Reference 01 - Indicating System (ATA 31) - General PDF

Lufthansa Technical Training
AIRCRAFT INSTRUMENT SYSTEM

ELECTRONIC INSTRUMENT SYSTEM
Ameco Beijing FUNDAMENTALS
Aviation College ATA 31 Lesson 1
GENERAL
INTRODUCTION
All modern aircraft use Electronic Instrument Display Systems (EIDS) with gen-
erally 6 displays in the cockpit.
The aircraft manufacturers use different names for the system:
: Airbus call it the Electronic Instrument System (EIS)
: Boeing call it the Integrated Display System (IDS).
The EIDS have replaced the cluttered looking dials and gauges of the electro--
mechanical instruments.
The main advantages that an EIDS provides to the operator are:
: necessary data is presented on the clear, bright, colorful displays
: all six display units are identical and can display different images, therefore
there is no loss of data if one display unit fails
: due to the smaller number of different components, maintenance is easier
and less expensive.
The display images appear on 2 different systems.
: The electronic flight instrument system (EFIS).
: The Engine indication and central warning system which is called ECAM in
the airbus and EICAS in the Boeing aircraft.
Normallly are the EFIS displays on the captain’s and first officer’s instrument
panels and ECAM/EICAS displays on the center instrument panel.
For Training Purposes Only
HAM TS kl/ni 6.10.94 Page 2

Central Warning System

(ECAM or EICAS)
Captain’s First Officer’s

EFIS EFIS
Figure 1 EIS/IDS Displays

ACTIVATION
To activate the displays the brightness control knob on each display unit has to
be rotate clockwise.
Here we see the EIDS with all the brightness control knobs for each display
unit. On the left or captains control panel, the PFD knob controls the left out-
board display unit which normally presents the Primary Flight Display (PFD)
and the ND knob controls the left inboard display unit which normally presents
the Navigation Display (ND).
On the center panel is the control knob for the upper display of the central
warning system here the upper ECAM display and below is the control knob for
the lower ECAM display.
On the first officer’s side there are the same controls as on captain’s side. The
knob for the Navigation Display (ND) and also the Primary Flight Display (PFD)
knob.
The best position of each brightness control knob is normally vertical. This cor-
responds to an intermediate brightness level.The brightness of each display
unit can be adjusted by turning the brightness control knob.
Note that the Airbus brightness control knobs have an off position. This means
that the displays are completly switched off in the most left position.
In the Boeing system there is no OFF position on the brightness control knob.
This means that only the brightness is decreased to a minimum but the dis-
plays are powered as long as electrical power is available.

UPPER
PFD ND ECAM ND PFD
LOWER
ECAM
Figure 2 EIS Controls


activation cont.
Here we see the IDS of a Boeing 747-400 with all the brightness control knobs
for each display unit.

OUTBD. INBD. UPPER INBD. OUTBD.

CRT CRT EICAS CRT CRT
LOWER
EICAS
Figure 3 IDS Controls

EIDS COMPONENTS
EIDS ARCHITECTURE
The Electronic Instrument Display System has six display units in the cockpit.
The EIDS also comprises:
: a various number of control panels which are not only used for brightness
control but also for display image and switching control.
: three display management computers in the avionic compartment for dis-
play signal management.
: a large number of different display and computer switching possibilities.
: the data sources split into the EFIS and ECAM/EICAS inputs.


Figure 4 EIDS Architecture

DISPLAY UNITS
General
Each display unit contains:
: many electronic circuits which convert the data from the display manage-
ment computers into a form which can be displayed.
: a cathode ray tube (CRT) that generates a picture just like a television set.
The CRT picture is generated by an electron beam that triggers a fluorescent
layer which produces light. To activate the fluorescent layer at the correct loca-
tion the electron beam must be controlled by the electronic circuits.


Figure 5 Display Unit


general cont.
Control of the electron beam location can be done either in the raster writing
method like in a TV set or in the stroke writing method.
Figure 6 shows the primary flight display with the raster writing part shown on
the left and the stroke writing part of the display moved to the right.
Raster writing is used for lighted areas such as the sky and the ground and the
stroke writing parts of the image are the lines, the symbols and the text.
To see the difference in these two writing methods,an enlarged character is
shown in raster and stroke writing. You can clearly see that stroke writing pro-
duces clearer lines and that is why it is used for text. Stroke writing also has
the advantage that it generates less heat.
The colors on the displays are generated by combining the output of three elec-
tron beams onto fluorescent material inside the CRT. Each beam is responsible
for producing one primary color. When two beams combine they produce a
secondary color. And when all three beams combine they produce white.
The colors displayed on the EIDS are:
: red
: magenta
: blue
: cyan
: green
: yellow
: white


Figure 6 Raster / Stroke


Brightness Control
The brightness of the displays can be controlled manually by the control knobs.
When adjusting brightness control knobs you change the electrical resistance
of a potentiometer.
The automatic brightness control works best if the knob is in the vertical posi-
tion and it uses light sensors on the front of each display frame to monitor am-
bient light conditions.
The automatic brightness control increases display brightness as ambient
brightness increases.
A last point to note about brightness controls is that the ND knob comprises
two control knobs. With these two knobs you can individually control the raster
and the stroke writing part of the navigation display.
The ND knob allows the pilot to individually control the weather radar image
from the basic display image.

Raster Writing
Light Sensor
Figure 7 Navigation Display


Failure
To be able to distinguish between display unit failures and external failures
have a look at the four main types of display unit failure.
These are:
: electron beam failure
: bad picture quality
: total loss
: overheat
If one electron beam has failed there is no white in the picture, information nor-
mally presented in the missing color will not be shown and two secondary col-
ors are missing.
When the red electron beam fails, the display turns monochrome. This is be-
cause warning labels are presented in red, and they must not be allowed to
disappear.
A test picture allows you to check the quality of the display image. Using this
test picture it is possible to judge the colors and the sharpness of the lines.
The test picture is selected from the MCDU via the central maintenance com-
puter. It is available on all displays that are driven by one display management
computer. This allows comparison between different display units.
When a display unit fails the screen goes completely dark.
A display unit also shuts down when an overheat is detected but it will switch
on again automatically when it has cooled down.
The Airbus system has a special feature to prevent an overheat if there is a
loss of the equipment cooling.
The display units switch off the raster writing because it generates the most
heat.


Figure 8 Display Test

DISPLAY MANAGEMENT COMPUTER

The purpose of the display management computer is to acquire, concentrate
and manage the data from the data sources for the display units.
These computers have different names on different aircraft. They are called
DMC on Airbus aircraft as the abbreviation for Display Management Computer
but on Boeing aircraft they are called EIU for EFIS/EICAS Interface Unit.
Three computers can supply the display units. But the real connection is differ-
ent in the various aircraft. Take a look at three examples. (Next Page)
Note that on the A320 and the 747 the central display management computer,
or computer number 3, is normally not used. It is in standby and will only be-
come active if one of the other 2 computers fails.
When a display management computer fails the display unit has a white diago-
nal line on an Airbus, or a blank screen on Boeing


Figure 9 A 320 EIS


Figure 10 A 340 EIS

EIU 1 EIU 3 EIU 2

Figure 11 747 IDS

DISPLAY CONTROL PANELS

The electronic instruments display system is controlled by 2 types of panels.
There are panels:
: controlled by a microprocessor
: and panels which use individual switches and potentiometers.
The control panels which are microprocessor controlled are the ones for EFIS
and the ECAM/EICAS.
The function of the individual controls will be discussed in the central warning
system and EFIS Chapter.
The main advantage of these multifunction panels is that the data transfer with
the computer goes via data busses which need only two wires.
Each component on the panel does not need to be wired individually. But when
a microprocessor controlled panel fails, all functions on that panel fail.

Controlled
by
Microprozessor
Switches/ Switches/
Potentiometer Potentiometer
UPPER
PFD ND ECAM ND PFD
Switches/ LOWER
Potentiometer ECAM
Controlled
Switches/ by
Potentiometer Microprozessor
Figure 12 Control Panels


display control panel cont.
To overcome this problem, an alternate method of control must be possible.
For example the MCDU on the pedestal can provide selection of a simulated
panel from the main menu.
The other panels which provide transfer select and brightness controls have
individual switches and potentiometers.
The main advantage with these panels is that each switch, potentiometer or
push button has only one function and therefore when one of these fails the
rest of the panel is unaffected.

FAIL
EIS CP
EICAS CP
Figure 13 Alternate Control

EIDS SWITCHING FUNCTIONS

AUTOMATIC DISPLAY SWITCHING
One advantage of the electronic instrument display system is that no informa-
tion is lost even when one or more of the display units fail. This is done by
switching the display images.
Two types of display switching are available:
: automatic switching
: and manual switching
Automatic switching is performed if an outboard display unit or the upper dis-
play unit fails, because these units display the most important images: PFD
and Engine and Warning displays.
If either outboard display unit is lost the PFD is switched to the inboard display
unit and replaces the ND.
If the upper display unit fails the engine/warning image is switched to the lower
display unit, replacing the system display.
To recover one of the replaced display images you have to use manual switch-
ing.
You use manual switching for all other display unit failures.


Figure 14 Automatic Display Switching

MANUAL EFIS DISPLAY SWITCHING

There are four occasions when you have to perform manual switching:
: when an inboard display unit fails
: when the lower display unit fails
: when you want to recover an image that was automatically replaced
: and when multiple display units fail.
Of course, manual switching is always available even if there is no fault.
To switch one of the pairs of EFIS display units, you use the PFD/ND push but-
ton. This button allows you to toggle between the two display images. When
you press the push buttons a second time the images are exchanged again,
which means that the original configuration is restored.
If both display units are working properly, there is no reason to use manual
switching. But when the inboard display unit fails, manual switching is the only
way to recover the ND image.
If both EFIS display units have failed on one side, no switching can recover the
display images. The other side does still have all information available


Figure 15 PFD/ND Transfer

MANUAL ECAM DISPLAY SWITCHING

The ECAM display images can be manually switched to either inboard display
unit or from the lower to the upper display unit.
You switch ECAM images by using the knob on the ECAM switching panel.
This switch has three positions; captain, normal and first officer.
There is no real point switching displays when all display units are operating.
But if one of the two ECAM displays fails only the Engine and warning display
is presented.
If the upper display unit has failed, the engine warning display has replaced the
system display automatically. Recovering the system display is possible by
moving the ECAM/ND switch to the captain or first officer position.


Figure 16 ECAM / ND Transfer


manual ECAM display switching cont.
Even with a dual ECAM Display Unit failure, you can still display the System
Display image.
This is possible by pressing the appropriate System Select Push Button on the
ECAM Control Panel.
The System Display replaces the Engine /Warning Display on the captain’s in-
board display unit for as long as you push and hold the system select push but-
ton.


Figure 17 System Display Selection

BOEING MANUAL DISPLAY SWITCHING

On the Boeing 747, automatic switching is identical to the Airbus and manual
switching follows the same philosophy in having the different displays available
for as long as possible.
Manual switching is, of course, performed differently on the 747.
The inboard CRT switches allow manual switching of the ND, PFD or EICAS
display to either the captain’s or the first officer’s inboard display unit. Notice
that the display unit is called CRTs.
The lower CRT knob controls switching for the lower display unit. In the NOR-
MAL position the secondary EICAS is displayed. You can switch the primary
EICAS or the corresponding ND image to the lower CRT.
The primary EICAS corresponds to the ECAM Engine and warning display(Air-
bus) and the secondary EICAS to the ECAM system display(Airbus).


Figure 18 Boeing Display Switching

DMC SWITCHING AUTOMATIC

If a display management computer fails the only way to keep images on the
display units is to switch computers.
Switching display management computers can take place either automatically,
as in the B747. Switching DMCs manually is always possible
The location of the controls for display management computer switching on the
747 are shown in figure 19. On Boeing the display management computers are
called EIU.
In normal configuration all three EIU select switches are in the Auto position
and the display management computers 1 and 2 are functioning. If computer
one or two fails, display management computer three replaces the failed com-
puter
If two display management computers fail the remaining computer is switched
automatically to drive all the EIDS displays. This takes place only if the control
knobs are in the auto position.


Figure 19 DMC Automatic Switching

DMC SWITCHING MANUAL

If automatic switching fails or if you are in an Aircraft where no automatic
switching is available you must switch display management computers manu-
ally.
This can either be performed by a single DMC switch for all DMC outputs si-
multaneously like in the A320 or with individual switches for the ECAM outputs
and EFIS outputs of the DMC like in this A 340 example.The individual switch-
ing provides additional system redundancy.
Individual DMC switching functions in the 747 are identical to the A340. But the
switching positions are labeled differently.
Figure 20 Airbus A 340 DMC Switching


Figure 21 A 320 DMC Switching

ELECTRONIC FLIGHT INSTRUMENT SYSTEM

EFIS INTRODUCTION
The electronic flight instrument system, or EFIS, is a part of the Electronic
instrument display system .
It consist of four display units and two control panels in the cockpit.
The EFIS displays provide the most important information needed for flying the
aircraft.
The displays are divided into information on the primary flight displays, which
basically shows the situation of the aircraft looking forward and the navigation
displays, which generally show the situation of the aircraft from above.


Figure 22 PFD / ND Indication


EFIS introduction cont.
Four basic pieces of flight information must be presented on all aircraft types in
the same location.
This standard arrangement is called the ”Basic T Format”.
Since this rule also applies to aircraft equipped with EFIS, the primary flight
display shows:
: the attitude of the aircraft in relation to the artificial horizon in the center of
the display
: the airspeed of the aircraft on the left--hand side
: the Altitude on the right--hand side
: the heading at the bottom.


Figure 23 Basic T
PRIMARY FLIGHT DISPLAY

Attitude Indication
The roll attitude indication shows the angle of bank or roll on the roll scale in
degrees. In this example the aircraft has a right bank of about 20E.
The aircraft symbol shows the position of the aircraft graphically in relation to
the artificial horizon.
Pitch attitude indication is shown on the pitch scale in degrees. It indicates the
up or down angle of the aircraft nose This example indicates 2,5E Nose up.


Figure 24 PFD Attitude


Airspeed Indication
The airspeed which you see indicated is calculated from airpressure produced
by the moving aircraft.
This airpressure is known as dynamic pressure.
The airspeed is used mainly as a reference value for all aerodynamic parame-
ters influencing aircraft lift, drag and maneuverability.
The indication is called the calibrated airspeed, CAS and is only identical to the
real airspeed, known as true airspeed or TAS, at sea level.
The airspeed value is read on a moving scale behind the reference in the
middle. This value is always expressed in knots and as you can see in the ex-
ample, it shows about 317 kts
The small arrow shows the current trend in airspeed, either acceleration or de-
celeration. In the example the aircraft is decelerating and will reach 310 kts in
10 seconds.
The Mach number is shown during normal flight below the speed scale.
The mach number is the ratio of the true airspeed to the speed of sound. In this
example the true airspeed is 67% of the speed of sound.
The speed tape shows certain airspeed limits like overspeed and stall speed.
These limits are shown by red and amber marks on the speed tape


Figure 25 PFD Airspeed


Altitude Indication
The altitude indication is calculated from static air pressure, which is the air
pressure outside the aircraft
Altitude indication is shown in the middle of a moving scale as a numeric value
expressed in feet. The example here shows here 21,300 ft.
The indicated altitude is based on a barometric reference that is selected on
the EFIS control panel. You will find out more about this function later in the
instruction about the control panel.
Vertical speed is indicated by a pointer and a numeric value. Vertical speed is
basically the rate of altitude change. It is expressed in ft/min. and this example
shows descent at 700 ft /min.


Figure 26 PFD Altitude


Heading Indication
The final item of the four basic T indications on the primary flight display is the
heading display.
The heading indication shows the direction of the aircraft longitudinal axis in
relation to magnetic north. This heading indication is expressed in degrees,
with the example showing 325E
The heading indication repeats information you can find on the navigation dis-
play, but to fulfill the basic T format requirement it is repeated on the PFD.
You can also see that the PFD displays a lot of additional information. Most of
this information concerns the avionic equipment on the aircraft.


Figure 27 PFD Heading

NAVIGATION DISPLAY
The navigation display presents the situation of the aircraft seen from above.
Indications on the ND can be displayed in different modes and formats. You
select different modes and formats with the EFIS control panel, you’ll find out
more about that later.
All information on the ND is based on data from the aircraft’s navigation equip-
ment.
No matter what you select on the EFIS control panel there are basic pieces of
information that are always present:
: the actual aircraft heading, for instance, which you find at the top of the
compass rose behind the lubber line. In this example the heading is 240E
: a small aircraft symbol, used as a reference, normally displayed in the cen-
ter of the screen
: waypoint data gives information about the next navigation point
: on ND are indications for wind direction and velocity
: finally the speed above the ground, known as ground speed and true air-
speed are also always displayed
All other information on the navigation display depends on selections you make
from the EFIS control panel.

195 200
330 20
Figure 28 Navigation Display

EFIS CONTROL PANEL

PFD Control
There are two EFIS control panels on the glare shield.
Each pilot has his own panel to alter the information displayed on the onside
EFIS displays.
The controls can be divided into two areas:
: the Primary Flight Display controls
: and the navigation display controls.
The PFD control functions on the EFIS control panels are mainly used to alter
the barometric reference for the altitude scale.
Two different barometric reference selections are possible. You can select a
pressure named QNH in hPa or inches of mercury.
The selection in this example is a QNH of 1008 hPa or you can select the se-
cond possibility known as standard.
You do this by pulling the knob on the left panel, or pushing the knob on the
right panel.

ND CONTROL PFD CONTROL
PFD CONTROL
ND CONTROL
Airbus Boeing
Figure 29 EFIS Control Panel


PDF control cont.
There are different controls for the nav display
You can select different modes with the mode selector and different ranges for
the nav display with the range selector
Optional data can also be selected onto the basic display.
ND Mode Selector
The mode selector is used to display different modes and formats which pro-
vide all the information necessary for particular flight phases.

RANGE SELECTOR MODE SELECTOR
MODE SELECTOR RANGE SELECTOR

Figure 30 EFIS Controls


ND mode selector cont.
The ILS mode provides information from the instrument landing system in addi-
tion to the basic ND information.
It mainly shows information about the selected ILS station and the aircraft posi-
tion in relation to the runway.


Figure 31 ILS MODE


The VOR mode provides the same basic information as the ILS mode, based
on an enroute navigation system called VOR. This system shows aircraft posi-
tion in relation to VOR navigation aids


Figure 32 VOR MODE


Navigation or map mode shows basic ND information and additional informa-
tion. This mode is used during cruise to show information about the aircraft’s
position compared to the flight plan held by the flight management computer.


Figure 33 NAV/MAP MODE


The arc mode shows a 90º forward looking part of the nav mode display.
ARC mode is mainly used to analyze weather information from the weather
radar system. It shows the intensity of clouds, rain and hail in different colors


Figure 34 ARC MODE


The plan mode displays the flight plan on a true north oriented map.
It is mainly used to check flight plan data held in the flight management com-
puter before flight.


Figure 35 PLAN MODE


When you compare two different types of EFIS control panel you’ll notice that
the selectable modes are identical, but the ILS mode is called APProach and
the NAV mode is called MAP.
The only major difference is that to select the ARC mode on the right--hand
panel you have to press the mode selector center section


Airbus Boeing
Figure 36 EFIS Control Panel


ND Range Selector
The range selector is used to display different marks on the ND.
These ranges are measured in nautical miles and are used especially to check
the distance to a weather radar image or a navigation point.
The maximum display range is 320 Nm, which is the display you can see in this
figure.


Figure 37 320 NM Range

EFIS MAIN DATA SOURCES

The EFIS has four main data sources:
: the inertial reference system or IRS
: the air data system, or ADS
: the flight management system, known as the FMS
: the automatic flight system or AFS.
The data sources for the captain’s and first officer’s EFIS are always indepen-
dent . This is to prevent a single failure influencing both the captain’s and first
officers EFIS displays simultaneously.
If there is a data source failure, or if you want to compare data, you can select
a standby system by data source switching


Figure 38 Data Sources


EFIS main data sources cont.
The main indications that need the inertial reference system as the data source
are Attitude and Heading.
To calculate output data the IRS measures speeds and accelerations in and
around the 3 axis of the aircraft.
To find a starting point for all the calculations the IRS must be activated with an
alignment procedure.


Figure 39 Data Source: IRS


The main indications that need the Air Data System as the data source are Air-
speed and Altitude.
The air data system mainly uses pressure and temperature data from sensors
outside the aircraft. This system, and therefore all data it supplies, is active and
available as soon as you switch on electrical power or at the moment the IRS is
switched on.


Figure 40 Data Source: ADS


The indications that need the flight management system as a data source are
the flight plan and navigation data.
A flight plan must be inserted via the MCDU to get this data .


Figure 41 Data Source: FMS


These indication need the AFS as a data source to monitor the system opera-
tion


Figure 42 Data Source: AFS


Activation
After switching on electrical power and the displays we have less information
on displays.
All indications on the displays are replaced by Flags
You must manually switch on the IRS to get indications on the EFIS.
You do this by switching the IRS control switch on the overhead panel to the
NAV position. Assume the aircraft is parked.


Figure 43 Flags

Activation cont.
When the IRS is first switched on to NAV, the air data indications becomes ac-
tive. In addition an alignment process starts.
This process takes about 10 minutes to calculate the rest of the data. You can
monitor the progress on the engine and warning display of the ECAM system.
After about 30 seconds the attitude indication appears on the PFD.
To get all other information for further calculations, the IRS needs the aircraft’s
present position. Normally this information is provided by the FMS.
To pass the aircraft’s present position to the IRS you first enter a city pair and a
number which identifies a company route into the MCDU.
For instance FRA for Frankfurt and HAM for Hamburg and the 1 for route num-
ber 1 between these two cities.
The FMS knows the position of Frankfurt from the FMS data base. It displays
this origin airport with the latitude and longitude coordinates on the MCDU. This
information is then transferred to the IRS by pressing the line select key next to
the ALIGN IRS message.
Heading information appears after 5 minutes of alignment.
Flight plan data appears after about 10 minutes, at the end of the alignment
process. This data is delivered by the FMS but needs information from the IRS.
Other data on the ND like wind, Ground speed and True airspeed are added to
the display during flight.


Figure 44 Alignment

Switching
The normal data source for the captain’s EFIS displays is the number one or
left system and the normal data source for the First Officer’s EFIS is the num-
ber 2 or right system.
The alternate data source for the captain’s and first officer’s EFIS displays is
the center or number three system


Figure 45 EFIS Data Source Switching


Switching cont.
There are different switching panels possible.
Independent switching panels for the captain and the first officer or combined
panel.
Some data sources are always switchable, for example the air data system and
the heading and attitude from the IRS, because these present the basic in-
formation necessary for flying the aircraft.
In addition, in long distance aircraft navigation data and automatic flight system
data can be switched as well.
Notice that on the independent panels, the different switching positions are la-
beled with the letters L, C, R for left, center and right system


Figure 46 Data Source Switching

CENTRAL WARNING SYSTEM

FLIGHT CREW ALERTS
The pilots must be informed of any abnormal situation in the aircraft, so that
they can begin either some corrective action or just so that they know about the
consequences of the problem.
There are two types of abnormal aircraft situations that we must differentiate
between.
These are:
: system failures
: and abnormal flight conditions.
System failures are problems that generally can only be corrected on ground
by the maintenance, the flight crew can only reduce the consequences to other
systems by taking some corrective action.
Examples for system failures are:
: computer faults
: sensor faults
: and indicator faults.
Abnormal flight conditions can be corrected by the flight crew directly. For ex-
ample aircraft overspeed, wrong configuration for takeoff or landing or aircraft
underspeed, otherwise known as a stall!
Both cases , the system failures and the abnormal flight condition need a flight
crew alert.


Figure 47 Abnormal Flight Condition


flight crew alerts cont.
There are two different types of alerts to inform the flight crew about an abnor-
mal situation:
: the local warnings
: and the central warnings.
LOCAL WARNINGS
Local warnings are controlled directly from the specific systems and are inde-
pendent of the central warning system.
3 types of local warnings are presented in the cockpit:
: pushbutton lights, which you mainly find located on the overhead panel.
: flags that show in an indicator that a signal is missing .
: display limit exceedance, which shows that a certain value has exceeded an
operational limit.


Figure 48 Warnings

local warnings cont.
There are many different pushbutton lights available at the overhead panel.
Airbus use the ”light out” philosophy to allow flight crew to monitor all of the
pushbutton lights easily.
All pushbuttons are dark during normal operation and only light up when there
is a local warning like FAULT, or when the system is not in its normal switching
state.
All pushbutton lights are color coded to help easy identification of abnormal
conditions:
: red is used when an immediate action is necessary, like when you get an
engine fire.
: amber lights are used when action is required but not necessarily at once,
for example like with this GENERATOR FAULT light.
: white indicates that the system is no longer in the normal switching state, as
in this system, which is switched off.


Figure 49 Colour Philosophie


Flags inform the pilot that information which is normally displayed is missing.
The name ”flag” comes from the older electro mechanical instruments, where a
red piece of metal comes into view when electrical power or the signal is mis-
sing.


Figure 50 Flag

An operational limit of a parameter like exhaust gas temperature of the engine
or overspeed of the aircraft is always shown on the indicator by a red radial line
or a red band.

EGT
Overspeed
Figure 51 Operational Limits

CENTRAL WARNINGS
The central warning system is designed to alert the pilots of an abnormal situa-
tion without the need for permanently monitoring the local warnings on the
overhead panel or indicators.
It is always triggered when a corrective action or crew awareness is necessary.
The two types of central warnings are:
: the central warning displays
: and the attention getters.
The central warning displays provide the flight crew with text and graphic in-
formation about the present failure condition
The central warning systems in different aircraft types have generally the same
function but as you might expect, they have different names.
On the Airbus, the central warning system is called ECAM, standing for elec-
tronic centralised aircraft monitoring system and on Boeing it’s called EICAS for
engine indication and crew alerting system.
To make it easier for the flight crew to recognize the importance of an alert, 3
crew alerting levels are defined:
Warnings, which are defined as Level A in Boeing aircraft or Level 3 in Airbus
aircraft, are the highest alerting level. They require immediate attention and
corrective action.
Cautions which are defined as Level B or Level 2 require attention, but the cor-
rective action may be delayed.
Advisories, which are defined as Level C or 1, inform the flight crew but need
no corrective action at all.

ECAM / EICAS
Loudspeaker
Figure 52 Central Warnings

CWS COMPONENTS
COMPUTERS
All functions of the central warning system are controlled by computers.
They get the data from nearly all of the aircraft systems, they generate the
warning messages and system synoptics for the displays and they control the
attention getters.
The airbus central warning system has 4 computers that perform all functions:
: the 2 flight warning computers (FWCs) are responsible for level 3 alerts and
the control of the attention getters.
: the 2 system data acquisition concentrators (SDAC) mainly generate the
outputs for level 2 and 1 alerts and the system synoptics
Both types of computer are fully redundant -- which means that all functions are
available even when one of the two computers fails.


Figure 53 ECAM System


computers cont.
On the Boeing 747, some central warning functions are performed by display
management computers.
These computers are called EFIS/EICAS Interface Units or EIU.
For all other functions, a modularised avionics warning electrics assembly or
MAWEA is installed. MAWEA consists of several cards for the different warning
functions. Each card is doubled, which gives full redundancy.

EIU 1 EIU 3 EIU 2

Figure 54 EICAS
ATTENTION GETTERS
The attention getters consist of the master warning and master caution lights,
and the associated aural warnings.
You find the master warning and master caution lights on the glareshield di-
rectly in front of the pilots.
The master warning lights flash red and you hear a continuous aural warning
for all level 3 or A warnings.
The master caution lights are steady amber lights that come on with a single
aural warning. This alert is activated by all level 2 or B cautions.
The continuous and short aural warnings sound different depending on the air-
craft type and the type of warning.
The attention getters must be reset in order to silence the aural warning and to
allow a new crew alert when the next warning or caution occurs.
You normally reset an alert by pressing the illuminated master warning or mas-
ter caution light.


Figure 55 Attention Getters

CENTRAL WARNING DISPLAYS

Upper Display Introduction
The central warning displays consist of the upper and lower display units on the
centre instrument panel.
Their function is to display messages from the central warning computers, to
display the system synoptics and to display permanently some additional air-
craft parameters.
The upper display is called the engine and warning display on the Airbus, and
the Primary EICAS display on the Boeing.
Each display has an area for central warning system messages and for per-
manent aircraft information.
The permanent aircraft information includes the main engine parameters, the
amount of fuel on board and the flap position.


BOEING AIRBUS
Figure 56 Upper Display


Upper Display Messages
The message area of the upper display is used to display either memo mes-
sages or alert messages.
On Airbus, the message area also shows corrective action messages.
The colour of the messages has the same coding as for the local and central
warnings and cautions:
: red stands for warnings
: amber for cautions and advisories
: the Memo messages are white on the Boeing and green on the Airbus
: Airbus shows corrective action messages in blue.
If no abnormal situation is present, a memo message is normally displayed. It
reminds the pilots that a function is temporarily in use like APU running, the
Parking Brake is set or the seat belt and no smoking signs are on.
When an abnormal situation occurs the corresponding warning or caution mes-
sage replaces the memo messages or shifts the memos down the list.
Sometimes messages are not presented and the attention getters are not trig-
gered. This function is called flight phase inhibit and is mainly used during criti-
cal flight phases or when the engines are stopped on the ground.
The critical flight phases are the short times during takeoff and landing. During
these phases the pilots should not be disturbed by cautions and advisories and
even warnings are sometimes inhibited.
Another flight phase inhibit is active when the aircraft is on the ground and the
engines are stopped.
For instance hydraulic low pressure and engine generator cautions are inhib-
ited


Figure 57 Flight Phase Inhibit


Lower Display Introduction
The lower display of the central warning system is located on the centre instru-
ment panel.
The function of the lower display is to display information about the condition
of the aircraft systems.
It is called:
: system display on the Airbus
: and secondary or auxiliary display on the Boeing.
A large number of different images are available for display on the lower dis-
play units of the EICAS and ECAM. They are also called pages or display for-
mats.
On the ECAM lower display, permanent data like temperature and weights is
also displayed.


Figure 58 Lower Display


lower display introduction cont.
For the secondary EICAS display the following images are available:
: Seven different system synoptic pages
: one status page
: and several maintenance pages.


Figure 59 EICAS Pages


lower display introduction cont.
For the ECAM system display a minimum of:
: 11 system synoptic pages
: and one status page are available.


Figure 60 ECAM Pages


Lower Display Manual System Page Selection
The ECAM / EICAS page selection is either performed automatically by the
central warning computer or manually from the corresponding control panel.
In the EICAS the automatic page selection is limited to the activation of one of
the system pages called the secondary engine parameter page at power on but
all other selections are performed manually from the EICAS display select
panel by pressing one of the 8 page select push buttons.


Figure 61 EICAS Page Selection


lower Display Manual System Page Selection cont.
On the ECAM system normally all display images are automatically controlled.
However, manual selection is always available from the ECAM control panel by
pressing one of the 12 page select push buttons


Figure 62 ECAM Page Selection


lower Display Manual System Page Selection cont.
Despite many differences in system presentation in EICAS and ECAM, both
lower displays clearly show the actual situation in the system.
Green colors show normal operation and amber any abnormal situation.
Valve positions and pump operation are shown by standard symbols.
The pushbutton of the manually selected system page is illuminated on the
ECAM control panel. However, it is not illuminated on the EICAS panel.
Pressing the pushbutton of the manually selected system page again:
: the EICAS system page disappears and the lower display turns blank.
: the ECAM system page is replaced by the automatically selected page,
which on the ground is the door page.
The ALL push button on the ECAM control panel has a direct connection to the
central warning computer and is only used if the control panel has failed.
If it is pressed permanently all system pages are displayed sequentially for 1
second.
When you releasing the PB the displayed page is kept.


Figure 63 System Pages


Lower Display Automatic System Page Selection
Automatic system page selection is the normal mode on the ECAM system.
On the EICAS, only the secondary engine parameter page appears automati-
cally at power on.
On ECAM the automatic system for page selection works according to a prior-
ity list.
Highest priority is for pages that are related to a central warning message, then
the manually selected pages are displayed and finally a flight phase related
page is selected.
The system page that is presented automatically always corresponds to the
displayed message. It is cleared from the screen when the message is cleared
from the upper display. For this function, we need the system control pushbut-
tons on the control panel.
Normally in the airbus no message is shown on the upper display and no
manual selection is performed.
The Door page is presented because it is the current flight phase related page,
and is always shown when the aircraft is on the ground, and the engines have
not yet started.


Figure 64 Door Page


lower Display Automatic System Page Selection cont.
There are three additional events that activate a system page independent
from the normal flight phases:
: all information that is necessary during the engine start sequence is shown
on the engine page
: during the APU starting sequence on the APU page
: during the flight control check on the flight control page.

ENGINE
START
Figure 65 Engine Page

APU START
Figure 66 APU Page

FLT CONTROL
CHECK
Figure 67 Flight Control Page


lower Display Automatic System Page Selection cont.
The cruise page which is presented during most of the flight is the only page
that cannot be selected manually.
It presents a combination of the most important parameters for normal flight
from three other system pages:
: the upper part comes from the Engine page
: the lower part shows information from the Air conditioning system page
: and the pressurisation system page.


Figure 68 CRUISE Page

CONTROL PANEL CENTRAL WARNING SYSTEM

Functions
The control panels for both the Airbus and the Boeing provide system page
selection functions.
But they also provide central warning system control.
The central warning control functions that are similar for the ECAM and EICAS
are the recall and cancel or clear functions.
Additionally the Airbus has a take off configuration and an emergency cancel
push button.
With the cancel and clear push buttons a warning or caution message can be
cleared from the upper display unit after recognition.
The recall push buttons recall a cleared message if the failure condition still
exists.
The emergency cancel push button, silences all current aural warnings.
As long as the Take off configuration pushbutton is pressed the take off engine
power application is simulated. This triggers the takeoff warning if the Airbus is
not in the take off configuration such as wrong flap or slat position.


Figure 69 ECAM/EICAS Control Panel


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Lufthansa Technical Training

AIRCRAFT INSTRUMENT SYSTEM

Aviation College ATA 31 Lesson 1

HAM TS kl/ni 6.10.94 Page 2

Aviation College ATA 31 Lesson 1

Central Warning System

Captain’s First Officer’s

Figure 1 EIS/IDS Displays

Aviation College ATA 31 Lesson 1

HAM TS kl/ni 6.10.94 Page 4

Aviation College ATA 31 Lesson 1

Figure 2 EIS Controls

Aviation College ATA 31 Lesson 1

HAM TS kl/ni 6.10.94 Page 6

Aviation College ATA 31 Lesson 1

OUTBD. INBD. UPPER INBD. OUTBD.

Figure 3 IDS Controls

Aviation College ATA 31 Lesson 2

HAM TS kl/ni 6.10.94 Page 8

Aviation College ATA 31 Lesson 2

Figure 4 EIDS Architecture

Aviation College ATA 31 Lesson 2

HAM TS kl/ni 6.10.94 Page 10

Aviation College ATA 31 Lesson 2

Figure 5 Display Unit

Aviation College ATA 31 Lesson 2

HAM TS kl/ni 6.10.94 Page 12

Aviation College ATA 31 Lesson 2

Figure 6 Raster / Stroke

Aviation College ATA 31 Lesson 2

HAM TS kl/ni 6.10.94 Page 14

Aviation College ATA 31 Lesson 2

Figure 7 Navigation Display

Aviation College ATA 31 Lesson 2

HAM TS kl/ni 6.10.94 Page 16

Aviation College ATA 31 Lesson 2

Figure 8 Display Test

Aviation College ATA 31 Lesson 2

DISPLAY MANAGEMENT COMPUTER

HAM TS kl/ni 6.10.94 Page 18

Aviation College ATA 31 Lesson 2

Figure 9 A 320 EIS

Aviation College ATA 31 Lesson 2

Figure 10 A 340 EIS

Aviation College ATA 31 Lesson 2

EIU 1 EIU 3 EIU 2

Figure 11 747 IDS

Aviation College ATA 31 Lesson 2

DISPLAY CONTROL PANELS

HAM TS kl/ni 6.10.94 Page 22

Aviation College ATA 31 Lesson 2

Figure 12 Control Panels

Aviation College ATA 31 Lesson 2

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Figure 13 Alternate Control

Aviation College ATA 31 Lesson 3

EIDS SWITCHING FUNCTIONS

HAM TS kl/ni 6.10.94 Page 26

Aviation College ATA 31 Lesson 3

Figure 14 Automatic Display Switching

Aviation College ATA 31 Lesson 3

MANUAL EFIS DISPLAY SWITCHING