Instruments

Module 11.5.
1 Instrument System(ATA 31) and

11.18Onboard maintenance System (ATA 45)
CAR 66 Basic Training Manual
MODULE 11.5.1
Module 11.5.1 Instrument System(ATA 31) and

PAGE
INTENTIONALLY
BLANK

INSTRUMENT SYSTEMS (ATA 31)

Aircraft instruments can, on initial observation, appear a bewildering mass of dials or 'TV ' type screens. The different types of instrumentation
required fall into one of the following types:
Pressure instruments
Gyroscopic instruments
Compasses
Mechanical indicators
Electronic instruments
PRESSURE INSTRUMENTS
AIR DATA INSTRUMENTS
An Air Data system of an aircraft is one which the total pressure created by the forward motion of an aircraft, and the static pressure of the
atmosphere surrounding it, are sensed and measured in terms of speed, altitude and rate of change of altitude. The measurement and indication of
these three parameters may be achieved by connecting the appropriate sensors, either directly to mechanical-type instruments, or to a remotelylocated Air Data Computer (ADC), which then transmits the data in electrical signal format to electro-mechanical or servo-type instruments.
The basic Air Data Instruments display airspeed, altitude, Mach number and vertical speed. All are calculated from air pressure received from a
Pitot/Static source.
1. Static air pressure, which is simply the outside air pressure at the instant of measuring.

2. Pitot pressure is the dynamic pressure of the air due to the forward motion of the aircraft and is measured using a tube, which faces the
direction of travel.

Figure 11-5-1-1 shows a Pressure head as fitted to aircraft to allow Pitot and Static pressures to the relevant indicators.
PITOT LINE
STATIC LINE
HEATER
CONNECTION
FORWARD
PITOT PROBE
STATIC VENTS
Figure 11-5-1-1 - Aircraft Pressure Head

Indicated Airspeed (IAS), Mach No, Barometric Height (Height above sea level), and Vertical speed (Rate of climb/dive) are derived from the
Pitot/Static inputs.
IAS = Pitot minus Static - (In knots).
Mach No = Pitot - Static divided by Static.
Baro Ht = Static - (In feet).
Vertical Speed = Change in Static pressure - (X

1000ft/min).
FUSELAGE
STATIC
VENT
Figure 11-5-1.2 shows typical aircraft static vent:
STATIC
PIPE
LOCATION OF PROBES AND STATIC VENTS

The choice of probe/vent locations is largely dependent on the type of
aircraft, speed range and aerodynamic characteristics, and as result
there is no common standard for all aircraft. On larger aircraft it is
normal to have standby probes and static vents. These are always
located one on each side of the fuselage and are interconnected so as to balance out
dynamic pressure effects resulting from any Yawing or side-slip motion of the aircraft.
Figure 11.5.1.2 Aircraft Static Vent

Figure 11.5.1.3 shows the location of probes and vents on a Boeing 737.
ALTERNATE
PRESSURE
HEAD
CAPT
CAPT
STATIC
VENTS
F/O
PRESSURE
HEAD
AUX 2
Figure 11.5.1.3 Boeing 737 Air Data Probe and Vent Location

Pitot and static pressures are transmitted through seamless and corrosion-resistant metal (light alloy) pipelines. Flexible pipelines are also used
when connections to components mounted on anti-vibration mountings is required. In order for an Air Data System to operate effectively under all
flight conditions, provision must also be made for the elimination of water that may enter the system as a result of condensation, rain, snow, etc. This
will reduce the probability of Slugs of water blocking the lines. This provision takes the form of drain holes in the probes, drain taps and valves in
the systems pipelines. The drain holes within the probes are of diameter so as not to introduce errors into the system.
Methods of draining the pipelines varies between aircraft types and are designed to have a capacity sufficient to allow for the accumulation of the
maximum amount of water that could enter the system between maintenance periods. Figure 11.5.1.4 shows a typical water drain valve.
ORANGE
FLOAT
INDICATOR
TRANSPARENT
PLASTIC PIPE
DRAIN
VALVE
BAYONET
FITTING
CAP
(SELF SEALING)
Figure 11.5.1.4 Water Drain Valve

8

The three primary instruments in the Air Data System are:
Altimeter (Baro Ht).
Indicated Air Speed (IAS) Indicator.
Vertical Speed Indicator.
The IAS is often combined to display Mach No as

well as indicated airspeed as is referred to as the
Combined Speed Indicator.
Figure 11.5.1.5 shows the connection and
equations for the primary Air Data instruments.
HEIGHT = S
IAS
= P-S
VSI
= CHANGE IN S
FEET
1 , 6
2 7
00
10
ALTIMETER
3
7
1 0 1 3 2 9.9 2
6
4
5
5
350
400
8 4
300
MACH
60
1
0
9
80
250
120
IAS
KNOTS
240
220
200
IAS
INDICATOR
140
180
PITOT/STATIC
PRESSURE HEAD
.5
Figure 11.5.1.5 Air Data Instrumentation
2
11000FT PER
MIN 4
VSI
UP
0DOWN
1
VERTICAL
SPEED
.5
VSI
INDICATOR

ALTIMETER
The operates on the aneroid barometric principle, i.e. responds to changes in atmospheric pressure, and are calibrated to indicate these changes in
terms of equivalent altitude values. Figure 11.5.1.6 shows a typical altimeter.
ALTIMETER
POINTER
0 - 1,000 ft
ALTITUDE
SCALE
0 - 1,000 ft
SBY
1013
8
X 100 ft
7
3 5 0 00
MILLIBAR
SETTING
ALTITUDE
SELECT
BUG
ALTITUDE
DIGITAL
READOUT
0 - 99,000 ft
MB
ALTITUDE
SELECT
KNOB
SET
MILLIBAR
KNOB
Figure 11.5.1.6 Altimeter

10

The pressure sensing element consists of an aneroid capsule, which transmits deflections in response to pressure changes. They are contained in a
sealed container that is evacuated to the static pressure. There is a mechanical linkage to a pointer, which indicates the aircrafts height above sea
level. There is a facility to set the correct pressure of the day in millibars so that the instrument displays the correct height.
Figure 11.5.1.7 shows the simplified operation of the altimeter.
SEALED
ANEROID
CAPSULE
SEALED
CASE
POINTER
MECANICAL
LINKAGE
STATIC
VENT
Figure 11.5.1.7 Simplified Altimeter operation

11

Q CODE SETTINGS FOR ALTIMETERS

The setting of altimeters to the barometric pressures prevailing at various flight levels and airports is part of the flight operating techniques. It is
essential for maintaining adequate separation between aircraft and for terrain clearance during take-off and landing. In order to make the settings,
flight crews are dependant on observed meteorological data which is requested and transmitted from ATC and form part of the ICAO Q code of
communication. There are three code letter groups commonly used in connection with altimeter setting procedures:
QNH.
QFE.
QNE.
QNH: Setting the barometric pressure to make the altimeter read airport elevation above-sea level on landing and take-off. When used for landing
and take-off, the setting is generally known as Airport QNH. Any value set is only valid in the immediate vicinity of the airport concerned.
Since an altimeter with a QNH setting reads altitude above sea level, the setting is also useful in determining terrain clearance when an aircraft is enroute. Fir this purpose, the UK and surrounding seas are divided into fourteen Altimeter Setting Regions, each transmitting an hourly Regional
QNH forecast.
QFE: Setting the barometric pressure prevailing at an airport to make the altimeter read zero on landing at, or taking off from, that airport. The zero
reading is regardless of the airports elevation above sea level.
QNE: Also known as the Standard Altimeter Setting (SAS). The barometric pressure is set to 1013.25 mb and is used for flights above a
prescribed Transmission Height and has the advantage that with all aircraft using the same airspace and flying on the same altimeter setting, the
requisite separation between aircraft can more readily be maintained. The transition altitude within the UK airspace is usually 3000 - 6000'. Figure
11.5.8 shows QNH, QFE and QNE definitions.
12

QNE
FLIGHT LEVEL
QNH
HEIGHT ABOVE
SEA LEVEL
QFE
HEIGHT ABOVE
AIRFIELD
STANDARD SETTING
1013.25 MILLIBARS
SEA LEVEL
Figure 11.5.1.8 QNH, QFE and QNE Definitions
13

COMBINED SPEED INDICATOR

This indicator is one, which combines the functions of both a conventional indicator and a Machmeter. Figure 11.5.1.9 shows a typical Combined
Speed Indicator (CSI).
MACH No
READOUT
LIMIT SPEED
POINTER
(Vmo)
AIRSPEED
POINTER
EXTERNAL INDEX
MARKERS
350
300
400
60
1
8 4 0
MACH 9
80
120
250
COMMANDED
AIRSPEED
BUG
IAS
KNOTS
240
220
200
140
180
AIRSPEED
SCALE
(KNOTS)
COMMAND
AIRSPEED
BUG SET
Figure 11.5.1.9 Combined Speed Indicator

14

The internal mechanism consists of two elements (pointer and

fixed scale for IAS and a digital readout for Mach No). There is
also a second pointer on the IAS scale, this is known as the
Velocity Maximum Operating (Vmo). It indicates the aircrafts
maximum safe operating speed over its operating altitude
range.
To set the desired speed for operation, the flight crew uses the
command bug. This speed in turn is the datum speed for the
Auto throttle or Fast/Slow speed indicator. The external index
bugs are used to set various reference speeds (take-off, flap
retract speeds etc.).
Figure 11.5.1.10 shows a simplified IAS operation.
PITOT
STATIC
Figure 11.5.1.10 IAS Operation
15

VERTICAL SPEED INDICATOR (VSI)

These indicators (also known as Rate-of Speed indicators) are very sensitive differential pressure gauges, designed to indicate the rate of altitude
change from variations in static pressure alone. Figure 11.5.1.11 shows a VSI.
RATE OF
CLIMB/DIVE
POINTER
RATE OF
CLIMB SCALE
1,000 ft per sec
1000FT PER MIN
VSI
.5
4
6
UP
0DOWN
VERTICAL
SPEED
.5
6
4
MAX INDICATED
6,000 ft per sec
RATE OF
DIVE SCALE
1,000 ft per sec
Figure 11.5.1.11 Vertical Speed Indicator (VSI)

16

Since the rate at which the static pressure changes is

involved in determining vertical speed, a time factor has to
be incorporated as a pressure function. This is
accomplished by using a special air-metering unit in the
sensing system. Its purpose is to create a lag in static
pressure across the system and so establish the required
pressure difference.
Figure 11.5.1.12 shows a simplified VSI operation.
METERING
UNIT
STATIC
VENT
CLIMB
DIVE
Figure 11.5.1.12 VSI Operation
CAPSULE
17
MECHANICAL
LINKAGE
POINTER
AND
SCALE

AIR DATA SYSTEMS

The complexity of an Air Data System depends primarily upon the type and size of the aircraft, the number of locations at which primary air data are
to be displayed, the type of instruments installed, and the number of other systems requiring air data inputs.
Figure 11.5.1.13 shows a typical air data system for a large aircraft.
PRESSURE HEADS
UPPER
LOWER
F/O
VS
PC
PITOT
IAS
STATIC
Figure 11.5.1.13 Air Data System

MS 1
ALT
A/S 1
ADC 1
FLT
REC
DIFF
PRESS
PITOT
VS
STATIC
MS 2
ALT
IAS
A/S 2
CAPT
UPPER
LOWER
PRESSURE HEADS
18
ADC 2

GYROSCOPIC INSTRUMENTS
A number of instruments depend on the use of gyroscopes for their correct operation. It is useful to know the basic principles of how they work,
before describing, in some depth, what they do.
GYROSCOPIC PROPERTIES
As mechanical device a gyroscope may be defined as a system containing a heavy metal wheel (rotor), universally mounted so that it has three
degrees of freedom:
Spinning freedom:
About an axis perpendicular through its center (axis of spin XX).
Tilting Freedom:
About a horizontal axis at right angles to the spin axis (axis of tilt YY).
Veering Freedom:
About a vertical axis perpendicular to both the other two axes (axis of veer ZZ).
The three degrees of freedom are obtained by mounting the rotor in two concentrically pivoted rings, called inner and outer rings. The whole
assembly is known as the gimbal system of a free or space gyroscope. The gimbal system is mounted in a frame so that in its normal operating
position, all the axes are mutually at right angles to one another and intersect at the center of gravity of the rotor.
The system will not exhibit gyroscopic properties unless the rotor is spinning. When the rotor is spinning at high speed the device becomes a true
gyroscope possessing two important fundamental properties:
Gyroscopic Inertia (Rigidity).
Precession.
19

RIGITITY
The property which resists any force tending to change the
plane of rotor rotation. It is dependent on:
Z
FRAME
1. The mass of the rotor.
2. The speed of rotation.

PRECESSION
ROTOR
The angular change in direction of the plane of rotation

under the influence of an applied force. The change in
direction takes place, not in line with the force, but always
at a point 90 away in the direction of rotation. The rate of
precession also depends on:
OUTER
RING
1. The strength and direction of the

applied force.
INNER
RING
2. The angular velocity of the rotor.

Figure 11.5.14 shows a gyroscope.
Figure 11.5.14 - Gyroscope.
20

Figure 11.5.1.15 shows the characteristics of gyro rigidity.
B
C
Figure 11-5-1.15 - Gyro Rigidity
21

Gyro A has its spin axes parallel with the Earth's spin axes, located at the North Pole. It could hold this position indefinitely.
Gyro B has its spin axes parallel to the Earth's spin axes, but located at the Equator. As the Earth rotates, it would appear to continually point North.
Gyro C is also situated at the Equator. As the Earth
rotates, it appears to rotate about its axes, however it is the
Earth that is rotating and not the gyro.
DIRECTION
OF
ROTATION
This rigidity can be used in a number of gyro instruments

including the directional gyro.
PRECESSION RATE
= APPLIED FORCE
90 IN THE
DIRECTION OF SPIN
PRECESSION
If an external force is applied to a spinning gyro, its effect
will be felt at 900 from the point of application, in the
direction of gyro rotation. This is known as precession. It
can be seen in Figure 11.5.1.16, that if a force is applied to
the bottom of the rotating wheel, it will rotate about its
horizontal axis.
This property is not wanted in some instruments, such as
directional gyros. The use of precession is used in turn
indicators, which will be covered later.
SPIN AXIS
90
APPLIED
FORCE
Figure 11.5.1.16 - Gyro Precession
22
DIRECTION
OF
PRECESSION

VERTICAL GYRO
Figure 11.5.1.17 shows the effects on a free gyro in an aircraft circling the earth. As can be seen, it would only be perpendicular to the earth's
surface at two points.
FREE
GYRO
Figure 11.5.1.17 - Behavior of a Vertical

Gyro
+
23
ONLY
PERPENDICULAR
TO THE EARTHS
SURFACE
AT TWO POINTS

In order for the gyro to be used to indicate the aircraft's attitude, it has to be corrected to continually be aligned to the vertical. These corrections are
very slow and gentle, since the amount of
correction needed, for example, in a ten-minute
period is small. Figure 11.5.1.18 shows a
vertical gyro corrected to the local vertical.
CORRECTED
TO LOCAL
VERTICAL
Figure 11.5.1.18 Corrected Vertical Gyro

+
24

Instruments that use either the rigidity or the precession of gyros are:
Gyro Horizon Unit.
Attitude Director Indicator.
Standby Horizon Unit.
Direction Indicator.
Turn and Slip Indicator.
Turn Co-ordinator.
25

GYRO HORIZON UNIT

The Gyro Horizon Unit gives a representation of the aircrafts pitch and roll attitudes relative to its vertical axis. For this it uses a displacement
gyroscope whose spin axis is vertical. Figure 11.5.1.19 shows a displacement gyro and the two axis of displacement.
Figure 11.5.1.19 Displacement Gyro
ROLL
26
PITCH

Indications of attitude are presented by the relative positions of two elements, one symbolizing the aircraft itself, the other in the form of a bar
stabilized by the gyroscope and symbolizing the natural horizon. Figure 11.5.1.20 shows a typical Gyro Horizon Unit.
AIRCRAFT
SYMBOL
3
ROLL
SCALE
SPERRY
HORIZON
BAR
ROLL
POINTER\
Figure 11.5.1.20 Gyro Horizon Unit

27

The gimbal system is so arranged so that the inner ring forms the rotor casing and is pivoted parallel to an aircrafts lateral axis (YY1); the outer ring
is pivoted at the front and rear ends of the instrument case, parallel to the longitudual axis (ZZ1). The element symbolizing the aircraft may either be
rigidily fixed to the case, or it may be externally adjustable for setting a particular pitch trim reference.
Figure 11.5.1.21 shows the construction of the Gyro Horizon unit.
OUTER
RING
ROTOR
Z1
SYMBOLIC
AIRCRAFT
BALANCE
WEIGHT
PIVOT
POINT
Z
Y1
ROLL
POINTER
& SCALE
28
X1
HORIZON
BAR

In operation the gimbal system is stabilized so that in level flight the three axes are mutually at right angles. When there is a change in the aircrafts
attitude, example climbing, the instrument case and outer ring will move about the YY1 of the stabilized inner ring.
The horizon bar is pivoted at the side and to the rear of the outer ring and engages an actuating pin fixed to the inner ring, thus forming a magnifying
lever system. The pin passes through a curved slit in the outer ring. In a climb attitude the pivot carries the rear end of the bar upwards so that it
pivots about the stabilized actuating pin. The front end of the bar is therefore moved downwards through a greater angle than that of the outer ring,
and since the movement is relative to the symbolic aircraft element, the bar will indicate a climb attitude.
Figure 11.5.1.22 shows climb attitude operation.
Figure 11.5.1.22 Climb Attitude operation.

Z
HORIZON BAR
29

Changes in the lateral attitude of an aircraft, i.e. rolling, displaces the instrument case about the axis (ZZ1), and the whole stabilized gimbal system.
Hence, lateral attitude changes are indicated by movement of the symbolic aircraft element relative to the horizon bar, and also by relative movement
between the roll angle scale and pointer. Figure 11.5.1.23 shows roll attitude operation.
BANK TO
PORT
DATUM
X
Figure 11.5.1.23 Roll attitude operation

30

Freedom of gimbal system movement is 360 for roll axis and 85 for the and pitch axis. The pitch scale is restricted by means of a resilient stop.
This will prevent gimbal lock.
ATTITUDE DIRECTOR INDICATOR
This unit performs the same functions as a Gyro Horizon unit; i.e. it
establishes a stabilized reference about the pitch and roll axes of an aircraft.
Instead, however, of providing attitude displays by direct means, it is
designed to be operated via a synchro system, which produces and
transmits attitude-related signals to the indicator. The synchro system
includes a attitude reference source and a computer linked into the aircrafts
navigational system to produce flight director signals for the flight crew to
follow to ensure the aircraft follows the required course. Figure 11.5.1.24
shows a typical Attitude Director Indicator (ADI)
FD
F
1
2
T
AT
TEST
31
GSL
Figure 11.5.1.24 - Attitude Director Indicator (ADI)
RW

STANDBY HORIZON UNIT

Most aircraft currently in service use Flight Director systems, or more sophisticated electronic flight instrument systems, all of which comprise
indicators displaying not only attitude data, but navigational data as well. In such aircraft, the role of the conventional gyro horizon is mainly used as
a standby instrument located on the center instrument panel. It is used as a reference in the event of a failure that might occur in the attitude display
systems.
Figure 11.5.1.25 shows a Standby Horizon Unit (SHU).
The gyro is powered by 115V; three phase ac supplied from a
static inverter, which in turn is supplied by 28V from the battery
busbar. In place of the stabilized horizon bar a stabilized
attitude sphere is used as the reference. The upper element
is coloured blue to display climb attitudes, and black/brown for
descending attitudes.
A pitch trim adjustment and fast erection facility is provided,
both being controlled by a knob on the lower right-hand corner
of the indictor. When the knob is rotated the aircraft symbol
can be positioned through 5, thereby establishing a variable
pitch trim reference. Pulling the knob out and holding it
actuates the fast-erection circuit.
ROLL
SCALE
AIRCRAFT
SYMBOL
PITCH
SCALE
20
20
20
20
POWER
OFF
FLAG
PITCH ERECTION/
TRIM KNOB
Figure 11.5.1.25 Standby Horizon Unit
32

DIRECTION INDICATORS
This indicator was the first gyroscopic instrument to be introduced as aheading indicator, and although for most aircraft currently in service it has
been superseded by remote-indicating compass systems (see later). The instrument uses a horizontal axis gyroscope and, being non-magnetic, is
used in conjunction with a magnetic compass.
In its basic form, the outer ring of the gyro carries a circular card, graduated in degrees, and referenced against a lubber line fixed to the gyro frame.
When the rotor is spinning, the gimbal system and card are stabilized so that, by turning the frame, the number of degrees through which it is turning
may be read on the card.
HEADING
SCALE
LUBBER
LINE
180
170
Figure 11.5.1.26 shows a Directional Indicator
CAGING/SETTING
KNOB
33

In the directional gyro, the rotor is enclosed in a case, or shroud, and supported in an inner gimbal which is mounted in an outer gimbal, the bearings
of which are located top and bottom on the indicator case. The front of the case contains a cut-out through which the card is visible, and also a
lubber line reference.
The caging/setting knob is provided at the front
of the case to set the indicator onto the correct
heading (magnetic). When the setting the
heading, the inner gimbal has to be caged to
prevent it from precessing as the outer gimbal is
rotated. Figure 11.5.27 shows the construction
of a directional gyro.
ROTOR
ASSEMBLY
INNER
GIMBAL
RING
VERTICAL GIMBAL
RING
COMPASS
CARD
SYNCHRONISER
RING
Figure 11.5.1.27 Directional Gyro
CAGING/
SETTING
KNOB
34

TURN & SLIP INDICATOR

This indicator contains two independent mechanisms:
1. A gyroscopically controlled pointer mechanism for the detection and indication of the rate at which an aircraft turns.
2. A mechanism for the detection and indication of slip/slide.
A gimbal ring and magnifying system, which moves the pointer in the correct sense over a scale calibrated in what is termed Standard Rates,
actuate the rate of turn pointer. Although they are not always marked on a scale, they are classified as follows:
Rate 1 - Turn Rate 180 per minute.
RATE OF TURN
INDICATOR
Figure 11.5.1.28 shows a typical Turn & Slip indicator.
2 MIN
Figure 11.5.1.28 Turn & Slip Indicator
RATE OF
TURN
2 MIN - 360
35
SLIP/SLIDE
INDICATOR

For the detection of rates of turn, a rate gyroscope is used and is arranged in the manner shown in figure 11.5.1.29.
It differs in two respects from the displacement
gyro as it only has one gimbal ring and a
calibrated spring restraining in the longitudinal
axis YY1. When the indicator is in its normal
INPUT
operating position the rotor spin axis, due to
AXIS
the spring restraint, will always be horizontal
and the turn pointer at the zero datum. With
the rotor spinning, its rigidity will further ensure
that the zero position is maintained.
FWD
Y1
Figure 11.5.1.29 Rate Gyro Turn Indicator
F
Y
36
X1

When the aircraft turns to the left about the vertical input axis the rigidity of the rotor will resist the turning movement, which it detects as an equivalent
force being applied to its rim at point F. The gimbal ring and rotor will therefore be tilted about the longitudinal axis as a result of precession at point
P.
As the gimbal ring tilts, it stretches the calibrated spring until the force it exerts prevents further deflection of the gimbal ring. Since precession of a
rate gyro is equal to its angular momentum and the rate of turn, then the spring force is a measure of the rate of turn.
Actual movement of the gimbal ring from its zero position can, therefore, be taken as the required measure of turn rate.
BANK INDICATION
In addition to the primary indication of turn rate, it is also necessary to have an indication that an aircraft is correctly banked for the particular turn. A
secondary indicating mechanism is therefore provided, which, depends for its operation on the effect of gravitational and centrifugal forces. A method
commonly used for bank indication is one utilizing a ball in a curved liquid-filled glass tube as shown in Figure 11.5.1.26.
In the normal level flight the ball is held at the center of the tube by the force of gravity. Let us assume the aircraft turns left at a certain airspeed and
bank angle. The indicator case and the tube move with the aircraft and centrifugal force (CF) in addition to that of gravity acts upon the ball and
tends to displace it outwards from the center of the tube. However, when the turn is executed at the correct bank angle and matched with airspeed,
then there is a balanced condition between the two forces and so the resultant force (R) hold the ball in the center of the tube.
If the airspeed were to be increased during the turn, then the bank angle and centrifugal force would also be increased. As long as the bank angle is
correct for the appropriate conditions, the new resultant force will still hold the ball central.
If the bank angle for a particular rate of turn is not correct (under-banked/over-banked), then the aircraft will tend to either skid or slip. In the skid
condition the centrifugal force will be the greatest, whereas in the slip condition the force of gravity is greatest.
37

Figure 11.5.1.30 shows bank indication for various aircraft bank conditions.
CF
Figure 11.5.1.30 bank Indications
CF
CF
R
W
38

TURN COORDINATOR
The final instrument in this group is the turn co-ordinator. Basically, its mechanism is changed slightly from the turn and slip indicator, so that it
senses rotation about the longitudinal axis, (bank) as well as the vertical axis, (turn). This gives a more accurate indication to the pilot, of the turning
of the aircraft.
Figure 11.5.1.31 shows a Turn coordinator indicator.
AIRCRAFT
SYMBOL
TURN COORDINATION
RATE OF
TURN
R
2 MIN
NO PITCH
INFORMATION
Figure 11.5.1.31 - Turn coordinator Indicator

39
TURN
COORDINATOR

HORIZONTAL SITUATION INDICATOR

This indicator derives its name from the fact that its display presents a pictorial plan of the aircrafts situation in the horizontal plane in the form of its
heading, VOR/LOC deviation and other data relating to navigation.
Figure 11.5.1.32 shows a typical HSI.
The aircraft symbol is fixed at the center of the instrument and
displays the heading of the aircraft in relation to a rotating
compass card and the VOR/LOC deviation bar (lateral bar). The
selector knobs at the bottom corners of the instrument permit the
setting of desired magnetic heading and VOR course.
3 4 5
5 9 2
MLS
GND SPEED
33
30
24
12
21
Figure 11.5.1.32 Horizontal Situation Indicator
40
15

COMPASS SYSTEMS
The compass has, since the earliest times, given information to
travelers with regards to the direction to go. Mounting a compass on
a moving object, whether it was a vehicle, a ship or an aircraft poses
certain problems. This includes how to mount the compass without
the, motion (maybe violent), upsetting the device.
GEOGRAPHICAL
NORTH POLE
MAGNETIC
NORTH POLE
Another problem that besets compasses is the fact that they usually
point to magnetic north, which slowly moves, and not true north, the
difference between the two is something like 1,300-miles/2,000 km.
This is of little concern if we are moving slowly, on a boat, in the
vicinity of the equator, but vital in an aircraft flying what is known as a
'Trans-polar route' from say, New York to Tokyo. The effect this has
on navigational charts is referred to as 'variation'.
17.5 E
VARIATION
Figure 11.5.1.33 shows the difference between True North and

Magnetic North.
Figure 11.5.1.33 - True North & Magnetic North
41
0 E
VARIATION
11 W
VARIATION

DIRECT READING COMPASS

Direct-reading compasses have the following common principal features:
Magnet system housed in a

bowl.
Liquid damping and liquid

expansion compensation.
Figure 11.5.1.34 shows a direct reading compass

used as a standby compass in most aircraft.
HORIZONTAL
(B & C)
CORRECTORS
MOUNTING
PLATE
FILLER
PLUG
BELLOWS
BOWL
STEM & BRACKET

ASSEMBLY
Figure 11.5.1.34 Standby Compass
42
MAGNET
SYSTEM

The magnet system comprises an annular cobalt-steel magnet to which is attached a light-alloy card. The card is graduated in increments of 10,
and referenced against a lubber line fixed to the interior of the bowl. The system is pendulously suspended by an iridium-tipped pivot resting in a
sapphire cup supported in a holder or stem.
The bowl is of a plastic (diakon) and so moulded that it has a magnifying effect on the card and its graduations. It is filled with a silicone fluid to
prevent the card oscillating or overshooting after changes of heading. The
fluid also provides the system with a certain buoyancy, thereby reducing the
weight on the pivot and so diminishing the effects of friction and wear.
Changes in the volume of the fluid due to temperature changes, and their
resulting effects on damping efficiency, are compensated by a bellows type of
expansion device secured to the rear of the bowl.
Compensation of the effects of deviation due to longitudinal and lateral
components of aircraft magnetism is provided by permanent magnet
coefficient B and C corrector assemblies secured to the compass mounting
plate. A small lamp is also provided for illuminating the card.
Figure 11.5.1.35 shows a complete standby compass indicator.
CO-EFFICIENT B
ADJUSTMENT
21
CO-EFFICIENT A
ADJUSTMENT
CO-EFFICIENT C
ADJUSTMENT
15 12
LUBBER
LINE
ELECTRICAL
CONNECTION
FOR LIGHTING
Figure 11.5.1.35 Standby Compass
43

REMOTE READING COMPASS

A remote reading compass, is basically one in which an element detects an aircrafts heading with respect to the horizontal component of the earths
magnetic field in terms of flux and induced changes in voltage. It then transmits these changes via a synchronous/servo system to a heading
indicator. There are two types of remote reading compass systems:
The detector element monitors a directional gyro unit linked with a heading indicator.
The detector element operates in conjunction with the platform of an inertial navigation system (INS).
DETECTOR UNIT (FLUX VALVE)

The detector unit detects the effect of the earths magnetic field as an
electromagnetically induced voltage and controls the heading indicator by
means of a variable secondary output voltage signal. The construction of the
element takes the form of a three-spoked wheel, slit through the rim between
the spokes so that they, and their section of rim, act as three individual flux
collectors. Figure 11.5.36 shows the construction of a flux valve.
LAMINATED
COLLECTOR
HORNS
AC POWER
EXCITER
COIL
C
SECONDARY
PICK-OFF
COILS
Figure 11.5.1.36 Flux Valve Construction
44
B
C

The paths taken by the earths magnetic field through the spokes for differnet headings is shown at Figure 11.5.1.37.
The detector unit on its own is not very accurate by virtue of its
limited pendulous suspension arrangement. Errors will occur as
a result of its tilting under the influence of acceleration forces,
e.g. during speed changes on a constant heading and during
turns. It is necessary to incorporate within the system a means
of monitoring the detectors output. The horizontal directional
gyro is used to give the system short-term accuracy with the
detector unit providing long-term accuracy.
PATH OF
EARTHS
FIELD
A
B
Figure 11.5.1.37 Earths Flux path
45

Figure 11.5.1.38 shows the arrangement of a remote reading gyro compass system.
115v 400 Hz
Figure 11.5.1.38 Gyro Magnetic Compass System
E
12
21
VOR
S
15
A
D
F
_+
W 3
0
24
N
33
A
D
F
VOR
SLAVED
VOR/ADF
46
DG
SYNC

Figure 11.5.1.39 shows a schematic of a Gyro Magnetic Compass system.
Figure 11.5.1.39 - Gyro Magnetic Compass System

Schematic
CT
N
26V AC
400 Hz
TG
CX
CT
M
DETECTOR
UNIT
47
GYRO

ANGLE OF ATTACK (AOA)

Apart from the main flight instruments, one item of information that the pilot needs to know at various stages of flight is the angle of attack. Earlier
aircraft had a range of devices that gave the pilot indication of an approaching stall, which was an essential indicator but knowing the angle of attack
has become an essential part of flying modern, larger aircraft.
The simplest forms of angle of attack indicators are the AOA
probe and the stall vane. The probe contains slots on the leading
edge of the probe itself and, depending on the angle of attack; the
air flowing through the different slots move a 'paddle' which
indicates the AOA electrically in the cockpit.
The stall vane is rather like a small weather vane mounted on the
side of the aircraft. The vane follows the airflow, much like the
weather vane, but indicating, not pitch angle, but the angle of the
airflow relative to the aircraft centerline. i.e. the angle of attack.
Figure 11.5.1.40 shows a vane type Angle of Attack transducer.
A330
ANGLE
OF
ATTACK
AIRCRAFT
LONGITUDINAL
AXIS
VANE ARM
ANGLE OF ATTACK
TRANSDUCER
FLIGHT PATH
Figure 11./5.1.40 - Angle of Attack Transducer
AIRFLOW
48

STALL WARNING INDICATION

To maintain lift at low airspeed, the angle of attack is increased. When this angle is above a critical angle, the aircraft wings will not produce enough
lift to support the aircraft, which will begin to stall. Before this situation occurs, the aircraft will shake heavily, this being a natural alert to the pilot.
If, however, the aircraft is configured for an approach (Wheels & Flaps down), the airspeed difference between the natural warning and the actual
stall is very small, so an alert must be generated before the stall occurs.
Modern performance aircraft use the output from an Angle of Attack
probe, connected to a Stall Warning system. The stall warning
system also has other sensor inputs (Flap, Slat positions). Once
critical angle prior to actual stall is reached, the stall warning system
initiates a "Audio warning" and operates a "Stick Shaker", which
actually shakes the control column. Figure 11.5.2.40 shows simple
stall warning system.
28V DC
SUPPLY
the
ANGLE
OF
ATTACK
Figure 11.5.1.40 - Stall Warning System
>17.5
M
STICK
SHAKER
49

ELECTRONIC INSTRUMENT SYSTEMS

Modern technology has enabled some significant changes in the layout of flight instrumentation on most aircraft currently in service. The biggest
change has been the introduction of Electronic Instrument systems. These systems have meant that many complex Electro-mechanical
instruments have now been replaced by TV type colour displays. These systems also allow the exchange of images between display units in the
case of display failures.
There are many different Electronic Instrument Systems, including:
1.
Electronic Flight Instrument System (EFIS).
2.
Engine Instrumentation & Crew Alerting
System (EICAS).
3.
Electronic Centralised Aircraft Monitoring
(ECAM).
Figure 11.5.1.41 shows a typical flight deck layout of
an Airbus A320.
EFIS
PFD
EFIS
ND
ECAM
ENGINE
WARNINGS
ECAM
SYSTEMS
Figure 11.5.1.41 - Flight Deck Electronic

Instrumentation Layout
50
EFIS
ND
EFIS
PFD

The Electronic Instrument System (EIS) also allows the flight crew to configure the instrument layout by allowing manual transfer of the Primary
Flight Display (PFD) with the Navigation Display (ND) and the secondary Electronic Centralized Aircraft Monitoring (ECAM) display with the ND.
Figure 11.5.1.42 shows the switching panel from Airbus
A320.
Figure 11.5.1.42 A320 EIS Switching Panel
ATT HDG
CAPT
3
51
NORM
AIR DATA
F/O
3
NORM
CAPT
3
F/O
3
E/S DMC
CAPT
3
NORM
ECAM / ND XFR
F/O
3
CAPT
NORM
F/O

As well as a manual transfer, the system will automatically transfer displays when either the PFD or the primary ECAM display fails. The PFD is
automatically transferred onto the corresponding ND, with the ECAM secondary display used for the primary ECAM display.
The system will also automatically transfer the primary ECAM information onto the ND if a double failure of the ECAM display system occurs.
Figure 11.5.1.43 shows a block schematic of the EIS for the Airbus 320.
Figure 11.5.1.43 Electronic Instrument

System (EIS)
DISPLAY
MANAGEMENT
SYSTEM
DMS No 1
52
DISPLAY
MANAGEMENT
SYSTEM
DMS No 3
DISPLAY
MANAGEMENT
SYSTEM
DMS No 2

ELECTRONIC FLIGHT INSTRUMENT STSTEM

As in the case of conventional flight instrument systems, a complete EFIS installation is made up of left (Captain) and right (First Officer)
systems. Each system comprises:
1.
Electronic Attitude Director Indicator (EADI).
2.
Electronic Horizontal Situation Indicator (EHSI).
3.
Display Control Panel.
4.
Symbol Generator.
The EADI and EHSI can either be positioned side by side or vertically top and bottom. Normally the EADI is positioned on the top or on the
onside position.
ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI)
GENERAL
The EADI displays traditional attitude information (Pitch & Roll) against a two-colour sphere representing the horizon (Ground/Sky) with an
aircraft symbol as a reference. Attitude information is normally supplied from an Attitude Reference System (ARS).
The EADI will also display further flight information, Flight Director commands right/left to capture the flight path to Waypoints, airports and
NAVAIDS and up/down to fly to set altitudes. Information related to the aircrafts position w.r.t. Localizer (LOC) and Glideslope (GS) beams
transmitted by an ILS. Auto Flight Control System (AFCS) deviations and Autothrottle mode, selected airspeed (Indicated or Mach No)
Groundspeed, Radio Altitude and Decision Height information.
53

Figure 11.5.1.44 shows a typical EADI display
ROLL
SCALE
Honeywell
Figure 11.5.1.44 - Electronic Attitude

Director Indicator (EADI) Display
ATTITUDE
SPHERE
LOC
HDG
ATT 2
PITCH
SCALE
M .99
200 DH
INCLINOMETER
54
GS
20
20
10
10
10
10
20
20
M
AP ENG
140 RA
AIRCRAFT
SYMBOL

The EADI has two display formats:

1.
Full Time EADI Display (Data which is always present).
2.
Part Time EADI Display (Data which is only present when active).
FULL TIME EADI DISPLAY DATA

Attitude Sphere:
Moves with respect to the aircraft symbol to display actual pitch and roll attitude.
Pitch Attitude:
The pitch attitude display has white scale reference marks at 5, 10, 15, 20, 30, 40, 60 and 80 on the sphere.
Roll Attitude:
Displays actual roll attitude through a moveable index and fixed scale reference marks at 0, 10, 20, 30, 45, 60
and 90.
Aircraft Symbol:
Serves as a stationary symbol of the aircraft. Aircraft pitch and roll attitudes are displayed by the relationship between
the fixed miniature aircraft and the moveable sphere.
Flight Director Cue:
Displays computed commands to capture and maintain a desired flight path. Flying the aircraft symbol to the
command cue satisfies the commands.
Fast/Slow Display:
The pointer indicates fast or slow error provided by an angle-of-attack, airspeed or alternative reference system.
Inclinometer:
The EADI uses conventional inclinometer, which provides the pilot with a display of aircraft slip or skid, and is used as
an aid for coordinated maneuvers.
55

Attitude Source
Annunciation:
The selected attitude source is not annunciated if it is the normal source for that indicator. As other attitude sources
are selected, they are annunciated in white at the top left-hand side of the EADI. When the pilot and co-pilot sources
are the same, then the annunciation is amber.
PART TIME EADI DISPLAYS

Several displays are in view only when being used. When not in use, these
displays are automatically removed from the EADI.
Radio Altitude:
Displayed by a four-digit display from 20 to 2500 feet. Display resolution between 200 and 2500 feet is in 10 foot
increments. The display resolution below 200 is 5 feet. The display disappears for altitudes above 2500 feet (Radio
Altitude max altitude is 2,500 feet).
Decision Height:
Decision Height is displayed by a three-digit display. The set range is from 0 to 990 feet in 10 foot increments. The
DH display may be removed by rotating fully counterclockwise the DH set knob.
Note; when the Radio Altimeter height is 100 feet above the DH, a white box
appears adjacent to the radio altimeter display. When at or below the DH, an
Amber DH will appear inside the white box.
Flight Director
Mode Annunciators:
Flight director vertical and lateral modes are annunciated along the top of the EADI. Armed vertical and lateral modes
are annunciated in white to the left of the captured vertical and lateral mode annunciators. Capture mode
annunciators are displayed in green and are located on the top center for lateral modes and in the top right corner for
vertical modes. As the mode's transition from armed to capture, a white box is drawn around the capture mode
annunciator for 5 seconds.
56

Marker Beacon:
Displayed above the Radio Altimeter height information. The markers are of a specified colour of:
Blue
Outer Marker.
Amber
Middle Marker.
White
Inner Marker.
Rising Runway:
a miniature rising runway displays Absolute altitude reference above the terrain. It appears at 200 feet, and contacts
the aircraft symbol at touchdown (0 feet).
Rate-of-Turn:
Pointer and scale at the bottom of the display indicates rate or turn. Used with the inclinometer, will enable
coordinated turns to be achieved.
Glide Slope:
By tuning to an ILS frequency, the Glide Slope information will be displayed. Aircraft displacement from the Glide
Slope beam centerline is then indicated by the relationship of the aircraft to the Glide Slope pointer. The letter G
inside the vertical scale pointer identifies the information as Glide Slope deviation. When tuning to other than an ILS
frequency, the Glide Slope display is removed.
Expanded Localizer:
By tuning to an ILS frequency, the Rate-of-Turn display is replaced by the expanded Localizer display. When tuning
to other than an ILS frequency, the expanded localizer display is replaced by the Rate-of-Turn display.
Vertical Navigation
Display:
The deviation pointer indicates the VNAVs computed path center to which the aircraft is to be flown. In this mode, the
letter V inside the vertical scale pointer identifies the information as VNAV deviation.
57

ELECTRONIC HORIZONTAL SITUATION INDICATOR

The EHSI presents a selectable, dynamic colour display of flight progress and
plan view orientation. The EHSI has a number of different modes of operation,
these are selectable by the flight crew and the
number will be
dependant on the
system fitted.
DISTANCE
DISPLAY
Honeywell
Figure 11.5.1.45 shows an EHSI display.
NAV 1
CRS
315
+0
COURSE
SELECT
POINTER
24
WPT
2.1 NM
30
33
21
VOR 1
ADF 1
15
350
HEADING
DIAL
12
S
HDG
GSPD
130 KTS
COURSE OR
AZIMUTH DEVIATION
BAR
Figure 11.5.1.45 - Electronic Horizontal

Situation Indicator (EHSI) Display
AIRCRAFT
SYMBOL
58

The EHSI has two display formats:

1.
Full Time EADI Display (Data which is always present).
2.
Part Time EADI Display (Data which are only present when active).
FULL TIME EHSI DISPLAYS

Aircraft Symbol:
The aircraft symbol provides a quick visual cue as to the aircrafts position in relation to the selected course and
heading, or actual heading.
Heading Dial:
Displays the heading information on a rotating heading dial graduated in 5 increments. Fixed heading indexes are
located at each 45 position.
Heading Bug &

Heading Readout:
Course Deviation
Indicator:
Select Course Pointer
& Course Readout:
The notched heading bug is positioned around the rotating heading dial by the remote heading select knob on the
Display Controller. A digital heading select readout is also provided for convenience in setting the heading bug.
Heading select error information from the heading bug is used to fly to the bug.
The course deviation bar represents the centerline of the selected navigation or localizer course. The aircraft symbol
pictorially shows the aircraft position in relation to the displayed deviation.
Course pointer is positioned inside the heading dial by the remote select knob on the Display Controller. Course error
information from the course select pointer is used to fly the selected navigation path. A digital course select readout is
provided for convenience in setting the select course pointer.
59

Distance Display:
Navigation Source
Annunciators:
Time-to-Go/Ground
Speed:
The distance display indicates the nautical miles to the selected DME station or LRN Waypoint. Depending on the
equipment, the distance will be displayed in a 0 to 399.9 NM or a 0 to 3999 NM format. An Amber H adjacent to the
distance readout indicates DME Hold. This will indicate to the crew that DME information is from the previous
VOR/DME beacon, and not the one providing VOR bearing.
Annunciation of the navigation source is displayed in the upper right hand corner. Long range navigation sources
such as INS, VLF, RNAV and FMS are displayed in blue to distinguish them from short-range sources, which are
annunciated in white.
Either Time-to-Go or Groundspeed can be displayed, selected via the Display Controller. Ground Speed is calculated
using the LRN, if fitted. If no LRN, then the EFIS uses the DME distance to calculate Ground Speed.
Drift Angle Bug:
The drift angle bug w.r.t. the lubber line represents drift angle left or right of the desired track. The drift angle bug
w.r.t. the compass card represents actual aircraft track. The bug is displayed as a magenta triangle that moves
around the outside of the compass card.
Desired Track:
When LRN is selected, the Course Pointer now becomes the Desired Track Pointer. The position of the desired Track
Pointer is controlled by the LRN. A digital display of desired track (DRAK) is displayed in the upper left-hand corner.
TO-FROM Annunciator: An Arrowhead in the center of the EHSI indicates whether the selected course will take the aircraft TO or FROM the
station or Waypoint. The TO-FROM annunciator is not in view during ILS operation.
Heading Source
Annunciation:
At the top center of the EHSI is the heading source annunciator.
Heading SYNC
60

Annunciator:
The heading SYNC annunciator is located next to the upper left corner and indicates the state of the compass system
in the slaved mode. The bar represents commands to the compass gyro to slew to the indicated direction (+ for
increased heading and 0 for decreased heading). Heading SYNC is removed during compass FREE mode and for
LRN derived heading displays.
PART TIME EHSI DISPLAYS

Vertical Navigation
Display:
Glide Slope Deviation:
Bearing Pointer
Source Annunciators:
Elapsed Time
Annunciation:
The vertical navigation display comes into view when the VNAV mode on the flight director is selected. The deviation
pointer then indicates the VNAVs computed path center to which the aircraft is to be flown. In this mode the letter V
inside the scale pointer identifies the deviation display.
The Glide Slope display comes into view when a VHF NAV source is selected and the NAV source is tuned to an ILS
frequency. The deviation pointer then indicates the Glide Slope beam center to which the aircraft is to be flown. The
letter G inside the scale pointer identifies the deviation display.
The bearing pointers indicate relative bearing to the selected NAVAID. Two bearing pointers are available and can be
tuned to either VOR or ADF NAVAIDs. If no NAVAIDs are selected then the pointers and annunciators are removed.
The bearing source annunciators are colour and symbol coded with the bearing pointers.
When in the Elapsed Time (ET) mode, the ET display can read minutes and seconds or hours and minutes. The
hour/minute mode will be distinguishable from the minute/second mode by an H on the left of the digital display.
61

PARTIAL COMPASS FORMAT

The partial compass mode displays a 90 ARC of compass coordinates. The
Partial mode allows other features such as MAP and Weather Radar displays to
Be selected. Figure 11.5.1.46 shows a Partial EHSI display (Compass Mode).
Figure 11.5.1.46 - EHSI Partial Compass Mode
Display
Honeywell
DTRK
317
NAVAID
320
30
RANGE
RINGS
FMS1
30 NM
33
N
V
VOR 1
50
ADF 1
HDG
350
WIND
VECTOR
62
25
15
GSPD
130 KTS

Wind Vector Display:
Wind information is displayed in any partial format. The wind information can be shown as magnitude and direction or
as head/tail component and cross wind component, type used is determined on installation of EFIS. In both cases,
the arrow shows the direction and the number indicates the velocity of the wind (in knots). Wind information is
calculated from the LRN.
Range Rings:
Range rings are displayed to aid in the determining the position of radar returns and NAVAIDs. The range ring is the
compass card boundary and represents the selected range on the Radar.
NAVAID Position:
NAVAID position can be selected during MAP mode. The source of the NAVAID position marker is selected and
annunciated in conjunction with the associated bearing source and is colour coded.
Weather Information:
Weather information from the Radar can be displayed in partial compass mode. Weather Radar data is presented in the
following colours:
1.
Black -
No storm.
2.
Green -
Moderate storm.
3.
Yellow -
Less severe storm.
4.
Red
Severe storm.
63

Figure 11.5.1.47 shows an EHSI partial format with Weather Radar information.
Honeywell
DTRK
317
FMS1
30 NM
320
30
33
N
Figure 11.5.1.47 - EHSI Weather

Radar Display
V
VOR 1
50
ADF 1
HDG
350
GSPD
25
130 KTS
WIND
VECTOR
BLACK = NO STORM
GREEN = MODERATE STORM
YELLOW = LESS SEVERE STORM
64
RED = SERVERE STORM
WEATHER
RADAR
RETURN

MAP MODE
The MAP mode will allow the display of more navigational information in the
partial compass mode. Information on the location of Waypoints, airports,
NAVAIDs and the planned route can be overlaid on the compass mode.
Weather information can also be displayed in the MAP mode to give a very
comprehensive display.
Figure 11.5.1.48 shows an EHSI MAP
mode display.
Honeywell
Figure 11.5.1.48 - EHSI MAP Mode

Display.
DTRK
317
WAYPOINT
SYMBOL
&
IDENTIFIER
FMS1
30 NM
320
33
30
05
04
05
N
V
VOR 1
50
03
ADF 1
HDG
350
GSPD
25
65
130 KTS

COMPOSITE DISPLAY
In the event of a display unit failure, the remaining
good display can display a Composite Display.
This display is selected via the Display Controller
and is basically a display consisting elements from
an EADI and EHSI display.
TO/FROM
ANNUNCIATOR
Honeywell
Figure 11.5.1.49 shows a typical composite

display.
ATTITUDE
SPHERE
120 NM
HDG
ILS
CRS FR
ATT 2
20
20
10
10
HEADING
DISPLAY
HEADING
SELECT
DISPLAY
10
010
M .99
200 DH
Figure 11.5.1.49 - EFIS Composite Display
10
000
S
33
00
03
DH
COURSE
AZIMUTH
BAR
66
M
140 RA
HEADING
TAPE
DISPLAY

DISPLAY CONTROLLER
Allows the crew to select the required display configuration and what information
is to be displayed. Both Captain and Co-Pilot have their own display
Controllers. The controllers have two main functions:
Display Controller:
Selects the display format for EHSI as either FULL, ARC, WX or MAP.
Source Select:
Selects the system that will provide

information required for display. The
source information will be VOR, ADF,
INS, FMS, VHF and NAV.
DISPLAY SELECT BUTTONS
EFIS Display Controllers are shown at Figure 11.5.1.50.
FULL
ARC
CRS
GS
TTG
WX
DIM
ET
DH
MAP
BOT
SC
CP
REV
HDG
TOP
TEST
RASTER DIM
DISPLAY CONTROLLER
SOURCE SELECT BUTTONS
Figure 11.5.1.50 - EFIS Display and Source Controllers

NAV
ADF 2
ADF 1
VLF
FMS
INS 1
INS 2
VOR 1
ADF 2
AUTO
HDG
VOR 2
ADF 1
OFF
OFF
BRG
BRG
SOURCE SELECT CONTROLLER
67
ATT

DISPLAY CONTROLLER
FULL/ARC:
The FULL/ARC button is used to change the EHSI display from full compass rose display to a partial compass display
format. Successive pushes of the button change the display format back and forth between FULL and ARC.
WX (Weather):
The WX button is used to call up weather radar returns on the partial compass display. If the EHSI is in the FULL
display format, selecting the WX display will automatically select the ARC format. A second push of the WX button
will remove the weather information but the ARC format will remain.
GS/TTG:
By pressing the GS/TTG button, Groundspeed or the Time-to-GO will alternately be displayed in the lower right corner
of the EHSI.
ET:
By pressing the ET button, Elapsed time is displayed. If the ET button is pressed again, it will zero the displayed time.
The sequence is:
1. Zero.
2. Start.
3. Stop.
MAP:
By pressing the MAP button, the full compass display is changed to the partial compass display, with active
Waypoints displayed. Also VOR/DME ground station positions will be displayed.
SC/CP:
By pressing the SC/CP button, the flight director command cues are toggled back and forth from single cue (SC)
configuration to cross pointer (CP) configuration.
68

REV:
In the event of an EADI/EHSI display failure, the REV button may also be used to display a composite format on the
remaining good display. The first push of the button will blank the EHSI and put the composite display onto the EADI.
The second push blanks the EADI and puts the composite display onto the EHSI. A third push will return EHSI/EADI
to normal.
CRS Select Knob:
Rotation of the Course select knob allows the course pointer on the EHSI to be rotated to the desired course.
DIM:
Rotation of the outer concentric DIM knob allows the overall brightness of the EADI, EHSI to be adjusted. After the
reference levels are set, photoelectric sensors maintain the brightness level over various lighting conditions.
DH:
Rotation of the inner concentric DH knob allows the Decision Height, displayed on the EADI, to be adjusted. If the
knob is rotated fully counterclockwise, the DH display is removed.
TEST:
By pressing the TEST button, the displays will enter the test mode. In the test mode, flags and cautions are
presented along with a check of the flight director mode annunciations. If the test is successful a PASS is displayed.
If the test is unsuccessful then an FD FAIL is annunciated.
RASTER DIM TOP/BOT: Rotation of the outer (Bottom display) and inner (Top display) concentric knobs adjusts the raster scan display
(Weather Radar and Attitude Sphere).
HDG:
Rotation of the heading select knob allows the heading select bug to be rotated to the desired heading.
69

SOURCE CONTROLLER
Used to select the available sources of heading, attitude, bearing and
navigational information for display. Since each aircraft is different, the source
controller is normally tailored to fit each need.
NAV:
This button is used to control the source of VHF NAV display information. Each push of the button will toggle the
source between pilot and copilots NAV information. VHF systems include DME, ILS and VOR.
LRN:
Long Range Navigation selections depend on the systems available. These include INS, VLF and FMS systems.
ATT:
Attitude button selects the source of attitude information. Each push of the button will select a different source for
display. Not available to all aircraft.
BRG:
This knob allows the selection of VOR and ADF bearings to be displayed. The selected source is annunciated on the
left-hand side of the display and the bearing to the selected beacon via two bearing pointers.
70

The EFIS comprises the following units:

Honeywell
1. Symbol Generator (SG).
GS
ATT 2
AOA
F
20
20
10
10
10
10
G
GS
WX
TTG
DIM
CRS
DH
SC
MAP
BOT
REV
CP
TOP
S
CMD
M .99
200DH
HDG
TEST
VLF
FMS
INS 1
INS 2
ADF 2
ADF 1
ATT
HDG
CRS
+0
OFF
BRG
BRG
NAV 1
345
ADF 1
OFF
140RA
Honeywell
VOR 2
VOR 1
ADF 2
AUTO
N
33
H 2.1 NM
3
VO R 1
ADF 1
E 1
2
Figure 11.5.1.51 shows the EFIS units

and signal interface in block schematic
form.
INERTIAL
REF
SYSTEM
NAV
DH
EFIS SG No 1
RAST ER DIM
30
4. Remote Light Sensor.
20
21
3. Control Panel.
AIR
DATA
COMP
20
W
24
ARC
ET
HDG
NAV AID
ILS/VOR
15
2. Display units X 2 (EADI & EHSI).
FULL
GSPD
013
130 KTS
EFIS SG No 3
RAD ALT
Honeywell
AOA
F
20
10
10
10
10
FULL
ARC
GS
T TG
WX
DIM
CRS
FMS
ET
DH
MAP
BOT
SC
CP
REV
T OP
20
20
DH
140RA
HDG
TEST
RASTER DIM
EFIS SG No 2
AFCS
Honeywell
INS 1
INS 2
VOR 1
ADF 2
AUTO
VOR 2
CRS
+0
ADF 1
OFF
VO R 1
BRG
BRG
ADF 1
HDG
013
71
N
33
H 2.1 NM
3
E 1
2
OFF
NAV 1
345
ADF 2
ADF 1
ATT
HDG
30
FMS
W
24
VLF
21
NAV
15
GPWS
20
S
CMD
M .99
200DH
DME
Figure 11.5.1.51 - EFIS Block

Schematic
GS
ATT 2
WEATHER
RADAR
GSPD
130 KTS

OTHER SYSTEM INDICATIONS

There are endless different instrument displays, which show the pilot's or flight engineer, the condition of the aircraft's many systems, the range of
instruments depending on the size of the aircraft. On earlier airliners there could have been dozens of instruments on the panels to pass on
information regarding, for example, oil temperature & pressure, cabin altitude, hydraulic oil quantity, electrical power being used, etc.
POWERPLANT INSTRUMENTATION
Information required by the flight crew to enable them to monitor the engines include:
1. Fuel Contents.
2. Fuel Flow.
3. Engine RPM.
4. Engine Temperature.
5. Engine pressure.
FUEL CONTENTS GAUGE
Most modern aircraft have a number of fuel tanks within the wing structure and each individual tank's contents must be known. There are two main
methods of indicating fuel contents:
Resistance Gauges.
Capacitance Quantity Indicators.
72

RESISTANCE GAUGES
This type of gauge tends to found on smaller aircraft. It has a float in the fuel tank that is connected to a variable resistor. As the fuel level changes,
the float will move, thus changing the resistance, which in turn will alter the current flow through a DC circuit, which in turn will operate a meter
indicating fuel contents.
Figure 11.5.1.52 shows a simplified resistance gauge.
INDICATOR
N
S
TANK
RESISTOR
Figure 11.5.1.52 - Resistance Gauge
+ DC
POWER
FUEL TANK
73

CAPACITANCE QUANTITY INDICATORS

This has the advantage over other quantity systems in that it can give accurate readings in very large or unusually shaped tanks. The probes within
the fuel tank are actually capacitors. The two plates of the capacitor will be separated by fuel on the lower end and air on the upper end. Since fuel
and air have different dielectric constant values, the amount of capacitance will change as the fuel level rises and falls. The probes will then send
signals to the flight deck gauges to indicate fuel contents. This system usually includes a totalizer, which will give a reading of the total fuel on board.
Some fuel systems will also include indications of fuel
used since take-off.
TANK UNIT
Figure 11.5.1.53 shows a circuit of a capacitance
quantity system.
EMPTY
REF C
Figure 11.5.1.53 - Capacitance Quantity Indicating

System
FULL
2 - PHASE
MOTOR
DISCRIMINATION
STAGE
AMPLIFIER
STAGE
INDICATOR
74
REF
PHASE
AMPLIFIER UNIT
IS
LOOP
A
IB
LOOP
B

FUEL FLOW INDICATOR

As the name suggests, these indicators show the amount of fuel flowing into the engines. Fuel flow information can be represented as either
LBS/HR, Gallons/HR or PSI. Some indicators will show both PSI and either LBS/HR or Gallons/HR. Figure 11.5.1.54 shows a fuel flow indicator.
PSI SCALE
2.5 PSI
Figure 11.5.1.54 - Fuel Flow Indicator
LBS/HR
195 PSI
45
55
65
FUEL
FLOW
LBS/HR
SCALE
50
75
100
80
R
T.O.
170
95
LEFT ENGINE
FUEL FLOW
150
RIGHT ENGINE
FUEL FLOW
75

FUEL PRESSURE INDICATOR

Some engines have a fuel pressure gauge that displays the pressure of the fuel supplied to the fuel control unit. Most display the pressure in pounds
per square inch (psi) and provide indications to the pilot that the engine is receiving the fuel required for a given power setting. Figure 11.5.1.55
shows a fuel pressure gauge.
Figure 11.5.1.55 Fuel Pressure Gauge

There are two types of pressure gauge:
Bourbon Tube type.
Pressure Capsule type.
10 PSI
30
POINTER
FUEL
PRESS
50
125 PSI
100
80
PSI
SCALE
76

BOURBON TUBE FUEL PRESSURE INDICATOR

Is made with a metal tube that is formed in a circular shape with a flattened cross-section. One end is open while the other is sealed. The open end
of the bourbon tube is connected to a capillary tube containing pressurized fuel. As the pressurized fuel enters the bourbon tube, the tube tends to
straighten. Through a series of gears, this movement is used to move the indicating pointer on the instrument face. Figure 11.5.1.56 shows a
Bourbon type fuel pressure gauge and its operation.
POINTER
STAFF
Figure 11.5.1.56 Bourbon Tube Fuel

Pressure Gauge
BOURBON
TUBE
ANCHOR
POINT
GEARING
77

PRESSURE CAPSULE FUEL PRESSURE INDICATOR

This type of indicator utilizes a pressure capsule or diaphragm. Like the bourbon tube, a diaphragm type pressure indictor is attached to a
capillary tube, which attaches to the fuel system and carries pressurized fuel to the diaphragm. As the diaphragm becomes pressurized it expands,
causing an indicator pointer to rotate. Figure 11.5.1.57 shows a pressure capsule type fuel pressure indicator.
DIAPHRAGM
Figure 11.5.1.57 Pressure Capsule Fuel Pressure Gauge
78

ENGINE RPM INDICATORS

These instruments indicate the rotational speed of the engine. Low Pressure Compressor (N1), Intermediate Pressure Compressor (N2) and High
Pressure Compressor (N3). Figure 11.5.1.58 a RPM gauge for N1 measurement.
PERCENTAGE
SCALE
POINTER
Figure 115.1.58 - N1 RPM Gauge

DIGITAL
REPRESENTATION
OF POINTER
20
0
40
60
N1
% RPM 80
100
9 2
FIALURE
FLAG
79
OPTIMUM
TURBINE
SPEED

The indicator use electromagnetic sensors (which contains a coil of wire that generates a magnetic field) to measure the RPM of the respective
compressor blades. The sensor is mounted in the shroud around the fan so, when each fan blade passes the sensor, the magnetic field is
interrupted. The frequency at which the fan blades cut across the field is measured by an electronic circuit and then transmitted to a RPM gauge in
the cockpit. Figure 11.5.1.59 shows the operation of a N1 & N2 gauges.
Figure 11.5.1.59 N1 & N2 Pressure Gauges

Operation
PICK-UP
COILS
ELECTROMAGNETIC
SENSOR
GEAR
DRIVEN
ROTOR
FAN
BLADES
PERMANENT
MAGNET
40
% RPM
80
20
N1 GAUGE
80
20
0
100
NI
80
60
60
40
N2 %
RPM
100
N2 GAUGE

Engine Temperature Gauges

Because turbine engines can be severely damaged by high temperature in the turbine sections, a means of measuring the temperature is required.
Because of the high temperatures involved, this is carried out using thermocouples.
There are a number of different terms and abbreviations used for the gas temperature in turbine engines, these are:
Turbine Inlet Temperature (TIT).
Inter Turbine Temperature (ITT).

POINTER
Turbine Outlet Temperature (TOT).

TEMERATURE
SCALE
Engine Gas Temperature (EGT).
Measured Gas Temperature (MGT).
Jet Pipe Temperature (JPT).
5
3
EGT
C X 100
OVER-TEMP
LIMIT POINTER
7 6 5
Figure 11.5.1.60 shows a typical EGT indicator
OVER-TEMPERATURE
WARNING LIGHT
Figure 11.5.1.60 - EGT Indicator
81
DIGITAL
READ-OUT

Each type of EGT system consists of several thermocouples spaced at intervals around the circumference of the engine exhaust section casing. The
EGT indicator in the cockpit displays the average temperature measured by the individual thermocouples. Figure 11.5.1.61 shows EGT indicator
operation.
Figure 11.5.1.61 EGT Indicator Operation
AMPLIFIER
9
EGT
7
C X100
EGT
INDICATOR
82
EGT
THERMOCOUPLE
PROBE
EGT
THERMOCOUPLE
HARNESS

ENGINE PRESSURE INDICATORS

Engine pressure indicators provide indications of the thrust being produced by a turbojet or turbofan engine. Figure 11.5.1.62 shows an EPR
indicator.
Figure 11.5.1.62 - EPR Indication System
EPR DIGITAL
COUNTERS
EPR SCALE
0.8
FAILURE FLAG
POINTER
1.0
1.2
1 5 0
EPR
1.4
1.6
EPR REFERENCE
DIGITAL
COUNTERS
EPR REFERENCE
BUG SET KNOB
83
1 5 0
EPR REFERENCE
BUG

The EPR is the ratio of turbine discharge pressure to compressor inlet pressure. Pressure measurements are recorded by total pressure pickups, or
EPR probes, installed in the engine inlet Pt2 section and at the exhaust Pt7 section. Once collected, the data is sent to a differential pressure
transducer, which drives a cockpit EPR gauge. Figure 11.5.1.63 shows the operation of an EPR indicator.
Figure 11.5.1.63 EPR Indicator Operation
Pt 7
PROBE
Pt 2
PROBE
1.0
0.3
EPR
1.2
1.4
EPR
TRANSDUCER
84
1.6
1 5 0
EPR
INDICATOR

Figure 11.5.1.64 shows the engine instrument grouping for a twin engine aircraft.
EPR
0.8
EPR
1.0
1.0
1.2 1.0 0.8
1.0 1.2
1 5 0 1.4
1.4
1.6
1.6
150
1 5 0
Figure 11.5.1.64 - Power plant

instrument grouping
100
40 20
60
N1
80 % RPM 0
EGT
3 4
FF
2
1
9 2
5
EGT
C X 100 7
7 6 5
FF
5
EGT 3
7 C X 100
X 1000
6 5 8
%RPM
100
9 2
EPR
1 5 0
20 40 60
N1
0 % RPM 80
%RPM
EPR
5
8
85
EGT
7 6 5
4 3
FF
X 1000
8 5 6
2
1
FF

ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)

With the introduction of the "Glass Cockpits", most traditional gauges, instruments and warning lights have been replaced by fully electronic display
systems. There are different types of display systems available, the two main ones being:
1. Engine Instrument and Crew Alerting System (EICAS).
2. Electronic Centralized Aircraft Monitoring (ECAM).
ENGINE INDICATING & CREW ALERTING SYSTEM (EICAS)
The basic system comprises two display units, a control panel and two computers supplied with analog and digital signals from the engine and
system sensors. The computers are designated Left and Right and only one is in control of the system at any one time, the other is held in
standby. In the event of a failure, it may be switched in either manually or automatically.
Operating in conjunction with the system are discrete caution and warning lights, standby engine indicators and a remotely-located panel for
selecting maintenance data display. The system provides the flight crew with information on primary engine parameters (Full-time), with
secondary engine parameters and advisory/caution/warning alert messages displayed as required.
DISPLAY UNITS
These units provide a wide variety of information relevant to engine operation, and operation of other automated system. The operation of these
displays is the same as those in the EFIS as previously described.
The upper unit displays primary engine parameters, i.e. N1 speed, EGT, and warning and caution messages. The lower unit displays secondary
parameters, i.e. N2 speed, fuel flow, oil quantity, pressure and temperature. In addition, the status of non-engine systems e.g. flight control
surface position, hydraulic system, APU, etc., can be displayed.
On the upper unit, a row of Vs will appear when secondary information is being displayed on the lower unit. Seven colours are produced by the
CRTs for displaying information. Table 11.5.1.1 shows the colours and description of there uses.
86

Colour
White
Red
Green
Blue
Yellow
Magenta
Cyan
Description
All scales, normal operating range of pointers, digital readouts.
Warning messages, maximum operating limit marks on scales,
and digital readouts.
Thrust mode readout and selected EPR/N1 speed marks or
target cursors.
Testing of system only.
Caution and advisory messages, caution limit marks on scale,
digital readouts
During in-flight engine starting, and for cross bleed messages.
Names of all parameters being measured (e.g. N1, oil pressure,
TAT, etc.) and status marks or cues.
Table 11.5.1.1
87

Figure 11.5.1.65 shows layout of the EICAS Displays.
Figure 11.5.1.65 - EICAS Primary and

Secondary
Display
Formats
CAUTION
RESET CANCEL
0
SBY
1
1 013 2
8
X 100 ft
7
UPPER
DISPLAY
(PRIMARY)
3 5 0 00
5
LOWER
DISPLAY
(SECONDARY)
-
COMPUTER BRT
DISPLAY
ENGINE STATUSEVENT
RECORD
88
L AUTO R
THRUST REF SET

L
BOTH
MAX IND
RESET

Figure 11.5.1.66 and 67 show display formats for primary and secondary displays.
CAUTION
TAT 15c
10
CANCEL RECALL
0.0
10
Figure 11.5.1.66 Primary EICAS Display
0.0
2
N1
0
EGT
VVVVVVV
89

Figure 11.5.1.67 Secondary EICAS Display
50
50
OIL
PRESS
120
120
OIL
TEMP
18
18
OIL
N2
86
86
N3
4.4
4.4
QTY
N1
FAN
3.1
1.9
VIB
90
88
88.00
FF

DISPLAY MODES
EICAS is designed to categorize displays and alerts according to the function
and usage. For this purpose there are three modes of displaying information:
1.
Operational (selected by the flight crew).
2.
Status (selected by the flight crew).
3.
Maintenance (ground use only and selected via the maintenance panel).
OPERATIONAL MODE
This mode displays the engine operating information and any alerts required to be actioned by the crew in flight. Normally only the upper display
unit presents information: the lower one remains blank and can be selected to display secondary information as and when required.
STATUS MODE
When selected this mode displays data to determine the dispatch readiness of an aircraft, and is closely associated with details contained in the
aircrafts Minimum Equipment List. The display shows the positions of the flight control surfaces in the form of pointers registered against vertical
scales, selected sub-system parameters, and equipment status messages on the lower display unit. Selection is normally done on the ground,
either as part of the pre-flight checks of dispatch items, or prior to shutdown of electrical power to aid the flight crew in making entries in the
aircrafts Technical log. Figure 11.5.1.68 shows an example of a status page.
MAINTENANCE MODE
This mode provides maintenance engineers with information in five different display formats to aid them in fault finding and verification testing of
major sub-systems.
91

Figure 11.5.1.68 EICAS Status Page
HYD QTY
L
0.99
C
R
1.00 0.98
HYD PRESS
2975
3010 3000
APU
EGT 440
OXY PRESS
RPM 103
1750
RUD
AIL ELEV AIL
92
OIL 0.75
0.0
FF
0.0

DISPLAY SELECT PANEL

To control the operation of the EICAS, a control panel is situated on the center pedestal. Figure 11.5.1.69 shows a typical EICAS control panel.
Figure 11.5.1.69 - EICAS Control Panel
COMPUTER
DISPLAY
BRT
BRT
ENGINE
93
STATUS
EVENT
RECORD
BAL
L AUTO R
L BOTH R
MAX IND
RESET

DISPLAY SELECT PANEL OPERATION

Engine Display Switch:
This is a push type switch for removing or presenting the display of secondary information on the, lower display.
Status Display Switch:
This is a push type switch for removing or presenting the status page on the lower display.
Event Record Switch:
Normally, there is an auto event function, this will automatically record any malfunctions as they occur. The push
switch enables manual event marking so that the crew can record a suspect malfunction for storage in a non-volatile
memory. This data can be retrieved from the memory and displayed by ground engineers by operating the ground
maintenance panel. This manual switch can also be used for activating the recording of fault data, either in the air or
on the ground, on the Environmental Control system, Electrical Power system, Hydraulic system and APU.
Computer Select Switch: In the AUTO position it selects the left or primary computer and automatically switches to the other in the event of a
failure. The other positions are for manually selecting either the right or left computers.
Display Brightness:
Thrust Reference Set
Switch:
Max Indicator Reset:
Controlled by the inner knob for the display intensity, the outer for display brightness.
Pulling and rotating the inner knob positions the reference cursor on the thrust indicator display (either EPR or N1) for
the engines, which are selected by the outer knob.
If any of the measured parameters e.g. Oil Pressure, EGT etc. and if they exceed normal operating limits, this will be
automatically alerted on the display units. The purpose of the reset button is to clear the alerts from the display when
the excess limits no longer exist.
94

ALERT MESSAGES
The system will continually monitor a large number of inputs (400+) from engine and airframe systems. If a malfunction is detected then the
appropriate alert message is annunciated on the upper display. Up to 11 messages can be displayed and are at the following levels:
LEVEL A - Warning:
Requiring immediate corrective action and are displayed in RED. Master warning lights are also activated and aural
warnings from the Central Warning System are given.
LEVEL B - Caution:
Requiring immediate crew awareness and possible action. They are displayed in AMBER. An aural tone is also
repeated twice.
LEVEL C - Advisory:
Requiring crew awareness, displayed in AMBER. There are no caution lights or aural tones associated with this
level.
95

Figure 11.5.1.70 shows a display with the three different types of alert messages
Displayed.
LEVEL A
WARNING
LEVEL B
CAUTION
LEVEL C
ADVISORY
TAT 15c
APU FIRE
R ENGINE FIRE
CABIN ALTITUDE
C SYS HYD PRESS
R ENG OVHT
AUTOPILOT
C HYD QTY
R YAW DAMPER
L UTIL BUS OFF
10
6
70.0
10
Figure 11.5.1.70 - Upper EICAS Display Alert Messages
96
N1
999
775
EGT
VVVVVVV
110.0

MAINTENANCE CONTROL PANEL

This panel is used by maintenance engineers for the purpose of displaying maintenance data stored within the systems computer memories.
Figure 11.5.1.71 shows a typical maintenance control panel.
Figure 11.5.1.71 - Maintenance Control

Panel
PERFORMANCE AND
AUXILLIARY POWER
UNIT FORMATS
ENVIRONMENTAL CONTROL
SYSTEM AND MAINTENANCE
MESSAGE FORMATS
SELECTS DATA FROM

AUTO OR MANUAL EVENT
IN MEMORY
ELECTRICAL AND HYDRAULIC

SYSTEM FORMAT
EICAS MAINT
DISPLAY SELECT
ECS
ELEC
PERF
MSG
HYD
APU
CONF
MCDP
CONFIGURATION AND
MAINTENANCE
CONTROL/DISPLAY
PANEL
ENG
EXCD
ENGINE
EXCEEDANCES
97
BITE TEST SWITCH

FOR SELF-TEST ROUTINE
EVENT
READ
AUTO
MAN
REC
ERASE
TEST
RECORDS REAL-TIME
DATA CURRENTLY DISPLAYED
(IN MANUAL EVENT)
ERASES STORED DATA

CURRENTLY DISPLAYED

ELECTRONIC CENTRALIZED AIRCRAFT MONITORING (ECAM)

ECAM differs from EICAS in that the data displayed relate essentially to the primary systems of the aircraft and are displayed in checklist and
pictorial or synoptic format.
DISPLAY UNITS
These can be mounted either side-by-side or
top/bottom. The left-hand/top unit is dedicated to
information on the status of the system; warnings
and corrective action in a sequenced checklist
format, while the right-hand/bottom unit is dedicated
associated information in pictorial or synoptic
format. Figure 11.5.1.72 shows the layout of ECAM
displays.
350
400
8 4
30 0
MACH
60
1
0
9
80
250
120
IAS
KNOTS
240
220
200
14 0
180
to
5
Figure 11.5.1.72 ECAM Display Layout

5
LDG GEAR
GRVTY EXTN
RESET
OFF
DOWN
98

ECAM DISPLAY MODES

There are four display modes, three of which are automatically selected and referred to as phase-related, advisory (mode and status), and
failure-related modes. The forth mode is manual and permits the selection of diagrams related to any one of 12 of the aircrafts systems for
routine checking, and also the selection of status messages provided no warnings have been triggered for display. Selection of the displays is
by means of a system control panel. See Figure 11.5.1.80.
FLIGHT PHASE RELATED MODE
In normal operation the automatic flight phase-related
mode is used, and the displays will be appropriate to the
current phase of aircraft operation, i.e. Pre-flight, Takeoff, Climb, Cruise, Decent, Approach, and post landing.
Figure 11.5.1.73 shows display modes. The upper
display shows the display for pre-take off, the lower is
that displayed for the cruise.
10
8 7. 0
6 50
80
1500
FOB : 14000KG
5
EG T
C
10
6 5. 0
N1
%
10
Figure 11.5.1.73 ECAM Upper and Lower Display

(Cruise Mode)
10
4 80
N2
%
80.2
FF
KG/H
1500
NO SMOKING:
SE AT BE LTS:
SP LRS:
FLAPS :
ON
ON
FULL
FULL
FLAP
FULL
LDG INHIBIT
APU BLEED
ECAM UPPER DISPLAY

99

ADVISORY MODE
This mode provides the flight crew with a summary of the aircrafts condition following a failure and the possible downgrading of systems. Figure
11.5.1.74 shows an advisory message following a Blue Hydraulic failure.
Figure 11.5.1.74 ECAM Advisory Mode

10
87.0
650
ADVISORY
MESSAGES
80
1500
65.0
N1
%
10
10
FOB : 14000KG
10
EGT
C
480
N2
%
80.2
FF
KG/H
1500
HYD B RSVR OVHT

B SYS LO PR
FAILURE
MESSAGES
100
1 FUEL TANK PUMP LH
FLAP
FULL
FLT CTL
SPOILERS SLOW

ECAM FAILURE MODE

The failure-related mode takes precedence over the other modes. Failures are classified in 3 levels
LEVEL 3: WARNING
This corresponds to an emergency configuration. This requires the flight crew to carry out corrective action immediately. This warning has an
associated aural warning (fire bell type) and a visual warning (Master Warning), on the glare shield panel.
LEVEL 2: CAUTION
This corresponds to an abnormal configuration of the aircraft, where the flight crew must be made aware of the caution immediately but does not
require immediate corrective action. This gives the flight crew the decision on when action should be carried. These cautions are associated to
an aural caution (single chime) and a steady (Master Caution), on the glare shield panel.
LEVEL 1: ADVISORY
This gives the flight crew information on aircraft configuration that requires the monitoring, mainly failures leading to a loss of redundancy or
degradation of a system, e.g. Loss of 1 FUEL TANK PUMP LH or RH but not both.
The advisory mode will not trigger any aural warning or attention getters but a message appears on the primary ECAM display.
101

Figure 11.5.1.75 11.5.1.79 shows the 12-system pages and status page available.
Figure 11.5.1.75 - ECAM System Displays
COND
Note; These pages are displayed:

Automatically due to an advisory or failure
related to the system.Whenever called
manually.
TEMP C
FAN
ALTN MODE
CKPT 20
FWD 22
24
22
FAN
AFT 23
24
H
H
HOT
AIR
TAT +19 C
SAT +17 C
23 H 56
G.W. 60300 KG
C.G. 28.1 %
AIR CONDITIONING SYSTEM PAGE

102

ELEC
Figure 11.5.1.76 - ECAM System
Displays
Automatically due to an advisory or
failure related to the system.
Whenever called manually.
BAT 1
28V
150A
BAT 2
28V
150A
DC BAT
DC 1
DC 2
DC ESS
TR 1
28V
150A
AC 1
GEN 1
26%
116V
400HZ
TAT +19 C
SAT +17 C
ESS TR
28V
130A
EMERG GEN
116V
400HZ
AC ESS
APU
26%
116V
400HZ
23 H 56
TR 2
28V
150A
AC 2
EXT PWR
116V
400HZ
GEN 2
26%
116V
400HZ
G.W. 60300 KG
C.G. 28.1 %
ELECTRICAL SYSTEM PAGE

103

FUEL KG
F.USED 1
1550
1550
FOB
APU

Displays
F.USED 2
28750

LEFT
RIGHT
CTR
550
10750
TAT +19 C
SAT +17 C
5600
23 H 56
10750
550
G.W. 60300 KG
C.G. 28.1 %
FUEL SYSTEM PAGE

104

BLEED
20 C
24 C
Displays
The Gear/Wheel page is displayed at
the related flight phase.
H
RAM AIR
50 C
LO
230 C
LO
HI
HI
GND
LP
TAT +19 C
SAT +17 C
APU
HP
HP
23 H 56
LP
G.W. 60300 KG
C.G. 28.1 %
AIR BLEED SYSTEM PAGE

105

OXY 1850 PSI
DOOR
CABIN

Displays
ARM
ARM
AVIONIC
FWD COMPT
CARG O

Related flight phase.
ARM
EMER
EX IT
ARM
CARG O
BULK
CABIN
TAT +19 C
SAT +17 C
ARM
23 H 56
ARM
C.G. 28.1 %
DOOR/OXY SYSTEM PAGE

106

CONTROL PANEL
The layout of the control panel is shown in Figure 11.5.1.80.
DISPLAY ON &
BRIGHTNESS
CONTROL
Figure 11.5.1.80 - ECAM Control Panel
DISPLAY ON &
BRIGHTNESS
CONTROL
SGW SELECT
SWITCHES
TOP DISPLAY
OFF
MESSAGE
CLEARANCE
SWITCH
FAULT
FAULT
OFF
OFF
BOTTOM DISPLAY
OFF
STS
RCL
RECALL
SWITCH
107
SGU
BRT
CLR
STATUS
MESSAGE
SWITCH
ECAM
ENG
HYD
AC
DC
BLEED
COND
PRESS
FUEL
APU
F/CTL
DOOR
WHEEL
SYSTEM SYNOPTIC
DISPLAY SWITCHES
BRT

ECAM CONTROL PANEL

SGU Selector Switches: Controls the respective symbol generator units. Lights are off in normal operation of the system. The FAULT
caption is illuminated amber if the SGUs internal self-test circuit detects a failure. Releasing the switch isolates the corresponding SGU and
causes the FAULT caption to extinguish, and the OFF caption to illuminate white.
System Synoptic Display Switches: Permit individual selection of synoptic diagrams corresponding to each of the 12 systems, and illuminate
white when pressed. A display is automatically cancelled whenever a warning or advisory occurs.
CLR Switch: Light illuminates white whenever a warning or status message is displayed on the left-hand display unit. Press to clear messages.
STS Switch: Permits manual selection of an aircrafts status message if no warning is displayed. Illuminates white when pressed also
illuminates the CLR switch. Status messages are suppressed if a warning occurs or if the CLR switch is pressed.
RCL Switch: Enables previously cleared warning messages to be recalled provided the failure conditions which initiated the warnings still exists.
Pressing this switch also illuminates the CLR switch. If a failure no longer exists the message NO WARNING PRESENT is displayed on the lefthand display
108

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Module 11.5.

1 Instrument System(ATA 31) and

Module 11.5.1 Instrument System(ATA 31) and

Module 11.5.1 Instrument System(ATA 31) and

INSTRUMENT SYSTEMS (ATA 31)

Module 11.5.1 Instrument System(ATA 31) and

Module 11.5.1 Instrument System(ATA 31) and

Figure 11-5-1-1 - Aircraft Pressure Head

Module 11.5.1 Instrument System(ATA 31) and

IAS = Pitot minus Static - (In knots).

Mach No = Pitot - Static divided by Static.

Baro Ht = Static - (In feet).

Vertical Speed = Change in Static pressure - (X

Figure 11-5-1.2 shows typical aircraft static vent:

LOCATION OF PROBES AND STATIC VENTS

Figure 11.5.1.2 Aircraft Static Vent

Module 11.5.1 Instrument System(ATA 31) and

Module 11.5.1 Instrument System(ATA 31) and

Figure 11.5.1.4 Water Drain Valve

Module 11.5.1 Instrument System(ATA 31) and

The three primary instruments in the Air Data System are:

Altimeter (Baro Ht).

Indicated Air Speed (IAS) Indicator.

Vertical Speed Indicator.

The IAS is often combined to display Mach No as

Figure 11.5.1.5 Air Data Instrumentation

Module 11.5.1 Instrument System(ATA 31) and

Figure 11.5.1.6 Altimeter

Module 11.5.1 Instrument System(ATA 31) and

Figure 11.5.1.7 Simplified Altimeter operation

Module 11.5.1 Instrument System(ATA 31) and

Q CODE SETTINGS FOR ALTIMETERS

Module 11.5.1 Instrument System(ATA 31) and

Figure 11.5.1.8 QNH, QFE and QNE Definitions

Module 11.5.1 Instrument System(ATA 31) and

COMBINED SPEED INDICATOR

Figure 11.5.1.9 Combined Speed Indicator

Module 11.5.1 Instrument System(ATA 31) and

The internal mechanism consists of two elements (pointer and

Figure 11.5.1.10 IAS Operation

Module 11.5.1 Instrument System(ATA 31) and

VERTICAL SPEED INDICATOR (VSI)

1000FT PER MIN

Figure 11.5.1.11 Vertical Speed Indicator (VSI)

Module 11.5.1 Instrument System(ATA 31) and

Since the rate at which the static pressure changes is

Figure 11.5.1.12 VSI Operation

Module 11.5.1 Instrument System(ATA 31) and

AIR DATA SYSTEMS

Figure 11.5.1.13 Air Data System

Module 11.5.1 Instrument System(ATA 31) and

About an axis perpendicular through its center (axis of spin XX).

Gyroscopic Inertia (Rigidity).

Module 11.5.1 Instrument System(ATA 31) and

1. The mass of the rotor.

2. The speed of rotation.

The angular change in direction of the plane of rotation

1. The strength and direction of the

2. The angular velocity of the rotor.

Figure 11.5.14 - Gyroscope.

Module 11.5.1 Instrument System(ATA 31) and

Figure 11.5.1.15 shows the characteristics of gyro rigidity.

Figure 11-5-1.15 - Gyro Rigidity

Module 11.5.1 Instrument System(ATA 31) and