The ‘no smoking’ and seat belt signs are controlled directly from the cockpit while the cabin functions related to passenger service (for example, cabin lighting, temperature control and passenger calls) are managed by the cabin crew via the FAP.Ī number of additional aircraft systems can be managed via the CIDS’ panels (FAPS, AAP etc.): emergency light, door bottle pressure monitoring, door closure status, slide armed/disarmed status, water and waste tank quantities, air conditioning and smoke detection. Major changes of the CIDS functions are executed by the replacement of the OBRM. Each CAM is programmed according to the airline’s request, so the CAM is unique to every individual airplane. The CAM defines all the modifiable system properties and cabin layout information for the CIDS. The IPRAM contains pre-recorded announcements and boarding music audio data that can be played in the cabin to passengers in accordance with operational requirements. The FAP comprises the CAM (Cabin Assignment Module), the OBRM (On Board Replaceable Module) and the optional IPRAM (Integrated Pre-recorded Announcement Model) in compact flash card format. The introduction of this enhanced CIDS on the A318 has been the starting point for its implementation on other models. The system update for the A318 features no PTP as its functions have been integrated into a new touch screen FAP. The PTP (Programming and Test Panel) allows programming of the CIDS and running of functional tests. The system architecture is similar for all Airbus aircraft models. They are spread along the cabin on top lines (DEU A) and middle lines (DEU B). The DEUs are the interpreters enabling information transfer between the Directors and the cabin systems. Binary code received back from the Director is then decoded. They pick up the information across the cabin and convert it into binary code for the Director. Communication between the Director and the cabin, passenger and crew systems is handled via a number of DEUs (Decoder-Encoder Units). The crew can control the cabin functions via the FAP (Flight or Forward Attendant Panel) or by using cockpit switches. One operates in active mode and one in stand-by, so it can take over in the unlikely event of a complete failure of Director 1. They are the central computers of the CIDS. The system is typically managed by 2 Directors. The adaptability of the system ensures viability for various aircraft types without major changes in hardware and with minimal training effort for its operators. The core system architecture has remained robust and effective over 30 years of operation, while allowing for a seamless integration of updates and new functionalities like the SDF (Smoke Detection Function) due to its modular set-up. This was the first time a single system integrated all cabin functionalities by connecting the crew, cockpit, cabin systems and passenger service. The ‘classic’ CIDS was first introduced in 1988 for the A320 and has been installed in more than 2000 single aisle aircraft, many of them in operation today. The flight crew can monitor all cabin systems via a central interface. The CIDS allows control of cabin lighting, service interphone, EVAC signals and all functions of the passenger service system: passenger lighted signs, reading lights, passenger calls, automatic announcements, boarding music and the passenger entertainment system. It is quintessential in keeping passengers well informed and contributes to their overall comfort and safety. The CIDS is the central digital data system for cabin crew to manage all cabin functions. How does it work, what does it control and how can operators get the best system performance? For all Airbus aircraft types, it is the CIDS (Cabin Intercommunication Data System) which is the key system for the aircraft cabin and enables management of cabin lighting, passenger service system functions, EVAC (evacuation) signals, cabin interphone and cabin system monitoring.
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