Display FlightInstruments
Display FlightInstruments
Display devices
Glass cockpit
The knowledge and understanding of all factors which affect or will affect the function
one is responsible for performing.
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:
These systems are the responsibility of Airbus Gmbh who also have
responsibility for the integration of the cabin domain integrated
cabinets.
• Energy domain:
• Utilities domain:
Flight Instruments
Introduction
History
The very first aircraft had little or no flight instruments
or dead reckoning.
Dead reckoning (DR)
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.
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
procedure.
(ATC).
Pilot depends on flight instruments to know 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
display units.
The pilot can select most convenient mode of operation of the ND,
depending on the phase of flight, manoeuvre executed and the
navigation complexity.
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
The HSI combines these two instruments and usually adds a display of
the selected VOR radial and the distance from the selected DME.
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.
Flight planning.
Navigation management.
Control of the aircraft flight path to follow the optimised planned route.
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.
Instructional Technique
Basic flight tasks
Abnormal Ops & Emergencies
Review
Components of Garmin
1000
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
Tuning Nav/Coms:
• Standby (outside), active (inside)
Displaying navaids:
Displaying navaids:
DME – conventional
RMI – distance is GPS-based
DME – Nav 1
Nav 2
Hold
The Primary Flight Display
• Auto, Manual
• Codes, squawk etc
The Primary Flight Display
Softkeys:
• Context-sensitive:
Acknowledging alerts:
• Chime: acknowledge
GPS:
• Navigation Status Box
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%.)
etc
• GPS flight plan will always be overlaid
The Multi-Function Display
Page Groups
• Map, Waypoint, Auxiliary, Nearest
Volumes
Coms, Navaids (not DME) have own volume
{
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
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
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
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
12.1
A330 electronic instrument system
Cockpit arrangement
Captain : First Officer :
EFIS control panel EFIS control panel
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
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
SDU
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.
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)
Options keys
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
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
GEN BRACO
FRZ
W RNC E
80
160
12.16
system - EFIS
ND - ROSE/ILS mode
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)
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
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
MEMO
or
System display
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
6 6
10 N1 10
%
120 120
EGT
1222 °C 1222
FOB : 55200 KG
- 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
- MEMO on E/WD
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
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
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.
Open Discussion-Today
a) State the definition of Flight instruments.
Open Discussion-
a) Give definition for Glass Cockpit.
Open Discussion-Today
The End
Thanks