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5.1 Electronic Instrument Systems

CAR 66 Level
Objective
Reference B2
5.1 Electronic Instrument Systems 5.1 1
Typical systems arrangements and cockpit layout of electronic instrument
systems.

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5.1. ELECTRONIC INSTRUMENT SYSTEMS

1. TYPICAL SYSTEMS
ARRANGEMENTS INTRODUCTION

The Airbus A320 was the first civil aircraft with an all-
electronic flight deck indication system and now many aircraft,
both large and small including helicopters, have Cathode Ray
Tube flight deck displays. (or even LCD Displays for the newest
aircraft types). In this submodule follows a general introduction
with a view of the transition from old fashioned cockpit
instruments[refer figure 1.1] to the modern Electronic
Instrument System. A short description of the Electronic
Instrument System[refer figure 1.2] . After that, to give a
detailed description of the typical system arrangement of
modern Electronic Instrument Systems, Aircraft types are
chosen as examples. If you work on a different type of aircraft,
the system may be different from and may also have different
names for the components used. But after studying the Aircraft
Electronic Instrument systems,that will be discussed on the
following pages, you will have a good base and the necessary
knowledge for the further study of aircraft type rating courses.

Figure 1.1 :Conventional Instrument Panel of Aircraft

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2. EIS DISPLAYS gyro
• Compass system
The Electronic Instrument System (EIS) has six display units and • Radar altimeter
isdivided into two subsystems: • Air data system
1. The EFIS for which each pilot has two displays. • Distance Measuring Equipment (DME)
• Area Navigation System (RNAV)
2. The ECAM (for Airbus) or EICAS (for Boeing)system • Vertical Navigation System (VNAV)
which uses the two display in the center. • Weather Radar System (WXR)
• Automatic Finder (ADF)
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

Most of the Passenger aircraft use Electronic Flight Instrument

System (EFIS) displays that has become known as the ‘glass
cockpit’ (See Figure 1.2 and Figure 1.3). EFIS provides large,
clear, high-resolution displays which are easy to view under wide
variations of ambient light intensity. Displays can be
independently selected and configured as required by the captain
and first officer and the ability to display information from
various data sources in a single display makes it possible for the
crew to rapidly assimilate the information that they need. A
notable disadvantage of EFIS is a significant increase in EMI. The Fig 1.2
two most commonly featured EFIS instruments are the Electronic
Horizontal Situation Indicator (EHSI) and the Electronic Attitude
Direction Indicator (EADI) as shown in Figure 1.4 and 1.5.The
EFIS uses input data from several sources including

• VOR/ILS/MLS
• TACAN (see later)
• Pitch, roll, heading rate and acceleration data from an Attitude
Heading System Reference (AHRS) or conventional vertical Fig 1.3

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FLlGHT INSTRUMENT CONTROL
The flight instruments and displays supply information to the
flight crew on six flat panel liquid crystal display units. The units
display four primary groups of information:
• The Primary Flight Display (PFD)
• The Navigation Display (ND)
• The Engine Indication And Crew Alerting System (EICAS)
• The Multifunction Display (MFD).
DISPLAY SYSTEM CONTROLS
GENERAL
During normal operations, the inboard display selectors are set to
Figure 1.5 : EADI Display
MFD. PFDs are displayed on the two outboard display units. NDs
are displayed on the two inboard display units. All Display Select
Panel (DSP) functions may be displayed on the lower center
display unit. (The flight crew should keep the secondary engine
display selected if no other display is being used; i.e., status,
checklist, etc.) (See Figure 1.6)

Figure 1.4 : EHSI Display

Figure 1.6 : PFD and ND Brightness and Transfer Controls

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INBOARD DISPLAY SELECTORS cancel/recall switch operates normally. The inboard display
The inboard display selectors are used to select PFD, ND (NAV selectors have no effect on the inboard
position), and MFD. The normal position is MFD. With MFD displays if an outboard display unit fails; the PFD automatically
selected, ND information is displayed on the inboard display units moves to the inboard display unit regardless of the position of the
if NAV is selected on the display select panel (refer to Display inboard display selector. Following this initial display
Select Panel in this section). In the ND, PFD, and EICAS or configuration, the lower center display unit can be used in its
ECAM positions, only the selected displays can appear on the usual MFD mode.
inboard display units. With MFD selected on the inboard display
selector, the following ND and EFIS control logic applies: (See
Figure 1.7& 1.8)
• If both pilots have an ND on the inboard displays, then each
EFIS control panel controls its corresponding ND display.
• If there is an ND display on one inboard display unit and on
the lower center display unit, then the pilot who does not have
an ND on the inboard display unit controls the ND on the
lower center display unit
• If neither pilot has an ND display on the inboard display unit,
and there is an ND display on the lower center display unit,
then the left EFIS control panel controls the lower center
display unit
• If both pilots have an ND display on the inboard display unit,
and there is an ND on the lower center display unit, then the
left EFIS control panel controls the left inboard display unit Figure 1.7 : Typical EFIS Display for Boeing
and the lower center display unit. The ND on the left inboard
and the lower center display units are identical. When an
inboard display selector is in the ND or PFD position, new
displays selected from the display select panel to that inboard
display are inhibited. The annunciator light above the
associated display select panel switch is also inhibitedThe

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selected display. Display select panel control is also available
through any CDU. This capability is available at all times. Once
display select panel control is selected on one CDU, it cannot be
selected on the other two CDUs. When used as an MFD, the lower
center display unit and the two inboard display units can display
the following displays:

FCTL switches)
ications pages (COMM switch)

EFIS CONTROL PANELS

Figure 1.8 : Typical EFIS for Airbus
The EFIS control panels control display options, mode, and range
DISPLAY SELECT PANEL for the respective PFDs and NDs. If an EFIS control panel fails,
The display select panel controls the MFD format on the left and the displays can be controlled through the related CDU. This
right inboard display units and the lower center display unit. The CDU capability is available at all times, but inhibits inputs from
selected display is indicated by the illuminated annunciator light the respective EFIS control panel. Display Brightness Control The
on the display select panel (L INBD, R INBD, L WR CTR). MASTER BRIGHTNESS control provides simultaneous
After a display unit is selected, the appropriate display is selected brightness adjustment for all displays and panel lighting. Also,
(ENG, STAT, ELEC, HYD, FUEL, AIR, DOOR, GEAR, FCTL, each display unit has an individual control with limited range
CHKL, COMM, or NAV).A new display selection automatically control when master brightness is on, and full range control when
replaces the previous one. A second selection of the same display master brightness is off. Two remote light sensors, located left and
for the lower center display unit blanks the display. A second right on the top of the glare shield, measure brightness in the
selection of the same display on either inboard display causes forward field of view and adjust the outboard display (PFD)
display of the ND. If there is more than one page of status brightness as required. Individual sensors on the front of each
messages, pushing STAT pages through the messages. Pushing display unit also affect display brightness. The CDUs, mode
the COMM or CHKL switch for either inboard display unit shows control panel displays, standby flight instruments, and aisle stand
the selected display. The cursor automatically appears on the panel displays are also controlled by the automatic display

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brightness control system. air data modules, Six static ports, Three pitot probes, Two angleof-
attack vanes, One total air temperature probe. The ADIRU is
DISPLAY SOURCE SELECTION the primary source for speed, altitude, attitude and inertial
GENERAL navigation position information. The ADIRU processes
The display system automatically reconfigures to compensate for information measured by its internal gyros and accelerometers,
most faults. The instrument display source select panels provide and from air data module inputs, angle-of-attack vanes and other
manual switches for the pilots to use if certain faults are not systems.
corrected automatically. Instrument source select switches provide The SAARU is the secondary source for speed, altitude, and
alternate information sources for the PFDs and NDs. These attitude information. The SAARU processes information
switches provide automatic source selection when in the off measured by its internal gyros and accelerometers, and from air
position (switch out, with the ALTN and CDU switch data module inputs, angle-of-attack vanes, and other systems. The
annunciations not visible). If there is an undetected source failure SAARU also transmits roll and pitch attitude information to the
(a display is missing or parts of a display appear faulty), the standby attitude display.
nonnormal PRIMARY FLIGHT DISPLAY (PFD)
(ALTN or CDU) position provides the capability for The PFDs present a dynamic color display of all the parameters
manual selection of PFD and ND sources. Undetected display necessary for flight path control. The PFDs provide the following
source failures, such as missing / faulty display information or information:
intermittent display blanking, may not result in automatic
switching. The CDU position of the NAV switch or the ALTN
position of the DSPL CTRL or AIR DATA/ATT switches provide
the capability to manually select PFD and ND sources. A center
display control source switch is provided for the center displays.
Examples of display selections follow.
DISPLAY SYSTEM INFORMATION SOURCE
AIR DATA INERTIAL REFERENCE SYSTEM (ADIRS)
The ADIRS provides primary; secondary and standby air data,
inertial reference information. The major components of the
ADIRS are One Air Data Inertial Reference. Unit (ADIRU) are
One Secondary Attitude Air Data Reference Unit (SAARU), Eight Failure flags are displayed for airplane system failures. Displayed

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information is removed or replaced by dashes if no valid
information is available to the display system (because of out-of
range
or malfunctioning navigation aids). Displays are removed
when a source fails or when no system source information is
available.
TYPICAL PFD DISPLAYS
Typical PFD configurations for six phases of flight follow. The
autopilot, LNAV, and VNAV are engaged for climb, cruise,
descent, approach, and landing. The AFDS approach mode is
used for approach and landing.(See Figure 1.9 (a) to (d))

Fig 1.9b

Fig 1.9a

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NAVIGATION DISPLAY (ND)
The NDs provide a mode-selectable color flight progress display.
The modes are:

The MAP, VOR, and APP modes can be switched between an

expanded mode with a partial compass rose and a centered mode
with a full compass rose.
ND Modes
MAP MODE
The MAP mode is recommended for most phases of flight.
Fig 1.9c Presented track up, this mode shows airplane position relative to
the route of flight against a moving map background.
VOR AND APPROACH MODES
The VOR and APP modes are presented heading up. The VOR
and APP modes display track, heading, and wind speed and
direction with VOR navigation or ILS approach information.
PLAN MODE
The PLN mode is presented true north up. The active route may
be viewed using the STEP prompt on the CDU LEGS pages.
ND INFORMATION
HEADING
Heading is supplied by the FMC or Air Data Inertial Reference
System (ADIRS). The ND compass rose can be referenced to
magnetic north or true north. The heading reference switch is
Fig 1.9 d used to manually select magnetic or true reference. The compass
display is automatically referenced to true north when the airplane

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is north of 82° north or south of 82° south latitude, or near the
magnetic poles with the heading reference switch in NORM.
TRACK
Track is supplied by the FMC during normal operation and by the
CDU when in alternate navigation.
TRAFFIC
Traffic information from the TCAS can be displayed on the ND Fig 1.10 a
WEATHER RADAR
Weather radar information can be displayed on the ND.
FAILURE FLAGS AND MESSAGES
Failure flags are displayed for system failures or invalid
information. Indications are removed or replaced by dashes when
source system information is not available. The message EXCESS
DATA is displayed if the amount of information sent to the ND
exceeds the display capability. When this occurs, the primary Fig 1.10 b
display system removes information from the center of the display

outward; information near the outer selected range area is still

displayed. The message can be removed by:
• Reducing the amount of map information,
• Reducing range, or
• Deselecting one or more of the EFIS control panel map
switches (STA, WPT, ARPT, DATA, POS).
TYPICAL ND MAP DISPLAYS
Typical example of ND displays (Centered map, Approach, VOR, Figure 1.11 : (a) WPT(Waypoint) Map Switch Selected
and Plan Modes) are shown in Figure- 1.10 to 1.12.

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• G (green) - Dynamic conditions.
• M (magenta or pink) – Command information, pointers,
symbols, fly-to condition.
• B (blue or cyan) – Non-active or background information.
• A (amber or yellow) – Cautions, faults, flags.
• R (red) – Warnings.

Figure 1.11 : (b) ARPT (Airport) Map Switch ELECTRONIC CHECKLIST (ECL)
Normal and non-normal electronic checklists can be displayed on
any selected Multifunction Display (MFD). The electronic
checklist system is not required for dispatch; a printed checklist
must be available on the flight deck. Electronic checklists can be
displayed on any MFD by pushing the checklist display switch on
the display select panel.
EFIS CONTROL PANELS
The left EFIS control panel controls the left PFD and ND. The
right EFIS control panel controls the right PFD and ND.
1. PFD CONTROLS PANEL :
Figure 1.12 : (a) DATA Map Switch

Figure 1.12 : (b) POS (Position) Map Switch is Selected

ND SYMBOLOGY
The following symbols can be displayed on each ND, depending
on EFIS control panel switch selections. Colors indicate the
following:
• W (white) - Present status, range scales.
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PUSH
• Resets the PFD minimums alert display
• Blanks the minimums display when green.
4 Flight Path Vector (FPV) Switch
PUSH
• Displays the PFD flight path vector.
5 Meters (MTRS) Switch
PUSH
• Displays PFD altitude meters indications

6 Barometric Standard (BARO STD) Switch (Inner)

PUSH
• Selects the standard barometric setting (29.92 inches
Hg/1013 HPA) for the PFD barometric reference
• If STD is displayed, selects the preselected barometric
setting.
• If no preselected barometric setting is displayed,
displays the last value before STD was selected.
7 Barometric (BARO) Selector (Middle)
ROTATE (SLEW)
Figure 1.13 : PFD Glare Shield Panel • Adjusts the PFD barometric reference.
8 Barometric (BARO) Reference Selector (Outer)
IN
EFIS CONTROL PANEL PFD CONTROLS • Selects inches of mercury as the PFD barometric
1 Minimums (MINS) Reference Selector (Outer) reference.
RADIO HPA
• Selects radio altitude as the PFD minimums reference. • Selects Hectopascals as the PFD barometric reference
BARO
• Selects barometric altitude as the PFD minimums 2. ND CONTROLS PANEL :
reference.
2 Minimums (MINS) Selector (Middle)
ROTATE (SLEW)
• Adjusts the PFD radio or baro minimums altitude.
3 Minimums Reset (MINS RST) Switch (Inner)

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APP
• Displays localizer and glideslope information in
heading-up format
• Displays reference ILS receiver, ILS frequency or
identification, course, and DME
• Weather radar and TCAS are not displayed in CTR
APP mode.
VOR
• Displays VOR navigation information in heading-up
format
• Displays reference VOR receiver, VOR frequency or
identification, course, DME, and TO/FROM indication
• Weather radar and TCAS are not displayed in
Figure 1.13 : PFD Glare Shield Panel CTRVOR mode.
MAP
• Displays FMC-generated route and map information,
airplane position, heading, and track
• Displays waypoints, including the active waypoint,
within the selected range
• Displays VNAV path deviation.
PLN
• Displays a nonmoving, true north-up, route depiction
• The airplane symbol represents actual airplane position
• Allows route step-through using the CDU legs page
• Weather radar and TCAS are not displayed in PLN
mode.
Figure 1.14 : ND Glare Shield Panel
2 ND Center (CTR) Switch (Inner)
ND Mode Selector (Outer) PUSH
Selects the desired ND map display:
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• Displays the full compass rose (centered) for APP, • Displays waypoints, if the ND range selector is in the
VOR, and MAP modes 10, 20 or 40 NM range.
• Subsequent pushes alternate between expanded and 7 ARPT (Airport)
centered displays. • Displays airports on all ranges.
3 VOR/ADF Switches 8 DATA
Displays VOR or ADF information on the respective ND. • Displays the FMC estimated time of arrival, altitude at
VOR each waypoint, and altitude constraints at each
• Displays the VOR pointer, VOR frequency or waypoint.
identification and associated DME information in all 9 POS (Position)
modes except PLAN. • Displays ADIRU and GPS positions
OFF • Displays VOR raw data radials extended from the nose
• Removes VOR and ADF displays. of the airplane to the stations.
ADF 10 TERR (Terrain)
• Displays the ADF pointer and ADF frequency or • Displays terrain data.
identification in all modes except PLAN. 11 ND Range Selector (Outer)
• Selects the desired ND nautical mile range scale.
4 Map Switches 12 ND Traffic (TFC) Switch (Inner)
• The map switches: PUSH
• Select detailed ND information displays • Displays TCAS ND information
• Displays can be selected simultaneously
• Second push removes the information.
• WXR (Weather Radar) :Displays weather radar
information
5 STA (Station)
• Displays high and low altitude navigation aids, if the
ND range selector is in the 10, 20 or 40 NM range
• Displays high altitude navigation aids, if the ND range
selector is in the 80, 160, 320, or 640 NM range.
6 WPT (Waypoint)

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ECAM (ENHANCED SYSTEM) [See figure 1.16)]
On the enhanced system, the only difference on this schematic is
that DMC 1 supplies both ECAM displays and DMC 2 is also a
backup for ECAM displays. The DMCs acquire data and transmit
it to the Display Units which generate the images. Under normal
circumstances, DMC 1 supplies both ECAM display & DMC 2
and 3 are available as a backup. The FWCs, heart of the ECAM
system, receive data from the A/C systems to generate red
warnings, the SDACs to generate amber cautions. The FWCs then
supply.
• The DMCs for the display of alert messages,
• The attention getters,
• The loudspeakers with aural alerts and synthetic voice
messages.

Figure 1.15 AIRBUS Displays

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Figure 1.16 :EIS- ECAM (Enhanced System)

ECAM OPERATION
GENERAL ARCHITECTURE
The Electronic Centralized Aircraft Monitoring (ECAM) fulfils
three main Functions:
1. Data acquisition and concentration,
2. Data warning computation,
3. Warning announcement and data display.
Data acquisition is shared between, The System Data Acquisition
Concentrators (SDACs), the Flight Warning Computers (FWCs)
and the Display Management Computers (DMCs). Data warning
computation and memo information are achieved by the FWCs.
Warning announcement and data display is made through
loudspeakers and Display Units (DUs).The FWCs give aural and
visual information in order toKnow, in real time, all the system Figure 1.17 : General Architecture
failures and dangerous configurations with their level of ECAM CONTROL AND INDICATING
seriousness, identify the systems or circuits affected by a failure, The EWD is divided into two main parts:
take the appropriate corrective action. (See figure 1.16). The upper area is used to display the main engine parameters, the
Fuel On Board (FOB) and the slat/flap position. The lower area is
used for warning, caution and memo messages. The SD is divided
into two areas. The upper part is used to display the various
system pages, diagrams of the A/C systems; the lower part is used
to display permanent data. Below the ECAM displays, on the
center pedestal, there is the ECAM control panel. The two control
knobs on the LH side are used to adjust the brightness of the two
ECAM screens and to turn them off. The P/Bs on the RH side are
mainly used to:
Display any of the system pages or the STATUS page,

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Clear or recall a warning or caution message. aural alerts as well as synthetic voices for radio height, automatic
When things are not normal the STATUS page displays, call out and other announcements.
operational data on the LH side, Inoperative system on the RH The FWCs do the acquisition directly from the systems not
side.In front of each pilot, there are two attention getters, a red connected to the SDACs for red warnings or MASTER
MASTER Warning and an amber WARNING computation and generation, and acquisition of the
Master caution. As a further means of getting the attention, there SDAC DATA BUSES for amber warning or MASTER
is a loudspeaker on each side of the cockpit for aural alerts and CAUTION computation and generation. Each FWC generates
synthetic voice messages.(See figure 1.18). alphanumeric codes corresponding to all texts and messages to
display on the ECAM DUs. These are System and warning titles,
Procedures associated with the warnings and Status and memos.
Each FWC sends a copy of its own acquisition through an ARINC
429 bus to the opposite FWC. The FWC outputs are Discrete for
visual attention getters and Analog for audio signals. The FWC
operational software is divided into two main parts, each part
corresponding to an OBRM. Each FWC includes Built In Test
Equipment (BITE) to detect the failures. (See figure 1.19

Figure 1.18 :EIS– ECAM Control and Indicating

DETAILED DESCRIPTION
FLIGHT WARNING COMPUTERS (FWCS)
FWC monitor the aircraft systems. These computers are the heart
of the ECAM system. Each FWC generates all warning messages
to display and supplies the attention getters. It also computes the
flight phases and supplies aural warnings. The two FWCs are
identical and interchangeable. They fulfill three main functions
Data acquisition, Warning computation corresponding to warning
situations and Flight phase computation. The FWCs also generate
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• ECAM processing channel, and they can simultaneously drive
three DUs (two Electronic Flight Instrument System (EFIS)
and one ECAM).
The Engine/Warning Display (EWD) and SD receive digital
signals from their related DMC through a master Dedicated
Serial Data Link (DSDL). In feedback, the DUs send to their
driving DMC, through a FEEDBACK DSDL -
Acknowledgment signals, DU failure information, Critical
parameter feedback signals (example: engine primary
parameters from EWD). The DMCs have three OBRMs: one for
PFD, one for ND and one for ECAM, for S/W modifications.
They also have BITE for maintenance operation. (See figure
1.20)

Figure 1.19 : FWC

DISPLAY MANAGEMENT COMPUTERS (DMCS)

DMCs process data in order generate codes and graphic
instructions related to the image to display. Note the particular
role of DMC 3 is to be switched instead of DMC 1 or DMC 2.
Each DMC can process three displays: Primary Flight Display
(PFD), Navigation Display (ND) and upper or lower ECAM
display. The three DMCs are identical and interchangeable. They
receive data from the aircraft systems, either directly for some of
them or through the SDACs and FWCs. They decode and process
the data in order to display messages or indications on the ECAM
DUs. The DMCs are divided into four parts:
• Data acquisition, Figure 1.20 :DMC
• Primary Flight Display (PFD) processing channel,
• Navigation Display (ND) processing channel, SYSTEM DATA ACQUISITION CONCENTRATORS

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(SDACS)
SDACthe receive various signals from the aircraft systems and
send them to the FWCs and DMCs.
The SDACs acquire most of the signals used to display system
pages and used by the FWCs to generate amber warnings. The
two SDACs are identical and interchangeable. They fulfill three
main functions: Data acquisition, Data concentration, Data
digitalization.
The SDACs acquire, from the aircraft systems, the malfunction
and failure data corresponding to caution situations and send it
to the FWCs for generation of the corresponding alert and
procedure messages. The two SDACs acquire and send, to the
three DMCs, all the A/C system signals necessary for the
display on the System Display (SD). They are also used as data
concentrators for other systems (example: Flight Data Interface
Unit). All the signals (discrete, analogue, digital) entering into
the SDAC are concentrated and converted into digital format. Figure 1.21 :SDAC
They are delivered via the SDAC outputs on ARINC 429
highspeed
buses called DATA BUSES. The SDAC operational
software is contained in a specific device called On Board
Replaceable Module (OBRM) in order to make easier
modification of the software. (See figure 1.21).

Figure1.22 :DMC Output Buses

DMC ARINC BUS RECONFIGURATION

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GENERAL
As a general rule, we can say that each Display Management
Computer (DMC) uses the active aircraft system source for
display, provided it is valid or selected.

DMC OUTPUT BUSES

Each DMC transmits data on two ARINC 429 buses:

 One High Speed (HS) switched bus,

One Low Speed (LS) unswitched bus

ENGINE/WARNING DISPLAY PRESENTATION

GENERAL OVERVIEW Figure 1.23 :General Overview
The Engine/Warning Display (EWD) is normally on the upper
Electronic Centralized Aircraft Monitoring (ECAM) Display Unit
(DU). It is divided into two areas: the upper area and the lower
ENGINE/WARNING DISPLAY AREAS(See figure 1.24)
area. (See figure 1.23)
1. UPPER AREA
1. The upper area displays: Engine primary parameters, Fuel On
The symbols of the upper area are permanently displayed. The
Board (FOB), Slats and flaps position.
parameters are provided in the form of analog and/or digital
2. The lower area is used for: Warning and caution messages and
indications (refer to related chapter for detailed description).
Memo messages.
2. LEFT MEMO AREA
Take-off (TO) or landing memo, normal memo, independent
failure messages, or primary failure messages and actions to do
are displayed in the left memo area. As soon as a failure is
detected, the memo messages are replaced by warning/caution
messages.
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3. RIGHT MEMO AREA ADV: Advisory white message appears only in single display
Normal memo and secondary failure messages are displayed in configuration. It flashes on the lower memo area to signal to the
the right memo area. For example when an engine anti ice P/B is pilot that a parameter drifts from its normal value. As the
set to ON, ENG Anti ICE appears on the right memo area. During corresponding system page cannot be displayed on the lower
TO and landing, most of the warnings are inhibited to avoid ECAM DU, the pilot has to fetch the information on the ECAM
distraction of the crew. For example, at TO, when the second Control Panel (ECP): the associated key flashes to indicate which
engine is set to TO power and until the aircraft has reached Figure system is concerned.
1.500 ft, TO INHIB is displayed. NOTE
In normal display configuration (dual display), the relevant system
page is automatically displayed on System Display (SD), so the
ADV indication doesn't appears on the EWD.

Figure 1.24 :Engine / Warning Display Areas / Right Memo Area

ADVISORY AND STATUS INDICATION(See figure 1.25)

Advisory and status indications are "attention getters" on the
display. Figure 1.25 :Advisory and Status Indication / Advisory Indication
ADVISORY INDICATION

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STATUS AND ARROW INDICATION(See figure 1.26) importance and urgency of the corrective actions required.
STS: Status indicates that a status message is present on the Level 3: Warnings (Highest Priority),
ECAM SD page. Overflow arrow: only concerns the warning Level 2: Cautions,
messages and indicates that the messages exceed the capacity of Level 1: Cautions,
the display on the left memo area. In this case, the heading titles Status Messages.
of the warning messages are displayed on the right memo area. At each level, the alert messages are also classified by priority
order. (See figure 1.28)
LEVEL 3 : WARNINGS (HIGHEST PRIORITY)
Level 3 agrees with an emergency configuration. Corrective or
palliative action must be taken by the crew immediately. These
warnings are associated with: Continuous Repetitive Chime
(CRC) or specific sound, warning messages on Cathode Ray Tube
(CRT), MASTER WARNING light flashing red. Typical level 3
warnings are, Aircraft in dangerous configuration or limit flight
conditions (Stall, overspeed), System failure altering flight safety
(Engine fire, excess cabin altitude), Serious system failure (Dual
hydraulic failure).
LEVEL 2 : CAUTIONS
Level 2 agrees with an abnormal configuration. Immediate crew
awareness is required, but not immediate corrective action. The
crew must decide when to take the corrective action. The level 2
Figure 1.26 :Advisory and Status Indication / Status and Arrow system failure has no direct consequence on flight safety. These
Indication warnings are associated with, Single Chime (SC), MASTER
CAUTION light amber, Warning messages on CRT.

ECAM ADVISORY & FAILURE RELATED MODES

ALERT CLASSIFICATION
GENERAL
The alerts are classified in three levels. They depend on the
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TYPE OF FAILURES IN ECAM
GENERAL
The failures may be of three different types, independently of their
classification. There are 3 separate types of warnings or cautions:
(See figure 1.28)
1. Those associated with an independent failure,
2. Those associated with a primary failure,
3. Those associated with a secondary failure.
1. INDEPENDANT FAILURE
An independent failure is a failure, which affects an isolated item
of equipment or system without affecting another one. Example:
Flight Warning Computer (FWC) 1 failure.
NOTE
An independent failure is displayed with the title underlined.

Figure 1.27 : Alert Classification / Status

LEVEL 1 : CAUTIONS
Level 1 agrees with a configuration requiring crew monitoring,
mainly failures leading to a loss of redundancy or degradation of a
system. The attention getters (lights and sounds) are not activated
by a level 1 alert.
STATUS
Some defects which do not trigger warnings or cautions, but
which require further maintenance actions, will be indicated to the
crew by means of a status indication, pulsing after engine
shutdown. It is necessary to call the status page manually to see Figure 1.28 :Type of Failure / Secondary Failure
the title of the affected system.
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2. PRIMARY FAILURE
A primary failure is a failure of an item of equipment or system
causing the loss of other equipment. Example: Green hydraulic
system failure may lead to the loss of a pair of spoilers.
3. SECONDARY FAILURE
A secondary failure is a loss of an item of equipment or system
resulting from a primary failure. Example: Loss of a pair of
spoilers after a hydraulic system failure. The titles of the system
pages corresponding to the secondary failures are indicated on the
lower right part of the Engine/Warning Display (EWD) by an
asterisk.
NOTE :This part can be used if necessary to display heading
titles of warnings if the left part of the EWD is full.
ADVISORY
ADVISORY MODE IN NORMAL DUAL DISPLAY Figure 1.29 : Advisory / Advisory Mode in Normal Dual Display
The value of some critical system parameters is monitored by an
ADVISORY MODE IN ECAM MONO DISPLAY
advisory mode. In Electronic Centralized Aircraft Monitoring
In ECAM MONO display mode (one ECAM CRT remaining),
(ECAM) normal display, when a value drifts from its normal
when a value drifts from its normal range, a white ADV message
range, the corresponding system page is displayed automatically
flashes in the center of the EWD to attract crew attention. As the
in order to attract crew attention well before reaching the warning
related system page cannot be displayed automatically on the
or caution level. The affected parameter and the system page title
System Display (SD), the pilot has to fetch the information on the
pulse. The corresponding key light on the ECAM Control Panel
ECP: the associated key light flashes to indicate which system is
(ECP) is on. Example: The CAB PRESS page will be displayed if
concerned. (See figure 1.30)
the cabin altitude increases above its normal value, but is still well
NOTE
below the threshold of the warning. In this case the crew may
The CAB PRESS system page is given as an example.
revert to manual pressure control and prevent warning activation.
(See figure 1.29)
NOTE :An advisory may or may not lead to a failure. They are
totally independent one from the other

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1.31)
NOTE
In this module, parameters are given for a CFM engine. For an
IAE engine, the parameters will be shown as follows: Engine
Pressure Ratio (EPR), EGT, N1 and N2). The graphics show an
example of sequence of Electronic Centralized Aircraft
Monitoring (ECAM) displays in case of green hydraulic system
fault. This may be different to your aircraft configuration.

Figure 1.30 :Advisory / Advisory Mode in ECAM Mono Display

ECAM WARNINGS PRESENTATION

ECAM DISPLAY WITH AIRCRAFT SYSTEM FAILURE
In case of aircraft system failure, an aural warning, the Single
Chime (SC), a visual warning and the MASTER CAUTION,
attract your attention. The Engine/Warning Display (EWD)
indicates the title of the failure and the actions to take. On the
status and System Display (SD), the hydraulic page is called Figure 1.31 :ECAM Display with Aircraft System Failure
automatically. The clear P/Bscome on and as long as the failure is
not cleared, they stay on. On the hydraulic panel the FAULT CREW CORRECTIVE ACTIONS(See figure 1.32)
lights come on, indicating the P/Bs to release out. (See figure 1. CORRECTIVE ACTIONS

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When you press the MASTER CAUT, it goes off. Then, actions system page corresponding to the first secondary failure is
indicated on the EWD have to be done. First, switch OFF the displayed. When you press CLR again, the title of the first
Power Transfer Unit (PTU) P/B on the hydraulic panel, and then secondary failure disappears. The system page associated with the
switch OFF the GREEN ENGINE 1 PUMP P/B. next secondary failure is displayed. When you press CLR a third
2. RESULTS time, the title of the secondary failure disappears. The MEMO
The corrective actions have been taken. All the FAULT lights are message comes back on the right hand part of the EWD. The
off. On the EWD, the messages associated to the corrective action STATUS page is displayed. (See figure 1.33)
have disappeared. On the left hand side of the EWD, the result of
the failure appears indicating that it is a primary failure. On the 4. STATUS REMINDER AND RECALL FUNCTION
right hand side, the secondary failures are displayed. When you press CLR a last time, the STATUS reminder STS on
the EWD indicates that the STATUS page is not empty and the
CLR P/Bs go off. On the status page, the cruise page (related to
the present flight phase) comes back. The warning has been
cleared. The ReCalL P/B lets the crew reactivate the Cathode Ray
Tube (CRT) presentation of an alert inhibited either through the
flight phase or by the CLR function. (See figure 1.34)

Figure 1.32:Crew Corrective Actions / Results

3. CLEARING OF THE WARNINGS

When you press CLR, on the left hand part of the EWD the title of
the failure disappears and MEMO messages come back. The
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(EICAS)
The Engine Indication and Crew Alerting System (EICAS)
receive and processes signals from engine and system sensors.
The architecture of the system (EICAS) starts from the engine and
system sensors. In this system there are two Data Acquisition
Units (DAU’s) which collect data from systems of all parts of the
aircraft. The DAU 1 collects the data from the sources located in
the front part of the aircraft and engine # Figure 1. The DAU 2
collects the data from the sources located in the rear part of the
aircraft and engine # 2. Either message or indication goes through
DAU, where the analog signal is changed to a digital one, and sent
to the integrated computer (IC-600). This system also uses
reversion switches for display units, data acquisition unit, and
symbol generators. The Data Acquisition Unit (DAU) receives
Figure 1.33 :Clearing of the Warnings analog and digital signals for using them in the EICAS. The
following aircraft systems are interfacing with the EICAS for
indication and alert functions:
• Power plant
• Landing gear
• Flaps
• Spoilers
• Pressurization
• APU
• Trims
• Brakes
• Hydraulics
• Electrical
Figure 1.34 :Status Reminder and Recall Function
• Fuel
ENGINE INDICATION AND CREW ALERTING SYSTEM • Ice/rain protection

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• Air conditioning ENGINE INDICATION
• (Aircraft with CAT-IIIa configuration) Head-up guidance The most important parameters of the engines are presented on the
system. EICAS primary format on DU 3 as shown on Figure-1.35.
• Oxygen INDICATION OF OTHER AIRCRAFT SYSTEMS
• Doors Figure 1.36,highlights the Indication of the other aircraft systems
The following aircraft systems are interfacing the EICAS for that are continuously shown on the EICAS primary Format. The
alerting purposes only: EICAS continuously monitors the status of various aircraft and
• Air turbine starter avionics system, and generates messages for the flight crew
• Master announcement members. Each IC-600 receives warning, caution, advisory, and
• Aural warning status signals from systems. The IC that controls the EICAS
• Central Maintenance Computer (CMC) display, which is selected through the reversionary panel, will
• (E)GPWS/Windshear have the messages displayed. The CAS area location is at the
• Rudder upper right field of the EICAS display. This field has the
• Smoke capability of 16 lines of 18 characters per line. The last line shows
• Stall protection system the statusline. More than 150 messages will be shown on the CAS
• Thrust reverser according to the message type. The message types are warning,
The integrated architecture of the system uses the EICAS display caution, and advisory. Warning (red color) messages are displayed
and MFD’s for indications. The Radio Management Units, two on top, followed by caution (amber color) messages, and advisory
separate displays which are normally used for Radio Management (cyan color) messages. The newest message will be displayed on
purpose, can be used to display EICAS information (engine top of its respective queue. When a new message occurs, the
parameters and critical messages) as a backup in case of failure of message will flash.
an Integrated Computer.
EICAS PRIMARY FORMAT
The EICAS primary format is always shown at the DU-3, and is
divided in three parts:
• Engine Indications
• System Indications
• Crew Alerting

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Message recognition is done as follows:
• For warning message: by pushing the master warning button,
located on the glare shield panel.
• For caution message: by pushing the master caution button,
located on the glare shield panel.
• For advisory message: automatically, after five seconds.
The "END" message will always be the last message on the status
line. If there are 15 messages, the 16th line (status line) will show
text "XX- messages.
¯XX". This text refers to the number of messages scrolled off the
top and bottom of the display, respectively. If there are no
messages, then the status line will stay blank. The "END" message
will not be included in the count of messages scrolled off the
bottom of the display.(See figure 1.37)

Figure 1.35 :Engine Indication on EICAS Display

Figure 1.36 :Indication of Other System on EICAS Display

CREW ALERTING

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Through the MFD, you can select different types of system pages
in the lower part of the display. There are five different system
pages and three other pages (TCAS, maintenance page, and
electronic check list). Through the MFD, you can select 6
different menus, from the primary menu. The system pages
available in the MFD software are
• Takeoff Page
• Environmental Control Page
• Fuel System Page
• Hydraulic System Page
• Electrical System Page
TAKEOFF PAGE
The takeoff system page shows engine takeoff reference data on
the left window of the page. On the right window of the page,
there is a schematic door status.
The takeoff data is shown as digital quantities, while the status of
Figure 1.37 :Example of Crew Alerting Indication on EICAS the doors is a graphical representation. On aircraft power-up, the
Display MFD goes directly to the takeoff page which is the default page,
and menu.(See figure 1.38)
ENVIRONMENTAL CONTROL PAGE
The ECS is part of the system page, located on the left of the
display, which provides the digital read-out of the cockpit and
cabin temperatures. The bleed temperature is part of the system
page which provides a linear analog type display for left/right
precooler
outlet temperatures. An analog display of oxygen pressure
is located in the center position of the ECS page.(See figure 1.39)

MFD SYSTEM PAGE FORMATS

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temperature, and pump status.(See figure 1.40)

HYDRAULICS SYSTEM PAGE

The hydraulic and brake system page provides a display of the
Figure 1.38 : Take Off Page (MFD Partially Displayed) hydraulic system on the left two-thirds of the page. The right
onethird
part of the page shows the brake system information.(See
figure 1.41)

ELECTRICAL SYSTEM PAGE

The electrical system page provides the following
information:(See figure 1.42)
• Brush less generators and APU starter-generator current and
voltage
• GPU Voltage
• Essential Buses
• Battery Voltage/ Temperatures
Figure 1.39 : Environmental Control Page

FUEL SYSTEM PAGE

The fuel system page provides fuel display for used quantity,
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RMU EICAS BACKUP FORMAT

RMU location is shown as in figure 1.43. The Radio Management

Unit (RMU) provides two pages for
EICAS backup. The first page includes the Engine Indication (EI),
while the second page includes the Crew Alerting System (CAS)
information.(See figure 1.44& 1.44 b )

Figure 1.40 :Fuel System Page

Figure 1.41 :Hydraulics System Page

Figure 1.43
Figure1.42 :Electrical System Page

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The EICAS includes the following components:(See figure 1.45)
• Two DAU’s (DAU # 1/2)
• One EICAS display (DU # 3)
• Two MFD’s (DU # 2/4)
• Two integrated computers (IC-600)
• Two Radio Management Units (RMU’s)
• Two reversionary panels
• One EICAS reversion panel.
DATA ACQUISITION UNIT (DAU)
The DAU is the central data collection point for the EICAS. The
DAU receives discrete and analog inputs. These signals are
changed for the digital ones by an analog/digital converter and
Figure 1.44 (a) :RMU EICAS Backup Format 1 sent to the integrated computer (IC-600). The DAU is a dual (A
and B) channel unit, the channels being redundant, except for the
excitation source for signals that do not require it.
EICAS DISPLAY
The DU-3 is a full color CRT 8 x 7 inch electronic display, which
is identical to the PFD’s and MFD’s. For these DU’s only the
bezels are completely different eitherin the format or in the
operation.

Figure 1.44 (b) :RMU EICAS Backup Format 2

COMPONENTS OF THE EICAS

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The MFD (DU 2/4) is similar to DU-3, but, through its menu, you
can get access to system pages, as follows:
• Takeoff Page
• ECS Page
• Fuel Page
• Hydraulic/ Brake Page
• Electrical Page
INTEGRATED COMPUTER
The integrated computer (IC-600) is the unit which receives
digitized signals (ARINC 429) from DAU’s for generating images
to DU’s. In the IC-600 there is a symbol generator which controls
the display units in normal condition, as follows:
• IC # 1, controls DU’s 1, 2 and 3.
• IC # 2, controls DU’s 4 and 5.
RADIO MANAGEMENT UNIT - RMU
Both RMU’s provide backup EICAS information through the
Figure 1.45 :Architecture of the EICAS System engine backup page, for normal operation. Only the RMU # 1
supplies the backup EICAS information in emergency operation.
REVERSIONARY PANEL
A reversionary panel is provided for each pilot to permit Symbol
Generator (SG) reversion. It also permits Reconfiguration of the
MFD either for EICAS display or Primary Flight Display
(PFD).(See figure 1.46)
EICAS REVERSION PANEL
Through the EICAS reversion panel, you can de-energize the
failed channel (only channel A) of DAU 1/2.(See figure 1.47)

MULTI-FUNCTION DISPLAY - MFD

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As on the Airbus A320 Warnings, and Caution messages triggered
by a system failure will be shown on the display units (EICAS
displays for Embraer). Some Warnings, depending on the
seriousness of the failure, will also trigger an aural warning. The
relation between Messages on the screens and aural warnings is
very similar on all modern aircraft. As the aural warnings are also
part of the Electronic Instrument System, a short description of the
system will be given on the following pages.
SYSTEM DESCRIPTION
The aural warning system receives signals from the following
aircraft systems:
• TCAS
Figure 1.46 : Reversionary Panel
• WindshearDetectionSystem
• GPWS/EGPWS
• IC – 600
• Fire DetectionSystem
• StallProtection System
• Trims
• Flaps
• Brakes
• Spoilers
• Radio Altimeter
• Autopilot
The system generates voice messages, and warning and caution
Figure 1.47 :EICAS Reversion Panel tones associated with a failure. The tones have different forms.

AURAL WARNING LEVELS

The aural warnings are divided into four levels, as follows:
1. EMERGENCY
AURAL WARNING
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Associatedwith situations that can be dangerous. The system can Only after cancelling an alert generated by the AWU system,
generate a voice. If an emergency fault occurs, with voice "three chimes" will be generated. If a stall or fire fault occurs at
message, the Aural WarningUnit (AWU) generates a specific the same time as any emergency fault with voice message
sound, three chimes, plus the voice message. If an emergency associated, the two operate simultaneously. The amplitude of the
fault occurs, without voice message associated, the AWU discrete sound (clacker or bell) is reduced, but is sufficiently
generates only master warning tone. In any condition, the aural distinct to permit the crew to understand the voice message and he
warning is repeated every second until cancellation through the discrete sound easily. A special condition occurs for windshear,
master warning light or until the failure is removed. TCAS, or GPWS/EGPWS alert condition. No other voice
2. ABNORMAL message is generated with them to avoid misunderstanding .Only
Associated with malfunctions or failures. The AWU generates a stall condition has priority over windshear, GPWS/EGPWS, and
master caution tone, every five seconds, until cancellation through TCAS alerts.
the master caution light or the failure is removed. MASTER WARNING AND MASTER CAUTION
3. ADVISORY There are two switches to cancel emergency or abnormal failures.
Associated with the least important failures such as loss of They are the master warning light and the master caution light.
redundancy or degradation of a system. The associated light flashes when an emergency or caution failure
4. INFORMATION occurs. The pilot or copilot can cancel all the alerts through the
The information alerts are related to information situations.^The master warning/caution lights, except:
"AURAL LEVEL" table below shows the aural message priorities • Stall
and levels. • Landing configuration alarm generated because of the flaps
If multiple alertsoccur, the highest level (emergency) alert • GPWS/EGPWS
operates first. After cancelling the emergency aural alerts, • Windshear
theabnormal alerts operate. If all emergency and abnormal alerts • TCAS R/A, Overspeed, Advisory and information alerts
are cancelled, the advisoryalerts operate. Finally, if there are no
other alerts, then the information alerts operate. But, any alert that
is in progress will be completed before another alert signal starts
to operate (even if the priority is higher). A special condition INTERFACES TO THE AURAL WARNING SYSTEM
(See figure 1.48)
occurs in the emergency fault level without voice message.
The aural warning system makes interface with:
"ThreeChimes" is inhibited when any other alert occurs at the
same time. • Master warning and master caution light inputs. They are used

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to cancel a warning or a caution fault. A ground signal comes • Abnormal and emergency outputs. The two outputs go to the
through the switches. EICAS when the AWU is ready to generate the audio signal.
• TCAS auxiliary audio input.There is an auxiliary audio input Even when the master warning light of master caution light is
for the audio generated in the TCAS computer. pushed, the AWU sends a ground signal to cancel the light
• (E)GPWS/windshear auxiliary audio input There is an flashing.
auxiliary audio input for the audio generated in the • AWU total fail output. This output informs the EICAS if the
GPWS/EGPWS and W/S computer. AWU fails totally. Figure 1.48, shows the interfaces with the
NOTE: The AWU uses these interfaces to give priority of different aircraft systems
alerts.
• Rolling take-off configuration input. This input is used for a
take-off configuration simulation during aircraft taxi. There is
a switch in the control pedestal to simulate a condition of
power-levers in the take-off configuration. This function
permits the crew to do a takeoff configuration test during
aircraft taxi.
• Emergency, advisory and information inputs. These inputs are
connected to some systems, namely:
SELCAL, Altitudealert, AutopilotPilot/copilot and observer
digital audio panel’s outputs. The aural warning system
interfaces the 3 audio panels to have head phone and speaker
outputs. The speaker output, for warning purposes, on the pilot
and copilot audio panels can never be switched off from crew
members' action.
Figure 1.48
• Abnormal and emergency inputs the two inputs come from
EICAS when an emergency or abnormal fault occurs
associated only to the CAS messages on the EICAS display.
These inputs will cause the AWU to generate master warning
tone (three chimes) and master caution tone.

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