Welcome To This Presentation Covering The Electronic Instrument System (EIS)

CONTROLS & NORMAL ABNORMAL
EIS 1 of 146 OVERVIEW

INDICATORS OPERATION OPERATION
DIFFERENCES QUIZ
Welcome to this presentation

covering the Electronic
Instrument System (EIS)
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SECTION - OVERVIEW MAIN MENU
DIFFERENCES QUIZ
Compared to the technology

of older aircraft, the A320
Series cockpit is designed to
be comfortable and
uncluttered.
Using electronic displays, the
presentation of information to
pilots has been greatly
improved.
The Electronic Instrument
System (EIS) consists of six
identical full color Display
Units (DUs).
Most aircraft have the new
Liquid Crystal Displays
(LCDs).
The older Cathode Ray Tube
(CRT) displays will be
discussed in the differences
section.
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Terminology and the

acronyms associated with the
Electronic Instrument System
(EIS) are important to
understand.
There are two Display Units

(DUs) directly in front of each
pilot—the outer DU and the
inner DU.
Two additional DUs are
located in the center of the
instrument panel. They are
the upper and lower DUs.
If a DU fails, it is the
terminology shown here that
you should use when trying to
handle the problem.
This is especially important
when communicating with
maintenance.
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Now that you understand DU

terminology, let’s look at the
INFORMATION presented on
these DUs, and the
terminology associated with
that information.
The information presented on
the six EIS DUs is divided into
two subsystems:
-- The Electronic Flight
Instrument System (EFIS),
which uses the inner and
outer DUs in front of each pilot
to present flight information.
-- The Electronic Centralized

Aircraft Monitoring system
(ECAM), which uses the two
center DUs to provide
information on aircraft
systems.
Let’s take a closer look at the
EFIS subsystem.
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Flight parameters such as

airspeed, heading, attitude,
altitude, and vertical speed
are presented on the two
Primary Flight Displays
(PFDs).
The PFDs are normally
displayed on the outer DUs.
Navigation data is presented
on the two Navigation
Displays (NDs).
The NDs are normally
displayed on the inner DUs.
We will discuss both the PFDs
and the NDs in greater detail
later in this lesson.
We will now take a closer look
at the ECAM subsystem.
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The two center DUs are

dedicated to the Electronic
Centralized Aircraft Monitoring
system (ECAM).
The ECAM information

normally displayed on the
upper DU is known as the
Engine \ Warning Display
(E/WD).
It provides for continuous
monitoring of important engine
parameters plus memos and
checklists relating to normal
and abnormal operations.
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The ECAM information

normally displayed on the
lower DU is known as the
Systems Display (SD).
On this screen you can view
various aircraft system
parameters.
The WHEEL page, shown
here, is one of twelve
different systems pages
(plus a STATUS page) that
can be shown on the SD.
This information is presented
automatically depending on
the phase of flight, specific
pilot actions, or the
existence of an abnormal
condition.
If desired, these pages can
also be called up manually.
In later sections of this
lesson, both ECAM displays
will be discussed in detail.
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As your Airbus career

continues, the terms “PFD”
and “ND” will become part of
your normal vocabulary.
Most Airbus pilots develop the
habit of referring to the ECAM
screens as the upper and
lower ECAM.
That works most of the time--
but be aware that if DU
failures occur, the E/WD and
the SD can be displayed on
different screens.
We will now look at the basics
of how data displayed on
these screens is generated.
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Display Management Computers (DMCs)

The information that is
presented on the EIS is
assembled and then fed to the
various DUs by three Display
Management Computers
(DMCs).
DMC 1 normally provides data
to the captain’s PFD & ND
and to the upper ECAM.
DMC 2 normally provides data
to the first officer’s PFD & ND
and the lower ECAM.
DMC 3 provides a backup
capability that we will cover
the ABNORMAL OPERATION
section of this lesson.
DMC 1 DMC 3 DMC 2
BACKUP ONLY
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EFIS Channel
Each DMC is further
subdivided into two Navigation
Primary Flight Navigation Primary Flight
independent channels, an Display (ND)
Display (PFD) Display (ND) Display (PFD)
EFIS channel which provides
data to its respective PFD &
ND, and…….
EFIS EFIS EFIS

Channel Channel Channel
ECAM ECAM ECAM
DMC 1 DMC 3 DMC 2
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ECAM Channel
Each DMC is further Engine Warning
subdivided into two Display (E/WD)
independent channels, an “Upper ECAM”
EFIS channel which provides
data to its respective PFD &
ND, and…….
……an ECAM channel which

provides data to the ECAM
screens.
Systems
Display (SD)
“Lower
ECAM”
EFIS EFIS EFIS

ECAM ECAM ECAM
DMC 1 DMC 3 DMC 2
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The EFIS channel of each

DMC acquires data from the
Air Data and Inertial
Reference System (ADIRS)
This information includes such
items as airspeed, heading,
attitude, altitude and vertical
speed.
Navigation and flight plan data
are also gathered from the
Flight Management System
(FMS).
The EFIS channel of each
DMC processes this data and ADIRS EFIS
generates the images Channel
displayed on the Primary
Flight Displays (PFDs) and ECAM
Navigation Displays (NDs).
Channel
FMS
DMC 1
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The ECAM channel of each

DMC acquires data from
sensors fitted throughout the
aircraft to monitor the various
aircraft systems, including
system controls operated from
the cockpit.
Some system information is
first routed through a System
Data Acquisition Concentrator
(SDAC).
EFIS EFIS EFIS
Two identical SDACs acquire
data, then generate signals ECAM ECAM ECAM
that are sent to the DMCs.
Data from other parameters,
DMC 1 DMC 3 DMC 2
for example fuel quantity and
primary engine indications,
are routed directly to the
DMCs.
SYSTEM
SENSORS
SYSTEM
SDACs SENSORS
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In addition, two identical Flight EFIS EFIS EFIS

Warning Computers (FWCs)
receive data from aircraft
system sensors and other ECAM ECAM ECAM
system computers such as the
SDACs. Channel Channel Channel
The FWCs then supply this DMC 1 DMC 3 DMC 2
information to:
-- The ECAM channel of the

DMCs - so they can generate
alert messages on the ECAM
-- The MASTER WARN &

MASTER CAUT lights
-- The speakers for aural
alerts and synthetic voice FWC 1 FWC 2
messages
SYSTEM SENSORS SYSTEM COMPUTERS
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This completes the

OVERVIEW section of this
lesson.
DMC1 DMC3 DMC2
FWC1 SDAC1 SDAC2 FWC2
AIRCRAFT SYSTEM SENSORS
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We will now cover the

indications presented on the
two ECAM screens (E/WD &
SD) and their controls.
We will then move on to the

indications on the two EFIS
screens (PFD & ND) and their
controls.
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Starting with the ECAM, we

will cover some basics that
apply to both the E/WD & the WHITE - Labels
SD.
First, let’s look at the color

coding used on both ECAM
screens. BLUE - Units of measure
White is used for labels.
Blue is used for units of GREEN - Normal indications

measure.
Green is used for normal

indications.
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SD.
First, let's look at the color

White is used for labels

measure
Green is used for normal AMBER – Crew awareness

indications
Amber is used for items

requiring crew awareness but
not necessarily crew action.
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SD.
First, let's look at the color

White is used for labels

measure
Green is used for normal AMBER – Crew awareness

indications
Amber is used for items RED – Immediate crew action

requiring crew awareness but
not necessarily crew action.
Red is used for items

requiring immediate crew
action.
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A pulsing indication indicates

a parameter that is
approaching a limit.
It is considered an advisory.
Advisories will be
accompanied by an ADV
message displayed on the
E/WD.
PULSING INDICATION
5.1
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The E/WD is divided into two

main parts.
The upper area is used for

main engine parameters, fuel-
on-board, and slat/flap
position.
All of these indications will be
discussed in the appropriate
systems lessons.
Under normal conditions, the

lower part of the E/WD is used
to display memos.
In this example, the memos
indicate that the landing lights
and wing anti-ice are in use.
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If failure occurs, messages

are displayed in place of the
memos.
In this example, there is an
amber failure message with a
blue action item.
Blue action items are your
electronic checklist of steps
used to respond to the
particular abnormal situation.
Using the ECAM to guide you
through your response to
aircraft abnormals and
emergency situations will be
discussed in greater detail in a
follow-on classroom
presentation.
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The Systems Display (SD) is

used to display particular
system information.
This page is normally
displayed on the lower Display
Unit (DU).
In this example, the CRUISE
page is displayed. This is the
page seen during most of a
flight.
Information pertaining to the
engines, air conditioning, &
pressurization systems is
continuously displayed on this
page in flight.
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The SD can also be used to

display information about
specific aircraft systems.
These displays are referred to
as systems pages.
There are twelve systems
pages available. In this
example the WHEEL systems
page is displayed on the SD.
Later in this lesson you will
see each system page and
how it can be displayed.
Each system lesson will cover
the specifics of the relevant
pages.
Understanding the system
pages is a critical part of your
systems training.
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The aircraft STATUS page

may be displayed on the SD
in order to check the
mechanical state of the
aircraft.
A NORMAL message is
displayed to indicate that the
aircraft status is normal and
that there are no inoperative
systems.
NORMAL
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When things are NOT normal,

for example following a
system failure, the information
displayed on the STATUS 1
page will vary depending on
the type of failure.
The STATUS page is broken
2
into many sections including:
1. Limitations
6
3
2. Approach procedures
NORMAL
3. General procedures
4. Information
4
5. Canceled cautions
6. Inoperative systems
7. Maintenance status 5 7
The use of the STATUS page
during an abnormal situation
will be discussed in much
greater detail in a classroom
presentation later in the
course.
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On the STATUS page, a

green down arrow indicates
that more information is
available.
You must scroll down to view
all information.
To scroll down, you must push
the CLR key on the ECAM
control panel.
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In this example, we can see

all the information on the left
side of the display, but the
INOP SYS column continues
to overflow.
We would need to push the
CLR key to view the additional
inoperative systems.
Pushing the STS key returns
the display to the top of the
STATUS page.
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A pulsing white STS message

is displayed on the E/WD after
engine shutdown if a message
is available for display on the
STATUS page.
In other words, something is

on the STATUS page that you
should look at prior to running
to your commuter flight.
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Permanent data is displayed at

the bottom of the SD.
• Total Air Temperature (TAT)
• Static Air Temperature (SAT)
• Deviation from International
Standard Atmosphere (ISA).
• UTC Time
• Current aircraft Gross Weight
(GW).
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TAT is higher than the SAT

due to the effects of ram air.
SAT is the temperature of the
ambient air outside the
aircraft.
ISA is only displayed when
the altimeter is set to standard
and is not available on aircraft
with CRT displays.
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Now that you are familiar with

the information presented on
the ECAM displays, we will
look at the ECAM controls.
The ECAM control panel is
located on the center pedestal
below the ECAM displays.
The two control knobs on the

left side of the control panel
are used to turn the two
ECAM DUs on and off. They
are also used to adjust the
brightness of the displays.
Two rows of keys are used to

select eleven different
systems pages.
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The twelfth systems page is

the cruise page.
It is displayed automatically in
flight.
It cannot be manually
selected.
In a moment you will sample

two of the systems pages
available. As you do, note
that when a page is manually
selected the corresponding
key illuminates.
Advance to push the WHEEL
key on the ECAM control
panel to display the WHEEL
page on the SD.
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To deselect the WHEEL page,

you can simply select another
page.
Let’s push the HYD key on the
ECAM control panel to
deselect the WHEEL page
and bring up the HYD page.
Or, to deselect a systems

page, you can just push the
key again. The white light
goes out and the page
selection returns to automatic
operation.
We will push the HYD key on
the ECAM control panel to
return to automatic operation.
When a page is displayed

automatically, the
corresponding key on the
ECAM control panel is NOT
illuminated.
This is known as “lights out”
out on the ECAM control
panel.
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The STS key is used to call up

the STATUS page.
If the STATUS page indicates

NORMAL, no system
abnormalities are detected
and the display will
automatically return to the
default page after a few
seconds.
Pushing the STS key again to
remove the STATUS page is
not required.
Let’s push the STS key to call
up the STATUS page.
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Of the remaining keys on the

ECAM control panel, the RCL,
EMER CANC, ALL, CLR, and
T.O. CONFIG keys will be
demonstrated in the NORMAL
& ABNORMAL OPERATION
sections of this lesson.
These keys will also be
discussed in detail during a
classroom presentation
covering emergency and
abnormal procedures.
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The SWITCHING panel is

located on the front center of
the pedestal, immediately
below the ECAM screens.
The two knobs on the right

side of this panel, the EIS
DMC & the ECAM/ND XFR
switches, are used to
reconfigure the system after a
DMC or DU failure.
They are covered and will be
used in the ABNORMAL
OPERATION section of this
lesson.
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We now move on to the

Electronic Flight Instrument
System (EFIS) screens, the
PFD and the ND.
In this section, we will cover
the basics of the information
presented on these screens.
You will gain a much broader
appreciation for what these
screens can provide when you
experience the procedures
phase of this course.
We will start with the Primary
Flight Display (PFD).
The PFD displays all the

normal primary flight
indications, which include:
• Attitude
• Airspeed
• Altitude
• Vertical speed
• Heading and track
Let’s look at each of these a
little closer.
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ATTITUDE
AIRSPEED
ALTITUDE
VERTICAL SPEED
HEADING & TRACK
These indications are laid out

in a conventional instrument
“T” configuration.
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The PFD also displays other

information.
The upper part of the display,
known as the Flight Mode
Annunciator (FMA), provides
information to the pilots on the
current status of the Flight
Management System (FMS).
You will learn much more
about the FMS and the
importance of the FMA in the
procedures phase of your
training.
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We will review the primary

flight indications beginning
with the attitude display.
Attitude information is shown
in the center of the PFD.
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The aircraft is represented by

three fixed black and yellow
symbols.
FIXED
AIRCRAFT
SYMBOL
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There is a graduated pitch

scale above and below the
horizon line.
Pitch Scale
- 80 to + 80 Degrees
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Bank angle is displayed at the

top of the attitude indicator
with roll indices for 10, 20, 30,
and 45°. Green “=“ signs are
displayed at 67 °.
The roll index triangle moves
against this fixed scale to
show angle of bank.
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Below the roll index is the

sideslip index. The sideslip
index is displayed as a
“trapezoid”.
The index moves left and right
of the roll index to indicate
sideslip. It replaces the old-
fashioned ball in a box
(Inclinometer).
The sideslip index is displayed
in blue if an engine fails.
Turn coordination is normally
automatic. The situation you
see here wouldn’t normally
occur but is presented as an
example.
In this example, right rudder is
required.
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The left side of the PFD

contains the airspeed
indicator.
The airspeed scale moves
behind a fixed yellow
reference line and triangle.
In this example, the current SPEED TREND
AIRSPEED ARROW
indicated airspeed is 192
knots. SCALE
The airspeed trend arrow

indicates what the speed will
be in ten seconds if the rate of
change remains constant. AIRSPEED
In this example, the aircraft REFERENCE LINE
will accelerate to 203 knots in
ten seconds.
The arrow is not displayed if
the change is less than two MACH NUMBER
knots in ten seconds.
The green MACH indication is

displayed below the speed
scale when the speed is
above .5 Mach.
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The airspeed target, or bug, is

displayed digitally when the
speed bug is off the scale.
It is displayed as a triangle Managed Value

when the bug is within the (computer generated)
current speed range.
The speed bug is magenta

when it is a MANAGED speed
target, determined by the FMS
computer.
The speed bug is blue when it Selected Value (pilot

is a SELECTED speed target, selected)
chosen by the pilot.
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The airspeed indicator is

capable of presenting many
additional symbols
representing airspeed related
data such as VMAX, VFE, best
lift over drag speed, etc.
These symbols are better Managed Value
appreciated (and will be (computer generated)
discussed in detail) in the
procedures phase of this
course.
Selected Value (pilot

selected)
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The right side of the PFD

contains the altitude and
vertical speed displays. We
will look at the altimeter first.
The center of the altimeter
contains a green digital
readout of the current altitude.
A grey “analog” tape moves
behind the digital display.
This example shows a current
altitude of 2310 feet.
The target altitude is shown
digitally at the top of the tape
if the target is above current
altitude, or below the tape if
the target is below current
altitude. In this example, the
target altitude is 20,000 feet.
When the target altitude is

within the current altitude
range, it is displayed as a blue
box. In this example, the NOTE: There are instances where the
aircraft is passing FL 285 on altitude target is displayed as a
its way up to a target altitude magenta box. Those instances will be
of FL 290. discussed in procedures training.
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Radio altitude (RA) is displayed

on both PFDs when below 2500’
AGL.
Two radio altimeters are

installed. They measure the
distance in feet between the
aircraft and the ground.
Normally, RA 1 is displayed on
the captain’s PFD and RA 2 on
the first officer’s PFD.
RA data is supplied to several

other systems, such as flight Autocallouts occur at:
controls and GPWS. • 2500’ RA
• 1000’ RA
The radio altitude display • 400’ RA
changes in color and size based • 100’ RA
on the height above ground and • 50’ RA
proximity to the entered • 40’ RA
approach minimums. • 30’ RA
• 20’ RA
In addition to the visual • 10’ RA
indications, a synthetic voice
announces radio altitude at A “hundred above” and a “minimums” callout
predetermined heights. occur based on the approach minimums.
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The yellow outline of the current altitude

The altitude display is capable
changes to amber and flashes if the
of several alerting functions,
actual altitude deviates more than 250
some of them are shown here.
feet from the selected altitude
During climb and descent, the yellow

outline will pulse when the actual altitude
is within 750 ft of the selected altitude.
When you prepare for some instrument

approaches, you will program the MDA
into the FMS.
The digital altitude readout will change
to amber when the aircraft descends
below the entered MDA.
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The vertical speed display

indicates vertical speed using
a green analog needle.
The needle moves over a
scale graduated in 500 ft per
min increments up to 1000 ft
per minute.
9
Beyond that, the graduated
scale is basically useless. VERTICAL SPEED
If vertical speed exceeds 6000

ft per min the needle remains
pegged.
This is not a problem,

however, if vertical speed is
200 ft per min or greater, a
digital indication is displayed
which provides a readout of
vertical speed in hundreds of
feet per minute.
In this example, the aircraft is
climbing at 900 feet per
minute.
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The vertical speed indications

will change color to amber to
indicate unsafe conditions as
summarized on this screen.
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The heading indicator is

located at the bottom of the
PFD. The gray scale moves
behind a fixed yellow line,
which represents the
centerline of the aircraft.
In this example, the heading is
095°.
The small green diamond
represents the aircraft track
and is normally referred to as
the “track diamond”.
The selected heading is AIRCRAFT TRACK

displayed digitally if it is HEADING
outside the current display
range of the heading scale.
It is displayed as a blue
triangle if within range.
There is no magenta SELECTED HEADING
(managed) heading bug.
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The PFD also provides ILS

information as shown on this
screen. This will be taught in
much greater detail during the
procedures phase of your
training.
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The captain & FO each have

a PFD and ND knob located
just outboard of the outer DU.
The PFD knob is used to turn

on the outer DU and adjust its
brightness.
The ND knob is used to turn
on the inner DU and adjust its
brightness.
The ND knob also has an
outer ring which is used to
adjust the brightness of the
ND weather radar and
EGPWS terrain display.
It is easy to get in the habit of

ignoring the outer ring during
training because you rarely
use the WX radar or GPWS in
training.
Try to develop the habit of
turning it on during preflight to
prepare for line operations.
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Both the captain and FO have

an EFIS control panel located
on the glareshield outboard of
the FCU.
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The outer portion of this panel

enables the pilot to exercise
control over certain PFD
functions.
The baro reference knob is

used to control the altimeter
setting.
The current altimeter setting is
displayed directly below the
altimeter on the PFD.
The outer ring of the knob is
used to select either inches of
mercury (in Hg) or
hectopascals (hPa), a.k.a.
millibars.
The knob is pulled to set
standard altimeter.
The knob is pushed and turned
left or right to set the QNH.
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The FD pb is used to turn the

flight director on and off.
The flight director system
activates automatically when
AC power is first applied to
the aircraft.
You can confirm the system is
active by the green lights on
the FD pb.
Flight director indications are

also displayed in the FMA
portion of the PFD.
FMA indications will be
discussed in the procedures
phase of training.
The flight director bars
themselves do not appear
until takeoff.
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In this example, the aircraft is

in flight and the captain’s flight
director has been selected off.
We will now turn on the
captain’s flight director by
pushing the FD pb on the
captain’s EFIS control panel.
Notice that the flight director is

displayed in the form of
vertical and lateral guidance
bars.
More information about the
flight directors will be
presented in the procedures
training portion of this course.
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Finally, the LS pb enables you

to activate or deactivate the
ILS information display on the
PFD.
We will now activate the ILS
display by pushing the LS pb
on the captain’s EFIS control
panel.
Notice the glide slope scale
and indicator, localizer scale
and indicator, ILS course
indicator on the heading
display, and the ILS station
identifier info (which can
include DME where available)
on the PFD.
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We now move on to the

controls on the right side of
the EFIS control panel. We
will use these controls as we
discuss the indications and
capabilities available on the
Nav Display (ND).
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The ND gives the pilots a

visual presentation of where
the aircraft is in relation to
airfields, airways, nav aids,
etc.
There are five navigation
display modes available on
the ND.
1. Rose NAV
2. Rose VOR
3. Rose ILS
4. ARC
5. Plan
In this example, the ROSE
NAV mode is selected.
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Rose modes are so named

because they feature a
complete 360° compass rose
presentation. The aircraft
symbol is displayed in the
center of the compass rose.
This ND is in the 80 mile
range scale. The compass
rose displays an 80 mile
diameter on the ND.
In any ROSE mode the

relationship between the
blue range values on the
screen and the selected
range can initially be
confusing.
Just remember that the
selected range refers to the
distance from edge to edge
on the compass rose. 40 +
40 = 80.
40 + 40 = 80
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DIFFERENCES QUIZ
The ROSE NAV mode can be

very useful when
maneuvering in the terminal
area and introduces several
significant ND capabilities.
This mode features a moving
map display with the FMS
computed aircraft position
represented by the yellow
aircraft symbol in the center of
the display.
The map display is always
oriented to the nose of the
aircraft so the current heading
remains at the top of the
display as indicated by the
yellow line.
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A major feature of this mode

is that it allows you to display
the flight plan that you have
programmed into the FMS.
The current active FMS flight
plan is displayed as a solid
green line.
Waypoints are normally
depicted in green. When a
waypoint is also a tuned nav
aid, it is displayed in blue.
The TO waypoint in the flight

plan, which is generally
defined as the next waypoint
on the route, is depicted as a
white diamond and is also
displayed in the upper right
corner of the ND.
Information provided in the
upper right corner includes the
bearing and distance to and
the estimated UTC time of
arrival over the TO waypoint.
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The ND is now set to ROSE

VOR mode.
ROSE VOR displays VOR raw
data in an HSI format.
The tuned VOR information is
displayed in the upper right
corner. The course pointer is
also displayed.
The course can be
automatically or manually
selected.
This will be discussed further
in later training.
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The dagger shaped symbol

points to the selected VOR
course. With a selected
course of 260°, it is displayed
west of the aircraft symbol.
The course deviation indicator
displays course deviation on a
lateral scale. Each dot
represents 5°.
The arrow on the deviation

indicator displays TO/FROM
information.
A TO indication is represented
by the arrow pointing towards
the dagger shaped symbol.
A FROM indication is
represented by the arrow
pointing away from the dagger
symbol.
In this example, it is
approximately a 260° course
TO HTO.
If the dagger and the arrow
are both in front of you, you
are going towards the station.
Let’s see what happens when
we pass HTO.
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After passing the station, the

TO indication becomes a
FROM indication.
Notice that the arrow is now
pointing behind us.
We are tracking away from the
station.
Let’s see what happens if we
select a new course of 080°.
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We have now selected a

course of 080°
With a selected course of

080, the course pointer is
displayed east of the aircraft
symbol.
In this example, it is
080°
approximately a 080° course
AWAY from HTO.
If the arrow and the dagger

are both behind you, you are
going away from the station.
VOR information can also be

displayed using the
ADF/VOR toggle switches on
the EFIS control panel.
Let’s cover those now.
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The ADF/VOR toggle switches

are used to display bearing
pointer (RMI) needles on the
ND.
We will now display the VOR1
RMI needle.
Notice the VOR information in

the lower left corner, including
DME.
These switches can be used
to display two VOR or two
ADF needles, or one of each.
NOTE: Only one ADF is

installed. Selecting ADF
1 or 2 displays the
same ADF information.
That covers two of the ROSE

modes. Now we will cover the
last one – ROSE ILS.
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ROSE ILS can be used to

display ILS raw data
information in a traditional HSI
format.
This includes a complete 360
degree compass rose with
heading indicator at the top of
the display.
In the center of the display is
a localizer course deviation
indicator. A glide slope scale
and indicator is displayed on
the right side.
This mode is rarely used
because ALL of this
information is also displayed
on the PFD.
You will learn about situations
that would require the use of
ROSE ILS mode later in the
training.
NOTE: Localizer DME is

not displayed on the ND.
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We have now moved the

mode selector knob to the
ARC position and the range
selector to 20.
Notice that we have also

moved the ADF/VOR 1 switch
to OFF and the ADF/VOR 2
switch to ADF.
Notice the green ADF 2
needle has replaced the white
VOR needle.
ADF information is displayed
in the lower right corner of the
ND.
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The ARC mode provides a

moving map display that
includes all the features
described in the ROSE NAV
mode.
The primary difference is that
you are presented with a 100°
arc segment of the map.
The FMS determined position
is shown at the base of the
display.
In ARC mode, the distance
from the aircraft symbol to the
end of the compass matches
the selected range.
This mode is used most often.
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We will use the ARC mode to

describe some additional
information that is
permanently displayed in the
upper left corner of the ND.
A current Ground Speed (GS)

and True Airspeed (TAS)
display is provided.
Wind direction (true north) and

wind speed are displayed
digitally.
An arrow represents wind
direction relative to the nose
of the aircraft. This wind is
based on magnetic north.
If an FMS database approach
has been entered into the
flight plan, the entered
approach type is displayed at
the top of the ND.
Some examples are: ILS APP,
VOR APP, and NDB APP.
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We have now selected

the PLAN mode and the
40 mile range.
The PLAN mode is unique in

that it uses a true north
oriented map
It is not oriented to the nose of HTO
the aircraft.
The center of the display is a
waypoint. In this example, the
map is centered on ERICK.
We could have centered the
map on any waypoint in the
FMS flight plan.
You will learn how to do this
later in the course.
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In this example, we are east

of HTO and the aircraft
symbol is not within the
display range.
As we approach HTO (our TO
waypoint), the aircraft symbol
will come into view.
HTO
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As the flight progresses, the

airplane symbol would move
to within the range of the
display.
Because we crossed HTO,
ERICK is now our TO
waypoint.
We know this because of the
white triangle at ERICK and it
is listed in the top right corner
pf the ND
The PLAN mode is primarily

used during pre-flight planning
and can also be useful in flight
if you wish to review a
programmed arrival or
approach with the same
orientation as that used on 10
Jepp charts.
20
As a general rule of thumb,
the PLAN mode should only
be used when reviewing the
route of flight or other
instrument procedures.
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The optional display keys,

located at the top of the EFIS
control panel, allow the pilot to
select additional information
for display on the ND.
This optional information is
available in all modes except
PLAN.
Pushing the ARPT key

displays the location of all
database airports within the
selected display range.
Pushing the NDB key

database NDBs within the
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Pushing the VOR.D key

displays the location of all the
database VORs and Localizer DME
localizers within the selected
display range.
Pushing the WPT key Tuned Navaid

database waypoints within the
Pushing the CSTR key

displays all the current flight
plan constraints within the
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Before we move on to the

NORMAL OPERATION
section, let’s take a look at
some of the lesser used cockpit
instruments.
The standby instruments and

the clock are located in the
center of the forward
instrument panel.
The standby instruments

consist of an Integrated
Standby Instrument System
(ISIS) and a Digital Distance
and Radio Magnetic Indicator
(DDRMI).
A standby compass is also

provided.
We will cover the ISIS first.
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The ISIS displays much of the

same information as the PFDs,
including:
• Attitude
• Airspeed and Mach Roll index
• Altitude Slip / skid index
• Altimeter setting
• Localizer and glideslope
• Roll index
• Slip/skid index
The basic layout is similar to
the PFDs. Airspeed Altitude
The ISIS receives information
from several sources, including
either ADIRU 1 or 3 depending
on the position of the ATT HDG
and AIR DATA selectors.
Mach number
Current altimeter setting
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The ISIS display brightness Selects localizer and

adjusts automatically after a glideslope scales for display
power-up test is complete.
The brightness can be adjusted

manually using the + / - pbs.
Used to manually
The ATT RST pb can be used adjust the display
to reset the attitude indication. brightness
If this is necessary, the pb must
be held for at least two
seconds.
The reset takes approximately

ten seconds. During the reset,
an ATT 10s message is
displayed on the screen.
The BARO knob is used to

adjust the altimeter setting in
millibars. Pushing the knob
sets standard altimeter.
The LS pb is used to display

localizer and glideslope scales.
Used to reset the Used to adjust the
attitude indication altimeter setting
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Pushing the BUGS pb displays Used to display the BUGS page

the BUGS page. It can be
used to set up to four airspeed
and two altitude bugs.
Current procedures do not

require that ISIS bugs be set.
In fact, Airbus recommends
that this feature not be used.
For these reasons we will not

cover how to set ISIS airspeed
and altitude bugs.
Airspeed bugs Altitude bugs
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Here you can see the various

ISIS flags that can be
displayed.
Red flags indicate that the

associated data is no longer
available.
The ATT:RST flag indicates

excessive movement was
detected during alignment.
If that occurs, the ATT RST pb

must be pushed to realign the
ISIS and recover the attitude
indication.
The MAINT flag indicates that a

failure exists that does not
effect ISIS operation.
Now let’s look at the DDRMI.
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The Digital Distance and Radio

Magnetic Indicator (DDRMI)
provides the following
information:
• Heading
• VOR bearing VOR 1 DME VOR 2 DME
• VOR DME
The DDRMI receives
information from several
sources, including either
ADIRU 1 or 3 depending on the
position of the ATT HDG
selector.
Failure flags are provided if the
corresponding information is
not available. VOR 1 VOR 2
If heading information is not bearing pointer bearing pointer
available, the VOR bearing
information is also not available
and all three failure flags are
displayed.
Now let’s look at the clock.
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The clock displays:

• A chronometer in minutes and
seconds.
• The current UTC date or time Chronometer
in 24 hour format.
• Elapsed time in hours and
minutes.
The clock is updated using

GPS information. UTC time
or date
Elapsed
time
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The CHR pb is used to start

and stop the chronometer.
Used to reset the Used to start and stop
The RST pb is used to reset chronometer to zero the chronometer
the chronometer to zero.
The DATE SET pb is used to

select either the UTC date or
time for display in the UTC
window.
It can also be used to manually

set the time and date.
Used to display
either UTC date
or time
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The UTC selector can be used

to select the source of time and
date information.
In the GPS position, GPS time

or date information is
displayed.
In the INT position, the clock’s

internal time or date
information is displayed. The
internal time is constantly being Used to select
synchronized to the GPS but the source of
can be set manually. time / date
information
The clock is set manually by
first moving the UTC selector to
the SET position and then
using a combination of pushing
and rotating the DATE SET pb.
The ET selector is used to

start, stop, or reset the elapsed
time. Used to start, stop,
or reset the
And finally, the compass.
elapsed time
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The standby compass is

located at the forward edge of
the overhead panel in a
retractable housing.
It can be seen by pulling it

down and out of the panel.
Advance to pull the compass

out of the panel.
The STBY COMPASS switch

on the overhead INT LT panel
is used to control an internal
compass light.
That concludes the
CONTROLS & INDICATORS
section. Now we move on to
NORMAL OPERATIONS.
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You are early in the pre-flight

phase of today’s flight and all
of the display units are off.
The displays require AC
electrical power.
At the gate, this will require
the use of either the APU or a
ground electrical power
supply.
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SECTION - NORMAL OPERATION MAIN MENU
DIFFERENCES QUIZ
Today we have external

electrical power and have
selected the EXT PWR pb ON.
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We have turned on the ECAM

DUs for you using the two
knobs on the left side of the
ECAM control panel.
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Now we turn our attention to

the EFIS screens. We will use
the captain’s side for demo
purposes.
Advance to turn on the

captain’s PFD by turning the
knob clockwise.
After a short delay, the outer

DU lights up with a basic PFD
display.
Only failure flags are
displayed because the ADIRS
aren’t available yet.
The PFD brightness can then
be set as desired.
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Now, let's turn ON the inner

DU by turning the small ND
knob clockwise.
After a short delay, the ND will
be visible, but limited to failure
flags because there is no data
from either the ADIRS or the
FMS at this point.
We can set the ND brightness
using the using the smaller
knob.
ND terrain / weather radar
display brightness is set using
the outer ring of the ND knob.
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Full PFD and ND display

capability is available later in
the preflight when the ADIRS
alignment is complete and the
FMS is programmed.
The ADIRS and the alignment
process will be covered in
more detail in the GPS /
ADIRS / NAV lesson.
During your preflight flow you

will use the baro reference
knob on the EFIS control
panel to input the correct
altimeter setting.
You will also check to ensure

that the flight director is on by
observing the green lights on
the FD pb.
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We will now move on to

discuss the ECAM screens.
Throughout all phases of your
flight you will use the upper
portion of the E/WD to monitor
critical engine parameters,
fuel on board, and flap
settings.
You will use the lower portion
to monitor memos and, if
necessary, as a guide in
performing abnormal or
emergency procedures.
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LOWER ECAM – PHASE 1
The SD displays various

systems pages depending on Door
the phase of flight.
APU Wheel Engine Cruise Wheel Door
The Flight Warning START
2nd ENG SHUTDOWN

Computers (FWCs) determine
L/G EXT
ENG
F/CTL
the current phase of flight START
TOUCH DOWN
based on inputs from various
ENG START
ELEC PWR
ELEC PWR
LIFT OFF
aircraft sensors and then
T.O PWR
80 KTS
instructs the DMCs to display
80 KTS
1500 ft
800 ft
the appropriate page.
1 2 3 4 5 6 7 8 9 10
The DOOR/OXY page is the FLIGHT PHASES
default page from initial power
up until engine start.
The APU page is displayed
automatically during APU start.
The display returns to the

DOOR/OXY page when the
APU start is complete.
The ENGINE page is displayed
automatically as you take the
initial steps to start the
engines. You are not required to memorize system page display logic.
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LOWER ECAM – PHASE 2
The WHEEL page is the

default page from after engine Door
start to the application of
takeoff power. APU Wheel Engine Cruise Wheel Door
START
2nd ENG SHUTDOWN

L/G EXT
The F/CTL page is displayed ENG
F/CTL
and remains in view when START
TOUCH DOWN
either sidestick or a rudder
ENG START
ELEC PWR
ELEC PWR
LIFT OFF
pedal is displaced.
T.O PWR
80 KTS
80 KTS
1500 ft
The display returns to the
800 ft
WHEEL page shortly after the
flight controls are returned to 1 2 3 4 5 6 7 8 9 10
neutral. FLIGHT PHASES
This is useful when performing
the flight control check during
taxi out.
You are not required to memorize system page display logic.
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The takeoff memo is

displayed on the E/WD two
minutes after both engines are
started.
It provides a guide to
important items which must be
completed prior to takeoff.
A blue action step is displayed
until the respective item is
completed.
In this example, signs,
spoilers, and flaps have all
been set as necessary for
takeoff.
The autobrakes and the
takeoff configuration test are
to go.
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Let’s push the MAX pb on the

AUTO/BRK control panel.
Notice that the blue AUTO
BRK action step has changed
to green indicating that MAX
autobrakes are selected.
The takeoff memo indicates
one more important item that
still needs to be
accomplished.
A takeoff configuration (T.O.
CONFIG) test is required.
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The takeoff configuration test

is accomplished by
momentarily pushing the T.O.
CONFIG key on the ECAM
control panel.
This simulates the application
of takeoff power.
If all checked conditions are
correct, or within the proper
range for takeoff, the last line
of the T.O. memo displays
T.O. CONFIG NORMAL.
Advance to push the TO
CONFIG key.
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SPD BRK NOT RETRACTED

In this example, the pitch trim SLATS NOT IN T.O CONFIG
is not set within the
acceptable range for takeoff. FLAPS NOT IN T.O CONFIG
Notice the trim is out of the PITCH TRIM NOT IN T.O RANGE
green arc. SIDESTICK FAULT
Let’s push the T.O. CONFIG BRAKES HOT
panel. DOOR OPEN
PARK BRAKE ON
You are alerted by a red FLEX TEMP NOT SET
ECAM warning message and
a continuous repetitive chime.
A warning is displayed if
takeoff power is applied
and any of these listed
conditions exist.
Pushing the T.O. CONFIG

key checks everything
listed here except the
parking brake and the
FLEX temp.
Now let’s continue on our

flight.
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LOWER ECAM – PHASE 3,4,5, and 6
The ENGINE page is

displayed when takeoff power Door
is applied until the aircraft
climbs through 1500 feet. APU Wheel Engine Cruise Wheel Door
START
2nd ENG SHUTDOWN

L/G EXT
The CRUISE page is ENG
F/CTL
displayed after reaching 1500 START
TOUCH DOWN
feet .
ENG START
ELEC PWR
LIFT OFF
T.O PWR
The CRUISE page will remain
80 KTS
80 KTS
1500 ft
displayed until late in the flight
800 ft
unless an abnormal occurs
that requires a specific 1 2 3 4 5 6 7 8 9 10
systems page to be displayed. FLIGHT PHASES
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Landing Memo
The landing memo is

displayed when the aircraft
passes through 2000 feet with
the landing gear down or 700
feet if the landing gear is not
down.
As with the takeoff memo,
items to be accomplished are
displayed in blue. They
change to green when the
item is completed.
The landing memo is removed
automatically when the aircraft
decelerates through 80 knots
after landing.
Landing memo is displayed:
- Below 2000 ft if the landing is gear down
- Below 700 ft if the landing gear is not down
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LOWER ECAM – PHASE 6 ,7,8 and 9
The WHEEL page is

automatically displayed when Door
the landing gear is extended
during the approach. APU Wheel Engine Cruise Wheel Door
START
2nd ENG SHUTDOWN

L/G EXT
It is replaced by the ENG
F/CTL
DOOR/OXY page when the START
TOUCH DOWN
second engine is shutdown.
ENG START
ELEC PWR
LIFT OFF
T.O PWR
At any time, you can manually
80 KTS
80 KTS
1500 ft
select a systems page using
800 ft
the ECAM control panel.
1 2 3 4 5 6 7 8 9 10
Advance to scroll through the
systems pages. FLIGHT PHASES
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We can manually select

pages at any time.
ENGINE page
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pages at any time.
BLEED page
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pages at any time.
CAB PRESS page
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pages at any time.
ELEC page
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pages at any time.
HYD page
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pages at any time.
FUEL page
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pages at any time.
APU page
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pages at any time.
COND page
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pages at any time.
DOOR/OXY page
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pages at any time.
WHEEL page
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pages at any time.
F/CTL page
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pages at any time.
STATUS page
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And finally, the CRUISE page.
Remember, the CRUISE page

cannot be manually selected.
It is only displayed based on
automatic logic.
This concludes the NORMAL

OPERATION section of this
lesson
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You will now be able to

appreciate why we spent time
at the beginning of this lesson
discussing the Display
Management Computer
(DMC) and Flight Warning
Computer (FWC) architecture.
Recall that DMC 1 provides
INVALID DATA INVALID DATA
information to the captain’s
EFIS displays and the upper
DU.
DMC 2 provides information to
the FO’s EFIS displays and
the lower DU.
DMC 3 is available as a INVALID DATA
backup.
In this example, DMC 2 has
failed. The INVALID DATA
message indicates that the
information source has failed,
not the DUs.
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SECTION - ABNORMAL OPERATION MAIN MENU
DIFFERENCES QUIZ

The failure message and the
single action step are
displayed on the E/WD.
We will accomplish the action
step by rotating the EIS DMC
switch to the F/O position.
INVALID DATA
The information on the lower

DU and the FO’s DUs is
restored.
This information is being
provided by DMC 3.
The FWCs have detected that

we have performed the action
step and removed it from the
E/WD.
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With the required action steps

complete you need to clear
the failure message from the
E/WD.
We will clear the failure
message by pushing either of
the illuminated CLR keys on
the ECAM control panel.
The failure message is now

removed from the E/WD.
Notice the STS key is
illuminated on the ECAM
control panel and the
STATUS page is displayed.
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The STATUS page displays

automatically to give you an
opportunity to review the
status of the aircraft after the
failure has been dealt with.
In this case, the STATUS
page reminds you that DMC 2
is an inoperative system.
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Once you have reviewed the

STATUS page, push either
CLR key or the STS key to
remove the STATUS page.
All lights on ECAM control
panel are extinguished.
The STATUS page is
replaced by the default
systems page for the phase of
flight. In most cases, this will
be the CRUISE page.
Notice that a boxed STS is
displayed on the E/WD.
This reminds you that info is
available on the STATUS
page.
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If you want to recall the

original ECAM message for
any reason, simply push the
RCL key.
This will also recall any action
steps that were not
accomplished or were not
monitored by the FWCs.
If the aircraft status returns to
normal (the fault is no longer
present), pushing the RCL key
results in NORMAL being
displayed on the E/WD for five
seconds.
The RCL key will be
discussed in greater detail
during a classroom
presentation.
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The guarded EMER CANC

key can be used to suppress
spurious MASTER
CAUTIONS.
The EMER CANC key will be
discussed in greater detail
during a classroom
presentation and should be
used with care.
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INVALID DATA
We now move on to individual
DU failures.
Unlike most failures, the
FWCs do not monitor DU
failures.
Therefore, you receive no
assistance from the ECAM in
taking correct actions for a DU
failure.
For this reason, it is important
that you know the basics of
handling a DU failure
situation.
If the upper DU fails, the

E/WD, which has priority, will
automatically move to the
lower DU, replacing the SD.
Let’s continue to observe a
failure of the upper DU.
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INVALID DATA
Although the SD has now
been replaced by the E/WD,
you have not lost access to it.
Let’s assume you want to look
at the HYD page.
All you need to do is push and
hold the HYD key on the
ECAM control panel.
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INVALID DATA
After your quick review of the
HYD page you realize that you
need to monitor it continuously.
Obviously, you don’t want to

spend the rest of your flight
with your finger on the HYD
key. Not a problem!!
By moving the ECAM/ND XFR
switch on the SWITCHING
panel to the F/O position you
will cause the SD to replace
the ND on the FO’s inner DU.
Let’s rotate the ECAM/ND XFR
switch to the F/O position.
Notice that the CRUISE page

is displayed on the FO’s inner
DU.
We will now push the HYD
panel to display the HYD page
on the FO’s inner DU.
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INVALID DATA
In the unlikely event that both
the upper and lower DUs fail,
no automatic screen transfer
occurs.
You will want to restore the
E/WD as soon as possible. INVALID DATA
This is very easy to do. You

simply move the ECAM/ND
XFR switch to either CAPT or
F/O.
We will rotate the ECAM/ND
XFR switch to the CAPT
position.
In this situation if you wish to

view a systems page you will
need to push & hold the
appropriate key on the ECAM
control panel.
We will push and hold the
HYD key.
EXIT TO
DIFFERENCES QUIZ
Next, we will look at DU

failures of the EFIS screens.
The most important concept to
understand is that the PFD
always has priority.
If the outer DU fails, the PFD
will immediately and
automatically transfer to the
inner DU, replacing the ND.
Continue for a demonstration.
The ND is not lost. You can

use the PFD/ND XFR pb to
display the ND on the inner
DU.
We will now push the PFD/ND
XFR pb to replace the PFD
with the ND on the inner DU.
We will now push the pb again

to restore the PFD to the inner
DU.
EXIT TO
DIFFERENCES QUIZ
In this example, we have lost

all the DUs in the cockpit
except the captain’s outer DU.
Notice that the PFD remains
displayed.
If you wish to view the ND,
again simply use the PFD/ND
XFR pb.
But, what if we wanted to look
at the HYD page?
Remember that we can
replace the ND with ECAM
pages. Therefore, we must
first select the ND for display.
We will push the PFD/ND XFR
pb to give it a try.
EXIT TO
DIFFERENCES QUIZ
Now that the PFD has been

replaced with the ND, we can
use the ECAM/ND XFR
switch to display ECAM pages
instead of the ND.
The E/WD will be displayed
because it has priority over
the SD.
Let’s rotate the ECAM/ND
XFR switch to the CAPT
position.
EXIT TO
DIFFERENCES QUIZ
Let’s push and hold the HYD

panel to replace the E/WD
with the HYD page.
On this single DU we can
display a PFD, ND, E/WD or
SD.
This is only possible on the
captain’s or first officer’s DUs.
PFDs and NDs cannot be
displayed on either the upper
or lower ECAM DUs.
They are only used as ECAM
displays.
EXIT TO
DIFFERENCES QUIZ
We will push the PFD/ND XFR

pb again to restore the PFD.
EXIT TO
DIFFERENCES QUIZ
An INVALID DATA message

is displayed on the lower DU if
the ECAM/ND XFR switch is
moved out of the NORM
position with no DU failure
present.
INVALID DATA
This is because the ND will
never transfer to the lower
ECAM and the SD cannot be
displayed on two DUs
simultaneously.
No failure is present, we
simply have a switch out of
the normal position.
EXIT TO
DIFFERENCES QUIZ
We said earlier that we would

discuss the function of the
ALL key on the ECAM control
panel. So here goes!!
If the ECAM control panel
fails, the ALL key, which is
wired separately from the rest
of the panel, should still be
functional.
You can use the ALL key to
page through the systems
pages until you come to the
page you want to see.
Then release the key to select
that page for display. When
the ALL key is pushed and
held, the SD consecutively
displays all the system pages
at one-second intervals.
Let’s push the ALL key to
select the ELEC page on the
lower ECAM.
EXIT TO
DIFFERENCES QUIZ
Recall that two two identical

Flight Warning Computers EFIS EFIS EFIS
(FWCs) receive data from
aircraft systems and supply Channel Channel Channel
that information to the ECAM
through the DMCs and to
ECAM ECAM ECAM
other aircraft warning Channel Channel Channel
systems.
DMC 1 DMC 3 DMC 2
Should one of the FWCs fail, it

is not a major problem, since
the remaining FWC can
perform most required tasks.
The only major impact will be
the loss of the aircraft’s
capability to fly CAT 3 ILS
approaches.
FWC1 FWC2
SYSTEM SENSORS SYSTEM COMPUTERS
EXIT TO
DIFFERENCES QUIZ
If FWC 1 fails, the MASTER AUTO FLT AP OFF

WARN and MASTER CAUT ANTI ICE CAPT AOA
lights will be effected.
In this example, with a FWC 1
CAPTAIN
fault, only the lower part of the First Officer
captains’ indications and the
upper part of the first officers’
indications are illuminated.
If FWC2 had failed, the lights
would be reversed FWC1 Fault
EXIT TO
DIFFERENCES QUIZ
The failure of both FWCs,

while extremely rare, is a
much more serious matter.
If both FWCs fail, this

message is displayed on the
E/WD and will remain there for
the rest of the flight.
ECAM cautions, warnings,
aural warnings, and master
caution and warning lights,
are all lost.
ECAM system pages are still
available. Cockpit panels
must be more closely
monitored for local warnings FWC1 FWC2
such as FAULT lights.
ECAM systems pages must
be regularly called up for
system checks.
That’s it for ABNORMAL Look for local
OPERATIONS. Now it’s on to warnings such
DIFFERENCES. as FAULT
lights
EXIT TO
DIFFERENCES QUIZ
During this lesson we looked

at several ECAM pages.
The ECAM pages we seen so

far are representative of the
Liquid Crystal Displays
(LCDs).
LCDs have an improved
appearance when compared
to the older Cathode Ray
Tube (CRT) displays.
Some aircraft and training
devices have the CRT
displays.
You will notice minor
differences in their
appearance and functionality.
EXIT TO
SECTION - DIFFERENCES MAIN MENU
DIFFERENCES QUIZ

the differences between an CRT Style LCD Style
E/WD displayed on a CRT
display vs. an LCD. Engine Warning Display (E/WD)
Engine Warning Display (E/WD)
The information displayed is
virtually identical. However,
the location and appearance
of the information is
sometimes different.
A quick way to determine if

your aircraft has an LCD is the
squared corners, improved
lighting, and a slight increase
in display area.
EXIT TO
DIFFERENCES QUIZ

the difference in display of the CRT Style
CRUISE page.
LCD Style
Cruise Page Cruise Page
Again, the information
displayed is virtually identical,
but the locations are slightly
different.
EXIT TO
DIFFERENCES QUIZ
Although all LCDs have

improved clarity and lighting,
some displays are almost
identical to their CRT
counterpart.
For example, the PFDs and
NDs are virtually identical
regardless of whether they are
CRTs or LCDs.
EXIT TO
DIFFERENCES QUIZ
Another difference is that a

DMC failure on aircraft with
CRTs is indicated differently
than on aircraft with LCDs.
On CRT aircraft, a white DMC 2 Failure

diagonal line is displayed on on CRTs INVALID DATA
screens effected by a DMC

failure.
On LCD aircraft, an INVALID

DATA message is displayed
on screens effected by a
DMC failure.
DMC 2 Failure
on LCDs INVALID DATA
EXIT TO
DIFFERENCES QUIZ
A final difference is that on a

few aircraft the ISIS and digital
clock are replaced by more
conventional standby
instruments.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
EXIT TO
SECTION - QUIZ MAIN MENU
EIS OVERVIEW
DIFFERENCES QUIZ
Which Display Management

Computer (DMC) provides
information to the FO’s PFD, ND,
and the SD?
DMC 1
DMC 2
DMC 3
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Which Display Management

Computer (DMC) provides
information to the FO’s PFD, ND,
and the SD?
DMC 1
DMC 2
DMC 3
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
How do you interpret these INVALID DATA INVALID DATA INVALID DATA
indications?
The captain’s PFD, ND, and the E/WD

have failed.
DMC 2 has failed.
DMC 3 has failed.
DMC 1 has failed.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
How do you interpret these INVALID DATA INVALID DATA INVALID DATA
indications?
The captain’s PFD, ND, and the E/WD

have failed.
DMC 2 has failed.
DMC 3 has failed.
DMC 1 has failed.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Which of the following actions would INVALID DATA INVALID DATA INVALID DATA
correct the problem?
Moving the ATT HDG switch to CAPT 3.
Moving the AIR DATA switch to CAPT 3.
Moving the EIS DMC switch to CAPT 3.
Moving the ECAM/ND XFR switch to

CAPT 3.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Which of the following actions would INVALID DATA INVALID DATA INVALID DATA
correct the problem?
Moving the ATT HDG switch to CAPT 3.
Moving the AIR DATA switch to CAPT 3.
Moving the EIS DMC switch to CAPT 3.
Moving the ECAM/ND XFR switch to

CAPT 3.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Which color indicates an item that

requires crew awareness but not
necessarily crew action?
Red
Amber
Green
White
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ

requires crew awareness but not
necessarily crew action?
Red
Amber
Green
White
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ

requires immediate crew action?
Red
Amber
Green
White
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ

requires immediate crew action?
Red
Amber
Green
White
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
What does a pulsing green

parameter indicate?
An advisory, the parameter is

An advisory, the parameter is out

of limits. 5.1
A memo, the parameter has a faulty

indication.
A level 3 failure requiring immediate

crew action.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
What does a pulsing green

parameter indicate?
An advisory, the parameter is

An advisory, the parameter is out

of limits. 5.1
A memo, the parameter has a faulty

indication.
A level 3 failure requiring immediate

crew action.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
What is the meaning of the green

arrow at the bottom of the STATUS
page?
It is a reminder to land as soon as

possible.
It indicates that there are system pages

yet to be viewed.
There is additional information to be

displayed on the STATUS page.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
What is the meaning of the green

arrow at the bottom of the STATUS
page?
It is a reminder to land as soon as

possible.
It indicates that there are system pages

yet to be viewed.
There is additional information to be

displayed on the STATUS page.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Pushing which key on the ECAM

control panel would display the next
portion of the STATUS page?
The STS pb
The RCL pb
Either CLR pb
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Pushing which key on the ECAM

control panel would display the next
portion of the STATUS page?
The STS pb
The RCL pb
Either CLR pb
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
The next portion of the STATUS

page is now displayed. Why does the
arrow continue to be displayed?
There are additional inoperative

systems to display.
There are additional approach

procedures to display.
Effected systems pages have yet to be

viewed.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
The next portion of the STATUS

page is now displayed. Why does the
arrow continue to be displayed?
There are additional inoperative

systems to display.
There are additional approach

procedures to display.
Effected systems pages have yet to be

viewed.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Pushing which button on the ECAM

control panel would return the display
to the first portion of the STATUS
page?
The STS pb
The RCL pb
Either CLR pb
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Pushing which button on the ECAM

control panel would return the display
to the first portion of the STATUS
page?
The STS pb
The RCL pb
Either CLR pb
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
A pulsing white STS message is

displayed on the E/WD after engine
shutdown at the gate. What does it
mean?
This is always displayed
It indicates that the aircraft has

not been shut down correctly.
It indicates that a message is available

for display on the STATUS page.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
A pulsing white STS message is

displayed on the E/WD after engine
shutdown at the gate. What does it
mean?
This is always displayed
It indicates that the aircraft has

not been shut down correctly.
It indicates that a message is available

for display on the STATUS page.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
How do you interpret these

indications?
The captain’s outer DU has failed.
DMC 1 has failed.
A navigation computer has failed.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
How do you interpret these

indications?
The captain’s outer DU has failed.
DMC 1 has failed.
A navigation computer has failed.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Is it still possible for the captain to

view the ND?
Yes, by pushing the captain’s

PFD/ND XFR pb.
No, that information is permanently

lost.
Yes, by moving the ECAM/ND XFR

switch to the CAPT position.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Is it still possible for the captain to

view the ND?
Yes, by pushing the captain’s

PFD/ND XFR pb.

lost.

switch to the CAPT position.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
The upper DU has failed. Is it still

possible to display a system page on INVALID DATA
the lower DU?
No, that information is permanently lost.
Yes, by moving ECAM/ND XFR switch

to CAPT.
Yes, by pushing and holding the appropriate

key on the ECAM control panel.
The E/WD will be temporarily overridden.

pb on the ECAM control panel.
The E/WD will be permanently lost.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
The upper DU has failed. Is it still

possible to display a system page on INVALID DATA
the lower DU?
No, that information is permanently lost.
Yes, by moving ECAM/ND XFR switch

to CAPT.

key on the ECAM control panel.
The E/WD will be temporarily overridden.

pb on the ECAM control panel.
The E/WD will be permanently lost.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Is it possible to display the ELEC

page on the FO’s inner DU?

switch to F/O and pushing the FO’s
PFD/ND XFR pb.

lost.

switch to F/O and pushing the ELEC pb
on the ECAM control panel.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Is it possible to display the ELEC

page on the FO’s inner DU?

switch to F/O and pushing the FO’s
PFD/ND XFR pb.

lost.

switch to F/O and pushing the ELEC pb
on the ECAM control panel.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Both ECAM screens have failed.

Is it possible to display the
E/WD?
Yes, the E/WD will automatically

transfer to an ND if a fault is detected.
No, the E/WD is permanently lost.

switch to either CAPT or F/O.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
Both ECAM screens have failed.

Is it possible to display the
E/WD?
Yes, the E/WD will automatically

transfer to an ND if a fault is detected.
No, the E/WD is permanently lost.

switch to either CAPT or F/O.
EXIT TO
EIS OVERVIEW
DIFFERENCES QUIZ
You have completed the

EIS lesson.
Click here to
exit to the main menu.
EXIT TO

Welcome To This Presentation Covering The Electronic Instrument System (EIS)

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Welcome To This Presentation Covering The Electronic Instrument System (EIS)

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CONTROLS & NORMAL ABNORMAL

EIS 1 of 146 OVERVIEW

Welcome to this presentation

Compared to the technology

Terminology and the

There are two Display Units

Now that you understand DU

-- The Electronic Centralized

Flight parameters such as

The two center DUs are

The ECAM information

The ECAM information

As your Airbus career

Display Management Computers (DMCs)

DMC 1 DMC 3 DMC 2

EFIS EFIS EFIS

……an ECAM channel which

EFIS EFIS EFIS

The EFIS channel of each

The ECAM channel of each

In addition, two identical Flight EFIS EFIS EFIS

-- The ECAM channel of the

-- The MASTER WARN &

SYSTEM SENSORS SYSTEM COMPUTERS

This completes the

DMC1 DMC3 DMC2

FWC1 SDAC1 SDAC2 FWC2

AIRCRAFT SYSTEM SENSORS

We will now cover the

We will then move on to the

Starting with the ECAM, we

First, let’s look at the color

Blue is used for units of GREEN - Normal indications

Green is used for normal

Starting with the ECAM, we

First, let's look at the color

Blue is used for units of GREEN - Normal indications

Green is used for normal AMBER – Crew awareness

Amber is used for items

Starting with the ECAM, we

First, let's look at the color

Blue is used for units of GREEN - Normal indications

Green is used for normal AMBER – Crew awareness

Amber is used for items RED – Immediate crew action

Red is used for items

A pulsing indication indicates

The E/WD is divided into two

The upper area is used for

Under normal conditions, the

If failure occurs, messages

The Systems Display (SD) is

The SD can also be used to

The aircraft STATUS page

When things are NOT normal,

On the STATUS page, a

In this example, we can see

A pulsing white STS message

In other words, something is

Permanent data is displayed at

TAT is higher than the SAT

Now that you are familiar with

The two control knobs on the

Two rows of keys are used to