AIRCRAFT INSTRUMENTS

AIRCRAFT INSTRUMENTS
1.REQUIREMENTS
•All instruments must be located in a position that enables them to be read
by the appropriate crewmember.
•Illuminated instruments should be readable at night without the need for
additional lighting. Any lighting should not be directed at the person
reading the instruments.
•Flight, navigation and engine instrumentation should be located so that
the
pilot can see them without having to move his line of sight far from the
normal ‘line of flight’ position.
•Flight instruments should be grouped symmetrically on panels about the
vertical plane of the pilot’s vision.
•Engine instrumentation should be grouped together and positioned so that
the instruments can be seen by either crewmember.
•In multi-engine aircraft, the instrumentation for each engine should be
identical and positioned so as relate to the actual engine position.
•The vibration characteristics of instrument panels should be such that the
instruments are easily readable at all flight phases.
 AIRCRAFT INSTRUMENTS
Instrument panels
 AIRCRAFT INSTRUMENTS
Aircraft instruments can, on initial observation, appear a bewildering mass of
dials or 'TV ' type screens.
The different types of instrumentation required fall into one of the following
types:

Pressure instruments
Gyroscopic instruments
Compasses
Mechanical indicators
Electronic instruments
 AIRCRAFT INSTRUMENTS
1.FLIGHT INSTRUMENTS
Airspeed indicator
Altimeter
Vertical speed indicator
Turn and bank or turn and slip indicator
Artificial horizon
Direction indicator

The first attempt at this was the ‘blind flying panel’ or ‘basic six’ layout
 AIRCRAFT INSTRUMENTS

1. FLIGHT INSTRUMENTS

‘Basic T’ arrangement
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENT SYSTEMS

• Electronic Attitude Director Indicators (EADIs), also sometimes

called the Primary Flight Displays (PFDs)
• Electronic Horizontal Situation Indicators (EHSIs), also sometimes
called the Navigation Displays (NDs)
• Engine Indication and Crew Alerting (EICAS) or Electronic
Centralised Aircraft Monitoring (ECAM).
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENT SYSTEMS

The Electronic Instrument System (EIS) also allows the flight crew to
configure the instrument layout by allowing manual transfer of the Primary
Flight Display (PFD) with the Navigation Display (ND) and the secondary
Electronic Centralized Aircraft Monitoring (ECAM) display with the ND. As
well as a manual transfer, the system will automatically transfer displays
when either the PFD or the primary ECAM display fails. The PFD is
automatically transferred onto the corresponding ND, with the ECAM
secondary display used for the primary ECAM display.
The system will also automatically transfer the primary ECAM information
onto the ND if a double failure of the ECAM display system occurs.
 AIRCRAFT INSTRUMENTS

ELECTRONIC INSTRUMENT SYSTEMS

 AIRCRAFT INSTRUMENTS

ELECTRONIC INSTRUMENT SYSTEMS

ELECTRONIC FLIGHT INSTRUMENT STSTEM

As in the case of conventional flight instrument systems, a
complete EFIS installation is made up of left (Captain)
and right (First Officer) systems. Each system
comprises:
1. Electronic Attitude Director Indicator (EADI).
2. Electronic Horizontal Situation Indicator (EHSI).
3. Display Control Panel.
4. Symbol Generator.
The EADI and EHSI can either be positioned side by side
or vertically top and bottom. Normally the EADI is
positioned on the top or on the onside position.
 AIRCRAFT INSTRUMENTS
ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI)
 AIRCRAFT INSTRUMENTS
ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI)

The EADI has two display formats:

• Full Time EADI Display (Data which is always present).
• Part Time EADI Display (Data which is only present when active).

FULL TIME EADI DISPLAY DATA PART TIME EADI DISPLAYS

Attitude Sphere Radio Altitude
Pitch Attitude Decision Height
Roll Attitude Flight Director
Aircraft Symbol Mode Annunciators
Flight Director Cue Marker Beacon
Fast/Slow Display Rising Runway
Inclinometer Rate-of-Turn
Attitude Source Glide Slope
Annunciation Expanded Localizer
Vertical Navigation Display
 AIRCRAFT INSTRUMENTS
ELECTRONIC HORIZONTAL SITUATION INDICATOR
 AIRCRAFT INSTRUMENTS
ELECTRONIC HORIZONTAL SITUATION INDICATOR

Honeywell

DTRK RANGE
FMS1 RINGS
NAVAID
317 320 30 NM

33
30

N
V

VOR 1
50

ADF 1

HDG 25
350 15 GSPD
130 KTS

WIND
VECTOR
 AIRCRAFT INSTRUMENTS
ELECTRONIC HORIZONTAL SITUATION INDICATOR

The EHSI has two display formats:

• Full Time EHSI Display (Data which is always present).
• Part Time EHSI Display (Data which is only present when active).

FULL TIME EHSI DISPLAY DATA PART TIME EHSI DISPLAYS

Aircraft Symbol Glide Slope Deviation
Heading Dial Bearing Pointer
Heading “Bug” & Heading Readout Source Annunciators
Course Deviation Indicator Elapsed Time
Select Course Pointer Annunciation
& Course Readout
Distance Display
Navigation Source Annunciators
Time-to-Go/Ground Speed
TO-FROM Annunciator
Heading Source Annunciation
 AIRCRAFT INSTRUMENTS
ELECTRONIC HORIZONTAL SITUATION INDICATOR

Honeywell Wind Vector Display

DTRK
Range Rings
317 320
FMS1
30 NM NAVAID Position
33 Weather Information
30

N
V

VOR 1
50

ADF 1

HDG
350 GSPD
130 KTS
25

WIND
VECTOR

BLACK = NO STORM

GREEN = MODERATE STORM

WEATHER
RADAR
YELLOW = LESS SEVERE STORM RETURN
RED = SERVERE STORM
 AIRCRAFT INSTRUMENTS
ELECTRONIC HORIZONTAL SITUATION INDICATOR

MAP MODE
The MAP mode will allow the display of more navigational information in the
partial compass mode. Information on the location of Waypoints, airports,
NAVAIDs and the planned route can be overlaid on the compass mode.

Honeywell

DTRK
FMS1 WAYPOINT
317 320 30 NM SYMBOL
&
IDENTIFIER
33
30
05
04
05 N
V

VOR 1
50 03

ADF 1

HDG
350 GSPD
130 KTS
25
 AIRCRAFT INSTRUMENTS
ELECTRONIC HORIZONTAL SITUATION INDICATOR

COMPOSITE DISPLAY
In the event of a display unit failure, the remaining good display can display a “Composite
Display”.
This display is selected via the Display Controller and is basically a display consisting
elements from an EADI and EHSI display.
TO/FROM
ANNUNCIATOR
Honeywell ATTITUDE
SPHERE

CRS FR 120 NM
HDG
ATT 2 ILS
20 20
F
10 10

HEADING
DISPLAY
HEADING
10 10
SELECT
DISPLAY 010 000
S
M .99 M
200 DH 33 00 03 HEADING
TAPE
DH 140 RA DISPLAY

COURSE
AZIMUTH
BAR
 AIRCRAFT INSTRUMENTS
ELECTRONIC HORIZONTAL SITUATION INDICATOR

DISPLAY SELECT BUTTONS

FULL GS SC
WX ET MAP REV
ARC TTG CP

CRS DIM DH BOT TOP HDG

TEST

RASTER DIM

DISPLAY CONTROLLER

SOURCE SELECT BUTTONS

NAV VLF FMS INS 1 INS 2 HDG ATT

ADF 2 VOR 2
VOR 1
ADF 1
ADF 2
AUTO
ADF 1
OFF
OFF
BRG BRG

SOURCE SELECT CONTROLLER

 AIRCRAFT INSTRUMENTS
Honeywell

ATT 2 GS
AOA 20 20
F
10 10
G
FULL GS SC
WX ET REV
ARC TTG
MAP
CP 10 10
S
DIM DH BOT TOP CMD 20 20
CRS HDG
M .99 I
TEST 200DH DH 140RA

RASTER DIM

AIR EFIS SG No 1
DATA
COMP NAV VLF FMS INS 1 INS 2 HDG ATT
Honeywell
ADF 2 VOR 2
VOR 1 CRS NAV 1
INERTIAL
ADF 1
ADF 2
AUTO
ADF 1 345 H 2.1NM
+0 N
33
OFF OFF 3
REF BRG BRG

0
W 3

6
SYSTEM

E 1
VOR 1

24

2
ADF 1 21 15
S
HDG GSPD
NAV AID 013 130 KTS

ILS/VOR
EFIS SG No 3
RAD ALT
Honeywell

ATT 2 GS
WEATHER AOA 20 20
F
RADAR 10 10
G

10 10
S
DME CMD
M .99
20 20
FULL
ARC
WX
GS
TTG
ET MAP
SC
CP
REV 200DH DH 140RA

CRS DIM DH BOT TOP

HDG
FMS TEST

RASTER DIM

AFCS EFIS SG No 2
Honeywell

NAV VLF FMS INS 1 ATT

CRS NAV 1
INS 2 HDG
GPWS VOR 2
345
+0
33
N 3
H 2.1NM
ADF 2
VOR 1

0
ADF 1

W 3
ADF 2

6
AUTO
ADF 1
OFF

E 1
OFF VOR 1
BRG BRG

24

2
ADF 1 21 15
S
HDG GSPD
013 130 KTS
 AIRCRAFT INSTRUMENTS
PRESSURE INSTRUMENTS
AIR DATA INSTRUMENTS
The basic Air Data Instruments display airspeed, altitude, Mach number and
vertical speed. All are calculated from air pressure received from a
Pitot/Static source.
Static air pressure, which is simply the outside air pressure at the instant of
measuring.
Pitot pressure is the dynamic pressure of the air due to the forward motion of
the aircraft and is measured using a tube, which faces the direction of
travel.
STATIC LINE
PITOT LINE

HEATER
CONNECTION

FORWARD

PITOT PROBE STATIC VENTS

 AIRCRAFT INSTRUMENTS

IAS = Pitot minus Static - (In knots).

Mach No = Pitot - Static divided by Static.
Baro Ht = Static - (In feet).
Vertical Speed = Change in Static pressure - (X 1000ft/min).
 AIRCRAFT INSTRUMENTS

PRESSURE HEADS
LOWER
UPPER
F/O

IAS PC MS 1 A/S 1 ADC 1

STATIC

PITOT

VS

DIFF FLT
ALT
PRESS REC

MS 2
ALT
STATIC

PITOT

VS

IAS
A/S 2 ADC 2

CAPT
UPPER
LOWER
PRESSURE HEADS
 AIRCRAFT INSTRUMENTS
LOCATION OF PROBES AND STATIC VENTS

ALTERNATE
PRESSURE
HEAD
CAPT
CAPT
STATIC
VENTS
PRESSURE F/O
HEAD
AUX 2
 AIRCRAFT INSTRUMENTS
The three primary instruments in the Air Data System are:
Altimeter (Baro Ht).
Indicated Air Speed (IAS) Indicator.
Vertical Speed Indicator.

0
9 FEET 1

HEIGHT = S 8
1 , 6 00
2 7 10
2

ALTIMETER
IAS = P-S 7
1 0 1 3 2 9.9 2
5
3

6 4
VSI = CHANGE IN S 5

400
350 60
1
300 8 4 0 80
MACH 9

250 120
IAS
IAS INDICATOR
240 KNOTS
140

220
180
200

PITOT/STATIC
PRESSURE HEAD

2
11000FT PER MIN 4

.5 VSI
UP
0DOWN
6 VSI
6 INDICATOR
VERTICAL
.5 SPEED

1 4
2
 AIRCRAFT INSTRUMENTS
ALTIMETER

ALTIMETER
POINTER
0 - 1,000 ft
0
ALTITUDE
9 1
MILLIBAR
SCALE SBY 1013 SETTING
0 - 1,000 ft 8 2
X 100 ft
ALTITUDE
7 3
3 5 0 00 SELECT
5
BUG
ALTITUDE 6 4
DIGITAL 5
READOUT MB
0 - 99,000 ft
ALTITUDE
SELECT
SET KNOB
MILLIBAR
KNOB
 AIRCRAFT INSTRUMENTS
ALTIMETER
The pressure sensing element consists of an aneroid capsule, which transmits
deflections in response to pressure changes. They are contained in a
sealed container that is evacuated to the static pressure. There is a
mechanical linkage to a pointer, which indicates the aircraft’s height above
sea level. There is a facility to set the correct pressure of the day in
millibars so that the instrument displays the correct height.

SEALED
CASE
SEALED
ANEROID
CAPSULE
POINTER

MECANICAL
LINKAGE

STATIC
VENT
 AIRCRAFT INSTRUMENTS

ALTIMETER
 AIRCRAFT INSTRUMENTS
“Q” CODE SETTINGS FOR ALTIMETERS
QNH: Setting the barometric pressure to make the altimeter read airport
elevation above-sea level on landing and take-off. When used for landing
and take-off, the setting is generally known as “Airport QNH”. Any value set
is only valid in the immediate vicinity of the airport concerned.
Since an altimeter with a QNH setting reads altitude above sea level, the
setting is also useful in determining terrain clearance when an aircraft is en-
route. Fir this purpose, the UK and surrounding seas are divided into
fourteen “Altimeter Setting Regions”, each transmitting an hourly “Regional
QNH” forecast.
QFE: Setting the barometric pressure prevailing at an airport to make the
altimeter read zero on landing at, or taking off from, that airport. The zero
reading is regardless of the airport’s elevation above sea level.
QNE: Also known as the “Standard Altimeter Setting (SAS)”. The barometric
pressure is set to 1013.25 mb and is used for flights above a prescribed
“Transmission Height” and has the advantage that with all aircraft using the
same airspace and flying on the same altimeter setting, the requisite
separation between aircraft can more readily be maintained. The transition
altitude within the UK airspace is usually 3000 - 6000'. Figure 11.5.8 shows
QNH, QFE and QNE definitions.
 AIRCRAFT INSTRUMENTS

QNE
FLIGHT LEVEL

QNH
HEIGHT ABOVE
SEA LEVEL

QFE
HEIGHT ABOVE
AIRFIELD

STANDARD SETTING
1013.25 MILLIBARS
SEA LEVEL
 AIRCRAFT INSTRUMENTS

COMBINED SPEED INDICATOR

MACH No
READOUT
LIMIT SPEED
POINTER
EXTERNAL INDEX
(Vmo)
MARKERS

400
350 60
AIRSPEED 1
POINTER 300 8 4 0 80
MACH 9 AIRSPEED
250 120
SCALE
(KNOTS)
IAS
COMMANDED 240 KNOTS
140 COMMAND
AIRSPEED
AIRSPEED
BUG 220 180 BUG SET
200
 AIRCRAFT INSTRUMENTS
COMBINED SPEED INDICATOR
The internal mechanism consists of two elements (pointer and fixed scale for
IAS and a digital readout for Mach No). There is also a second pointer on the
IAS scale, this is known as the “Velocity Maximum Operating (Vmo)”. It
indicates the aircraft’s maximum safe operating speed over its operating
altitude range.
To set the desired speed for operation, the flight crew uses the command bug.
This speed in turn is the datum speed for the Auto throttle or Fast/Slow speed
indicator. The external index bugs are used to set various reference speeds
(take-off, flap retract speeds etc.).

PITOT

STATIC
AIRCRAFT INSTRUMENTS
 AIRCRAFT INSTRUMENTS

VERTICAL SPEED INDICATOR (VSI)

RATE OF
RATE OF CLIMB SCALE
CLIMB/DIVE 1,000 ft per sec
POINTER
1 2
1000FT PER MIN 4
.5 VSI
UP 6 MAX INDICATED
0DOWN 6,000 ft per sec
6
VERTICAL
.5 SPEED

1 4 RATE OF
2 DIVE SCALE
1,000 ft per sec
 AIRCRAFT INSTRUMENTS
VERTICAL SPEED INDICATOR (VSI)
Since the rate at which the static pressure changes is involved in determining
vertical speed, a time factor has to be incorporated as a pressure function.
This is accomplished by using a special air-metering unit in the sensing
system. Its purpose is to create a lag in static pressure across the system
and so establish the required pressure difference.

METERING
UNIT

STATIC
VENT CLIMB

POINTER
0 AND
SCALE

DIVE

MECHANICAL
CAPSULE LINKAGE
 AIRCRAFT INSTRUMENTS

GYROSCOPIC INSTRUMENTS

Z
FRAME

Y
X

ROTOR

OUTER
RING

Y
INNER
RING

Z
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

GYROSCOPIC PROPERTIES
As mechanical device a gyroscope may be defined as a system containing a heavy
metal wheel (rotor), universally mounted so that it has three degrees of freedom:

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

Tilting Freedom: About a horizontal axis at right angles to the spin axis (axis of tilt
YY).

Veering Freedom:About a vertical axis perpendicular to both the other two axes (axis
of veer ZZ).

The system will not exhibit gyroscopic properties unless the rotor is spinning. When
the rotor is spinning at high speed the device becomes a true gyroscope possessing
two important fundamental properties:
Gyroscopic Inertia (Rigidity).
Precession.
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

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

PRECESSION
The angular change in direction of the plane of rotation under the influence of an
applied force. The change in direction takes place, not in line with the force,
but always at a point 90º away in the direction of rotation. The rate of
precession also depends on:
• The strength and direction of the applied force.
• The angular velocity of the rotor.
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

DIRECTION PRECESSION RATE

OF = APPLIED FORCE
ROTATION 90º IN THE
DIRECTION OF SPIN

SPIN AXIS

90º

APPLIED DIRECTION
FORCE OF
PRECESSION
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

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

GYRO HORIZON UNIT

The Gyro Horizon Unit gives a representation of the aircraft’s pitch and roll
attitudes relative to its vertical axis. For this it uses a displacement gyroscope
whose spin axis is vertical.

ROLL PITCH
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

GYRO HORIZON UNIT

Indications of attitude are presented by the relative positions of two elements,
one symbolizing the aircraft itself, the other in the form of a bar stabilized by the
gyroscope and symbolizing the natural horizon.

AIRCRAFT
SYMBOL

SPERRY HORIZON

6
6

BAR

3 3

ROLL
SCALE
ROLL
POINTER\
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

Construction of the Gyro Horizon unit

The gimbal system is so arranged so that the inner ring forms the rotor casing
and is pivoted parallel to an aircraft’s lateral axis (YY1); the outer ring is pivoted
at the front and rear ends of the instrument case, parallel to the longitudual axis
(ZZ1). The element symbolizing the aircraft may either be rigidily fixed to the
case, or it may be externally adjustable for setting a particular pitch trim
reference
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

Construction of the Gyro Horizon unit

OUTER
RING ROTOR
Y Z1

SYMBOLIC BALANCE
AIRCRAFT WEIGHT

PIVOT
Z POINT

Y1
X1 HORIZON
ROLL BAR
POINTER
& SCALE
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

Construction of the Gyro Horizon unit

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

Construction of the Gyro Horizon unit

Z
1

X
HORIZON BAR 1
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

Construction of the Gyro X

Horizon unit
Changes in the lateral
attitude of an aircraft, i.e.
rolling, displaces the
instrument case about the Y Y
1
axis (ZZ1), and the whole
stabilized gimbal system.
Hence, lateral attitude
changes are indicated by
movement of the symbolic BANK TO
aircraft element relative to PORT
the horizon bar, and also by
relative movement between DATUM
the roll angle scale and X
1
pointer. Figure 11.5.1.23
shows roll attitude
operation.
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS
ATTITUDE DIRECTOR INDICATOR

FD GSL
2
F
1

S 2
RW
A TT Y

TEST
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS
STANDBY HORIZON UNIT
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

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

TURN & SLIP INDICATOR

This indicator contains two independent mechanisms:
A gyroscopically controlled pointer mechanism for the detection and indication of
the rate at which an aircraft turns.
A mechanism for the detection and indication of slip/slide.
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

TURN & SLIP INDICATOR

It differs in two respects from the displacement gyro as it only has one gimbal ring
and a calibrated spring restraining in the longitudinal axis YY1.
When the indicator is in its normal operating position the rotor spin axis, due to
the spring restraint, will always be horizontal and the turn pointer at the zero
datum.
With the rotor spinning, its rigidity will further ensure that the zero position is
maintained.
When the aircraft turns to the left about the vertical input axis the rigidity of the
rotor will resist the turning movement, which it detects as an equivalent force
being applied to its rim at point F. The gimbal ring and rotor will therefore be
tilted about the longitudinal axis as a result of precession at point P.
As the gimbal ring tilts, it stretches the calibrated spring until the force it exerts
prevents further deflection of the gimbal ring. Since precession of a rate gyro
is equal to its angular momentum and the rate of turn, then the spring force is
a measure of the rate of turn.
Actual movement of the gimbal ring from its zero position can, therefore, be taken
as the required measure of turn rate
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

TURN & SLIP INDICATOR

 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS
BANK INDICATION
In addition to the primary indication of turn rate, it is also necessary to have an indication
that an aircraft is correctly banked for the particular turn. A secondary indicating
mechanism is therefore provided, which, depends for its operation on the effect of
gravitational and centrifugal forces. A method commonly used for bank indication is one
utilizing a ball in a curved liquid-filled glass tube as shown in Figure 11.5.1.26.
In the normal level flight the ball is held at the center of the tube by the force of gravity. Let
us assume the aircraft turns left at a certain airspeed and bank angle. The indicator
case and the tube move with the aircraft and centrifugal force (CF) in addition to that of
gravity acts upon the ball and tends to displace it outwards from the center of the tube.
However, when the turn is executed at the correct bank angle and matched with
airspeed, then there is a balanced condition between the two forces and so the resultant
force (R) hold the ball in the center of the tube.
If the airspeed were to be increased during the turn, then the bank angle and centrifugal
force would also be increased. As long as the bank angle is correct for the appropriate
conditions, the new resultant force will still hold the ball central.
If the bank angle for a particular rate of turn is not correct (under-banked/over-banked), then
the aircraft will tend to either skid or slip. In the skid condition the centrifugal force will
be the greatest, whereas in the slip condition the force of gravity is greatest.
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

BANK INDICATION
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS
TURN COORDINATOR
The final instrument in this group is the turn co-ordinator. Basically, its
mechanism is changed slightly from the turn and slip indicator, so that it
senses rotation about the longitudinal axis, (bank) as well as the vertical axis,
(turn). This gives a more accurate indication to the pilot, of the turning of the
aircraft.
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS
HORIZONTAL SITUATION INDICATOR
This indicator derives its name from the fact that its display presents a pictorial
plan of the aircraft’s situation in the horizontal plane in the form of its heading,
VOR/LOC deviation and other data relating to navigation.
The aircraft symbol is fixed at the center of the instrument and displays the
heading of the aircraft in relation to a rotating compass card and the
VOR/LOC deviation bar (lateral bar). The selector knobs at the bottom
corners of the instrument permit the setting of desired magnetic heading and
VOR course.
 AIRCRAFT INSTRUMENTS
GYROSCOPIC INSTRUMENTS

HORIZONTAL SITUATION INDICATOR

 AIRCRAFT INSTRUMENTS
COMPASS SYSTEMS
DIRECT READING COMPASS
Direct-reading compasses have the following common principal features:
Magnet system housed in a bowl.
Liquid damping and liquid expansion compensation.

MOUNTING
HORIZONTAL PLATE
(“B” & “C”)
CORRECTORS
FILLER
PLUG

BELLOWS

BOWL

STEM & BRACKET

ASSEMBLY MAGNET
SYSTEM
 AIRCRAFT INSTRUMENTS
COMPASS SYSTEMS
DIRECT READING COMPASS

B C

CO-EFFICIENT “B” CO-EFFICIENT “C”

ADJUSTMENT ADJUSTMENT

21 S 15 12

CO-EFFICIENT “A” LUBBER

ADJUSTMENT LINE

ELECTRICAL
CONNECTION
FOR LIGHTING
 AIRCRAFT INSTRUMENTS
COMPASS SYSTEMS

REMOTE READING COMPASS

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

REMOTE READING COMPASS

DETECTOR UNIT (FLUX VALVE)

The detector unit detects the effect of the earth’s magnetic field as an
electromagnetically induced voltage and controls the heading indicator by
means of a variable secondary output voltage signal. The construction of the
element takes the form of a three-spoked wheel, slit through the rim between
the spokes so that they, and their section of rim, act as three individual flux
collectors. Figure 11.5.36 shows the construction of a flux valve.
 AIRCRAFT INSTRUMENTS
COMPASS SYSTEMS
REMOTE READING COMPASS

LAMINATED
COLLECTOR A
HORNS A
AC POWER

EXCITER B
COIL

C B
SECONDARY
C
PICK-OFF
COILS
 AIRCRAFT INSTRUMENTS
COMPASS SYSTEMS
REMOTE READING COMPASS
 AIRCRAFT INSTRUMENTS
COMPASS SYSTEMS
REMOTE READING COMPASS
 AIRCRAFT INSTRUMENTS
COMPASS SYSTEMS
REMOTE READING COMPASS

PATH OF
EARTH’S
FIELD

A
A
B

B
C

C
B

B
C

A
A
 AIRCRAFT INSTRUMENTS
COMPASS SYSTEMS
REMOTE READING COMPASS

115v 400 Hz

B C

+ _+ _

N 3
33
W 30

6
E

A A
24

12

D D
F 21 15 F
S

VOR VOR

SLAVED

DG SYNC
VOR/ADF
 AIRCRAFT INSTRUMENTS
ANGLE OF ATTACK (AOA)

A330

ANGLE
OF
ATTACK VANE ARM
AIRCRAFT ANGLE OF ATTACK
LONGITUDINAL TRANSDUCER
AXIS


FLIGHT PATH

AIRFLOW
 AIRCRAFT INSTRUMENTS
STALL WARNING INDICATION

28V DC
SUPPLY

ANGLE
OF
ATTACK

>17.5º

M
STICK
SHAKER
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)
With the introduction of the "Glass Cockpits", most traditional gauges,
instruments and warning lights have been replaced by fully electronic display
systems. There are different types of display systems available, the two main
ones being:
Engine Instrument and Crew Alerting System (EICAS).
Electronic Centralized Aircraft Monitoring (ECAM).

CAUTION

RESET CANCEL

UPPER
DISPLAY
8
SBY
0
1
1013 2
(PRIMARY)
X 100 ft
3

7 3 5 0 00
5

6 4

LOWER
DISPLAY
(SECONDARY)
- -
DISPLAY COMPUTER BRT THRUST REF SET
BOTH
ENGINE STATUSEVENT MAX IND
RECORD L AUTO R L R RESET
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)
– Primary EICAS Display

CAUTION
TAT 15°c

0.0 0.0
CANCEL RECALL 10 10
2 2
6 6

N1

0 0

EGT

VVVVVVV
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)
– Secondary EICAS Display

88.00 88
50 50

OIL PRESS N2

120 120 86 86

OIL TEMP
N3

18 18 4.4 4.4
OIL QTY
N1 FAN
FF
3.1 1.9
VIB
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)
– DISPLAY MODES
EICAS is designed to categorize displays and alerts according to the function
and usage.
OPERATIONAL MODE
This mode displays the engine operating information and any alerts required to be actioned
by the crew in flight. Normally only the upper display unit presents information: the
lower one remains blank and can be selected to display secondary information as and
when required.
STATUS MODE
When selected this mode displays data to determine the dispatch readiness of an aircraft,
and is closely associated with details contained in the aircraft’s Minimum Equipment
List. The display shows the positions of the flight control surfaces in the form of
pointers registered against vertical scales, selected sub-system parameters, and
equipment status messages on the lower display unit. Selection is normally done on
the ground, either as part of the pre-flight checks of dispatch items, or prior to
shutdown of electrical power to aid the flight crew in making entries in the aircraft’s
Technical log. Figure 11.5.1.68 shows an example of a status page.
MAINTENANCE MODE
This mode provides maintenance engineers with information in five different display
formats to aid them in fault finding and verification testing of major sub-systems.
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)

L C R 0.0 FF 0.0
HYD QTY 0.99 1.00 0.98

HYD PRESS 2975 3010 3000

APU EGT 440 RPM 103 OIL 0.75

OXY PRESS 1750

EICAS Status Page

RUD

AIL ELEV AIL

 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)

EICAS Control Panel

DISPLAY COMPUTER BRT

BRT

ENGINE STATUS EVENT BAL MAX IND

RECORD L AUTO R RESET
L BOTH R
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)
ALERT MESSAGES
The system will continually monitor a large number of inputs (400+) from engine
and airframe systems. If a malfunction is detected then the appropriate alert
message is annunciated on the upper display. Up to 11 messages can be
displayed and are at the following levels:

LEVEL A - Warning: Requiring immediate corrective action and are

displayed in “RED”. Master warning lights are also activated and aural warnings
from the Central Warning System are given.

LEVEL B - Caution: Requiring immediate crew awareness and possible

action. They are displayed in “AMBER”. An aural tone is also repeated twice.

LEVEL C - Advisory: Requiring crew awareness, displayed in “AMBER”.

There are no caution lights or aural tones associated with this level.
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)

LEVEL A
TAT 15°c
WARNING
APU FIRE
R ENGINE FIRE 70.0 110.0
CABIN ALTITUDE 10 10
2 2
LEVEL B C SYS HYD PRESS 6 6
R ENG OVHT
CAUTION AUTOPILOT N1
C HYD QTY
R YAW DAMPER 999
775
LEVEL C L UTIL BUS OFF
ADVISORY
EGT

VVVVVVV
 AIRCRAFT INSTRUMENTS
ELECTRONIC INSTRUMENTS (ENGINE & AIRFRAME SYSTEMS)
Maintenance Control Panel
PERFORMANCE AND
AUXILLIARY POWER SELECTS DATA FROM
UNIT FORMATS AUTO OR MANUAL EVENT
IN MEMORY
ENVIRONMENTAL CONTROL ELECTRICAL AND HYDRAULIC
SYSTEM AND MAINTENANCE SYSTEM FORMAT
MESSAGE FORMATS

EICAS MAINT EVENT

READ
DISPLAY SELECT AUTO MAN

ECS ELEC PERF

MSG HYD APU

REC ERASE

CONF ENG
MCDP EXCD
TEST

ERASES STORED DATA

CONFIGURATION AND BITE TEST SWITCH CURRENTLY DISPLAYED
MAINTENANCE ENGINE RECORDS REAL-TIME
FOR SELF-TEST ROUTINE
CONTROL/DISPLAY EXCEEDANCES DATA CURRENTLY DISPLAYED
PANEL (IN MANUAL EVENT)
 AIRCRAFT INSTRUMENTS
ELECTRONIC CENTRALIZED AIRCRAFT MONITORING (ECAM)
 AIRCRAFT INSTRUMENTS
ELECTRONIC CENTRALIZED AIRCRAFT MONITORING (ECAM)

ECAM DISPLAY MODES

FLIGHT PHASE RELATED MODE

ENGINE VIB (N1)

5 10 5 10 0.8 0.9
F.USED
8 7. 0 6 5. 0 KG
N1 1530 1530
% FOB : 14000KG VIB (N2)
OIL 1.2 1.3
10 10 QTY
5 5 FLAP
S F 11.5 11.5
6 50 4 80
EG T
ºC AIR
LDG ELEV AUTO 500FT
N2 FULL
80 % 80.2
CAB V/S FT/MIN
CKPT 20 FWD 22 AFT 23
FF
1500 KG/H
1500 24 22 24 250
CAB ALT FT
4150
NO SMOKING: ON
SE AT BE LTS: ON LDG INHIBIT
SP LRS: FULL APU BLEED
TAT +19 ºC G.W. 60300 KG
FLAPS : FULL
SAT +17 ºC 23 H 56 C.G. 28.1 %

ECAM UPPER DISPLAY ECAM LOWER DISPLAY - CRUISE

 AIRCRAFT INSTRUMENTS
ELECTRONIC CENTRALIZED AIRCRAFT MONITORING (ECAM)

ECAM DISPLAY MODES

Advisory MODE

5 10 5 10

87.0 65.0
N1
% FOB : 14000KG

5 10 5 10
S FLAP F
650 480
EGT
ºC
ADVISORY
N2 FULL
MESSAGES 80 80.2
%
FF
1500 KG/H
1500

HYD B RSVR OVHT FLT CTL

B SYS LO PR SPOILERS SLOW
1 FUEL TANK PUMP LH
FAILURE
MESSAGES
 AIRCRAFT INSTRUMENTS
ELECTRONIC CENTRALIZED AIRCRAFT MONITORING (ECAM)

ECAM DISPLAY MODES

ECAM System Displays

COND TEMP ºC CAB PRESS LDG ELEV MAN 500FT

AP CAB ALT
PSI V/S FT/MIN
FT
ALTN MODE UP
FAN FAN 2
8 10
0 1150
CKPT 20 FWD 22 AFT 23 0 4.1 2 0 4150
DN
24 22 24
MAN
SYST 1 SYST 2 SAFETY
C H C H C H
VENT
HOT INLET EXTRACT
AIR

PACK 1 PACK 2

TAT +19 ºC G.W. 60300 KG TAT +19 ºC G.W. 60300 KG

SAT +17 ºC 23 H 56 C.G. 28.1 % SAT +17 ºC 23 H 56 C.G. 28.1 %

AIR CONDITIONING SYSTEM PAGE PRESSURISATION SYSTEM PAGE