electrical
equipment. Sequence numbers below 5000 are reserved for electrical FINs and 5000 and
above are reserved for mechanical FINs.

Philosophy and Use

A. Philosophy
(1) The Maintenance concept is based on the use of CFDS and TSM.
(Ref. Fig. Maintenance Concept - Troubleshooting Decision Tree SHEET 1)

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NOTE: The aircraft is equipped with a high number of digital items of equipment. In most of the
cases, computers may be recovered after an abnormal behaviour or a detected fault, either by a
software reset (reset of microprocessor) or by interrupting the power supply of its processing
parts for a short time. This is achieved with the normal cockpit controls (engagement levers,
pushbutton switches) by selecting the related control off then on or by action on the
corresponding circuit breaker.
(2) TSM philosophy
The TSM provides coverage of all probable aircraft faults. This includes being a trouble shooting
guide to faults monitored and displayed by the aircraft systems. Faults not monitored by the
aircraft systems are also covered.
(3) CFDS
The objective of the CFDS is to provide an economic, efficient and easy-to-use means of
maintaining the aircraft systems. To do this the CFDS directly monitors and identifies faulty Line
Replaceable Units (LRUs) in the aircraft systems and displays items identified as faulty to the
maintenance crew. This is essentially achieved by analysis of all cockpit events which are
triggered by the monitoring of the aircraft systems. Refer to paragraph 4 for a description of the
CFDS and how to use it.
The CFDS also takes into account a major objective of the line maintenance which is to avoid
unjustified removals of equipment. For these reasons the CFDS makes a detailed analysis to
identify the responsible LRUs; this is also to confirm that the event was actually due to a
hardware failure and not an intermittent fault.

To achieve its purpose, the CFDS has several major functions which supply:
· A maintenance Post Flight Report (PFR) which is printed at the end of each flight. The PFR
(Ref. Para. 4.E.(1) allows association of ECAM warnings and CFDS maintenance messages.
· Directly usable maintenance messages which identify faulty LRUs.
· User-friendly access to tests of the aircraft systems.

How to Use the TSM

(1) Types of faults
In the TSM, there are two basic types of faults : monitored faults and non-monitored faults.
Monitored faults are those which are monitored and displayed by the aircraft systems (mainly
ECAM and CFDS).
Non-monitored faults are generally not displayed by the aircraft systems and can be of a
general nature, such as: "Nose landing gear doors slow to move".
Within each of these general divisions faults are divided according to the type of system and
display:
(a) Monitored faults:
· ECAM
· EFIS
· local
· CFDS

(b) Non-monitored faults

· Crew and/or maintenance observations.
NOTE: All these types of fault are used as entry points into the TSM under the titles given
above.

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Trouble Shooting Function
Trouble shooting function is initiated by a flight crew or maintenance crew report of a fault. The
fault can then be used as an entry point into the TSM; Fault Symptoms, Warnings/Malfunctions,
or CFDS Fault Message, depending on the type of fault. The trouble shooter is directed to the
procedure to isolate the fault.
Three types of monitored faults (ECAM, EFIS and local) reported by the flight crew are usually
associated with CFDS fault messages. The association principle of a Warning Malfunction and
a CFDSfault message is described in paragraph 4.E.(1)(b). For these the first two digits of the
ATA reference given on the PFR are used to enter directly into the appropriate fault symptoms .
CFDS fault messages are not normally reported by the flight crew and are used by maintenance
crews.
They can be displayed alone without an associated warning or malfunction, in which case they
may be the entry point for maintenance- related trouble shooting. TSM entry is via the
appropriate TSM fault symptoms using the ATA reference, or the CFDS Fault Messages using
the message text.
Crew or maintenance observations are usually a single fault without an associated CFDS fault
message.
TSM entry is via the appropriate TSM chapter fault symptoms if the system (ATA reference) is
known, or the Warnings/Malfunctions using the fault text.
Examples of trouble shooting for these faults are given in the following trouble shooting
examples.

Trouble Shooting of Faults Reported on the PFR

The following general procedure describes trouble shooting of Upper ECAM DU warnings,
ECAM STS (Status) Maintenance messages or CFDS fault messages given on the PFR.
(1) Compare the ECAM warning or ECAM STS message with the CFDS fault message (if
applicable) on the PFR to obtain the fault symptom and the ATA chapter reference.
NOTE: A time difference of 1-3 minutes between the fault message and the warning message
may occur due to CFDIU internal behaviour.
(2) Use the Trouble Shooting function to retrieve the fault symptom, correlate the CFDS
message and retrieve the associated fault isolation procedure.
NOTE: For further fault isolation use the source (SOURCE column) and/or CFDS fault message
identifiers (IDENT block). Due to the number of possible identifier, the fault message identifier in
the TSM must be the same as on the PFR.

Trouble Shooting of Faults not Reported on the PFR

The following general procedure describes trouble shooting of Inop System messages, Lower
ECAM DU flags/advisories, local warnings and crew or maintenance observations.
(1) Use the Trouble Shooting function to retrieve the fault symptom and correlate the CFDS
message.
NOTE: For further fault isolation use the source (SOURCE column) and/or CFDS fault message
identifiers (IDENT block).
The fault isolation procedure is displayed after identification of the relevant fault symptom.

Trouble Shooting of CFDS Fault Messages

The following general procedure describes trouble shooting of CFDS Fault Messages including
class 3 messages. Class 3 Fault Messages are shown on the SYSTEM/REPORT TEST CLASS
3 FAULT pages.
(1) Note the CFDS fault message ATA chapter reference.
Use the trouble shooting function to retrieve the CFDS message. The fault isolation procedure
is displayed when the CFDS message is identified.
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