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CONTENTS

1 ELECTRONIC INSTRUMENT SYSTEMS..................................... 1-1

1.1 FLIGHT INSTRUMENTS ..................................................................... 1-2
1.1.1 The Basic Six ................................................................... 1-2
1.1.2 The Basic ‘T’ .................................................................... 1-4
1.2 ELECTRONIC INSTRUMENT SYSTEMS ............................................... 1-7
1.3 ELECTRONIC FLIGHT INSTRUMENT SYSTEM ..................................... 1-7
1.4 ELECTRONIC ATTITUDE DIRECTOR INDICATOR ................................. 1-9
1.5 ELECTRONIC HORIZONTAL SITUATION INDICATOR ........................... 1-10
1.6 PRIMARY FLYING DISPLAY............................................................... 1-11
1.6.1 Airspeed ........................................................................... 1-12
1.6.2 Attitude ............................................................................. 1-14
1.6.3 Altitude ............................................................................. 1-15
1.6.4 Vertical Speed Indications ............................................... 1-16
1.6.5 Heading Indications ......................................................... 1-17
1.6.6 Flight Mode Annunciations .............................................. 1-17
1.6.7 Landing Indications......................................................... 1-19
1.7 NAVIGATION DISPLAY ...................................................................... 1-21
1.7.1 Navigation Display Modes ............................................... 1-21
1.7.2 Navigation Display Indications ........................................ 1-26
1.8 EFIS CONTROL PANEL .................................................................... 1-29
1.8.1 EFIS Control Panel controls ............................................ 1-29
1.9 HEAD UP DISPLAY ........................................................................... 1-33
1.9.1 Head-Up Displays ............................................................ 1-33
1.10 ELECTRONIC INSTRUMENT SYSTEM (EIS) ........................................ 1-35
1.11 ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME) ......................... 1-37
1.12 ENGINE INDICATING & CREW ALERTING SYSTEM ............................. 1-37
1.12.1 Display Units .................................................................... 1-38
1.12.2 Display Modes ................................................................. 1-40
1.12.3 Operational Mode ............................................................ 1-40
1.12.4 Status Mode..................................................................... 1-40
1.12.5 Maintenance Mode .......................................................... 1-41
1.12.6 Display Select Panel........................................................ 1-41
1.12.7 Display Select Panel Operation ...................................... 1-41
1.12.8 Alert Messages ................................................................ 1-43
1.12.9 Maintenance Control Panel ............................................. 1-44
1.13 ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ....................... 1-45
1.13.1 Display Units .................................................................... 1-45
1.13.2 ECAM Display Modes...................................................... 1-46
1.13.3 Flight Phase Related Mode ............................................. 1-46
1.13.4 Advisory Mode ................................................................. 1-47
1.13.5 ECAM Failure Mode ........................................................ 1-48
1.13.6 Control Panel ................................................................... 1-49
1.13.7 Status Display .................................................................. 1-55

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1 ELECTRONIC INSTRUMENT SYSTEMS

All instruments essential to the operation of an aircraft are located on panels, the
number of which vary in accordance with the number of instruments required for
the appropriate type of aircraft and its flight deck layout. The front instrument
panel, positioned in the normal line of sight of the pilots, contains all instruments
critical for the safe flight of the aircraft. This panel is normally sloped forward 15
from the vertical to minimize parallax errors. Other panels within the flight deck
are typically positioned; Overhead, left and right side and centrally between the
pilots.

Figure 1 shows the layout of a Boeing 737 Flightdeck.

Figure 1

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1.1 FLIGHT INSTRUMENTS

1.1.1 The Basic Six

There are six flight instruments whose indications are so co-ordinated as to

create a “Picture” of an aircraft’s flight condition and required control movements.
These instruments are:

1. Airspeed Indicator.

2. Altimeter.

3. Gyro Horizon Indicator.

4. Direction Indicator

5. Vertical Speed Indicator.

6. Turn & Bank Indicator.

The first real attempt at establishing a standard method of grouping was the
“Blind Flying Panel” or “Basic Six”. The “Gyro Horizon Unit (HGU) occupies the
top centre position, and since it provides positive and direct indications of the
aircraft’s attitude, it is utilized as the “Master Instrument”. As control of airspeed
and altitude is directly related to attitude, the “Indicated Air-Speed (IAS),
Indicator, Altimeter and Vertical Speed Indicator (VSI) flank the HGU.

Changes in direction are initiated by banking the aircraft, and the degree of
heading change is obtained from the “Direction Indicator” (DI). The DI supports
the interpretation of the roll attitude and is positioned directly below the HGU.
The “Turn & Bank Indicator” serves as a secondary reference instrument for
heading changes, so it also supports the interpretation of roll attitude.

Figure 2 shows the layout of the basic 6 instrument groupings.

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Figure 2

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1.1.2 The Basic ‘T’

With the development and introduction of new types of aircraft with more
comprehensive display presentation, afforded by the indicators of flight director
systems, a review of the functions of certain instruments and their relative
positions within the group resulted in the adoption of the “Basic T” arrangement
as the current standard.

There are now four key indicators:

1. Attitude Director Indicator.

2. Horizontal Situation Indicator.

3. Combined Speed indicator.

4. Altimeter.

Figures 3a and 3b show the layout of the Basic ‘T’ instrument groupings.

Figure 3a

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Figure 3b

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1.2 ELECTRONIC INSTRUMENT SYSTEMS

Modern technology has enabled some significant changes in the layout of flight
instrumentation on most aircraft currently in service. The biggest change has
been the introduction of Electronic Instrument systems. These systems have
meant that many complex Electro-mechanical instruments have now been
replaced by TV type colour displays. These systems also allow the exchange of
images between display units in the case of display failures.

There are many different Electronic Instrument Systems, including:

1. Electronic Flight Instrument System (EFIS).

2. Engine Indicating & Crew Alerting System (EICAS).

3. Electronic Centralised Aircraft Monitoring (ECAM).

1.3 ELECTRONIC FLIGHT INSTRUMENT SYSTEM

As in the case of conventional flight instrument systems, a complete EFIS

installation is made up of left (Captain) and right (First Officer) systems. Each
system comprises the following flight deck items:

1. Electronic Attitude Director Indicator/Primary Flight Display

(EADI/PFD).

2. Electronic Horizontal Situation Indicator/Navigation Display

(EHSI/ND).

3. Display/EFIS Control Panel.

The EADI and EHSI can be positioned side by side or vertically top and bottom,
with the Combined Speed Indicator (CSI), Radio Magnetic Indicator (RMI),
Altimeter and Vertical Speed Indicator (VSI) positioned around the displays.
Normally the EADI is positioned on the top or on the on-side position. PFD and
ND typically side by side with the PFD using the outboard display.

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Figure 4 upper shows a flight deck layout of an ATR-72 using EADI/EHSI. The
lower figure shows the layout of PFD and ND of an Airbus A320.

COMBINED
AIRSPEED
INDICATOR EADI ALTIMETER

BASIC “T” GROUPING WITH

ELECTRONIC FLIGHT INSTRUMENTS

RADIO VERTICAL
MAGNETIC
INDICATOR EHSI SPEED
INDICATOR

EFIS EFIS ECAM EFIS EFIS

ENGINE
PFD ND WARNINGS ND PFD

ECAM
SYSTEMS

GLASS FLIGHTDECK - AIRBUS A320

Figure 4

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1.4 ELECTRONIC ATTITUDE DIRECTOR INDICATOR

The EADI displays traditional attitude information (Pitch & Roll) against a two-
colour sphere representing the horizon (Ground/Sky) with an aircraft symbol as a
reference. Attitude information is normally supplied from an Attitude Reference
System (ARS).

The EADI will also display further flight information, Flight Director commands
right/left to capture the flight path to Waypoints, airports and NAVAIDS and
up/down to fly to set altitudes. Information related to the aircraft’s position w.r.t.
Localizer (LOC) and Glideslope (GS) beams transmitted by an ILS. Auto Flight
Control System (AFCS) deviations and Autothrottle mode, selected airspeed
(Indicated or Mach No) Groundspeed, Radio Altitude and Decision Height
information. Figure 5 shows a typical EADI display

Figure 5

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1.5 ELECTRONIC HORIZONTAL SITUATION INDICATOR

The EHSI presents a selectable, dynamic colour display of flight progress with
plan view orientation. The EHSI has a number of different modes of operation
which can be selected by the flight crew. The number of modes is dependent on
the system fitted.

Figure 6 shows an EHSI display in Rose mode.

Figure 6

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1.6 PRIMARY FLYING DISPLAY

The Primary Flying Display (PFD) provides a progression from the EADI in that it
incorporates the airspeed, mach number, altitude and vertical speed. The main
areas of the PFD are shown in figure 7, with figure 8 showing a typical PFD
display with the aircraft at altitude with a TCAS Resolution Advisory warning.

Figure 7

Figure 8

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Figure 9 shows a typical PFD display during an ILS approach.

Figure 9

The 6 main areas of the PFD provide the following information:

1.6.1 Airspeed

The airspeed indication shows air data inertial reference system (ADIRS)
airspeed and other airspeed related information.

Speed Tape and Current Airspeed The speed tape shows the computed
airspeed from the ADIRU on a moving
scale. Current airspeed shows as a
digital readout. The digital readout box
points to the value on the speed tape.
When the airspeed is below 30 knots,
30 knots shows.
Mach Number Mach number shows as a digital
readout. It shows below the airspeed
tape when the Mach number is more
than 0.4. The display does not show
when the Mach number is below 0.38
or if the Mach number display fails.
Speed Trend Vector The speed trend vector shows the
predicted airspeed in 10 seconds
based on current acceleration or
deceleration. This vector shows when
the speed trend is more than 4.5 knots.

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Selected Speed/Selected Mach There is a selected speed bug and a

Number digital readout. The value
of the selected speed or Mach number
is the value the pilot selects on the
mode control panel (MCP) or the value
the FMC calculates. The bug points to
the selected speed on the speed tape.
The digital readout above the speed
tape shows the selected speed or the
selected Mach number. When the
selected speed or Mach number is off
the scale, only
half of the bug shows at the top or the
bottom of the speed tape.
Landing Reference Speeds The Flight Management Computer
(FMC) calculates Vref with the
associated Flap extension selected on
the Control & Display Unit (CDU). The
pilot can set Vref manually with the
speed reference selector on the engine
display control panel.
Limit Speeds Maximum speed shows as red and
black alternate squares. If the
maximum speed value is on the speed
tape, the maximum
speed display starts at the top of the
speed tape and goes down to the
maximum operating speed. The
maximum manoeuvre speed shows as
a hollow amber bar. It shows the
highest speed before the start of the
high speed buffet.
Minimum speed shows as red and
black alternate squares. If the minimum
speed value is on the speed tape, the
minimum speed display starts at the
bottom of the speed tape and goes up
to the minimum operating speed.
The minimum manoeuvre speed shows
as a hollow amber bar. It shows the
lowest speed before the start of the
stick shaker.
If the airspeed is less than 70 percent
of the minimum manoeuvre
speed, the digital airspeed readout
shows amber. The readout shows
amber until the airspeed is more than
the minimum manoeuvre speed.

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Flap Manoeuvre Speeds The flap manoeuvre speed for flap

retraction or extension shows on the
speed tape. The flap manoeuvre speed
shows as a tick mark with the flap
selection.

1.6.2 Attitude

The attitude area shows the pitch and the roll attitude of the airplane. Pitch and
roll data comes from the air data inertial reference system (ADIRS). These are
other indications that show in the attitude area:
 Flight director commands
 Traffic alert and collision avoidance system (TCAS)
 resolution advisories
 Slip/skid
 Pitch limit

Flight Director Commands The flight director commands show

when the flight director is on. The pitch
and roll commands come from the flight
control
computers.

TCAS Resolution Advisories TCAS resolution advisories show when

the TCAS finds that a traffic conflict
exists. The red bars show pitch
attitudes that the pilots must avoid in a
traffic encounter.

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Slip/Skid Indication The slip/skid indication shows the

lateral acceleration of the airplane. The
displacement of the lower portion of the
bank pointer shows the lateral
acceleration. If there is no lateral
acceleration, the roll pointer and
slip/skid indication align. The slip/skid
indication is filled white when the lateral
acceleration is more than a threshold
value. Also, if the roll attitude is more
than 35 degrees, the slip/skid indication
changes to filled amber.
Pitch Limit Indication The pitch limit indication shows the limit
that you can pitch the airplane before
the stick shaker starts. The pitch limit
indication shows when flaps are
lowered.
When the flaps are up, the pitch limit
indication shows if the airspeed gets to
the stall speed.

1.6.3 Altitude

The altitude indication shows barometric altitude from the air data inertial
reference system (ADIRS) and other related altitude information.

Altitude Tape and Current Altitude The altitude tape shows the barometric
altitude on a moving scale. It can show
a range of 806 feet. The current altitude
shows in a digital readout box. The
digital readout box points to the value
on the altitude tape.

Selected Altitude and Altitude Alert There is a selected altitude bug and a
digital readout. The pilot uses the mode
control panel to set the selected
altitude. The bug points to the selected
altitude on the altitude tape. When the
selected altitude is offscale, only half
the bug shows at the top or bottom of
the altitude tape. The selected altitude
digital readout shows above the altitude
tape. When the airplane approaches
the selected altitude, there is an
altitude alert. When there is an altitude
alert, a white box shows around the
selected altitude digital readout.

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Barometric Reference You select the barometric reference

from the EFIS control panel, and it
shows below the altitude tape. If you
select the barometric reference in
inches, IN shows next to the digital
barometric reference value. If you
select the barometric reference in
hectopascals, HPA shows next to the
digital barometric reference value. If
you select the standard barometric
reference, STD shows.

1.6.4 Vertical Speed Indications

The vertical speed indication shows vertical speed from the air data inertial
reference system (ADIRS).

Vertical Speed Tape Vertical speed shows

with a white pointer against the speed
scale. If the vertical speed is more than
400 feet per minute, then vertical speed
shows as a digital value. The digital
value shows above the vertical speed
scale if it is a positive vertical speed.
The digital value shows below the
vertical speed scale if it is a negative
vertical speed.

Traffic Collison Advisory System The TCAS resolution advisories show

on the vertical speed scale. A TCAS
climb advisory shows as a red bar that
extends from the bottom of the vertical
speed scale. A TCAS descend advisory
shows as a red bar that extends from
the top of the vertical speed scale.

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1.6.5 Heading Indications

The heading indication shows on a partial compass rose at the bottom of the
primary flight display (PFD).

Heading and Track and Selected The current heading shows as a

Heading triangular pointer at the top of
the compass rose. The track shows as
a line that extends from the centre of
the compass rose. The heading
reference to true or magnetic north
shows with a MAG or TRU indication.

The selected heading shows with a bug

and a digital readout. You use the
mode control panel to set the selected
heading.

1.6.6 Flight Mode Annunciations

There are the following types of flight mode annunciations (FMA):

 Autothrottle
 Pitch
 Roll
 Autopilot status.

Autothrottle Mode Annunciation The autothrottle mode annunciation

shows in the left hand column of the
FMA. One line of annunciation is
available.
A mode change highlight box shows
around the mode for 10 seconds when
the autothrottle mode changes.
Roll Mode Annunciations The roll mode annunciation shows in
the centre column of the FMA.
Two lines of annunciation are available.
The first line shows the engaged roll

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mode. The second line shows the

armed roll mode. A mode change
highlight box shows around the mode
for 10 seconds when the engaged roll
mode changes.
Pitch Mode Annunciations The pitch mode annunciation shows in
right hand column of the FMA.
Two lines of annunciation are available.
The first line shows the engaged pitch
mode. The second line shows the
armed pitch mode.
A mode change highlight box shows
around the mode for 10 seconds when
the engaged pitch mode changes.
Autopilot and Flight Director Status The autopilot and flight director status
shows above the attitude roll indication.
These are the indications that may
show:
* CMD when FCC is engaged in
command
* FD when the flight director is on
* TEST when the FCC is in self test
* CWS R when control wheel steering
engaged in roll axis
* CWS P when control wheel steering
engaged * NO AUTOLAND when
autoland is unavailable
* >LAND 2< when autoland mode 2 is
engaged
* LAND 3 when autoland mode 3 is
engaged
* SINGLE CH for a single channel
approach

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1.6.7 Landing Indications

The display shown in figure 9 shows symbology associated with Landing. These
are:

 Approach deviation indications

 Approach reference data
 Marker beacon indications.

Approach Deviation Indications The approach deviation scales and

pointers show lateral and
vertical deviation from the approach
path. The lateral deviation shows at the
bottom of the attitude area. The
deviation shows with a triangular
pointer against a scale.
There are two scales: standard and
expanded. The expanded
scale shows for some autopilot modes
or if the lateral deviation is more than
the standard scale. It also shows when
the flight director is on. The expanded
localizer deviation scale does not
show for an FMC approach. If the FCC
sends a warning for lateral deviation,
the scale and pointer change to amber
and the pointer flashes. The vertical
deviation shows on the right of the
attitude area. The deviation shows with
a triangular pointer against a scale.

Approach Reference Data The localizer identifier shows when the

ILS receiver is tuned to an applicable
frequency. If the localizer identifier is
not available, then the frequency shows
in its position. The runway heading set
on the mode control panel shows to the
right of the localizer identifier.
The DME distance shows when the ILS
receiver is tuned to an applicable
frequency. The indication shows the
distance to a collocated DME station.

Marker Beacon Indications The marker beacon indication shows

when the aircraft flies over an inner,
middle or outer marker beacon. The
indication flashes at the rate of the
marker beacon identifier.

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Radio Altimeter The radio altitude indication shows

radio altitude from the radio altimeter.
The indication shows below 2500 feet
radio altitude.

The radio altitude shows as a digital

value from 1000 feet to 2500 feet.
Below 1000 feet, an analogue display
replaces the digital display. On the
ground, below 50 knots, radio altitude
shows as a digital display again.

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1.7 NAVIGATION DISPLAY

The Navigation Display (ND) again provides a progression from the earlier EHSI
in that it incorporates the additional display modes.

1.7.1 Navigation Display Modes

 Plan mode (Fig 10)

 Expanded Map mode with Traffic (Fig 11)

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 Expanded Map mode with Weather (Fig 12)

 Expanded Map mode with Terrain (Fig 13)

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 Centred Map mode (Fig 14)

 Centred Map mode with Vertical Situation Display (VSD) (Fig 15)

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 Expanded VOR mode (Fig 16)

 Centred VOR mode (Fig 17)

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 Expanded ILS/APP mode (Fig 18)

 Centred ILS/APP mode (Fig 19)

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1.7.2 Navigation Display Indications

Heading & Selected Heading Bug Heading Pointer (white) Indicates

current heading. Selected Heading
Bug (magenta) The selected heading
bug displays as a bug that moves
around the compass rose. The
bug displays the mode control panel
(MCP) selected heading.
Track & Magnetic/True reference Show track with reference to
Magnetic or True North.

Ground speed & True Airspeed Display speed with reference to the
ground and True Airspeed. True
Airspeed is the dynamic pressure
compensated for temperature and air
density.
Wind Digital wind direction and speed
shows above the analogue wind
direction arrow.

Route Active route given by a continuous

magenta line between waypoints.
An active but modified route shows
a dashed line between waypoints

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ILS/VOR Mode Annunciator, The ILS/VOR Annunciator shows

ILS/VOR frequency, Course readout which channel radio Navaid is being
and Distance Measuring Equipment displayed.
(DME)
The ILS/VOR frequency can either
show as a digital readout or by the
stations identification code.

A digital course select readout is

provided for convenience in setting
the select course pointer.

The distance display indicates the

nautical miles to the selected DME
station.

VOR/ADF pointers Gives the bearing to the associated

Radio Navaid. No 1 system uses the
green symbol, whereas No 2 uses
the blue symbol.

VOR deviation and TO/FROM flag The course deviation bar represents
the lateral deviation from the the
centreline of the selected VOR
course. The aircraft symbol shows
the aircraft’s position pictorially in
relation to the displayed deviation.

An triangular arrowhead in the centre

of the display indicates whether the
selected course will take the aircraft
TO or FROM the radio navaid
station.

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LOC and G/S deviations The course deviation bar represents

the lateral deviation from the
centreline of the selected ILS course.

The G/S deviation pointer shows

vertical deviation from the Glide
Slope beam centre to which the
aircraft is to be flown.

TCAS data These symbols are displayed only

when the EFIS control panel traffic
(TFC) switch is selected on.

The symbols equate to the relative

traffic collision threat, with the arrow
indicating whether the traffic is
climbing or descending at a rate >=
500 fpm. At rates < 500 fpm, the
arrow is not displayed.

The number and associated signs

indicate altitude of traffic in hundreds
of feet relative to the airplane. The
number is below the traffic symbol
when the traffic is below, and above
the traffic symbol when the traffic is
above the airplane.

Weather Radar These imagery is displayed only

when the EFIS control panel weather
(WXR) switch is selected on.
Weather Radar data is presented in
the following colours:

Black No storm.
Green Low intensity
Yellow Medium intensity
Red Intense returns
Magenta Turbulence

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Enhanced GPWS data (Terrain) These imagery is displayed only

when the EFIS control panel terrain
(TERR) switch is selected on.

This provides a graphic display of

the surrounding terrain based on the
aircraft’s position and the internal
database (terrain topography), all
terrain that is above or within 2000
feet below the aircraft’s altitude is
presented on the system display.

Using colours, Green ,Yellow, and

Red , the percentage of intensity
indicates the relative terrain alert
level.

Vertical Situation Display The VSD depicts the vertical

situation of the airplane relative to
the terrain throughout
all phases of flight. Information
shown within the cyan dashed lines
(enroute corridor)
on the ND is shown in profile on the
VSD.

1.8 EFIS CONTROL PANEL

1.8.1 EFIS Control Panel controls

The EFIS control panels control the information that shows on the display units.
The typical controls that are found on this panel are:
Minimums controls Flight path vector switch
Meters switch Barometric controls
VOR/ADF switches Mode controls
Range selector 3 Traffic switch
Weather radar switch Terrain switch
Map switches

Figure 20 shows a typical EFIS control panel

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Figure 20
The controls are:
Minimums Controls The minimums controls is used to
select and set the radio and barometric
minimum altitude. These are the
minimums controls:
 Minimums reference selector
 Minimums selector
 Minimums reset switch.
The outer control is the minimums
reference selector. It selects either
radio or barometric (baro) as the
reference for the minimum altitude. The
middle control is the minimums selector
and it sets the altitude.
The inner control is the minimums reset
(RST) switch. This switch resets the
radio altitude alert when the minimums
reference selector is in the radio
position.
Flight Path Vector Switch The flight path vector (FPV) switch lets
you show the FPV symbol on the
attitude display.
Meters Switch The meters switch (MTRS) is an
alternate action switch. When you
select MTRS, the Altitude and the MCP
select altitude indications show in
meters and feet.

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Barometric Controls The barometric controls select and set

the barometric reference. These are the
barometric controls:
 Barometric reference selector
 Barometric selector
 Barometric standard switch.
The outer control is the barometric
reference selector. It selects either
inches of mercury (IN) or hectopascals
(hPa) as the barometric reference. The
middle control is the barometric
selector and it sets the barometric
correction. The inner control is the
barometric standard switch. It selects
the standard baro setting of 29.92
inches Hg or 1013 hPa.
VOR/ADF Switches The VOR/ADF switch is a three position
toggle switch. The switch lets you show
the VOR or ADF bearing pointers on
the display. These bearing pointers
show on the navigation display (ND) in
all modes except PLAN.

Mode Controls The mode controls select the mode that

shows on the ND. The mode controls
are the mode selector and the centre
switch. The mode selector is a four
position switch. These are the four
positions APP, VOR, MAP and PLN.
The centre (CTR) switch lets you show
the expanded or centred mode for
VOR, APP, and MAP modes.

Range Selector The range selector is an eight position

selector. The selector controls the
range that shows in the MAP and
PLAN modes. This selector also
controls the weather radar range and
TCAS intruder symbol range in all
modes.
Traffic Switch The traffic (TFC) switch lets you show
TCAS information on the display.

Weather Radar Switch The WXR switch turns on the weather

radar and allows the weather radar

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data to show in the expanded modes

and centred map mode. Weather radar
does not show in the plan mode.
Terrain Switch The TERR switch lets you show
enhanced ground proximity warning
system displays on the ND.
Map Switches The map switches let you show
additional map information in the MAP
mode. These are the map switches:
 STA, for navigation aids not in
the route
 WPT, for waypoints not in the
route
 ARPT, for airports not in the
route
 DATA, for altitude and ETA of
route waypoints
 DATA, for selection of vertical
situation display and for a range
setting of 160 nm or greater,
altitude and ETA of route
waypoints
 POS, for position comparison
information.

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1.9 HEAD UP DISPLAY

1.9.1 Head-Up Displays

Head-up displays (HUDs) provide pilots with an array of flight-related information,

when and where they need it most. The HUD combiner glass, which folds down
and locks into position in front of the pilot’s eyes, displays PFD related flight data
and symbology directly in the forward field of vision. On a non-precision
approach at night or in poor weather, this information is of huge value, particularly
when viewed in the context of past aircraft accident investigations. Figure 21
shows an A350 Head-Up Display with the aircraft at altitude and during landing
phase.

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1.10 ELECTRONIC INSTRUMENT SYSTEM (EIS)

The Electronic Instrument System (EIS) also allows the flight crew to configure
the instrument layout by allowing manual transfer of the Primary Flight Display
(PFD) with the Navigation Display (ND) and the secondary Electronic Centralised
Aircraft Monitoring (ECAM) display with the ND. Figure 22 shows the switching
panel from Airbus A320, with Figure 23 showing the manual transfer interchanges
possible.

Figure 22

Figure 23

As well as a manual transfer, the system will automatically transfer displays when
either the PFD or the primary ECAM display fails. The PFD is automatically
transferred onto the corresponding ND, with the ECAM secondary display used
for the primary ECAM display. Figure 24 shows this automatic transfer.

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The system will also automatically transfer the primary ECAM information onto
the ND if a double failure of the ECAM display system occurs. Figure 25 shows
this automatic transfer during a double display failure.

Figure 25

The EIS for the Airbus 320, as with other aircraft types, typically have a Display
Management System , which acquire the required information from the respective
aircraft systems, produce the imagery and symbologies to be displayed and
control the display system. The system works using a triple channel approach
which provides redundancy if any of the Display Management Systems have a
failure. Figure 26 shows a block schematic of the EIS for the Airbus 320.

Figure 26

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1.11 ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME)

The display of the parameters associated with engine performance and airframe
systems control, by means of CRT type display units has, like those of flight
instrument systems, become a standard feature of many types of aircraft.

The display units form part of two principal systems designated as:

1. Engine Indicating and Crew Alerting System (EICAS).

2. Electronic Centralized Aircraft Monitoring (ECAM).

1.12 ENGINE INDICATING & CREW ALERTING SYSTEM

The basic system comprises two display units, a control panel and two computers
supplied with analog and digital signals from the engine and system sensors.
The computers are designated “Left” and “Right” and only one is in control of the
system at any one time, the other is held in standby. In the event of a failure, it
may be switched in either manually or automatically.

Operating in conjunction with the system are discrete caution and warning lights,
standby engine indicators and a remotely-located panel for selecting
maintenance data display. The system provides the flight crew with information
on primary engine parameters (Full-time), with secondary engine parameters and
advisory/caution/warning alert messages displayed as required. Figure 27 shows
layout of the EICAS Displays.

Figure 27

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1.12.1 Display Units

These units provide a wide variety of information relevant to engine operation,

and operation of other automated system. The operation of these displays is
as for those in the EFIS as previously described.

The upper unit displays primary engine parameters, i.e. N1 speed, EGT, and
warning and caution messages. The lower unit displays secondary parameters,
i.e. N2 speed, fuel flow, oil quantity, pressure and temperature. In addition, the
status of non-engine systems e.g. flight control surface position, hydraulic
system, APU, etc., can be displayed.

On the upper unit, a row of Vs will appear when secondary information is being
displayed on the lower unit. Seven colours are produced by the CRTs for
displaying information. These have the following functions

Colour Function
White All scales, normal operating range of pointers, digital
readouts.

Red Warning messages, maximum operating limit marks on

scales, and digital readouts.

Green Thrust mode readout and selected EPR/N1 speed marks,

or target cursors.

Blue Testing of system only.

Yellow Caution and advisory messages, caution limit marks on

scale, digital readouts

Magenta During in-flight engine starting, and for cross bleed

messages.

Cyan Names of all parameters being measured (e.g. N1, oil

pressure, TAT, etc.) and status marks or cues.

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Figure 28 and 29 show display formats for primary and secondary displays
respectively.

Figure 28

Figure 29

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1.12.2 Display Modes

EICAS is designed to categorize displays and alerts according to the function

and usage. For this purpose there are three modes of displaying information:

1. Operational (selected by the flight crew).

2. Status (selected by the flight crew).

3. Maintenance (ground use only and selected via the maintenance panel).

1.12.3 Operational Mode

This mode displays the engine operating information and any alerts requiring
action by the crew in flight. Normally only the upper display unit presents
information: the lower one remains blank and can be selected to display
secondary information as and when required.

1.12.4 Status Mode

When selected this mode displays data to determine the dispatch readiness of an
aircraft, and is closely associated with details contained in the aircraft’s Minimum
Equipment List. The display shows the positions of the flight control surfaces in
the form of pointers registered against vertical scales, selected sub-system
parameters, and equipment status messages on the lower display unit. Selection
is normally done on the ground, either as part of the pre-flight checks of dispatch
items, or prior to shutdown of electrical power to aid the flight crew in making
entries in the aircraft’s Technical log. Figure 30 shows an example of a status
page.

Figure 30

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1.12.5 Maintenance Mode

This mode provides maintenance engineers with information in five different

display formats to aid them in fault finding and verification testing of major sub-
systems.

1.12.6 Display Select Panel

To control the operation of the EICAS, a control panel is situated on the centre
pedestal. Figure 31 shows a typical EICAS control panel.

Figure 31

1.12.7 Display Select Panel Operation

Engine Display Switch: This is a push type switch for removing or presenting
the display of secondary information on the lower
display.

Status Display Switch: This is a push type switch for removing or presenting
the status page on the lower display.

Event Record Switch: Normally, there is an auto event function and this will
automatically record any malfunctions as they occur.
The push switch enables manual event marking so
that the crew can record a suspect malfunction for
storage in a non-volatile memory. This data can be
retrieved from the memory and displayed by ground
engineers by operating the ground maintenance panel.
The manual switch can also be used for activating the
recording of fault data, either in the air or on the
ground, on the Environmental Control system,
Electrical Power system, Hydraulic system and APU.

Computer Select Switch:In the “AUTO” position it selects the left, or primary
computer and automatically switches to the other in
the event of a failure. The other positions are for
manually selecting either the right or left computers.

Display Brightness: Controlled by the inner knob for the display intensity,
the outer for display brightness.

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Thrust Reference Set

Switch: Pulling and rotating the inner knob positions the
reference cursor on the thrust indicator display (either
EPR or N1) for the engines, which are selected by the
outer knob.

Max Indicator Reset: If any of the measured parameters e.g. Oil Pressure,
EGT etc. exceed normal operating limits, it will be
automatically alerted on the display units. The
purpose of the reset button is to clear the alerts from
the display when the excess limits no longer exist.

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1.12.8 Alert Messages

The system will continually monitor a large number of inputs (400+) from engine
and airframe systems. If a malfunction is detected, then the appropriate alert
message is annunciated on the upper display. Up to 11 messages can be
displayed and are at the following levels:

LEVEL A - Warning: Requiring immediate corrective action and are

displayed in “RED”. Master warning lights are also
activated and aural warnings from the Central Warning
System are given.

LEVEL B - Caution: Requiring immediate crew awareness and possible

action. They are displayed in “AMBER”. An aural tone
is also repeated twice.

LEVEL C - Advisory: Requiring crew awareness, displayed in “AMBER”.

There are no caution lights or aural tones associated
with this level.

Figure 32 shows a display with the three different types of alert messages
Displayed on the Upper EICAS.

Figure 32

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1.12.9 Maintenance Control Panel

The panel is used by maintenance engineers for displaying maintenance data

stored within the system’s computer memories. Figure 33 shows a typical
maintenance control panel with Figure 34 showing the ELEC/HYD Maint page.

Figure 33

Figure 34

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1.13 ELECTRONIC CENTRALIZED AIRCRAFT MONITORING

ECAM differs from EICAS in that the data displayed relate essentially to the
primary systems of the aircraft and are displayed in checklist and pictorial or
synoptic format.

1.13.1 Display Units

These can be mounted either side-by-side or top/bottom. The left-hand/top unit is

dedicated to information on the status of the system; warnings and corrective
action in a sequenced checklist format, while the right-hand/bottom unit is
dedicated to associated information in pictorial or synoptic format. Figure 35
shows the layout of ECAM displays.

Figure 35

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1.13.2 ECAM Display Modes

There are four display modes, three of which are automatically selected and
referred to as:

1. Phase-Related Mode.

2. Advisory Mode.

3. Failure-Related Modes.

The fourth mode is manual and permits the selection of diagrams related to any
one of 12 of the aircraft’s systems for routine checking, and also the selection of
status messages, provided no warnings have been triggered for display.

1.13.3 Flight Phase Related Mode

In normal operation, the automatic flight phase-related mode is used and the
displays will be appropriate to the current phase of aircraft operation, i.e. Pre-
flight, Take-off, Climb, Cruise, Descent, Approach, and post landing. Figure 36
shows display modes. The upper display shows the display for pre-take off, the
lower is that displayed for the cruise.

Figure 36

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1.13.4 Advisory Mode

This mode provides the flight crew with a summary of the aircraft’s condition
following a failure and the possible downgrading of systems. Figure 37 shows an
advisory message.

Figure 37

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1.13.5 ECAM Failure Mode

The failure-related mode takes precedence over the other modes. Failures are
classified in 3 levels

Level 3: Warnings

This corresponds to an emergency configuration. This requires the flight crew to

carry out corrective action immediately. This warning has an associated aural
warning (fire bell type) and a visual warning (Master Warning), on the glare shield
panel.

Level 2: Cautions

This corresponds to an abnormal configuration of the aircraft, where the flight

crew must be made aware of the caution immediately but does not require
immediate corrective action. The flight crew decide on whether action should be
taken. These cautions are associated to an aural caution (single chime) and a
steady (Master Caution), on the glare shield panel.

Level 1: Cautions

This gives the flight crew information on aircraft configuration that requires
monitoring, mainly failures leading to a loss of redundancy or degradation of a
system, e.g. Loss of 1 FUEL TANK PUMP LH or RH but not both.

The advisory mode will not trigger any aural warning or ‘attention getters’ but a
message appears on the primary ECAM display.

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1.13.6 Control Panel

The control panel allows selection of the display for system and status images.
The layout of the control panel is shown in Figure 38.

Figure 38

SGU Selector Switches: Controls the respective symbol generator units. Lights
are off in normal operation of the system. The
“FAULT” caption is illuminated amber if the SGU’s
internal self-test circuit detects a failure. Releasing the
switch isolates the corresponding SGU and causes the
“FAULT” caption to extinguish and the “OFF” caption
to illuminate white.

System Synoptic
Display Switches: Permit individual selection of synoptic diagrams
corresponding to each of the 12 systems and
illuminate white when pressed. A display is
automatically cancelled whenever a warning or
advisory occurs.

CLR Switch: Light illuminates white whenever a warning or status

message is displayed on the left-hand display unit.
Press to clear messages.

STS Switch: Permits manual selection of an aircraft’s status

message if no warning is displayed. Illuminates white
when pressed also illuminates the CLR switch. Status
messages are suppressed if a warning occurs or if the
CLR switch is pressed.
RCL Switch: Enables previously cleared warning messages to be
recalled, provided the failure conditions which initiated
the warnings still exists. Pressing this switch also
illuminates the CLR switch. If a failure no longer
exists, the message “NO WARNING PRESENT” is
displayed on the left-hand display unit.

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Figure 39 – ?? shows the 12-system pages and status page available.

Figure 39

Note; These pages are displayed:

Automatically due to an advisory or failure related to the system.

Whenever called manually.

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Figure 40

Note; These pages are displayed:

Automatically due to an advisory or failure related to the system.

Whenever called manually.

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Figure 41

Note; These pages are displayed:

Automatically due to an advisory or failure related to the system.

Whenever called manually.

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Figure 42

Note; These pages are displayed:

Automatically due to an advisory or failure related to the system.

Whenever called manually.

The Gear/Wheel page is displayed at the related flight phase.

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Figure 43

Note; These pages are displayed:

Automatically due to an advisory or failure related to the system.

Whenever called manually.

Related flight phase.

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1.13.7 Status Display

The STATUS mode is selected:

Automatically after a warning message, as soon as all corrective actions have

been performed.

1. By pressing the CLR key (if there is no STATUS, MEMO is directly

displayed)

2. Manually by pressing the STS key.

3. The status page of the aircraft gives:

On the left part of the display an operational summary of the aircraft conditioning,
listing all the failures having consequences upon operational aspects, such as:

1. Emergency procedures (LAND ASAP).

2. Landing capability and procedures.

3. Limitations (Speed/Altitude).

4. Postponable procedures not displayed on first page.

5. Lost system or function.

6. Information.

On the right part of the display the so-called secondary failures or losses of
system/equipment resulting from the origin or primary failure.

There is a Fault Warning Computer (FWC) which generates the status messages.

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Figure 44 shows a typical status page.

Figure 44

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