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Display FlightInstruments

The document discusses various types of display devices and flight instruments. It describes how early aircraft had few instruments, requiring pilots to rely on visual cues. It then summarizes the development of key flight instruments like the artificial horizon and altimeter to enable instrument flight. Modern glass cockpit aircraft now use electronic displays like primary flight displays (PFDs) which integrate multiple instruments onto screen for improved pilot situational awareness.

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0% found this document useful (0 votes)
280 views116 pages

Display FlightInstruments

The document discusses various types of display devices and flight instruments. It describes how early aircraft had few instruments, requiring pilots to rely on visual cues. It then summarizes the development of key flight instruments like the artificial horizon and altimeter to enable instrument flight. Modern glass cockpit aircraft now use electronic displays like primary flight displays (PFDs) which integrate multiple instruments onto screen for improved pilot situational awareness.

Uploaded by

Dpt Htegn
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPT, PDF, TXT or read online on Scribd
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Lecture : Display-Flight Instruments

Display devices

Display devices are used for the visual presentation of information.

1. Analog display devices (cathode-ray tubes)


• Oscilloscope tubes
• TV CRTs
2. Digital display devices
• LED (including OLED) displays
• VF (vacuum fluorescent ) displays
• LCD (liquid crystal) displays
• Nixie tube displays and PDPs (plasma display panels)
• Electroluminescent displays (ELDs)
3. Others:
• Electronic paper
• Using principles of nanoelectronics (carbon nanotubes, nanocrystals)
• Laser TV
VGTU EF ESK [email protected]
Cockpit Display:-

The cockpit display systems provides a visual presentation of the information


and data from the aircraft sensors and systems to the pilot(and crew) to enable
the pilot to fly the aircraft safely and carry out the mission.

Glass cockpit

A glass cockpit is an aircraft cockpit that feature EFIS (Electronic Flight


Instrument System)

On a glass cockpit aircraft, traditional flight instruments are replaced by


an EFIS through LCD screens displaying flight information in most convenient
form, each screen integrating several instruments.
Situational Awareness

The knowledge and understanding of all factors which affect or will affect the function
one is responsible for performing.

In aircraft operation this includes:


a) Attitude
b) Altitude
c) Airspeed
d) Power setting
e) Position
f) Nearby traffic etc.etc.

In the early days of aviation, most of this was done, literally, “by the seat of the pants”
a) Attitude was determined by reference to the visible horizon
b) Airspeed could be estimated by the sound of the airflow through the aircraft
structure
c) Power could be estimated by the sound of the engine
d) Navigation was done by reference to maps and visual observation of the ground

The development of enclosed cockpits and “blind flying” led to the requirement for
instruments which could provide the information in visual form.
Avionics Full-Duplex Switched Ethernet (AFDX)
The A380 architecture is divided into a number of functional domains
supporting the displays suite; the key elements are:

 Displays suite – 8×colour glass panel


displays

 Cockpit domain integrated cabinets

 Cabin domain integrated cabinets

 Energy domain integrated cabinets

 Utilities domain integrated cabinets


• Cabin domain:

 – Overheat detection system


 – Supplementary cooling system
 – Engine bleed air system
 – Pneumatic air distribution system
 – Ventilation control system
 – Avionic ventilation control system
 – Cabin pressure control system
 – Temperature control system

These systems are the responsibility of Airbus Gmbh who also have
responsibility for the integration of the cabin domain integrated
cabinets.
• Energy domain:

– hydraulics control system


– hydraulics monitoring
– primary electrical power
– secondary electrical power

• Utilities domain:

– fuel quantity indication system


– fuel management
– landing gear monitoring system
– landing gear extension and retraction system
– brake control system
– steering control system
Modern Flight Instruments

Airbus A320 Glass Cockpit

Flight Instruments
Introduction
History
 The very first aircraft had little or no flight instruments

 Flying during bad weather was risky

 Navigation depended on pilot’s ability to use landmarks

or dead reckoning.
Dead reckoning (DR)

 Dead Reckoning is the process of estimating your


position by advancing a known position using speed,
time and distance to be traveled.

 Term originated with maritime navigation and refers


to "reckoning “or reasoning (one's position) relative
to something stationary (dead) in the water."
Flying Instrument

 As airmail pilots began


flying at night and in all
kinds of weather in 1920’s,
new instruments were
developed to enable the
aircraft to fly.
Definition
 ‘Flight Instruments’
The instruments that used to display aircraft
information and to control the orientation of the
aircraft during flight.

Six Basic Flight Instruments:-”Six Pack”

 Airspeed Indicator
 Attitude Indicator
 Altimeter
 Turn Indicator
 Heading Indicator
 Vertical Speed Indicator
Birth of Flight Instruments
 September 24, 1929, First FLYING BLIND performed by
Jimmy Doolittle’s.
 Flying Blind means fly by the aid of Flight Instrument
only, without a view outside the cockpit.
First Flight Instruments
1. Visual radio direction finder
 Using vibration system to direct the aircraft. The closer
the plane is to the beacon, the more intense the
vibration.

2. Artificial horizon (Attitude Indicator)


 Showed the orientation of the flying aircraft in relation
to the ground (show how the wings were tilted, show
whether aircraft nose up/down /level.

3. Barometric Altimeter
 Showed how far the aircraft above the ground. They will
sensitively record the time and therefore the distance
from the aircraft to the ground.
Types of Flight (VFR or
IFR)
Different between VFR and IFR

 VFR (Visual Flight Rules)


 Flying depends on pilot by “see and avoid”

procedure.

 IFR (Instrument Flight Rules)


 Flying depends on pilot and Air Traffic Controller

(ATC).
 Pilot depends on flight instruments to know the

aircraft’s condition, route or weather condition.


 To enable the aircraft fly through the bad
weather conditions and during night.

 To ensure safety and reliable operation.

 To give the early warning about any


failure of aircraft’s system/part so that the
pilot could take the immediate action.

Why Flight Instruments Important


Basic Flight Instruments
Airspeed Indicator Attitude Indicator Altimeter

Six Basic Instruments


Turn Indicator Heading Indicator Vertical Speed Indicator
 Flight instruments are usually grouped in a certain way and positioned directly
in front of the pilot, taking the most dominant part of the instrument panel.

 On modern aircraft the indication of individual flight instruments is


integrated on one screen, so called “primary flight display”.
Attitude
Indicator
Examples
5. Heading Indicator

 To displays aircraft heading/direction with respect to


earth’s magnetic north.
 Also called directional gyro or gyro compass (Use the

gyroscope)
 When the aircraft turns, the needle indicates which

direction it is heading.
 Measured in degrees (0-north, 90-west, 180-south,
and 270-east)
6. Turn Indicator

 To display direction of turn and rate of turn. Use the


gyroscope.
 For example, direction of roll while the aircraft is rolling.
 Measured in degrees per minute
Modern Flight
Instruments
“Glass Cockpit”
Glass Cockpit
Glass Cockpit History
 1970: NASA conducted research on flight instruments displays

 1982: The success of the NASA-led glass cockpit work is


reflected in the total acceptance of electronic flight displays in
Boeing 767.

 By the end of the 1990s, LCD display panels were increasingly


favored among aircraft manufacturers because of their
efficiency, reliability and legibility.

 Nowadays, Modern aircraft such as the Boeing 777, Boeing 787,


and Boeing 747-400, Boeing 767-400ER, Airbus A320 family
(enhanced version), Airbus A330, Airbus A340 , Airbus A380
and Airbus A350 are fitted with glass cockpits consisting of
liquid crystal display (LCD) units
Glass Cockpit
A glass cockpit is an aircraft cockpit that feature EFIS
(Electronic Flight Instrument System)

On a glass cockpit aircraft, traditional flight


instruments are replaced by an EFIS through LCD
screens displaying flight information in most
convenient form, each screen integrating several
instruments.
EFIS (Electronic Flight
Instrument System)
Apache Cockpit
 EFIS installations vary greatly.

 A light aircraft might be equipped with one

display unit, on which are displayed flight and


navigation data.
 A wide-body aircraft is likely to have six or more

display units.

Boeing 777 Cockpit Bell 430 Cockpit


F/A-18 - Glass Cockpit
EFIS (Electronic Flight
Instrument System)

 An EFIS installation will have the following


components:
1. PFD: Primary Flight Display
2. ND: Navigation Display
3. ECAM: Electronic Centralized Aircraft Monitor
4. FMS: Flight Management System
1. Primary Flight Display
(PFD)
1. Primary Flight Display
(PFD)
• PFD replaces the traditional flight instruments.

• The PFD displays all information critical to flight,


including airspeed, altitude, heading, attitude &
vertical speed

• PFDs also increase awareness by alerting the


aircrew to potentially hazardous conditions (for
example, low airspeed, high rate of descent )by
changing the color or shape of the display or by
providing audio alerts.
1. Primary Flight Display
(PFD)

• The PFD is designed to improve a pilot's situational


awareness by integrating all information into a
single display.

• The PFD is also designed to reduce the amount of


time necessary to monitor the instruments.
2. Navigation Display
 The Navigational Display (ND), sometimes referred as Electronic
Horizontal Situation Indicator (EHSI), is a part of EFIS that displays
integrated navigational information from all navigational sources
(IRS, VOR, DME, ILS, ADF and flight management computer)
using digital display and electronically generated symbols.

 In addition, it displays weather radar and TCAS information.

 The pilot can select most convenient mode of operation of the ND,
depending on the phase of flight, manoeuvre executed and the
navigation complexity.

 Some examples are shown below.


Navigational Display -
ND
 ND shows navigational information from
multiple system. (VOR, DME, ILS)

• ND also displays weather information from


multiple systems (on-board radar or lightning
detection sensors)

• Similar with the PFD, the ND can change the


color or shape of the data to alert the aircrew
to hazardous situations.

2. Navigation Display
 Best example integration is Navigation or Horizontal Situation Display

 Pilot refers only to one display rather than many displays on conventional
cockpits

 Information form many sources; ground radio aids, inertial platform,


weather and ground mapping radar

 Presenting a single integrated picture or can selected in isolation through


operation of button on the display for use
The Horizontal Situation Indicator (HSI) started as two separate
instruments. One was a radiomagnetic indicator (RMI) which combined a
compass with a couple of needles which showed the relative bearing to
the VOR or ADF stations which were being used. The other was a course
deviation indicator (CDI) which indicated the deviation from the desired
course.

The HSI combines these two instruments and usually adds a display of
the selected VOR radial and the distance from the selected DME.

The altimeter and airspeed indicator are


simple pointer on dial instruments
3. Electronic Centralized
Aircraft Monitor (ECAM):
3. Electronic Centralized Aircraft Monitor (ECAM)

 ECAM also known as MFD (Multifunction Display)

 ECAM monitors the overall aircraft systems, including


its fuel, electrical and engine systems.

 Give the pilots warning when there is a malfunction.

 For example, if an engine begins to lose oil pressure,


the ECAM might sound an alert, switch the display to
the page with the oil system information and outline
the low oil pressure data with a red box.
Electronic Centralized
Aircraft Monitor (ECAM)
 The upper ECAM screen displays
engine, flaps setting, fuel quantity and
alert information.

 The lower ECAM displays the various


systems parameters.
EFIS (Electronic Flight
Instrument System)
4. Flight Management
System (FMS)

Multifunction
Control
Display Unit
(MCDU)
 The Flight Management System (FMS) can be thought of as the ‘brain’ of
the aircraft navigation system, which assists pilots in navigation and flight
preparation to compute the most efficient flight in fuel and time savings
and automatically navigate the aircraft.

 It calculates performance data and the most fuel-efficient route to be


flown based on typical aircraft parameters such as weight, cruise altitude
and actual aircraft position, regardless of weather conditions.
4. Flight Management System (FMS)

 The flight management system (FMS) is the


avionics that holds the flight plan, and allows the
pilot to modify as required in flight.
 Given the position and the flight plan, the FMS

guides the aircraft along the flight plan.


 The FMS is normally controlled by Multifunction

Control Display Unit (MCDU)


The tasks carried out by the FMS include:

Flight planning.

Navigation management.

Engine control to maintain the planned speed or Mach number.

Control of the aircraft flight path to follow the optimised planned route.

Control of the vertical flight profile.

Ensuring the aircraft is at the planned 3D position at the planned time slot;
often referred to as 4D navigation. This is very important for air traffic
control.

Flight envelope monitoring.

Minimising fuel consumption.


Autopilot (AP)

 Autopilot is a Computer device that


can fly an airplane on its own.

 Mostly used on long flights.

 However, pilot is always present to


monitor and check in whether the
flight is going according to plan or
not.
The Garmin 1000
{
Technology-driven changes for Flight Instructors
Training for Basic and Abnormal procedures
What we will cover:
 The G1000
 Definitions & Abbreviations
 Description & Operation of the system

 Instructional Technique
 Basic flight tasks
 Abnormal Ops & Emergencies

 Review
Components of Garmin
1000

GPS / Com / Nav 1 ADC GPS / Com / Nav 2


OAT, Pitot & Static instr.
Similar to Garmin 430 Similar to Garmin 430

AHRS
Optional modules
Attitude & Heading • ADF &/or DME
Engine / Airframe unit Rate sensors, Slip/Skid • Stormscope
Engine, Fuel sensors • Synthetic Vision
Transponder • Traffic Advisory S’m
Modes A, C, S Magnetometer
The Primary Flight Display

ADC and AHRS trend vectors:


• 6 seconds

• ASI, Alt, HSI (turn rate)


The Primary Flight Display

Tuning Nav/Coms:
• Standby (outside), active (inside)

• Green means in-use

• VOR/LOC – visual (not aural) ident.

• Freq toggle, changing boxes, tuning…


The Primary Flight Display

Displaying navaids:

• HSI display: Nav 1, Nav 2, GPS


• CDI disappears if no signal
• Brg Pointer: VOR 1, 2, GPS, ADF
The Primary Flight Display

Displaying navaids:

• HSI display: Nav 1, Nav 2, GPS


• CDI disappears if no signal
• Brg Pointer: VOR 1, 2, GPS, ADF
The Primary Flight Display

DME – conventional
RMI – distance is GPS-based

DME – Nav 1
Nav 2
Hold
The Primary Flight Display

Transponder Status Bar:


• Mode S

• Auto, Manual
• Codes, squawk etc
The Primary Flight Display

Softkeys:
• Context-sensitive:

look before you leap!


• Sub-menus & the “Back” button

• “Alerts” button always on the far

right to acknowledge alerts


The Primary Flight Display

Acknowledging alerts:
• Chime: acknowledge

• Warning / caution – action

Using pop-up windows


• Action then check operation
The Primary Flight Display

GPS:
• Navigation Status Box

• Next waypoint, distance to go,

desired (planned) track – only if


flight plan exists
• Cannot disable instantaneous track

– but can cover…


The Primary Flight Display
Using the FMS knobs: tuning the ADF or DME
• Bring up the ADF window;
• Use the outer & inner knobs to select fields and change digits;
• IMPORTANT: Press ENTER, not the FMS knob itself, to accept the
new value. Pressing the FMS knob simply cancels the change.
The Multi-Function Display

Nav/Com displays: as per PFD


GPS:
• Navigation Status box:

• Operator should change to SOP...


 Important to make SOP – otherwise every pilot will reset!

 Again, can cover GS if necessary. (But query – why not let students have
permanent full-time GS? Almost every aircraft has GPS now, and availability /
reliability almost 100%.)

 DME arcs – cannot use rate-of-change-of-DME to detect heading errors on


DME arcs.
The Multi-Function Display
Useful features:
SAM
• Change map defaults (set SOP!) using MENU

• Use MAP softkey to overlay information

•Topography, Terrain, Traffic Advisory, Stormscope

etc
• GPS flight plan will always be overlaid
The Multi-Function Display

Page Groups
• Map, Waypoint, Auxiliary, Nearest

Pages within groups


• Navigate using boxes to keep track of where you are

• Navigate with FMS knobs

• Change groups and change pages within each group


The Multi-Function Display
Why use alternative map pages?
SAM
• Can hide moving map detail from student...
The Multi-Function Display

043° 23NM – Elev 1357FT – N30°W164°

Changing map scale:


• Rotate RANGE knob

Press the range knob to generate a map panning arrow


• Range knob acts as a joystick to pan cursor on map

• More information displayed at top of screen


The Multi-Function Display
Why change the range?
SAM
• Can range out to hide detail from student...
The Audio Selector Panel
 Similar functions to other Garmin audio panels
 “COM1 MIC” – listen & talk

 “COM1” – just listen

 Audio identification of DME / ADF

 Volumes
 Coms, Navaids (not DME) have own volume

 Intercom volume for pilot, one other for all pax


Extra features on current
G1000 units...
Traffic Advisory System

 Uses Mode S transponder &


{
replies from other
transponders
 Helpful for all transponders
to be on, even OCTA
 Don’t leave transponders on
when taxying!
Automatic Flight Control System

{
 All the usual functions...
 Yaw Damper;
 Flight Director;
 Vertical NaVigation;
 Flight Level Change;
 Nose Up / Down;
 Also TOGA, CWS buttons
 Stall warning will disconnect AP
Failures affecting the G1000

VOR 1

NO DATA
NAV2

GPS / Com / Nav 1 ADC GPS / Com / Nav 2


OAT, Pitot & Static instr.
Similar to Garmin 430 Similar to Garmin 430

AHRS
Optional modules
Attitude & Heading • ADF &/or DME
Engine / Airframe unit Rate sensors, Slip/Skid • Stormscope
Engine, Fuel sensors • Synthetic Vision
Transponder • Traffic Advisory S’m
Modes A, C, S Magnetometer
GPS / Com / Nav 1 ADC GPS / Com / Nav 2
OAT, Pitot & Static instr.
Similar to Garmin 430 Similar to Garmin 430

For limited panel training:


Engine / Airframe unit
AHRS
Attitude & Heading
Rate sensors, Slip/Skid
Optional modules
• ADF &/or DME
• Stormscope
Engine, Fuel sensors • Synthetic Vision
Transponder • Traffic Advisory S’m
Modes A, C, S Magnetometer
GPS / Com / Nav 1 ADC GPS / Com / Nav 2

For real failures: use a part


OAT, Pitot & Static instr.
Similar to Garmin 430 Similar to Garmin 430

Note:task trainer! AHRS


• even though GPS / Com / Nav 2 work, Optional modules
Attitude & Heading • ADF &/or DME
the data may not be accessible.
Rate sensors, Slip/Skid • Stormscope
• You may also lose the use of ADF, DME etc! • Synthetic Vision
• Traffic Advisory S’m
• Limited navigation available – Nav 1, NRST
Magnetometer
Manual Reversionary
Mode

GPS / Com / Nav 1 ADC GPS / Com / Nav 2


OAT, Pitot & Static instr.
Similar to Garmin 430 Similar to Garmin 430

AHRS
• Reversion should be automatic. Attitude & Heading Optional modules
• For training, it is done manually.Rate sensors, Slip/Skid • ADF &/or DME
• If this is simulated (i.e. no real failure), all navaids will
• Stormscope
• Synthetic Vision
remain useable. • Traffic Advisory S’m
Magnetometer
 The system
 Definitions & Abbreviations
 Description & Operation of the system

 Flight Training& the G1000


 Simulating failures
 Abnormal Ops & Emergencies

What we have covered:


Review: Questions or comments?

Garmin 1000 versus
Avidyne Entegra
Aircraft Garmin Avidyn
 Pros? e
 Avidyne user-friendly? Beechcraft X
Cessna X
 Garmin fully integrated?
Cirrus X
 Cons?
Columbia X
 Garmin harder to learn? Diamond X
 Avidyne reliability? Mooney X

 Personal preference...
Piper X
Most VLJs X
 Avidyne: better engine information, more redundancy for moving
map (but no redundancy for PFD), altimeter bugs to nearest 10ft not
100ft.

 G1000: fuel range ring, better integrated comm & navs, two bearing
pointers, on-screen flight planning

 Some prefer Avidyne’s wind vector & superimposed track vector on


HSI. Some prefer Garmin’s powerful & numerous flight planning
options.

 STC’s may be available for some aircraft...


12. Electronic instrument system

12.1
A330 electronic instrument system
Cockpit arrangement
Captain : First Officer :
EFIS control panel EFIS control panel

Navigation display Navigation display

Master warning Master warning


and caution lights and caution lights
Primary flight display Primary flight display

PFD ND E/WD ND PFD


1 1 2 2

SD
Loudspeaker EFIS switching
EFIS switching Loudspeaker

ECAM switching
Engine/warning
display
ECAM control panel
System display

12.2
system
General
The Electronic Instrument System (EIS) performs a
display function for :
• flight operation. EFIS (Electronic Flight Instrument
System) on each crew member instrument panel :
- 1PFD (Primary Flight Display)
- 1 ND (Navigation Display)
• system operation. ECAM (Electronic Centralized Aircraft
Monitor)
On the centre instrument panel for both crew members :
- 1 E/WD (Engine/Warning Display)
- 1 SD (System Display)
The crew remains in the INFORMATION/ACTION loop
at all times and is able to CHECK and OVERRIDE the
automation (if necessary).

12.3
system
EFIS / ECAM architecture

12.4
system
Components
• DU (Display Unit)
- Six identical full-colour DUs
Display
- 7.25in x 7.25in case size
function
- Symbol generator resident in DU
• DMC (Display Management Computer) Acquisition and
- Three identical DMCs
processing
functions
- Each DMC has two independent channels :
EFIS/ECAM
- Each DMC is able to drive all six DUs with four
independent formats (PFD ; ND ; E/WD ; SD).
• SDAC (System Data Acquisition Concentrator) Acquisition of system data
for
- Two identical SDACs transmission to FWC and
- The SDCAs are connected to the DMCs and FWCs DMC

• FWC (Flight Warning Computer) Acquisitio


n and
- Two identical FWCs processin Alert
messages
- Each FWC is connected to all DMCs. g of : Memos
Aural
alerts
Flight
phases
Auto
callout
12.5
system
Architecture Availability objectives
• Fully redundant EIS architecture • Departure with one DMC and one DU failed all functions
remain available :
Partitioned DMCs (three EFIS functions/three ECAM
functions) to drive the six DUs. - EFIS 1
- Full reconfiguration capability. - ECAM
- Independence between EFIS and ECAM switching. - EFIS 2
• Benefits • After two failures (normal operation) or one failure (MEL
operation) the following functions remain available :
- Dispatchability.
- EFIS 1 or 2
- No operational degradation when a DMC fails or
some external computers fail (ADIRS, FWC, - ECAM
SDAC, etc.)
- Copy of remaining EFIS on the opposite side.

12.6
system
Reconfiguration possibilities - Architecture

12.7
system
Reconfiguration - F/O on EFIS DMC3

12.8
A330 electronic instrument system
Reconfiguration - ECAM on DMC1 + F/O on EFIS DMC1

12.9
system
DU reconfiguration
PFDU1 FAILED PFDU2 FAILED

PFDU NDU E/WDU NDU PFDU


1 1 2 2
E/W DU FAILED

SDU

E/W DU NOT FAILED


E/W DU NOT FAILED

E/W DU FAILED
E/W DU FAILED

PFD/ND PFD/ND

SWITCHING
ECAM/ WD XFR
NORM
CAP F/O

AUTO XFR

MANUAL XFR
12.10
system - EFIS
The EFIS (Electronic Flight Instrument System) is used The two NDs (Navigation Displays) provide medium-
for flight operation. term flight information :
The two PFDs (Primary Flight Displays) provide short- - location of the aircraft with respect to navigation aids :
term flight information : FMS flight plan and map data
- aircraft attitude - weather radar information.
- air speed
- altitude and vertical speed
- heading and track
- autoflight information
- vertical and lateral deviations
- radio NAV information.

PFD ND E/WD ND PFD


1 1 2 2

CAPT EFIS F/O EFIS

SD

ECAM

12.11
system - EFIS
Control panels

The capt and F/O control panels are part of the FC U ( Flight C ontrol U nit)

SPD MACH H D G TR K A LT LW L/C H V /S F PA


LAT
C S TR W PT V O R .D NDB ARPT H D G V /S ARPT NDB V O R .D W PT C S TR
QFE QNH TR K F PA QFE QNH
ROSE N AV 40 40 ROSE N AV
VOR ARC 20 80 HDG V /S 100 1000 UP 20 80 VOR ARC
TR K FPA
In H g hP a PUSH
In H g hP a
LS P LA N 10 160 SPD M E T R IC 10 160 LS P LA N
M ACH TO
A LT
LE V E L
P U LL P U LL
ENG 320 AP 1 AP 2 OFF 320 ENG
S TD S TD
DN
1 2 1 2

ADF VOR ADF VOR ADF VOR ADF VOR


FD LS LO C A /T H R
A LT APPR LS FD
OFF OFF OFF OFF

Capt. EFIS control panel F/O EFIS control panel

Options keys

CSTR WPT VOR.D NDB ARPT


QFE QNH
ND mode
ROSE NAV 40
Control the display VOR ARC 20 80
ND range
of G/S and LOC In Hg hPa
LS PLAN 10 160
scales of the PFD PULL
STD ENG 320
1 2
VOR/ADF selector
Control the display ADF VOR ADF VOR
(ADF 2 optional on A330)
of the flight director FD LS
OFF OFF

of the PFD
PFD Controls ND Controls

12.12
system - EFIS
PFD - Approach

Approach capability
and decision height
AP/FD and A/THR
engagement status

Selected altitude
VFE or actual configuration

Altitude indication
Speed trend
Target airspeed
Minimum selectable speed
Alpha protection speed
G/S and LOC scales
and DEV indexes.
Alpha max speed
Radio altitude Outer market “light”
ILS ident + freq Altimeter baro
setting display
ILS - DME distance

ILS course

12.13
system - EFIS
ND - ARC mode

GS 394 TAS 388 LMG 004°


249/16 93 NM
0 1
35 2
34 3 18:35
33 OL 4

CDN
ANG
AMB
AVD

240 240
CGC LMG TILT
-3,00
160 160
.2R
VOR1 GAI
CGCM
103 NM

12.14
system - EFIS
ND - ROSE/NAV mode

G S 2 0 0 TAS 2 1 0 TO E / 1 6 3 °
210 / 20 1 0 .5 NM
15 18 18 : 35 ETA

12
TO E

21
TO E 0 7
TS
9

24
Q M3 3 L Wa yp o in t
LFBO
33L
6

Airp o rt
5

27
3 10 TO U
30

0 33
Dista n c e sc a le ADF 2
ADF 2
M TS M= m a n u a lly tu n e d

12.15
system - EFIS
ND - PLAN mode

GS 394 TAS 388 BRACO / 097°


249/16 33 NM
18:35
N

GEN BRACO

FRZ
W RNC E

80

160

12.16
system - EFIS
ND - ROSE/ILS mode

GS 165 TAS 150 ILS APP ILS2 109.3


095/20 CRS 327°
24 TBN
Wind direction
21 27

Wind force

18
Glide deviation

30
Localizer deviation Glide scale
bar
15

33
12

0
9
VOR 1
3
M
TOU 6

VOR 1
M = manually tuned 15.3 NM

12.17
system - EFIS
ND - TCAS (optional)

GS 195 TAS 200 VO R APP D-LG 065°


2 8 0 /2 0 6 5 . 8 NM
9 1 8 :3 5
3

FF3 3 M D-LG

12
0
ATH
Resolution
LG AT
33R
-0 1
Advisory :
Proximate RED

15
33

-1 1 + 09
intruder :
Relative
WHITE Traffic
altitude/
Advisory :

18
2.5 nm speed
30

vertical D1 3 0 M

range
-0 3 AMBER
Otherring 27
21

intruders : VO R 1
DDM
24
R
WHITENo bearing
1 2 . 5 NM 5 .2 NM + 1 0 1 2 .4 NM
EMPTYintruders

12.18
system - ECAM
Arrangement
• ECAM (EFIS) colour symbology • ECAM displays arrangement
- Warnings : RED for configuration or failure Upper DU Lower DU
requiring immediate action.
- Engine primary indication - Aircraft system synoptic
- Cautions : AMBER for configuration or failure
- Fuel quantity information diagram or status messages.
requiring awareness but not
- Slats/flaps position
immediate action.
- Warning/Caution
- Indications : GREEN for normal long-term or Memo messages.
operations.
WHITE for titling and guiding remarks.
BLUE for actions to be carried out or
limitations.
MAGENTA for particular messages,
e.g. inhibitions.

12.21
system - ECAM
Audible warning definition WARNING SIGNAL CONDITION DURATION SILENCING
CONTINUOUS
REPETITIVE CHIMIE RED WARNINGS PERMANENT Depress*
MASTER WARN lt
SINGLE CHIME
AMBER CAUTION 1/2 sec.
CAVALRY CHARGE
CLICK A/P DISCONNECTION Second push on
BY TAKE OVER pb 1.5 sec TAKE OVER pb
CRICKET
+message
“STALL”
(synthetic voice) Depress
A/P DISCONNECTION
INTERMITTENT
BUZZER DUE TO FAILURE PERMANENT MASTER WARN lt
or TAKE OVER pb
BUZZER LANDING CAPABILITY 1/2 sec (3 pulses)
CHANGE
C CHORD
AUTO CALL OUT STALL PERMANENT NIL
(synthetic voice)
GROUND PROXIMITY
WARNING
(synthetic voice)
“WINDSHEAR”
(synthetic voice) SELCAL CALL
“PRIORITYRIGHT”
LEFT” PERMANENT Depress
“PRIORITY
(synthetic voice) RESET key on ACP
“RETARD” (synthetic voice) CABIN CALL NIL
3s
TCASvoice)
(synthetic EMER CABIN CALL
3s REPEATED NIL
3 TIMES
MECH CALL
As long as outside NIL
pb pressed
ACARS *
CALL or ALERT Message reading on MCDU
PERMANENT or Depress MASTER CAUT

ALTITUDE ALERT 1.5 sec new ALTITUDE


or selection or depress
PERMANENT MASTER WARN pb
HEIGHT
ANNOUNCEMENT
BELOW 400 FT PERMANENT NIL
UNSAFE TERRAIN IN
CLEARANCE
FORESEEN PERMANENT NIL

WINDSHEAR
REPEATED 3 TIMES NIL
* All aural warnings may be cancelled by A/PTAKE OVER pb
depressing the EMER CANC pb on ECAM 1 sec NIL
control panel or the MASTER THRUST LEVER NOT
WARN lt except for some warnings like IN IDLE POSITION
FOR LANDING PERMANENT THRUST LEVER
overspeed or L/G not down. TRAFFIC OR
* POTENTIAL COLLISION
* If option is installed PERMANENT NIL

12.22
system - ECAM
Display unit Engine / warning display

ENGINES control indication


Total FUEL

FLAPS / SLATS position

MEMO WARNING/CAUTION messages


- Reminder of functions - Title of the failure
temporarily used under - Corresponding procedures
normal operation (actions to be performed)
- TO or LDG MEMO
(key items for TO or LDG)

MEMO
or

WARNING / CAUTION messages


Overflow symbol

System display

SYSTEM synoptics SYSTEM synoptics STATUS


corresponding to : Operational status of the
- Warning / caution situation or aircraft after failure
- Advisory situation STATUS including recovery
- Crew manual selection procedures
- Current flight phase

Permanent data :
- TAT
- SAT
- UTC
- GW
- CG
TAT = 19°C G.W. 170300 KG
SAT = 18°C 17 H 03 C.G. 28.1 %

12.23
system - ECAM
E/WD - engines Typical

ECAM UPPER DISPLAY (E/WD)

6 6
10 N1 10
%

120 120

EGT
1222 °C 1222

N2 - ENGINE CONTROL PARAMETERS


102 % 102 - FUEL QUANTITY INDICATION
- FLAPS/SLATS POSITION
F.F
12250 KG/H 12250

FOB : 55200 KG

SEAT BELTS WING A.ICE

- MEMO INFORMATION

12.24
system - ECAM
S/D - A330 cruise page

System pages
14 system pages can be displayed :
- BLEED (Air bleed)
- COND (Air conditioning)
- PRESS (Cabin pressurization)
- ELEC AC (AC electrical power)
- ELEC DC (DC electrical power)
- C / B (Circuit breakers)
- F / CTL (Flight controls)
- FUEL (Fuel)
- HYD (Hydraulic)
- APU (Auxiliary power unit)
- ENGINE (Secondary engine parameters)
- DOOR / OXY (Doors / oxygen)
- WHEEL (Landing gear, braking, ground spoilers, etc.)
- CRUISE (Cruise)

12.25
system - ECAM
Control panel

Note :In the event of complete failure of the ECAM


control panel electronics, the CLR, RCL, STS,
EMER CANC and ALL remain operative since
the contacts are directly wired to the
12.26
FWCs/DMCs.
system - ECAM
Operating modes
• Four modes of ECAM system pages presentation :

NORMAL mode : automatic flight phase related mode :

- MEMO on E/WD

- most suitable system page on SD.

MANUAL mode : use of the ECAM control panel


any of the system pages may be called-up on SD by
pressing the corresponding selector keys of the
ECAM control panel.
ADVISORY mode : parameter trend monitoring
corresponding system page on SD with affected
parameter pulsing.
FAILURE RELATED mode :
Failure indication and abnormal/emergency proce-
dures on E/WD
affected system synoptic on SD.

12.27
system - ECAM
Automatic flight phase
Engine**
start

APU**

EIS
associated DOOR WHEEL ENGINE CRUISE WHEEL DOOR
system pages *FLT L/G EXTENDED
CTL PHASE 6 AND ALT < 15000ft

2nd ENG SHUT DOWN


OR
NO TO PWR
2nd ENG T.O. PWR
1st ENG STARTED

1500 FT

TOUCH DOWN
800 FT

5MN AFTER
ELEC PWR

LIFT OFF

80 KTS
80 KTS

FWS
flight phases 1 2 3 4 5 6 7 8 9 10

* FLT CTL page replaces wheel page for 20 seconds when either
sidestick is moved or when rudder deflection is above 22°.
** APU page or ENG START page automatically displayed during start
sequence. 12.28
system - ECAM
Failure-related mode

MASTER MASTER
CAUTION CAUTION

Engine / warning display System display

ENGINE control indication


Total FUEL
FLAPS / SLATS position Corresponding system synoptic
with failure indication

Failure indication
corrective action
TAT + 19°C G.W. 170300 KG
SAT + 18°C 17 H 03 C.G. 28.1 %

CLR

12.29
system
Architecture - Flight Warning System (FWS)

12.30
system

• The FWS performs (in real time) the computation and management of central
warnings and cautions
- Warning/caution hierarchical classification (level 3 : red warning, level 2 :
amber caution, level 1 : simple caution) and priority rules.
- Warning/caution inhibitions.
- Operational failure categorization : independent failure, primary failure,
secondary failure.
• The FWS directly activates the crew attention getters (aural and visual) and uses the EIS
(ECAM : E/WD and SD) to display the warning/caution messages.
• The FWS also computes the MEMO information (presented on the E/WD) and performs
an automatic radio height call-out function.

12.31
a) Briefly, explain the risks of flying with
no instruments. Provide three (3)
reasons why flight instruments are
importance.

b) Describe three (3) earlier instruments


developed that had enabled aircraft to
fly at night and in bad whether.

Open Discussion-Today
a) State the definition of Flight instruments.

b) Explain six (6) basic flight instruments and their functions

Open Discussion-
a) Give definition for Glass Cockpit.

b) Explain four (4) Electronic Flight


Instrument System available in modern
aircraft .

Open Discussion-Today
The End

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