Book 4 Module 5

CATEGORY B1 B2
ELECTRONIC DISPLAYS
ELECTRONIC/DIGITAL
SYSTEMS 2

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Licence By Post © Copyright B EASA 66 5.15 ISSUE 05 0106

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AUTHORITY

It is IMPORTANT to note that the information in this book is for study/training

purposes only.

When carrying out a procedure/work on aircraft/aircraft equipment you MUST

always refer to the relevant aircraft maintenance manual or equipment
manufacturer’s handbook.

You should also follow the requirements of your national regulatory authority (the
CAA in the UK) and laid down company policy as regards local procedures, recording,
report writing, documentation etc.

For health and safety in the workplace you should follow the regulations/guidelines
as specified by the equipment manufacturer, your company, national safety
authorities and national governments.
CONTENTS

Page

Engine indicating and crew alerting system (EICAS) 1

EICAS messages 10
EICAS test 15
Standby engine indication (SEI) 18
Electronic centralised aircraft monitor (ECAM) 19
Warning hierarchy 25
Status display 27
DMC configuration 33
DU reconfiguration 34
HOW TO TACKLE THIS BOOK

This book covers specific aircraft indication systems and should be read after
reading book 3 of this module.

Written for the B1/B2 engineer to cover specific listings in the EASA Part 66
syllabus – namely those fitted to Boeing and Airbus aircraft. The level is the
same for the B1 and B2 engineer. The category A line mechanic and category
B3 engineer should use the LBP books specifically written for the cat A/B3
licence.
 ENGINE INDICATING & CREW ALERTING SYSTEM (EICAS)

EICAS offers improved flight operations by reducing crew workload through

automatic monitoring of engine parameters and an alerting system which
works continuously from power-up through to after flight maintenance.

Only the parameters required to set and monitor engine thrust are displayed
full time. EICAS monitors the remaining parameters and automatically
displays any out-of-tolerance parameter in the appropriate colour.

The alerting system’s coloured messages are designed to communicate both

the failure and the urgency for responding to the failure, so that crew attention
is only diverted to the extent appropriate to the malfunction.

By utilising CRT displays/flat screen displays, EICAS provides improved flight

deck geometry by reducing the panel space required for engine instrument
displays, as well as status and maintenance indications.

The EICAS system includes two-colour high-resolution shadow mask CRTs ,

two computers, and two control panels. These components, together with two
display-switching modules, the cancel/recall switches, and the captain’s and
first officer’s master caution lights, jointly perform the various EICAS
functions.

The EICAS computer processes and formats for display all engine and aircraft
system information required by the crew. Only one computer at a time is used
for displaying the data on both display units. Computer selection is done on
the display select panel.

Primary engine parameters and crew alerting messages are displayed on the
upper display unit, and secondary engine parameters are displayed on the
lower display unit.

System status and status messages, or maintenance data and maintenance

messages, can also be displayed on the lower display unit (DU) on demand, by
using the appropriate display switches on the display select panel or
maintenance panel.

The master CAUTION lights provide backup indication for the caution
messages displayed, and caution and advisory message review and control is
done by using the cancel/recall switches.

Display Categories

EICAS is designed to categorise alerts and displays according to function and

usage. This results in three modes of display: (1) The Operational Mode; (2)
The Status Mode and (3) The Maintenance Mode.

-1-
Operational Mode. The operational mode displays those engine parameters
required on the ground and in flight, and provides continuous monitoring of
aircraft engine subsystems. The upper display unit is dedicated full-time to
primary engine parameters and alert messages for monitoring by the crew. The
lower display unit shows secondary engine parameters, those that do not
require constant crew monitoring.

At power up, all engine parameters are displayed automatically, with the
primary engine display on the upper CRT, and secondary engine display on the
lower CRT.

Fig. 1 EICAS – GENERAL LAYOUT

Status Mode. The status mode display provides subsystems parameters as will
as status messages on the lower CRT. These are needed by the crew to
determine the readiness of the aircraft for dispatch, and are closely associated
with the Minimum Equipment List (MEL). Primary engine parameters remain
displayed on the upper CRT.

Maintenance Mode. The maintenance mode displays provide aircraft

subsystem parameter and maintenance messages on the lower DU. These
data, together with test display, are needed by the ground crew for post-flight
maintenance and troubleshooting action.

-2-
Primary and secondary engine parameters are displayed together on the upper
DU in the compact-full format whenever a maintenance page is displayed on
the lower DU.

Primary Engine Parameters

The primary engine parameters N1 and EGT are displayed on the upper DU at
all times. The parameters shown are only those required to set and monitor
engine thrust. The primary thrust setting parameter for the GE engine is N1.
N1 is displayed in a digital readout and also by an analogue pointer. EGT is a
thrust monitoring parameter.

Secondary Engine Parameters

The secondary parameters consist of N2, fuel flow, oil pressure, oil
temperature, oil quantity, and vibration. They are displayed for each engine
automatically at power up or, when they are manually selected for display on
the lower DU.

Displays During Exceedance Conditions

If any parameter reaches an exceedance condition, EICAS automatically

displays both engine parameters in the exceedance colour for fast crew
attention and action. These automatic features are described late in more
detail.

Display Unit (DU) Colours

White - General colour used for all scales, normal operating

range of pointers, digital readouts and digital readout
boxes.
Red - Used for warning messages, redline limit on scales,
exceedance condition for pointers, digital readouts, and
digital readout boxes.
Green - Used for thrust mode and reference readout, N1 target
cursor, TA1 readout and cursor, selected temperature
readout, and thrust reverser messages.
Blue - Not used for any EICAS displays (displayed during EICAS
Test only).
Yellow - Used for caution and advisory messages, yellow band on
scales, yellow band condition for pointer, digital readouts
and digital readout boxes, TA1 readout and cursor,
maximum limit marker, and thrust reversal readout.

-3-
Magenta - Used for in-flight start envelope, fuel-on command, cross-
(pink) bleed messages and N1-FMC target cursor.
Cyan - Used for all parameter names, status cue and secondary
(light blue) engine data cue.
Black - Background colour.

Fig. 2 PRIMARY & SECONDARY ENGINE DISPLAYS

Status Mode Display

The status mode display provides data for the crew to determine the aircraft’s
readiness for dispatch. This display is associated with the MEL. It can be
manually selected by pressing the STATUS switch on the display select panel.

In addition to status messages, analogue pointers are used to indicate the

positions of the rudder, elevator and aileron control surfaces. Also, digital
readouts show selected subsystem parameters.

The status mode can be useful in-flight for anticipating possible ground
maintenance actions that may be required. For this function, a STATUS cue is
provided in the upper left hand corner of the lower DU whenever a change in
status occurs whilst the status page is not being displayed. The status
messages are automatically displayed on the upper right-hand side of the DU.

-4-
 Fig. 3 STATUS MODE DISPLAY

NOTE. When a DU fails in flight, the status cue and status displays are
inhibited. However, they are not inhibited on the ground.

Operational and Status Mode Switching

Initial Displays

After power is first applied to the aircraft’s left and right 115V ac buses, the
primary engine parameters are displayed on the upper DU, and the secondary
engine parameters on the lower DU. Alternate displays can be obtained by
utilising the display select panel’s ENGINE or STATUS switches, as described
below.

Status Mode Display

Pressing the STATUS switch once causes the status mode display to appear on
the lower DU. Pressing the switch again causes the lower DU to blank.

Since the status message field is limited to eleven messages per page, there are
situations where more than one page of status messages can exist. In this
case, each actuation of the STATUS switch causes the next page of messages
to be displayed. After all have been displayed, a final actuation of the STATUS
switch causes the lower DU to blank.

-5-
 Fig. 4 MODE SWITCHING

Secondary Engine Parameters

Pressing the ENGINE switch once causes the lower DU display to change from
a status mode display, or blank display, to the secondary engine parameter
display. Pressing this switch again causes the lower DU to blank.

Figure 5 shows the function of all the controls on the select panel.

Maintenance Mode Displays

There are six maintenance formats within the EICAS maintenance modes.
They are designed to provide a flight deck display of maintenance information
to aid the ground crew in troubleshooting and verification testing of the major
subsystems.

They are also used to record system parameters on the ground, or at the time
of an in-flight fault for later readout on the ground. These formats are not
available to the pilot’s in flight (unless optional EICAS Flight Test switch
installed in the main equipment centre).

-6-
 Fig. 5 DISPLAY SELECT PANEL

Maintenance Display Formats

The six maintenance formats can be displayed on the lower DU. These formats
are controlled using the EICAS maintenance panel.

1) Environmental Control System/Messages (ECS/MSG)

The ECS/MSG format provides parameters of the air cycle cooling pack
and the zone temperature control system. It also provides a display of
maintenance messages.

These messages are not directly related to the dispatch capability of the
aircraft, but direct the maintenance crews to individual component
failures. These messages, in white, are in most cases a repeat of the
status messages displayed on the status page format.

2) Electrical/Hydraulic (ELEC/HYD)

The electrical portion of the ELEC/HYD format provides the system

parameters of both the ac and dc systems. The hydraulic portion
provides data for each of the aircraft’s three hydraulic systems.

-7-
3) Performance/Auxiliary Power Unit (PERF/APU)

In addition to the APU parameters, the PERF/APU format displays

engine data and aircraft environmental data.

This format is useful for determining the environment existing at the

moment that an engine data recording is taken. The engine and aircraft
environmental data are used for engine analysis.

4) Engine Exceedance (ENG/EXCD)

This format shows the maximum exceedance level and accumulated

time of exceedance for selected engine parameters as well as EGT
profiles for start or operational exceedances. This data is valuable in the
determination of engine overboost severity and the subsequent
maintenance action required.

5) Config/Maintenance Control and Display Panel (COMF/MCDP)

The Configuration portion of the CONF/MCDP format provides

maintenance personnel with a convenient central location to verify
that all engine-sensitive computers are programmed to correspond
with the installed engine.

The EICAS contains Built-in-Test Equipment (BITE) to assist

maintenance personnel. The Maintenance Control Panel (MCDP)
located in the main equipment centre is an interactive computer
designed as an onboard maintenance centre for the Flight
Management System (FMS). The MCDP provides messages for two
major functions, namely in-flight fault recording and ground test.

The maintenance messages from the MCDP can be displayed on

EICAS. Test sequencing is controlled at the MCDP or remotely, with a
portable control panel from the flight deck area. With the remote panel,
the ground crew can troubleshoot and retest the flight management
system avionics without having to access the main equipment centre.

6) Electronic Propulsion Control System (EPCS)

This format provides real time and recorded data for specific engine
parameters (control positions, temperatures and pressures).

-8-
 Fig. 6 EICAS DISPLAYS

General Operation - Maintenance Formats Switching

To display any one of the maintenance formats, press the appropriate display
select switch. Pressing the same switch once again reverts the display back to
the primary engine display on the upper DU, and to the secondary engine
display on the lower DU. An exception is the case of the ECS/MSG display
format, where multiple message page capability exists. In this case, the
ECS/MSG switch is pressed once for each message page before the format is
removed.

Figure 7 shows the function of the remaining controls on the maintenance

panel.

-9-
 Fig. 7 EICAS MAINTENANCE PANEL

EICAS MESSAGES

EICAS monitors over 400 analogue and discrete inputs from aircraft systems.
When any abnormal condition is detected an EICAS message is generated, the
message will be either an ALERT, STATUS or MAINTENANCE message.

ALERT messages

There are three levels of alert messages.

Level A Warning (RED). Any time a level A warning is generated, one of the
EICAS DU’s displays a red warning message. Also warning system signals
simultaneously cause the master WARNING lights to illuminate and the fire
bell or siren aural to sound.

Pressing either master warning light resets the warning system’s circuitry for
the master warning lights and the associated level A aurals. This action causes
the WARNING light to extinguish and the warning aural to cease.

- 10 -
 Fig. 8 LEVEL A WARNING

Level B Caution (Yellow). Any time a level B caution is generated, the EICAS
displays a yellow message, it illuminates both master caution lights, and
requests a beeper tone from the warning system.

NOTE. The level B beeper sound is generated by the warning system for a
duration of 0.8 seconds.

Pressing either master caution light resets the control circuits for both master
caution lights, and causes both lights to extinguish.

Fig. 9 LEVEL B CAUTION

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Level C Advisory (Yellow). Any time a level C advisory is generated, the EICAS
displays a yellow message indented one space to the right below the last level
B caution message.

NOTE. No aural tones or master caution lights are activated.

Fig. 10 LEVEL C ADVISORY

The level A, B and C messages are categorised and positioned as follows:

Level A: Warnings – red messages positioned at the top of the display.

Level B: Cautions – yellow messages positioned just below the Level A

messages.

Level C: Advisories – yellow messages – indented one space to the right

just below the level B messages.

NOTE. This sequence applies when all three levels are displayed. In the
case of a single message, it appears at the top of the display.

The most recent (newest) message generated is always positioned at the top of
its category, level A, B or C, as appropriate.

Cancel/Recall

Warning messages cannot be cancelled, but caution and advisory messages

can be removed from the display and recalled by using the EICAS
CANCL/RECALL switches.

- 12 -
Messages Cancel Feature

In the example shown, pushing the CANCEL switch removes only the caution
and advisory messages from the display, whilst the red message remains.

Fig. 11 ALERT MESSAGES

Messages – Recall Feature

Cancelled messages are recalled by pressing the RECALL switch. When

pressed, the message RECALL momentarily appears on the bottom message
line, as shown.

The previously cancelled caution and advisory messages then reappear on the
display as follows: The level B cautions are positioned below any level A
messages, and are followed by any level C advisories just below the cautions,
but indented one space to the right.

Paging - Message Overflow Feature

The alert message display feature incorporates a multiple paging capability. Up

to eleven messages can be displayed at one time. If a display requirement for
more than eleven messages exists, only ten are actually displayed. The bottom
message will be replaced by a “PAGE 1” notation. The additional messages will
then be displayed on subsequent pages which can be accessed by utilising a
paging feature.

- 13 -
 Fig. 12 CANCEL/RECALL

Message Paging Feature

Alert messages (caution and advisories) are cycle using the CANCEL and
RECALL switches. Pressing the CANCEL switch removes all level B and level C
messages presently displayed and causes the overflow level B and C messages
to be displayed. Also, the page number is incremented. The level A messages
are unaffected.

Pressing the CANCEL switch after the last page of messages is shown removes
the caution and advisory messages, as well as the page number.

NOTE: The warning messages are unaffected.

Fig. 13 PAGING

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Display Unit Failure and Parameter Exceedance

The examples shown are for a failure of the lower DU combined with a
parameter exceedance. In these examples the advisory message, “EICAS
DISPLAY” appears.

On the left, the right engine’s oil pressure value has dropped into the yellow
band which results in a yellow display readout. A further decrease beyond the
redline limit would cause the readout to become red in colour.

Fig. 14 DU FAILURE & A PARAMETER EXCEEDANCE

The low oil pressure exceedance would also cause all oil parameters to appear
automatically on the upper display in a digital readout, in a compact-partial
format. The oil parameters are displayed for both engines to assist in problem
evaluations.

On the right, the right engine’s N2 exceedance also caused the upper DU to
switch to compact-partial format to permit the N2 exceedance value to be
displayed in red. Again, both left and right N2 engine parameters are
displayed.

EICAS TEST

Test Preparation – Self-Test

In addition to automatic monitoring, an EICAS system self-test routine can be

performed. The test can only be accomplished when the aircraft is on the
ground and the parking brake set.

- 15 -
Functional Test – Self-Test

Self-Test Initiation

The EICAS self-test mode is initiated by pressing the TEST switch on the
EICAS maintenance panel (figure 15). A self-test routine involves an end-to-
end test of system health. When the TEST button is pressed, internally
produced signals drive the input receivers of each computer.

Each EICAS computer responds independently to the test. All of the automatic
monitoring, described above, continues. However, the cross-talk input-data
comparison is halted. Any disagreement, previously detected using cross talk
during monitoring, is retained.

Self-Test Interface Checks

The system conducts a single self-test cycle and provides display and
interfaces signals.

Identical test formats appears on both EICAS display units with the message,
“TEST IN PROGRESS”, while the self-test is in progress.

Fig. 15 TEST OPERATION

- 16 -
NOTE. If the L, R EICAS test format is automatically initiated due to a program
pin error, the message, PROG PIN ERROR, is displayed above the message,
TEST IN PROGRESS.

The master CAUTION light and the beeper tone are actuated. The MCL ON
(master caution light) and the Level B aural command output signals are
generated.

The master WARNING lights, the CONFIG (configuration) light, and the
are activated. The “take-off thrust” output signal is generated.

The standby engine indicator is turned ON if the AUTO position is selected.

The “SEI ENABLE” output discrete activates the SEI.

Self-Test Completion

When the self-test is completed, the message, TEST OK, or TEST FAIL, along
with a message identifying the faulty LRU, replaces the TEST IN PROGRESS
message.

Fig. 16 SELF TEST COMPLETION

- 17 -
NOTE. If the L or R EICAS test format was automatically initiated due to a
program-pin error, the message “PROG PIN ERROR” remains displayed above
the TEST OK or TEST FAIL message. Computer power recycling is required to
restore the system to normal operation after a program pin correction.
Pressing the TEST switch again, or releasing the parking brake, causes both
computers to exit the test mode (figure 17).

The display then reverts to the normal primary and secondary engine displays
on the upper and lower DUs.

Fig. 17 TEST MODE CANCELLATION

STANDBY ENGINE INDICATOR (SEI)

The SEI provides primary engine information to the flight crew in the event of
an EICAS failure which would result in a loss of the normal primary engine
parameter displays. When operating, the SEI presents digital LCD displays of
the primary engine parameters. These displays include N1 rotor speed,
Exhaust Gas Temperature (EGT), and N2 rotor speed. The values shown on
the right and left of the SEI displays are safe-limit decals.

Power Supplies and Internal Circuits

Two independent power supplies are provided, each with a separate power
source. The SEI retains full functional capability with either power supply
failed. The SEI also contains four input signal conditioning circuits, two cold
junction compensation circuits, a microprocessor, two memories and BITE
circuits.

- 18 -
Display Control Switch

This switch has two positions, “ON and AUTO”. In the ON position, the unit is
completely functional with the LCD displays permanently on. In the AUTO
position, the unit is not functional except for the EICAS validity detection
circuits. When both EICAS validity discretes are detected as invalid, (open)
indicating a double EICAS DU failure, double EICAS computer failure or an
EICAS Test, the SEI comes on and displays the primary engine parameters.

Fig. 18 STANDBY ENGINE INDICATOR

Self Test Switch

This is a three position rotary switch which is spring loaded to the centre
position. Utilising a small screwdriver, it can be rotated to the right or left
during a self-test.

In the right position, power is removed from the number one power supply.
The number two-power supply provides the power for the unit to perform the
self-test.

In the left position, power is removed from the number two-power supply, and
the number one power supply provides the self-test power. The self-test can be
performed with the display control switch in AUTO or ON position.

ELECTRONIC CENTRALISED AIRCRAFT MONITOR (ECAM)

ECAM is fitted to Airbus aircraft and is designed to provide operational

assistance for both normal and abnormal operations. The display enables the
crew to determine aircraft system status and alert them of abnormal
configurations.

- 19 -
The system calls the attention to the seriousness of a situation, helps the
crews in their diagnosis and advises on their corrective actions.

Components include:

* 2 ECAM display units installed on the centre instrument panel

(Engine/Warning and System/Status).

* 1 ECAM control panel located on the centre pedestal.

* Control/brightness potentiometers for the ECAM DU’s located on

the ECAM control panel.

* 1 set of transfer selector switches installed on the centre pedestal.

They provide EIS reconfiguration controls in case of DMC or ECAM
DU failure.

* 2 visual attention getters (MASTER WARN/red and MASTER

CAUT/amber) installed in front of each pilot.

* 2 speakers installed just in front of each side stick controller.

* 1 audio cancel switch.

* 2 speaker controls.

* 2 FWCs (Flight Warning Computers) located in avionics

compartment which acquire all data to process warning, status,
memo, and generate radio automatic call-out.

* 2 SDACs (System Data Analogue Converters) located in avionics

compartment which acquire all data for display of system
information through animated synoptic diagrams.

* 3 DMCs (Display Management Computers) located in avionics

compartment common to EFIS and ECAM. They acquire and
process signals from A/C sensors and computers in order to
generate proper code of graphic instructions corresponding to the
images to be displayed.

Operation

Two operations are considered: normal and abnormal configuration.

Normal Configuration

The ECAM system improves crew comfort by eliminating the need for frequent
scanning of various system panels.

- 20 -
 Fig. 19 SYSTEM INPUTS

Fig. 20 COMPONENT LOCATION – A320

Normal configuration is used for:

* Monitoring temporarily used systems or functions (memo

message) and some key items of normal check-list in take-off and
approach phases displayed on the upper display unit. Example:
SEAT BELTS - IGNITION

- 21 -
 * Routine System Monitoring

The system synoptic diagrams displayed on the lower ECAM

display unit are adapted to the present flight phase or correspond
to the crew normal selection.

* Advisory Mode.

Monitoring of some system parameters. The relevant system page

is automatically displayed on the lower display unit when their
value drifts out of normal range but well before reaching the
warning level. This function is monitored by the DMCs.

* Decision height aural warning.

* Automatic call out of radio height.

The upper ECAM CRT displays permanently the main engine parameters:

* The thrust control parameter percent LP rotor speed % N1

- N1 actual (green needle).
- N1 transient (blue arc) during auto-thrust phase.
- N1 corresponding to lever position (white bullet).
- N1 max for the thrust rating obtained if lever is in max take-off
position (amber index).

* The other main engine parameters are: Exhaust Gas Temperature

(EGT), percent HP rotor speed %N2 and fuel flow for each engine.

In addition, information about total fuel remaining, slat and flap positions and
memos and warnings are provided.

The lower ECAM CRT displays the aircraft status with all operationally
relevant items such as fuel used per engine, engine oil temperatures and
pressures, nacelle temperatures, air conditioning and general aircraft
information.

This ECAM CRT serves also as system display showing system synoptic
diagrams (automatically or on request) if the engine page is selected: engine oil
pressures, temperatures and quantities, nacelle temperatures and LP-rotor
and HP-rotor vibration levels are shown in comparison.

Reconfiguration of either display is possible on either ECAM CRT.

- 22 -
 Fig. 21 ECAM UPPER DISPLAY

Fig. 22 ECAM LOWER DISPLAY

With reference to figure 23. The ECAM controls on the panel are:

(1) & (2) OFF/BRT Knobs

Control on/off and brightness for each ECAM DU.
Automatic adjustment of the display intensity with changing light
conditions is combines with manual brightness control.

- 23 -
 NOTE. When the UPPER DISPLAY knob is turned OFF the
engine/warning image is displayed on the lower display.

(3) System Pages pb sw

When depressed the lower ECAM DU displays the corresponding
system page. Illuminates after manual selection or when an
advisory is detected. By pressing a second time the illuminated
system page pb the aircraft system page corresponding to the
present flight phase comes in view.

(4) RCL pb sw
When depressed the warning/caution messages which have been
suppressed by the CLR pb or by the flight phase related automatic
inhibition are recalled. If there is no warning/caution present the
indication <NORMAL> is displayed during 5 sec.

(5) STS pb sw
When depressed the STATUS page is displayed on the lower ECAM
DU. If there is no status message present the indication
<NORMAL> is displayed during 5 sec. The STATUS page may be
cleared by the CLEAR pb.

Fig. 23 ECAM CONTROL PANEL

(6) CLR pb sw
Illuminates as long as a warning/caution message or a status
message present on the ECAM DU. As long as the CLR pb is
illuminated, pressing it will change the ECAM displays.

(7) ALL pb sw
When depressed all the system pages are displayed successively at
1 sec time interval. In case of ECAM control panel failure the ALL
pb sw allows to have a successive presentation off all system
pages and to stop on the desired one.

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(8) EMER CANC pb sw
When depressed:
Any present aural warning (including GPWS) is cancelled as long
as the failure condition is present.
Any present caution (CRT message + master caution = single
chime) is cancelled for the rest of the flight.
The STATUS page is automatically called and the following
message is presented:

<CANCELLED CAUTION>
<TITLE OF THE FAILURE WHICH IS INHIBITED>

The inhibition is automatically suppressed when the flight phase 1

is initiated. It may be manually restored by depressing the
RECALL pb for more than 3 sec.

(9) TO CONFIG pb sw
When depressed a TO power application is simulated. This test
will trigger a warning if the aircraft is not in TO configuration, ie:
- Slats or flaps not in TO configuration.
- Pitch trim not in TO configuration.
- Speed brakes not retracted.
- Side stick not latched out.

If the configuration is correct the message <NORM FOR TO> is

displayed on the upper ECAM DU.

WARNING HIERARCHY

Level3 - <RED> Warnings

Situations needing immediate crew action, for example:

* Aircraft in dangerous configuration or limit of flight conditions (eg

stall, overspeed).
* System failure altering the flight safety (eg engine/APU fire, excess
cabin alt etc).

These warnings are associated with:

- Aural warning: repetitive chime or specific sound.

- Visual warning to include:
Master warning red light flashing until crew clearing action.
Warning message on CRT (some exceptions).

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Level 2 - <AMBER> Cautions

Abnormal situations needing immediate crew awareness but not immediate

action. This type of warning is mainly used to indicate system failures having
no direct consequences on the flight (eg NVA ADC, fuel, air bleed failure etc).
These alerts are associated with:

- Aural attention getter: single chime,

- Visual attention getter: Master caution: Steady amber light
Warning message on CRT.

Level 1 – Cautions

* Amber light or CRT messages (no master caution light).

* Configuration requiring crew monitoring.
* Failures leading to a loss of redundancy or system degradation (eg
DMC 3 fault when not selected).

Advisory Mode – Systems parameter monitoring.

Selection Mode for System Pages Presentation:

Manual. From the ECAM control panel pb the crew may at any time
select any system page except the cruise page. Automatically cancelled
in case of failure or advisory.

Automatic - related to a failure. As soon as a warning is detected the

relevant system page is automatically shown associated with the first
warning message. As the text of the warning message changes following
corrective actions, the system page changes accordingly.

Fig. 24 ADVISORY PAGE MODE

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 Automatic - Advisory Mode. When a parameter drifts out of normal
range the relevant system page is automatically displayed. The
indication and the “ADV” message (white) pulse as long as there is an
exceedance. The advisory mode is inhibited in some flight phases.

Automatic - Flight Phase Mode. Provided no other mode is engaged, the

light phase related system page is displayed.

STATUS DISPLAY

The operational summary of the aircraft status after a failure is displayed on

the lower ECAM display unit. It includes:

a) Postponable procedures not displayed on first page (blue).

b) Limitations (speed, flight level…) (blue).
c) Information (green).
d) Cancelled cautions or warnings (amber).
e) Inoperative systems (amber).
f) Maintenance status (white).

Fig. 25 STATUS DISPLAY PAGE

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 Fig. 26 CHECK LIST FOR TAKE-OFF & LANDING

The <STATUS> page appears automatically once the crew has cleared all the
pages corresponding to the current failure.

It may be manually called by depressing the STS (status reminder) and is

displayed on the upper display.

Moreover the <STATUS> page appears automatically during descent when

slats are extended or when pushing the BARO knob (whichever occurs first).

Primary or Independent Failure

As soon as a failure is detected by FWC and provided there is no flight phase

inhibition active the upper ECAM displays the title of the failure and actions to
be taken. Action lines are automatically cleared when corresponding actions
have been taken.

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 Fig. 27 FAILURE INDICATIONS

Secondary Failure

Titles of the system pages corresponding to the secondary failures are

indicated on the lower right part of the upper ECAM display. These system
pages appear in sequence as the CLR pb is pressed.

Failure detected – example - hydraulic reservoir overheats.

Figures 32 and 33 show the pages after the crew depresses the CLR pb.

Fig. 28 FAILURE EXAMPLE

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Fig. 29 SYNOPTIC OF HYDRAULIC SYSTEM FAILURE

Fig. 30 UPPER PAGE SHOWING CREW

CORRECTION FOR FIG 26 FAULT

Fig. 31 LOWER PAGE SHOWING CREW

CORRECTION FOR FIG 27 FAULT

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 Fig. 32 UPPER ECAM DISPLAY

Fig. 33 LOWER ECAM DISPLAY

Figures 34 and 35 show the displays after the crew depresses the CLR pb a
second time.

Fig. 34 ECAM UPPER DISPLAY

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 Fig. 35 ECAM LOWER DISPLAY

Figures 36 and 37 show the displays after the crew depresses the CLR pb a
third time.

Fig. 36 UPPER ECAM DISPLAY

blank

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 Fig. 37 LOWER ECAM DISPLAY

DMC RECONFIGURATION

In normal operation DMC 1 supplies data to the upper ECAM DU. DMC 2
supplies data to lower ECAM DU and DMC 3 is in standby.

In case of DMC failure (indicated by a diagonal line on the corresponding DU)

it is possible to replace DMC1 or 2 by DMC 3 by means of the EIS DMC
selector.

Fig. 38 DISPLAY TRANSFERS

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 Fig. 39 SWITCHING PANEL

DU RECONFIGURATION

Upper ECAM DU Failure

The engine/warning page is automatically transferred on the lower ECAM DU

replacing the system status page.

The system/status page may be recovered either:

- On NDU by use of ECAM/ND XFR selector.

- Instead of engine/warning page by maintaining depressed the related
system page push-button on ECAM control panel.

Lower ECAM DU Failure

The system/status page may be called either:

- On NDU by means of the ECAM/ND XFR selector.

- Instead of the engine/warning page by maintaining depressed the
related system page push-button on ECAM control panel.

Both ECAM DU Failure

The engine-warning page may be called on NDU by means of the ECAM/ND

XFR selector.

A system page may be called instead of the engine/warning page by keeping

the related system page pushbutton (on ECAM CP) depressed.

””””””

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