Page 1: Title Page - EIS Introduction

Page 2: EFIS and ECAM

The Electronic Instrument System (EIS), displays flight instruments, and engine and
systems parameters on six display units. These displays include those associated with
Electronic Flight Instrument System (EFIS), and those associated with Electronic
Centralized Aircraft Monitoring system (ECAM).
The EFIS displays are the Primary Flight Display (PFD) and the Navigation Display
(ND) located in front of each pilot.
The ECAM displays are the upper Engine/Warning Display (E/WD) and lower System
Display (SD).

Page 3: Primary Flight Display

The PFD displays the items shown on this frame.
The PFD image normally displays on the Primary Flight Display Unit (PFDU).

Page 4: Navigation Display

The ND is used to display the Navigation information, and can be selected to the modes
shown on this frame.
The ND image normally displays on the Navigation Display Unit (NDU).

Page 5: Engine/Warning Display

The E/WD displays Engine parameters, Memo messages, Checklists, Flap position, and
Warnings & Caution on the upper ECAM DU.

Page 6: Systems Display

The SD provides various pages to display the aircraft systems on the lower ECAM DU.
Although there is a default SD for various phases of flight, other systems display pages
may be manually selected by SD pushbuttons on the ECAM Control Panel (ECP).

Page 7: PFD/ND Brightness Knobs

Controls to adjust the PFDU and NDU brightness (or to turn them off) are located
outboard of the PFDU.
These controls are normally just dimmed and not turned off while the DUs are not in use.

Page 8: PFD/ND Switching

Pressing the PFD/ND XFR pushbutton will swap the display of PFD and ND information
from one DU to another DU on the respective pilot’s instruments.
Normally the PFD is directly in front (outboard) of each pilot position.
Click the pushbutton to see the effect…

Page 9: PFDU Failure

If a PFDU fails, the PFD image has priority and automatically transfers to the NDU
position.
The same result will occur if the PFD brightness control is selected to OFF.
Page 10: NDU Failure
If a NDU fails, the PFD/ND XFR pushbutton may be used to transfer the ND image to
the PFDU position.

Page 11: DMC Input From FMGCs and ADIRUs

The Air Data and Inertial Reference Units (ADIRU) provide attitude, altitude, speed, and
position information, while navigation information is provided by the Flight Management
and Guidance Computers (FMGCs).
This information is delivered to three Display Management Computers (DMCs).

Page 12: SDACs and FWCs

The aircraft is equipped with sensors that monitor the aircraft systems and the position of
the systems control switches.
System sensors supply digital data to two System Data Acquisition Concentrators
(SDAC).
The SDACs acquire that data, process it, and send it to the DMCs for digital display and
Cautions.
Warning level digital data is also sent to the two Flight Warning Computers (FWC) for
processing through the DMCs.
The FWCs are also capable of directly acquiring warning level data from the sensors for
DMC display without digital data in the event both SDACs are inoperative.

Page 13: 2 Channel DMCs

Each DMC can simultaneously supply a PFD, an ND and both ECAM E/WD and the SD.

Page 14: DMC Signals

DMC 1 normally supplies the displays on the Captain's PFD, the Captain's ND and both
ECAM DU's.
DMC 2 normally supplies the displays on the First Officer's PFD and ND. DMC 3 serves
as a standby in case of failure of either DMC.

Page 15: EIS DMC Switch

The EIS DMC switch on the SWITCHING panel (just forward of the ECAM Control
Panel) is used to switch DMC signals in abnormal conditions.
In the NORM position, the DMCs provide signals as stated before.

Page 16: DMC 1 Failed

Here we show a failure of DMC 1. The display of INVALID DATA is provided on each
of the affected DUs.
In the CAPT 3 position, DMC 3 supplies the displays to the Captain’s PFD, ND, and both
ECAM DUs.

Page 17: DMC 2 Failed

Here we show a failure of DMC 2 and you can see the affected DUs are the F/O's PFD
and ND.
Selecting the EIS DMC switch to the F/O 3 position will supply these two DUs from
DMC 3.

Page 18: Single DU Failure

Now, what about a case of a single DU failure, or when the DU brightness is turned
OFF?
On this frame, we show a failure of the upper ECAM DU. It is blank with no alert
message displayed.
Notice that the E/WD automatically moved to the lower ECAM DU and the SD is not
shown because the E/WD always has priority.

Page 19: Upper ECAM DU Failed 1

After failure of the upper ECAM DU, the SD can be displayed by transferring the SD to
one of the ND positions by selection of the ECAM/ND XFR switch on the SWITCHING
Panel.
This selection will remove the associated ND from view.

Page 20: Upper ECAM DU Failed 2

After failure of the upper ECAM DU, if only a temporary display of the SD is desired,
the crew may push and hold the desired System Page pushbutton to provide the SD
instead of the E/WD on the lower ECAM DU.
This temporary display operates for a maximum of 3 minutes after which the E/WD
reappears.

Page 21: Lower ECAM DU Failed

On this frame, we now show a failure of the lower ECAM DU.
As before, the SD can be displayed on an ND by use of the ECAM/ND XFR switch or
can be temporarily displayed on the upper ECAM DU by pushing and holding the desired
System Page pushbutton for up to 3 minutes.

Page 22: ECAM DU's Failed

If both ECAM DU’s fail, the options to display ECAM data are similar.
The ECAM/ND XFR switch can be used to display the E/WD on an ND.
The desired System Page pushbutton can be pushed and held (for a maximum of three
minutes) to temporarily display the SD on an ND.
This completes the introduction to the Electronic Instrument System. Let’s answer those
questions…

Page 1: Title Page - Air Data Inertial Reference System

Page 2: ADIRS Introduction

The Air Data Inertial Reference System (ADIRS) provides Temperature, Airspeed,
Altitude, Attitude, Inertial, and Aircraft Position to the displays, Flight Management
System, flight controls, engine controls, and other systems.
Basically, the ADIRS replaces the Air Data Computer and IRS that are installed on
earlier aircraft types.
Page 3: ADIRS Components
The ADIRS is comprised of three Air Data and Inertial Reference Units (ADIRU's), a
Control Display Unit, and many inputs and outputs.

Page 4: ADR and IR

An ADIRU has two major features.
They are: processing Air Data information (ADR) and; processing Inertial Reference (IR)
information.
Each feature operates independent of the other, and a failure of one feature will not affect
the other.
Notice on this frame the outputs of each of these features.

Page 5: ADIRS Outputs

Specifically, the ADIRS supplies data to the items shown here.
FMGC, FADEC, ELAC, SEC, FAC, FWC, SFCC, ATC, GPWS, CFDIU, and CPC.

Page 6: Full or Fast Alignment

The Inertial Reference (IR) feature of the system must be initialized before flight, by
performing an alignment.
It is possible to perform a full alignment or a fast alignment.
Let's begin with a description of the system components.

Page 7: CDU
The ADIRS Control Panel is located on the left side of the Overhead Panel.
It provides control over all three ADIRU's and also provides the ability to display the data
from all three ADIRU's.

Page 8: Enter PPOS to CDU or MCDU

To complete the alignment of the Inertial Reference portion of the ADIRS, the present
position of the aircraft must be entered by the crew.
This can be done through either of the MCDU's.

Page 9: Operating Latitudes

Note: The Inertial feature of the ADIRS is able to process magnetic headings only
between 73 degrees North and 60 degrees South.
This is because the magnetic variation is stored in the ADIRS for only these areas.
Operation outside of these latitudes will cause the ADIRS to produce True Heading
instead of Magnetic Heading.

Page 10: Air Data and AOA Sensors

On this frame, we show the four types of sensors that provide air data and angle of attack
to the ADIRS.
All sensors are electrically heated to prevent ice buildup.

Page 11: Air Data Modules

The air data is converted from dynamic pitot and static barometric pressure information
to digital data by eight Air Data Modules (ADM's).

Page 12: Switching Panel

The last component we’ll identify is the switching panel that allows the pilot the ability to
switch to ADR3 or IRU3 for instrument displays in case of failure of ADIRU 1 or 2.
On the Pedestal SWITCHING panel, the ATT HDG and AIR DATA switches are usually
in the NORM position.

Page 13: ATT HDG and AIR DATA Switches

With the ATT HDG switch in NORM, ADIRU 1 supplies data to PFD 1, ND 1, DDRMI
and VOR/DME; and ADIRU 2 supplies data to PFD 2 and ND 2.
With the ATT HDG switch in the CAPT 3 or F/O 3 position, the selected pilot's attitude
and heading displays receive data from ADIRU 3. This is the Inertial Reference portion.

Page 14: AIR DATA Switch

With the AIR DATA switch in the CAPT 3 or F/O 3 position, the selected pilot's airspeed
and altitude data is provided from ADIRU 3.
This is the Air Data Reference portion.

Page 15: Probe Inputs

ADIRU 1 is supplied by the Captain's probes.
ADIRU 2 is supplied by the First Officer's probes.
ADIRU 3 is supplied by the Standby probes and the Captain's TAT.

Page 16: Pitot Probes

The ADMs convert dynamic air pressure from the 3 pitot probes to a digital format.
The Standby pitot probe also provides raw dynamic pressure to the Standby Airspeed
Indicator or Integrated Standby Instrument System (ISIS).

Page 17: Static Ports

The ADMs convert barometric air pressure from the 6 static ports to a digital format.
The Standby static ports also provide barometric pressure to the Standby Airspeed
Indicator and the Standby Altimeter; or the Integrated Standby Instrument System (ISIS).

Page 18: AOA and TAT

Each ADIRU receives data from the three respective angle of attack (AOA) vanes.
ADIRU’s 1 and 3 receive Total Air Temperature (TAT) data from the Captain's TAT
probe, while ADIRU 2 receives TAT data from the First Officer's TAT probe.

Page 19: ON BAT Light - Alignment

The ON BAT light should normally be extinguished when normal power is on the
aircraft.
The light comes on briefly during the beginning of the alignment process to indicate a
start up test.
Note: The ON BAT light does not illuminate during the initiation of a fast realignment.
Page 20: ON BAT Light - Battery Power
The ON BAT light also illuminates if one (or more) Inertial Reference Unit is on Battery
power.
If the aircraft is on the ground when the ON BAT light is illuminated, an external horn
sounds and the ADIRU and AVNCS light illuminates blue on the External Power panel.

Page 21: IR Mode Selector

There is one IR mode selector for each ADIRU. Each switch has 3 positions.
In the OFF position, the associated ADIRU is not powered.
The NAV position is the normal position for flight operations.
The ATT position is selected for abnormal conditions when the NAV mode has failed.

Page 22: All IR Switches to Nav

During preflight, the pilot will select all three IR switches to NAV.
When the IR switch is moved from OFF to NAV, the associated ADIRU starts to
initialize and align.
Crew input of aircraft present position is required for the alignment to complete.

Page 23: ATT Position

You will not normally select the ATT position.
The ATT mode provides reduced operation, and is only selected for abnormal
conditions.
Additionally, once the ATT mode is selected, the NAV mode cannot operate for the
associated ADIRU until an alignment is performed on the ground.

Page 24: ATT Mode

The ATT mode provides Attitude and Heading data and cannot determine aircraft
position.
If ATT is selected as the sole ADIRU operating mode, the crew must check heading with
the Standby Compass periodically and re-input the corrected heading through the MCDU
when necessary.

Page 25: ALIGN Light

When selected to NAV, alignment begins. The aircraft must remain stationary during
alignment. On the E/WD a green Memo message indicates the alignment is in progress
and shows how many minutes are remaining.

Page 26: FAULT Light

The amber FAULT light illuminates steady if the Inertial Reference feature of the
associated ADIRU has failed.
The FAULT light flashes if it is possible to recover the ATT and Heading information by
selecting the ATT mode.

Page 27: Begin the Alignment

OK. Let's demonstrate the alignment. Assume the aircraft is normally powered.
You will click the NAV label of each IR selector to move the switches from OFF to
NAV. Notice the memo message on the E/WD. The ON BAT light illuminated
momentarily and then extinguished.

Page 28: Enter the PPOS

For the alignment to complete, you must enter the aircraft present position.
This entry is performed on the MCDU.
With all three IR switches in NAV, the position input from the MCDU will be delivered
to all three ADIRUs at once.

Page 29: Don't Move During Alignment

The airplane must not move until alignment is complete.

Page 30: Complete Alignment

When the alignment is complete, the E/WD memo message blanks and the Attitude and
Heading displays appear on the PFD and ND.
The ADIRS is now operating to provide attitude, heading, and position information.
Data provided by the ADIRS to other aircraft systems includes airspeed, ground speed
and barometric altitude.

Page 31: ADR Switches

The Air Data Reference (ADR) switches are pb switches with alternate action. Normally
these 3 switches are on and their lights are out. Selecting an ADR switch to OFF will
disconnect the air data output from the associated ADIRS.
With the ADR operating, the illuminated amber FAULT light indicates that a fault is
detected in the air data reference portion of the associated ADIRS. An ECAM caution
activates when a FAULT light comes on.
This completes our description of the ADIRS. Now, let's answer some questions.

Page 1: Title Page - EFIS Control Panel

Page 2: EFIS Ctl Pnl Introduction

The EFIS Control Panels are located on each side of the glareshield.
Each panel has a PFD part and an ND part as shown here.
We’ll first describe the part of the panel that provides PFD controls.

Page 3: Barometric Reference Window

The Barometric Reference Window can display hectoPascals (hPa) and inches of
mercury (in Hg).

Page 4: Barometric Reference - Outer

The outer knob of the Barometric Reference Selector is used to select the unit of
operation.
The units that are selected do not display on the PFD.
Upon initialization of the FCU, the Barometric Reference Window displays 1013 or
29.92, depending on the unit selected.
Page 5: Barometric Reference - Inner
The inner knob of the Barometric Reference Selector can be rotated or pulled and pushed.
When the knob is pulled, the standard barometric setting is active and STD is displayed
on the PFD. When the knob is pulled, rotation of the knob has no effect.
You will normally pull this knob when climbing through the transition altitude.

Page 6: Push the Knob

When the knob is pushed, the last QNH value appears and the barometric setting is
controlled by the knob rotation.
Therefore, you will normally push the knob and set the correct barometric setting when
you descend through the transition level.

Page 7: FD Pushbutton
The FD pushbutton is used to remove or restore the Flight Director command bars on the
associated PFD. When the bars are removed, the green pushbutton light goes out, and
when the bars are in view, the pushbutton light is on. Note: When the TRK/FPA is
selected on the FCU, the FPV appears on the PFD.

Page 8: LS Pushbutton
Pushing the LS pushbutton causes the green pushbutton light to come on and displays the
localizer and glide slope scales on the associated PFD.
If there is a valid ILS signal, the deviation symbols will also appear.

Page 9: Mode Select Switch

The ND part of the EFIS Control Panel has many controls.
The Mode Select Switch is used to select the desired ND mode on the associated ND.
This switch has 5 positions, 3 of which (ILS, VOR, and NAV) cause a compass rose
display.

Page 10: ARC and PLAN

The ARC position is often used and it provides an expanded view of a portion of the
compass ahead of the aircraft.
The PLAN position provides a view of the route in a North up orientation.
The ND displays are described in more detail in the ND training module.

Page 11: Range Select Switch

The Range Select Switch allows selection of display ranges from 10 nm to 320 nm.
If the mode or range data fails, the default ND display is the ROSE NAV mode and 80
nm.

Page 12: ADF - VOR Selectors

#1 and #2 VOR ADF Selectors are installed.
These switches select ADF or VOR bearing pointers and DME distance for display on the
associated ND.
In addition, the corresponding NAVAIDs data will be displayed in all ND modes except
PLAN.

Page 13: Optional Data Display

There are a number of Optional Data Display pushbuttons that can display optional data
in PLAN, ARC or ROSE NAV modes.
Note: Only one pushbutton can be selected at a time. On this frame, you can select each
pushbutton to view a pop up description.
Then, let’s answer some questions…

Page 1: Title Page - Primary Flight Display - Part 1

Page 2: PFD Introduction

The Primary Flight Display (PFD) provides all primary flight information to the pilots.
These displays include Flight Management and Guidance System (FMGS) modes,
attitude, airspeed, vertical speed, barometric altitude, radio altitude, heading, track, and
flight director.

Page 3: Gray Scales

Normally, the speed tape, barometric altimeter, and compass display have a gray
background. The gray backgrounds display black if an instrument cooling problem
occurs.

Page 4: FMA Location

The Flight Mode Annunciations appear in 5 columns at the top of the PFD. Each column
is reserved for specific features of the FMGS operations, and there are 3 lines available in
each column. We will learn more of the FMA display modes in the Flight Guidance
modules.

Page 5: HDG TRK Mode Select

The attitude indicator displays as a moving background behind black, yellow outlined,
fixed airplane symbols representing each wing and the nose. The outline dims if the
TRK-FPA mode is selected unless TOGA or FLX modes are engaged.

Page 6: GROUND INDICATIONS

Before we continue with the attitude display, let’s describe some indications you will see
while on the ground. As soon as one engine is started, the Maximum Sidestick Deflection
symbols appear as white angles and the sum of both pilot's sidestick orders is displayed
as a white target cross.

Page 7: ATTITUDE
The pitch and bank scales are provided as shown. You can click the buttons on this frame
to view various pitch and roll displays.

Page 8: Bank Exceeds 45 Degrees

When the bank angle exceeds 45 degrees, all PFD symbols except for those shown here
will disappear. The displays return to normal when the bank angle decreases below 40
degrees.

Page 9: Bank Protection Symbols

Flight Control Protection Symbols display in green at 67 degree bank, to mark the bank
limits. If the bank control protection is lost, amber crosses replace the green symbols.

Page 10: Pitch Scale

The pitch scale is marked as shown. When the pitch angle exceeds 25 degrees nose up or
13 degrees nose down, all PFD displays except those shown here will disappear. The
displays return to normal when pitch angle is less than 22 degrees nose up or 10 degrees
nose down.

Page 11: Pitch Protection Symbols

Flight Control Protection Symbols display in green at 30 degrees nose up and 15 degrees
nose down to mark the pitch limits. If the pitch control protection is lost, amber crosses
replace these green symbols.

Page 12: Pitch Down Arrows

If the pitch angle exceeds 30 degrees, large red arrowheads indicate excessive attitude
and show the direction to move the nose in order to reduce the pitch angle.

Page 13: Side Slip Index

A yellow trapezoidal Side Slip index displays the side slip similar to the operation of a
slip ball. Optimum performance is achieved with this index centered if thrust is
symmetrical. As on any airplane, when the aircraft is in a slip, use of rudder pedals and/or
rudder trim can center the index.

Page 14: Side Slip

In the event of engine failure during takeoff or go around (or if thrust is asymmetrical),
the sideslip index changes from yellow to blue and it becomes a target indicator to
compensate for the asymmetrical thrust to optimize the amount of sideslip. Note: the
detailed pop-up description of when the sideslip index becomes a blue target.

Page 15: FD ON or OFF

To turn the FD on or off use the Flight Director (FD) pushbutton on the EFIS control
panel. Note: the FDs/FPDs must either be both on or both off, to ensure proper auto-
thrust operation and recognition. Do not operate with only one FD/FPD on.

Page 16: FLIGHT DIRECTOR

There are two Flight Director modes available, each with its own characteristic symbols.
The mode is based upon the basic reference selected on the FCU. The more common
mode of HDG V/S displays the Flight Director (FD) guidance with green pitch and roll
command bars. The other mode of TRK FPA displays the green Flight Path Vector (FPV)
and Flight Path Director (FPD), and is normally called “the bird”.

Page 17: Yaw Bar

In the HDG V/S reference, the pitch and roll command bars normally display. However,
these bars are not visible at touchdown in the ROLL OUT mode. The PFD displays a
green yaw bar below 30’ RA if a localizer signal is available during takeoff (RWY mode)
and upon landing (in FLARE and ROLL OUT mode).

Page 18: Flashing FD Bars

The FD command bars flash for 10 seconds and then remain on steady when:
- at the first AP or FD engagement; or reversion to HDG V/S mode, whether automatic
reversion or manual; or change of selected flight level when ALT * (capture) mode is
engaged; or loss of LOC or G/S in LAND mode or loss of LAND mode.
We’ll view some of these conditions in this module.

Page 19: Wing and Nose Position Symbols

In the HDG V/S reference mode, wing and nose position symbols are displayed and if the
FD pushbutton is selected, the Flight Director (FD) will be displayed.

Page 20: Command Bars

FD roll guidance will be commanded by presenting a lateral displacement of a vertical
bar. Pitch guidance will be commanded by presenting a vertical displacement of a
separate pitch bar. The presentation is with respect to the air mass that the aircraft is
flying in. Proper answer of both commands will be when the nose symbol is
superimposed on the intersection of the two bars.

Page 21: The Bird

In the TRK FPA reference mode, the Flight Path Vector (FPV) is displayed (wing and
nose position symbols are dimmed) and if the FD pushbutton is selected, the Flight Path
Director (FPD) will be displayed.

Page 22: FPV - Level Flight

This frame shows the indications when the aircraft is not drifting and the heading and
track are the same.
Additionally, the FPV is on the horizon to indicate level flight although the attitude
display shows the pitch is nose up.

Page 23: FPV - Descent

During a descent, the FPV will move down to indicate the vertical trajectory. This is the
Flight Path Angle.

Page 24: FPV - Drift Left

We have now added a wind from the right, and the FPV shows a drift to the left. You can
see that the FPV is aligned with the track diamond to indicate the drift.

Page 25: FPD Guidance

FPD roll guidance will be commanded by presenting an angular rotation of the FPD.
Pitch guidance will be commanded by presenting a vertical displacement of the FPD. The
presentation is with respect to the surface of the Earth. Proper response to both
commands will be when the Flight Path Vector is superimposed on the Flight Path
Director (FPD).

Page 26: FD or FPD

The guidance input to the FD and the FPD is identical. Whether the aircraft is in HDG
V/S reference or TRK FPA reference; Manual Flight (sidestick input) or Auto Flight
(autopilot input) the EFCS will adjust pitch, pitch rate, roll, and roll rate to respond to the
guidance correction commands as long as the commands are followed.

Page 27: Guidance is the Same

Regardless of the mode of guidance or presentation; (ILS, LOC, GPS, RNAV, HDG V/S,
or TRK FPA), the corrections will be to maintain the guidance commands by adjusting
pitch and roll commands. Only the presentation is different for the FD and FPD.

Page 28: Managed or Selected

The command symbols indicate the FMGS guidance. The FMGS guidance is provided as
either “managed” guidance or “selected” guidance. Please read the pop-up definition of
these types of FMGS guidance.

Page 29: AIRSPEED TAPE

This is the airspeed tape. It moves behind a fixed yellow reference line and triangle. The
minimum airspeed display is 30 knots and only even values of 10 are labelled.

Page 30: Managed or Selected

Speed commands are either provided as “managed speeds” by the FMGS (as pre-selected
through the MCDU) or as “selected speeds” as selected by the pilot through the Flight
Control Unit (FCU).

Page 31: Managed

The magenta target triangle appears when the airspeed target is derived from the FMGS.
If the target speed is associated with the ECON speed range, a magenta double bar is the
target.

Page 32: Selected

The blue target triangle appears when a speed selected on the Flight Control Unit is the
commanded speed.

Page 33: Speed Trend Arrow

A Speed Trend Arrow appears during acceleration or deceleration to show the speed that
will be reached in 10 seconds based upon current conditions. Therefore, the length of the
arrow depends upon the acceleration or deceleration. The arrow only appears when it is
greater than 2 knots and disappears when it is less than 1 knot. The arrow also disappears
if the FACs are inoperative. Click the buttons on this frame to display various conditions.

Page 34: V Speed Bugs

After you have prepared for flight, the blue V1, and the magenta V2 speed appears as
shown. Since these speeds are currently off scale, they appear in digital format only.

Page 35: Takeoff Bug Display

As you accelerate for takeoff, the V1, VR, and V2 appear along the speed tape as a blue 1
(for V1), a small blue circle (for VR), and a magenta colored triangle (for V2).

Page 36: After Lift Off Bug Display

The V1 and VR displays will blank after liftoff, but the V2 triangle will remain in view as
a reference.

Page 37: Takeoff Pitch Commands

Regardless of the V2 speed, the FD pitch command for SRS will be to maintain at least
V2 +10 knots for a normal takeoff. However, the normal SRS command will also limit
the pitch to +18° causing the aircraft to accelerate to a speed greater than V2 + 10.
Note: an active windshear warning will allow the SRS guidance to increase pitch to
+22.5°.

Page 38: Acceleration Altitude

The SRS guidance will command the aircraft to climb to acceleration altitude and then
the FD will command a pitch reduction to accelerate the aircraft.

Page 39: Accelerate Through S Speed

If the takeoff was made with Flaps 1+F (normal take off configuration), as the speed tape
moves through S speed, the flaps should be selected to 0.

Page 40: If T/O Was Made with Conf 2 or 3

If the takeoff performance requirements call for Config 2 or 3, the flaps should be
selected to 1 when above the F speed and accelerating. After the Flaps are selected to
Config 1, the F blanks and S appears to indicate the minimum speed for slat and flap
retraction to provide stall margin protection for Config 0. The flap limit speed (VFE) will
move to the new limit speed for the Config but will not be displayed until that limit
moves into the display range.

Page 41: VFE Display

The visible range of the speed tape is ± 40 kts so VFE (red and black band at the high end
of the speed scale) will not normally be visible except with Config 3 during take off or go
around. The position of F on the speed scale is a function of GW. VFE is fixed and will
be visible only at high GW or during high accelerated performance after windshear
recovery.

Page 42: VMAX

After flap/slat retraction, the red and black area indicates VMAX. VMAX represents the
Vmo at 350 knots when operating below 25,000 feet. VMAX represents the Mmo of
Mach 0.82 when operating above 25,000 feet.

Page 43: Trend Arrow

As you accelerate, the airspeed Trend Arrow displays a 10 second projection of the
airspeed. The arrow is based on the current acceleration with the present thrust setting
and pitch attitude. The arrow presentation is dynamic and will vary with the thrust setting
and pitch attitude.

Page 44: Climb To 10k

The target speed is now 250 knots, the speed target moves to 250 as the aircraft
transitions the acceleration altitude and the FMA changes to CLB or OP CLB (depending
on the mode). The aircraft has now stabilized at the target speed to climb to 10,000 feet.

Page 45: Accelerate Climbing Through 10k

After climbing through 10,000 feet, the FMGS target will automatically adjust, as shown
here at 300 knots. If the target speed display is off scale, it is displayed in digital format.

Page 46: Mach Display

The green Mach number appears whenever the mach value is greater than Mach 0.5.

Page 47: Speed Protection

A green Speed Protection symbol indicates the speed at which overspeed protection
becomes active. This protection speed is Vmo + 6 knots and Mmo + 0.01.

Page 48: Minimum Selectable Speed VLS

The Minimum Selectable Speed (VLS) is the top of the amber strip. It represents the
lowest selectable speed with Autothrust on and provides an appropriate margin to the
stall speed.

Page 49: Alpha Protection Speed

The Alpha Protection Speed (V aPROT) is the top of the black and amber strip. It
represents the speed corresponding to the angle of attack at which alpha protection
becomes active in Normal Law.

Page 50: Alpha Max Speed

The V-Alpha Max Speed (VaMAX) is the top of the solid red strip. It represents the
speed corresponding to the maximum angle of attack that the aircraft can attain in Pitch
Normal Law. Both the Alpha Protection Speed and Alpha Max Speeds display only in
Pitch Normal Law.

Page 51: Stall Warning Speed (VSW)

If the Flight Control mode is operating in Pitch Alternate Law or Pitch Direct Law, the
VLS is available along with the Stall Warning Speed (VSW). The VSW is the top of a
red and black strip. It is the speed corresponding to the stall warning.
Note: The VSW information is inhibited from touchdown until 5 seconds after liftoff.

Page 52: Green Dot Speed

The Best Lift over Drag (L/D) speed displays as a small green circle (Green Dot) when in
a clean configuration; it also is the Maximum Endurance and Engine-out operating speed
in a clean configuration.

Page 53: Econ Speed Target Speed

Normally your target speed will be “managed” by the FMGS. During ECON/AUTO SPD
descent, the target speed is displayed as a magenta double bar bracketed by a speed
range. The speed range is a split triangle that will display upper and lower speed margins
at ± 20 kts from the target speed. The FMGS will allow the airspeed to vary within that
range so the aircraft will both maintain the engine thrust at idle and on the descent profile
as the actual wind varies from the FMGS forecast winds.

Page 54: Econ Target Speed Range

The upper speed is the target speed +20 knots limited to VMAX or VMO -3 kts, or MMO
-0.006, whichever is lower. If a speed limit or speed constraint applies, the upper margin
is limited to the ECON SPD +5 knots. The lower speed margin is the target speed -20
knots, limited to green dot, F, S, or VLS, whichever is the highest.

Page 55: VAPP Speed is Set

When the aircraft is in a position for approach with the speed managed, the APPR
PHASE is activated, the aircraft will slow to Green Dot speed and the speed target will
move off scale to VAPP.

Page 56: Set Flaps 1

You will see a double amber bar symbol on the speed tape at the maximum speed for the
next further extended flap position (VFE NEXT) if the aircraft is below 20,000 feet.
When the airspeed is at green dot, it will be below VFE NEXT (230 kts) - call for Flaps
1.

Page 57: Slow To S Speed

Flaps 1 is selected, the aircraft will slow to S. Now, the display is VMAX (215 knots),
VFE NEXT (200 knots), and S.

Page 58: Set Flaps 2

When the airspeed is at S, it will be below VFE NEXT (200 knots) - call for Flaps 2.

Page 59: Slow to F Speed for Flaps 2

Flaps 2 is selected, the aircraft will slow to F. Now, the display is VMAX (200 knots),
VFE NEXT (185 knots), and F.
Normally the Landing Gear is selected down after Flaps 2. There is no PFD change.

Page 60: Set Flaps 3

When the airspeed maintains F, it will be below VFE NEXT (185 knots) - call for Flaps
3.

Page 61: Set Flaps Full

Now, the display is VMAX (185 knots) and VFE NEXT (177 knots). Flaps 3 is selected,
the aircraft will maintain F.
When the airspeed maintains F, it will be below VFE NEXT (177 kts) - call for Flaps
FULL.

Page 62: Maintain VAPP Speed

Now, the display is VMAX (177 knots), and there is no VFE NEXT symbol. Flaps FULL
is selected, the aircraft will maintain VAPP.

Page 63: Speed Values Reviewed

Notice that VMAX and VFE NEXT are constants that are a function of the configuration
selected. Green Dot, S speed, and F speed are a function of the selected configuration and
vary directly with present aircraft GW; only one of these symbols is present with each
Flap Handle selection as follows:

Page 64: VAPP Symbol

With the Flap Handle at Full, only the VAPP symbol appears. The VAPP symbol is a
function of present aircraft GW and wind. If it is off scale, it is represented in digital
format in the lower speed scale margin.

Page 65: Speed Trend Arrow Again

After landing, the target speeds disappear, but the Speed Trend Arrow remains in view
during the deceleration.

Page 1: Title Page - Primary Flight Display - Part 2

Page 2: Barometric Altimeter

The Barometric Altimeter is displayed as a white moving scale with gray background and
a green digital readout. If the altitude display is negative, the abbreviation “NEG” is
displayed in white.

Page 3: Altitude Window Amber

When you are in flight, the yellow altitude window flashes amber when the aircraft
deviates 250 feet or more from the FCU selected altitude.

Page 4: Altitude Readout - Amber

Additionally, the green digital readout can display as amber when you have selected an
MDA in the FMGC. The change from green to amber occurs when the aircraft descends
below the entered MDA.

Page 5: Target Altitude Symbol

The Target Altitude symbol appears in blue when it represents the FCU selected altitude
or magenta when it represents an altitude constraint in the FMGC vertical managed
mode.

Page 6: Target Alt. On or Off Scale

When the target altitude is within the altimeter scale, it displays with it’s numerical value.
When the target altitude is off the altimeter scale, the numerical value displays above or
below the altimeter scale.

Page 7: STD or QNH

The Barometric Reference displays either STD for standard or QNH. When QNH is
displayed, the numerical setting of hectopascals or inches of mercury is the setting
reference. The Barometric Reference is set to STD by pulling the STD knob on the EFIS
control panel. It is set to QNH by pushing the same knob.

Page 8: Pulsing Barometric Reference

The barometric reference indication pulses when the selection is not correct. For
example, STD [standard] not selected above the transition altitude in the climb, or STD
[standard] still selected in approach below the transition level.

Page 9: Vertical Deviation Symbol

A magenta vertical deviation symbol displays next to the altitude scale that corresponds
to the vertical profile computed by the FMGC. The symbol displays from the top-of-
descent to the missed approach procedure altitude. The range is plus/minus 500 feet. If
the vertical deviation value exceeds plus/minus 500 feet, the symbol stays at the range
limit. The MCDU PROG page displays the exact value.

Page 10: Radio Height Display

Radio height displays whenever the aircraft is below 2,500 feet. Radio height indications
change every 10 feet down to 50 feet, then every 5 feet down to 10 feet. Afterward, radio
height displays every foot.

Page 11: Radio Height Green or Amber

With the DH entered on the MCDU APPROACH page, the Radio Height displays green
when the aircraft is 100 feet above the selected DH, and displays in amber below this
altitude.

Page 12: DH Letters Flash Amber

Upon reaching the selected DH, the DH letters flash amber for 3 seconds, then display
steady amber over the Radio Height display.

Page 13: No DH Entered on FMGC

If no DH is entered or both FMGCs fail, the Radio Height appears in green down to 400
feet, and in amber below 400 feet.

Page 14: Landing Elevation Bar

A blue Landing Elevation bar displays on the Barometric Altimeter to show the landing
elevation at the flight planned destination. This bar displays during flight phases 7 and 8
as long as the QNH altimeter reference mode is selected. Reference the flight phase chart
shown here.

Page 15: Ground Reference Ribbon

A red ribbon Ground Reference displays on the right side of the Barometric Altimeter
scale. The ribbon is driven by the Radio Altimeter signal and displays below 570 ft.

Page 16: Ground Ref. Ribbon on Ground

When the aircraft is on the ground, the Ground Reference ribbon is at the middle of the
altitude window.

Page 17: Vertical Speed

The Vertical Speed is normally displayed with a green pointer and in a green digital
format, however the digital format only displays when the vertical speed is more than 200
feet per minute.

Page 18: Vertical Speed - Amber

When the aircraft is above 2500 ft., the displays are amber if the vertical speed exceeds
6000 ft per min.
When the aircraft is above 1000 ft. and below 2500 ft., the displays are amber if the
vertical speed exceeds 2000 ft per min. When the aircraft is below 1000 ft., the displays
are amber if the vertical speed exceeds 1200 ft per min.

Page 19: Magnetic Heading

Magnetic heading is displayed with a white scale on a gray background. The display is a
heading up display with a fixed yellow reference line at the magnetic heading.
Note: MAG, on the right side of the display, will automatically change to TRU if
operating outside the normal latitudes.

Page 20: Heading or Track Bug

A blue pointer indicates the selected heading or track value that is selected on the FCU
HDG-TRK window.
If the selected value is off scale, the digits appear on the appropriate side of the scale.

Page 21: Secondary Hdg/Trk Symbols

If the FD pushbutton switch is OFF, a secondary heading or track symbol appears on the
attitude horizon line and heading markers are displayed every 10 degrees on the horizon
line.

Page 22: Track Diamond

The aircraft track is displayed with a small green diamond. Therefore, the drift angle can
easily be determined by comparing the heading to the displayed track diamond.

Page 23: ILS Deviation Indexes

Pressing the LS pushbutton on the EFIS control panel displays the ILS deviation scales.
If valid localizer and glide slope signals are received, the deviation indexes will also
appear. If a deviation index is off scale, only half of the symbol appears at the edge of the
scale.

Page 24: ILS Station ID

With the LS pushbutton selected and an ILS frequency and course selected, the ILS
station identifier, ILS frequency, and DME (if available) is displayed as shown. A
magenta ILS front course pointer appears as a dagger-shaped symbol on the heading
scale. The ILS course appears on the side with magenta numerals if it is off scale.

Page 25: Flashing G/S Scale

With the aircraft above 100’ RA, if the glide slope deviation exceeds 1 dot for 2 seconds,
the glide slope scale flashes. A 1 dot deviation on the glide slope represents +/- 0.4
degrees.

Page 26: Flashing LOC Scale

The localizer scale flashes and continues to flash if the deviation scale exceeds ¼ dot for
two seconds while the aircraft is between 15 feet and 1000 feet, and CAT2 or CAT3
capabilities are displayed on the FMA, with LOC, LAND, or FLARE engaged.

Page 27: Flashing ILS Message

If the ILS display is not selected when the APPR mode is armed, a flashing ILS message
will flash amber.

Page 28: Stable Approach Display

This display shows the aircraft in stable flight on the localizer and glide slope. The
heading and track are displayed, with the front course symbol beneath the track diamond.
The track diamond provides an excellent tool for tracking the localizer when crosswinds
exist.

Page 29: Tail Strike Pitch Limit

The landing tail strike pitch limit appears in amber at 400 feet radio altitude during
landing. It represents the maximum pitch limit that would avoid a tail strike with the main
gear struts compressed. The limit indicator disappears when there is no longer a threat.

Page 30: Marker Indications

The marker indications appear on the PFD as shown. OM appears in blue when the
aircraft is over the outer marker. MM appears in amber when the aircraft is over the
middle marker. IM appears in white when the aircraft is over an airways marker beacon
or the ILS inner marker.

Page 31: Altitude Alerts

The Flight Warning Computer (FWC) provides aural and visual warning when the
aircraft arrives at a preselected altitude or when it deviates from the selected altitude. The
warning is a result of comparing the ADIRS altitude to the preselected FCU altitude.

Page 32: Altitude Alert Indications

When the aircraft arrives within 750 feet of the selected altitude, a c-chord altitude alert
sounds. The PFD's altitude window pulses yellow or flashes amber when the aircraft
approaches a preselected altitude or flight level.

Page 33: Altitude Deviation

If the aircraft deviates from the selected altitude by more than 250 feet, the altitude
window flashes amber, and a continuous aural warning is provided. If the aircraft returns
to within 250 feet of the selected altitude, the altitude window returns to steady yellow
and the aural warning silences.

Page 34: Cancel Alt. Alerts

The pilot can cancel the altitude alerts by selection of a new altitude, or pressing the
EMER CANC pushbutton on the ECAM control panel, or by pressing either MASTER
WARN pushbutton.

Page 35: Altitude Alert Inhibits

Finally, the altitude alert feature is inhibited in the following condition:
1) Slats are out with the landing gear selected down, or
2) On approach, after the glideslope has been captured, or
3) When the landing gear is locked down, or
4) In the case of a TCAS RA.

Page 36: PFD Fail Messages

To complete our description of the PFD, this frame shows the various flags and messages
that can be displayed on the PFD. You can click on any flag or message on this screen to
read a description of each item. Now, let's answer some questions.

Page 1: Title Page - Navigation Display

Page 2: Navigation Display Introduction

There is one Navigation Display (ND) for each pilot and it is normally displayed on the
inboard Display Unit.
The ND's provide a display of traditional compass information, navigation information
and also a full view of the FMGS route.

Page 3: 5 Available Modes

The EFIS control panel allows the pilot to select one of 5 desired modes on the ND.
Select each of the modes now to get a preview...

Page 4: Standard Display Items

Some display items appear on all ND modes.
For example, the Ground Speed and True Air Speed (supplied by the ADIRS) appear as
shown.
You can also see the true wind direction, the wind speed, and an arrow that displays
magnetic wind direction whenever the wind speed exceeds 2 knots.

Page 5: Chronometer
A white Chronometer Indication can display elapsed time in the location shown.
The Chronometer is controlled by the CHRONO pushbutton.
The first press of the pushbutton displays and starts the chronograph. Pressing again stops
the chronograph. The third press resets and blanks the chronograph display.
Page 6: Weather Radar
The Weather Radar can be displayed in all modes except the PLAN mode.
Note: If there is insufficient avionics ventilation, the Weather Radar will not display in
order to prevent overheat of the ND.

Page 7: Heading Up Displays

The full Rose modes of ILS, VOR, and NAV, as well as the ARC mode are displayed in
a heading up orientation. Normal heading display reference is Magnetic. A fixed yellow
line indicates the current aircraft heading, and is an extension of the yellow airplane
symbol. The compass display rotates as the aircraft turns. On this frame, you can select
the modes on the EFIS control panel to view the heading indicator in each display mode.

Page 8: Aircraft Track Diamond

A green diamond is used to display the aircraft track.
It can be compared to the yellow heading to determine your drift angle.

Page 9: Heading or Track Triangle

A Blue triangle is displayed to indicate the selected heading or track.
Normally the selected heading is displayed, but if the BIRD is ON, a blue diamond will
display the selected track.
Whether the display is for heading or track, if the selected value is off-scale in the ARC
mode, the display appears in blue numbers until the aircraft turns to bring the triangle
within scale.

Page 10: Range Selector

The displayed range of each mode is controlled by the range selector. The available range
selections are shown around the Range Select Switch.
The range lines are shown as white lines with blue values to indicate the range for each
line.
The range selected is related to the diameter in the ROSE modes and to the radius in the
ARC mode.
Therefore the maximum forward range of 320 NM would be in the ARC mode.

Page 11: PLAN Display

We'll first describe the PLAN display which is normally used before flight to verify your
flight plan.
The PLAN display is provided in a True North up orientation and the aircraft symbol
displays the position of your aircraft in relation to the route.

Page 12: Route Displays on Plan

With PLAN selected, and a range of 320 miles selected, you can see quite a bit of your
route.
The display is centered on the waypoint at LSK 2, the next waypoint.
You can step through these waypoints before the flight to verify the route.
The range lines are shown as solid white lines with blue values to indicate the range for
each line.

Page 13: Other Plan Display Items

Finally, take note of the other information on the PLAN display.
The top right shows the next waypoint, the track, distance, and time to that waypoint.

Page 14: ARC Display

The ARC mode is the most common display you will use. It is similar to the ROSE NAV
display, but only shows the top 90 degrees of the compass arc.
The ARC mode displays the FMGS route (green) and waypoints along the route.
The range lines are shown as dashed white lines with blue values to indicate the range for
each line.
The Flight Plan waypoints display as green diamonds, except for the "TO" waypoint
which is white.

Page 15: Temporary Flight Plan Line

A temporary flight plan displays as a dashed yellow line.
This is typical during route modifications.

Page 16: Not Active Flight Plan

A flight plan that is not active displays as a dashed green line.

Page 17: Missed Approach Line

The missed approach procedure displays as a solid blue line.
A flight plan to an alternate displays as a dashed blue line.

Page 18: Secondary Flight Plan Line

The secondary flight plan is displayed as a white line.

Page 19: No STARS or SIDS 160/320

The ND does not show a SID or a STAR, except for the last waypoint of the SID and the
first waypoint of the STAR when the range is set to 160 NM or 320 NM.

Page 20: Intercept Path

When the aircraft is off the primary flight plan and is flying toward it in the HDG mode
with the NAV mode armed, the ND shows the active flight plan in green if the FMGC
has computed the intercept path.
The portion of the flight plan previous to the intercept displays with a dashed green line.

Page 21: WPT Option

If the pilot selects the WPT option on the EFIS control panel, all waypoints other than
flight plan waypoints appear in magenta.

Page 22: Optional Data Displays

The Optional Data Display pushbuttons allow the pilot to display various navigation aids
that are in the FMGS Navigational data base. The symbols do not require the navigational
aid or position to be operative; the symbol represents the geographical position of the
option from the FMGS navigational data base.
Only one option can be selected at a time.
Click each of these pushbuttons to view the display and to view a pop-up description of
each item.

Page 23: Pseudo Waypoint

A Pseudo waypoint is a waypoint that is a point in space where the aircraft is predicted to
reach a selected altitude or speed.
This frame displays the various types of Pseudo waypoints.

Page 24: ROSE Display

The full compass rose is displayed with the ILS, VOR, and NAV displays.
When in a Rose display, the selected range indicates the total distance across the compass
rose.
Just refer to the range lines and blue range values at any time.
The range lines are shown as dashed white lines with blue values to indicate the range for
each line.

Page 25: ROSE NAV

As in the ARC mode, the ROSE NAV mode shows your FMGS route in green along with
the waypoints along the route.
The next waypoint is displayed in the upper right corner to include the track, distance and
ETA to the waypoint. This is called the "TO" waypoint.

Page 26: ROSE VOR

The ROSE VOR mode displays a blue lateral deviation bar for tracking a VOR radial.
The VOR course is selected on the NAV RAD page of the MCDU.
The upper right corner displays the VOR frequency, selected course, and VOR identifier.

Page 27: APP Messages

The green VOR APP message displays when the crew has selected a VOR approach on
the MCDU.
The green GPS APP appears when the crew has selected a GPS approach.

Page 28: VOR Pointers

The pilot can also display a white VOR pointer for VOR 1 and VOR 2.
Assume the radios are tuned.
Select the VOR position of the VOR selectors to see the display.

Page 29: Manual, Remote, Auto Tune

The method used to tune a VOR is indicated by the letter "M", "R", or no letter at all.
The "M" indicates a VOR is manually tuned on the FMGC RAD NAV Page.
The "R" indicates a VOR is tuned by a Radio Management Panel.
No letter indicates a VOR is auto tuned by the FMGC.
Page 30: ILS 1 or ILS 2 Displays
Normally, ILS1 information displays on PFD1 and ND2.
Normally, ILS2 information displays on PFD2 and ND1.

Page 31: ROSE ILS

The ROSE ILS mode displays a compass rose with the raw data localizer and glideslope
deviation bars in magenta.
The ILS frequency information displays magenta along with the ID. The selected course
displays in blue.
The green ILS APP message appears when the crew has selected ILS APPR on the
MCDU.

Page 32: Completion of ND Description

To complete our description of the ND, this frame shows the various flags and messages
that can be displayed on the ND.
You can click on any flag or message on this screen to read a description of each item.
This completes our description of the Navigation Display.
Now, let's answer some questions...

Page 1: Title Page - Clock

Page 2: Clock Introduction

The aircraft clock is located on the right lower side of the main panel, and the clock time
is also displayed at the bottom of the System Display.

Page 3: Chronograph Feature

The top window displays the Chronograph feature.
It is started and stopped by the CHR pushbutton, and is reset by the RST pushbutton.
The counter registers elapsed time from 0 to 99 minutes and 59 seconds.

Page 4: ET Feature
The bottom window displays elapsed time for the flight from 0 to 99 hours and 59
minutes.
The ET selector has 3 positions.
The RUN position starts the ET counter, while the STP position will stop the counter.
The spring loaded RST position resets and blanks the counter.

Page 5: Center Window

The center window displays the time in a 24 hour format.
With the UTC selector in the GPS position, the time and date is synchronized on GPS
data.
Note the pop-up information about GPS signals.

Page 6: UTC - INT

With the UTC selector in the INT position, the clock internal time and date may be
displayed.
The clock time is always synchronized with the last valid GPS information.
If no GPS information is available upon power up, the internal time is 00:00:00 until the
clock is initialized or GPS information is received.

Page 7: UTC - SET

With the UTC selector in the SET position, the internal time can be initialized by use of
the SET button.

Page 8: DATE/SET
With the UTC selector in the INT or GPS positions, the DATE/SET button can be used to
display and set the date.

Page 9: Initialize the Time

To initialize the time, move the UTC selector to SET. The minutes digits flash and the
seconds digits are blank. Rotate the SET knob to increase, or to decrease the value.
Then, push the DATE/SET to set the hour. Push again to set the year. Push again to set
the month. Push a fourth time to set the day. Switch the UTC selector to INT to run the
clock.
This procedure must be completed in less than 1 minute. Read the pop-up for this
requirement.

Page 10: CHRONO Pushbuttons

Recall there are also CHRONO pushbuttons on either side of the glareshield that control
a chronograph display on the associated ND.
The first press of CHRONO displays the chronograph and starts the counter. The next
press will stop the chronograph, and the third press will blank the chronograph display on
the ND.
Let's answer those questions...

Page 1: Title Page - Weather Radar

Page 2: Weather Radar Introduction

The aircraft is equipped with a Weather Radar system.
The color weather radar display is available with certain modes of the Navigation Display
(ND), and the controls are located on the pedestal.

Page 3: Ground Danger

On the ground, do not operate the radar while persons are located in front of the aircraft.
Click the button for pop-up information about the radar hazard area.

Page 4: OFF/ON and TILT

The weather radar is turned on or off by use of the ON/OFF switch.
With the radar turned on, the current tilt (relative to the horizon) is displayed on the ND,
and the pilot can adjust the tilt with the TILT knob. Since the color radar operates with a
pencil beam, it is very important that you use proper tilt for your flight altitude in order to
locate the precipitation that provides the proper return.
Proper use of the tilt is one of the most important factors in receiving a valid display.

Page 5: Gain
The GAIN knob should normally be set in the AUTO mode.
Adjustment from this position will activate manual gain adjustment and "MAN" appears.
Proper setting of GAIN is also a very important factor in achieving a valid display, and
normally the AUTO setting is the best.

Page 6: Mode Selector

The 3 position mode selector allows you to select the desired radar mode.
The WX mode will display the intensity of precipitation in different colors.
Note the approximate values that are associated with each color.

Page 7: WX/TURB Mode

The WX/TURB mode additionally displays areas of turbulence in magenta.

Page 8: MAP Mode

The MAP mode allows the radar to give a display of ground mapping.
This mode requires modified use of the Tilt to achieve the desired results.

Page 9: W/S Auto

When AUTO is selected on the WINDSHEAR toggle switch, the Predictive Windshear
System generates the appropriate visual and aural annunciations. During Predictive
Windshear operations, the TILT and GAIN are automatically controlled to properly scan
for windshear activity.
Note: With Predictive Windshear operating, the TILT displayed on the ND indicates only
the TILT value manually selected on the panel, not the real value of TILT.

Page 1: Title Page - Integrated Standby Instrument System (ISIS)

Page 2: ISIS Introduction

In the A320 enhanced, the standby horizon, standby airspeed and standby altimeter are
replaced by one integrated Standby Instrument System (ISIS).

Page 3: Brightness Pushbuttons

The ISIS displays airspeed, mach, aircraft attitude, landing system information, altitude,
barometric pressure and bugs.
Most of these displays are intended to appear similar to the associated display on the
PFD. The plus and minus momentary pushbuttons on the left side of the instrument
change the brightness of the display.

Page 4: Airspeed
The airspeed scale moves in front of a yellow triangle to indicate the airspeed.
The mach number is displayed in green when it is greater than 0.5.

Page 5: Attitude
The ISIS pitch attitude scale is identical to the scale on the PFD.

Page 6: ATT RST Pushbutton

The attitude can be reset in flight similar to the cage feature of earlier standby horizon
indicators.
To reset the attitude, the aircraft must be in stable flight with no pitch or roll and with
stable airspeed. Press the attitude reset pushbutton for at least two seconds to initiate the
reset.
During the reset period, ATT 10's are displayed on the screen.

Page 7: Altitude
The ISIS altitude information is identical to the altitude displayed on the PFD.
Note: The barometric pressure is displayed in hectopascals. On aircraft with IAE engines,
this instrument displays both hectopascals and inches of mercury.

Page 8: LS
The landing system deviation scales appear when the Landing System (LS) pushbutton is
pressed and the indexes appear when the glideslope and localizer signals are valid with
the deviation scales displayed.

Page 9: Bugs Pushbutton

The BUGS pushbutton is used to display or inhibit the BUGS function.

Page 10: ISIS Summary

To summarize, ISIS is a PFD without FMA and heading.
Heading information remains available on the standby compass.

Page 11: STBY Compass

The Standby Compass is installed on top of the windshield center post and the compass
deviation card is located above it.
The Standby Compass requires no power for operation, is independent of other systems
and is calibrated in accordance with a scheduled maintenance program.
Note: Because of the location of the APU power “ON” contactor in the flight deck, the
APU start sequence may temporarily disturb the compass reading.
And now for the questions...

Page 1: Title Page - CFM ECAM Part 1

Page 2: ECAM Introduction

The Electronic Centralized Aircraft Monitor (ECAM) provides a display of engine and
system parameters, and also provides various levels of alerts and memos to the flight
crew. The ECAM components used by the flight crew consist of an upper and lower
Display Unit, and the ECAM control panel. The upper ECAM display is referred to as the
Engine/Warning Display (E/WD). The lower ECAM display is referred to as the System
Display (SD).
Page 3: Top Sections of E/WD
The E/WD is divided into three sections, one on the top, and two on the bottom. The top
section displays the primary engine parameters, and also the current thrust mode, fuel
indications, and the position of the slats and flaps.

Page 4: Bottom Sections of E/WD

The bottom sections of the E/WD display various messages throughout the flight. These
messages are generated by the Flight Warning System (FWS) that include warnings or
cautions when a failure occurs; memos for normal operations; special lines for special
conditions; and advisories for advisory information. The left part can display Primary or
Independent Failures, Memos, or CONFIG Memos. The right part can display the Special
Lines, Left Part Overflow Summary, Secondary Failures, and Memos.

Page 5: FWS Detects Failures

As soon as the Flight Warning System (FWS) detects a failure, and if alert for flight
phase is not inhibited, the E/WD displays the title of the failure and the actions to be
taken. In most cases, the blue action line is automatically cleared when the crew performs
the action.

Page 6: FWS Inhibits

The FWS is designed to not display certain alerts during some phases of flight. This is to
ensure that non-critical items do not become distracting during high work load periods
such as during takeoff or landing. When the Takeoff and Landing inhibits are in effect,
you will see magenta memos on the right side. Such as T.O. INHIBIT (during phases 3,4,
and 5), or LDG INHIBIT (during phases 7 and 8).

Page 7: Specific Inhibits

Other specific inhibits are in effect during certain phases according to each aircraft
system. At the end of each section of each chapter of the FCOM, a list of the related
systems warnings and cautions is provided along with a list of the phases when they are
inhibited.

Page 8: Conditions for Inhibits

There are two conditions for a failure to occur as it relates to ECAM inhibit.
1) A failure can occur before an inhibited phase and continue into and through that phase.
2) A failure can occur during an inhibited phase and continue after that phase.

Page 9: Fail Prior to Inhibit

If a failure occurs prior to an inhibited phase (shown here as phase 3), the E/WD displays
the warning immediately and will also continue to display it during the inhibited phase
and until it is corrected or the crew has cleared it from ECAM.

Page 10: Failure During Inhibit

If a failure occurs during an inhibited phase, the E/WD will not display the warning until
the aircraft enters the phase where the warning is not inhibited (shown here as phase 6).
After the warning is displayed, it remains until it is corrected or the crew has cleared it
from ECAM.

Page 11: ECAM Color Conventions

ECAM color conventions indicate the importance of the failure or indication. In general:
RED indicates a configuration or failure that requires immediate action.
AMBER indicates that the crew should be aware of the configuration or failure, but needs
not take immediate action.
GREEN indicates an item that is operating normally.
WHITE is used for titles and remarks that guide the crew to execute various procedures.
BLUE is used to display actions to be carried out by the crew, or limitations.
MAGENTA indicates messages that apply to particular pieces of equipment or situations
(like the aforementioned inhibition messages).

Page 12: 3 Priority Levels

There are three PRIORITY LEVELS for warnings and cautions that are detected by the
Flight Warning System.
These Levels determine the priority of appearance on the E/WD and are labeled Levels 1,
2, and 3.
A Level 3 warning has priority over a Level 2 caution, which has priority over a Level 1
caution and will appear in that order if occurring simultaneously. Additionally there is a
hierarchy of priority within the Level 3 warnings.

Page 13: Aural Warning Priorities

Aural warnings also have a hierarchy of priorities: Synthetic voice has priority over all
other aural warnings, aural warnings temporarily interrupt chimes, buzzers, etc. Single
chimes are limited to 1 every 2 seconds.

Page 14: Level 1 Caution

A Level 1 Caution is the lowest priority and has no aural alert or MASTER CAUT. It
appears as an amber caution on the E/WD without displaying a system page on the S/D.
This Level requires crew monitoring only, and indicates a loss of redundancy or system
degradation.

Page 15: Level 2 Caution

A Level 2 Caution is the next priority and is normally accompanied by a single chime.
The MASTER CAUT lights illuminate steady, an amber caution appears on the E/WD,
and the associated system page appears on the S/D. This Level requires the crew to be
aware of the configuration or failure, but may not necessarily require immediate action.

Page 16: Level 3 Warning

A Level 3 Warning is the highest priority warning and it is normally accompanied by a
repetitive chime (CRC) or a specific aural alert. Additionally, the Level 3 warnings cause
the MASTER WARN lights to flash, a red warning appears on the E/WD, and the
associated system page appears on the S/D. This Level requires immediate action by the
crew as the aircraft is either in a dangerous flight condition or has a system failure that
affects flight safety.
Page 17: 3 Types of Failures
There are three types of ECAM FAILURES; Independent, Primary, and Secondary.

Page 18: Independent Failure

An Independent failure affects a component of a system that causes the component to fail
or operate at a degraded level without affecting other components or systems. An
Independent failure appears in amber on the left memo page on the same line as the item
title of the system.

Page 19: Primary Failure

A Primary failure affects a system or a component of a system that causes other
components or systems to fail or operate at a degraded level. A Primary failure appears
on the left memo page in red or amber on the same line as the item title of the system and
has a box around the failure.

Page 20: Secondary Failure

Secondary failures are the loss of a system or a degraded level of operation of a
component in that system that is a result of a Primary failure. A Secondary failure
appears on the right memo page in amber preceded by an asterisk and lists only the
systems affected and not the component; usually more than one Secondary failure is
caused by a single Primary failure.

Page 21: Advisory

Shown here is an example of an Advisory. Advisories are provided when systems
parameters should be monitored. An Advisory is indicated by an automatic display of the
related system page on the S/D with the item title pulsing normal white to bright white
and the affected parameter pulsing green to bright green.

Page 22: Memo

Shown here is an example of a Memo. Memos are green for temporary normal operations
but can be amber for abnormal conditions. During normal cruise, there should be no
Memos.

Page 23: T.O. Memo

The T.O. and LDG Memos display the key items for takeoff and landing. The T.O.
Memo appears 2 minutes after second engine start or when the T.O. CONF pushbutton is
pressed provided at least one engine is running.

Page 24: T.O. Memo - Green Complete

Each T.O. Memo item is displayed in green with the action item in cyan until the correct
configuration for that item is selected. When the correct configuration is selected, the
action item appears green.

Page 25: T.O. Memo - T.O. CONFIG

The T.O. CONFIG line is the last line of the T.O. Memo.
The T.O. CONFIG - - TEST (cyan) will change to T.O. CONFIG - - NORMAL (green)
when a configuration test is performed, if the correct responses for all items are set for
takeoff (green).

Page 26: T.O. CONFIG - Back To Cyan

If the configuration of an item on the list subsequently becomes abnormal, both the T.O.
CONFIG and item green response indications will revert to cyan.

Page 27: T.O. Memo Does Not Monitor All

The function of the T.O. Memo is only to ensure that the listed items are properly set for
a normal takeoff. It does not ensure a safe takeoff configuration for the aircraft.
However, the function of the T.O. CONFIG TEST is to ensure that the aircraft is safely
configured for takeoff.

Page 28: FLAPS Will Give a CONFIG Warn

None of the items on the T.O. Memo will cause a CONFIG warning, even if incorrectly
set, except the FLAPS configuration. If the flaps are positioned at a position other than
takeoff (1, 2, or 3), the response will be a cyan response and a CONFIG warning will
sound if the T.O. CONFIG pushbutton is pressed.

Page 29: T.O. CONFIG Test

The following warnings and cautions appear in the lower part of the E/WD if the aircraft
is not in takeoff configuration when the flight crew presses the TO CONFIG pushbutton
on the ECAM control panel or applies takeoff power.

Page 30: T.O. Memo Blanks at T.O.

The T.O. Memo remains in view until takeoff power is applied.

Page 31: LDG Memo

The LDG memo displays below 2,000 feet and extinguishes after decelerating below 80
knots after touchdown.

Page 32: LDG Memo - FLAPS FULL

The LDG Memo "FLAPS . . . . . FULL" action item will display as "FLAPS . . . . CONF
3" if the aircraft flight controls are operating in Alternate or Direct law modes; or if the
GPWS LDG FLAP 3 pushbutton is ON. This completes our ECAM part 1 module. Next,
to answer some questions on this module.

Page 1: Title Page - CFM ECAM Part 2

Page 2: SD Introduction
The SYSTEM DISPLAY (SD) and STATUS (STS) appear on the lower ECAM. There
are 12 SD pages available, and certain pages appear automatically depending on the
phase of flight. The SD page can be automatically called up as a result of an abnormal
condition. Regardless of which page is displayed, the crew can manually select a SD at
any time by pressing a pushbutton on the ECAM control panel.
Page 3: Bottom of all SDs
On the bottom of the SD, there are permanent display items as shown here. They are
TAT, SAT, UTC, and Gross Weight. Additionally, if the g load is less than .7 or greater
than +1.4, the g load will be displayed.

Page 4: DOOR/OXY Page

We’ll now sequence through a normal flight and describe the normal systems pages that
automatically appear according to this diagram. This diagram shows the 10 phases of
flight. For example, when electrical power is applied to the aircraft (ELEC PWR -
PHASE 1), the DOOR/OXY page is displayed to allow the crew to monitor the aircraft
doors and the flight crew oxygen system.

Page 5: APU Page - APU Start

When the APU Master switch is selected ON, the APU page appears and remains
displayed until 10 seconds after the APU RPM has been above 95% for 10 seconds or
until the MASTER switch is selected off. When the APU page blanks, the DOOR/OXY
page will reappear.

Page 6: ENGINE Page

When the pilot select IGN with the ENG MODE selector to initiates the engine start, the
ENGINE page appears. It remains displayed until 10 seconds after the end of the start
sequence, when the ENG MODE selector is set to NORM.

Page 7: WHEEL Page

After start when the ENGINE display blanks, the WHEEL page automatically appears to
allow the crew to monitor these items during taxi.

Page 8: F/CTL Page

When either pilot moves a sidestick more than 3 degrees in pitch or roll or when rudder
pedal deflection is more than 22 degrees, the F/CTL page temporarily replaces the
WHEEL page. This automatic display change allows viewing of the F/CTL page for the
flight control test and the WHEEL page then reappears after 20 seconds.

Page 9: ENGINE Page for T.O.

When the first engine reaches takeoff power, the ENGINE page is displayed. If there are
no ECAM failures, it remains displayed until climbing through 1,500’ when it is replaced
by the CRUISE page.

Page 10: CRUISE Page

The CRUISE page shows a combination of ENGINE, AIR, VIB and CAB pressurization
items to make it easy for the crew to monitor these items during the flight. The CRUISE
page is displayed until the Landing Gear is extended, at which time it is replaced by the
WHEEL page.

Page 11: APU Page Upon APU Start

Normally the APU is started after landing and the APU page displays until the APU start
cycle is completed.
Then the WHEEL page reappears.

Page 12: WHEEL Page to DOOR Page

The WHEEL page displays until it is replaced by the DOOR/OXY page when the last
engine is shut down.

Page 13: Manual Selection of SD Pages

The pilot can manually select any other page at any time by pressing a SD pushbutton.
When a SD is called up that is not the normal system page for the phase of flight, the
selected SD pushbutton light illuminates. This light is a reminder that a page has been
manually selected. To return to the normal page, for the phase of flight (in this case
DOOR/OXY), the pilot can press the illuminated pushbutton, or press a CLR pushbutton.

Page 14: Automatic SD Callup

Regardless of the system displayed at any time, an automatic call up of a system page
occurs when a fault or malfunction triggers a caution or warning message. At the same
time, the appropriate warning or caution message appears. If appropriate, an aural alert
sounds and the Master Warning or Caution lights come on.
Additionally, the CLR pushbuttons illuminate, and a local light on a system panel may
illuminate.

Page 15: CLR After Procedure

After completing each procedure, the crew will push the CLR pushbutton until all actions
and procedures are completed. At this time the memo displays return to normal, the phase
of flight page is displayed, and the CLR pushbutton light goes out.

Page 16: SD Automatic for Advisory

A system page may also display automatically when an advisory appears because a
parameter is out of range. In this case, the parameter will pulse while it is outside limits.
Note: Some advisories are inhibited during some phases of flight.

Page 17: STATUS Page

The STATUS page displays an operational summary of the aircraft status after the E/WD
has displayed a failure and the crew has completed all pages associated with that failure.
Assume this display is the last in a series of pages that we have viewed for a previous
failure. Push the CLR pushbutton one more time and the STATUS page will
automatically appear.

Page 18: STATUS Page Colors

The STATUS page displays the messages of the effects of a FWS detected fault or
reduced capability:
Limitations are in cyan; Approach procedures in white, red, or amber; Corrections to
apply for landing in cyan; Other information in green; CANCELED CAUTIONs in
white; INOP SYS in amber; and the Class 2 MAINTENANCE items in white.
Page 19: Overflow Arrow
If more messages are applicable than can be displayed, the overflow arrow appears and
the crew can view those messages by pressing a CLR key.

Page 20: Flaps 1 Activates STS If Problem

As a reminder for the crew, the STATUS page also appears automatically during flight
when the flap handle is positioned at 1 if the STATUS page holds messages other than
CANCELED CAUTION or the MAINTENANCE part. In this case the E/WD screen
displays the boxed STS reminder.

Page 21: STS Flashes After Shutdown

If the STATUS page holds Class 2 messages in the MAINTENANCE part after engine
shut-down, the STS reminder flashes on the E/WD screen. The screen displays the
MAINTENANCE part only when on the ground before engine start or after engine shut
down (phases 1 and 10).

Page 22: Begin Blue Reservoir Overheat

We will now show the sequence of displays that appear when the Blue hydraulic
reservoir overheats. We begin with a normal display, the aircraft is climbing with the
Center tank feeding, and the Wing Anti-ice is on. Notice the CRUISE systems page is
displayed and notice other normal parameters.

Page 23: HYD Page Appears with Actions

When the overheat is detected, a single chime sounds, a FAULT light on the HYD panel
comes on, the HYD RSVR OVHT message appears with the BLUE ELEC PUMP OFF
instruction. ECAM automatically calls up the HYD SD page and the CLR pb light comes
on. Notice that OVHT is displayed in amber for the Blue system. The action on the
E/WD instructs the crew to turn off the Blue Electric Pump.

Page 24: Blue Pump Selected OFF

The crew has selected the BLUE ELEC PUMP OFF and the Blue system now has low
pressure. When the Blue HYD system loses pressure after the pump is turned off, B SYS
LO PRES appears as a Primary Failure. The MASTER CAUTION lights remain on as
does the pb FAULT light on the overhead panel. On the right side of the E/WD, you see
the secondary failure result is a loss of some Flight Control items.

Page 25: CLR to Display F/CTL Page

The CLR pushbutton remains illuminated, so one of the crew will push it. When the CLR
pushbutton has been pushed, the HYD messages disappear from the E/WD, and the
F/CTL systems page is displayed to show the affected flight controls.

Page 26: F/CTL Page Appears

The flight control surface actuators that are depressurized as a result of our action are
shown in amber. The CLR pushbutton is still illuminated and the overhead light is still
on, so one of the crew will push it.
Page 27: STATUS Page Appears
The memo area on the E/WD returns to normal and the STATUS page appears on the SD
to display the procedures for completing the flight with the faulty Blue hydraulic system.
The CLR and STS pushbuttons are now illuminated, so one of the crew pushes the CLR
button a third time.

Page 28: Overhead Light Remains ON

The CLR pb light now goes off, the appropriate SD page is displayed (in this case
CRUISE) and a STS reminder appears on the E/WD to remind the crew of the available
status page information. The overhead light remains on until the condition is corrected.
This sequence has provided an example of the ECAM operation during an abnormal
condition.

Page 29: Upper DU Failure

We will now describe various possibilities of DU failures. If the Upper DU fails or is
switched off, the E/WD information has priority and therefore the E/WD automatically
moves down to display on the lower DU.

Page 30: Lower DU - Temp. Display

During the single display operation, if the flight crew desires to display the SD or
STATUS pages, the desired SD or STATUS page pushbutton can be pressed and held to
temporarily display it on the lower DU for a maximum of 3 minutes. When the
pushbutton is released, the E/WD is again displayed.

Page 31: Lower DU Failure

We’re now back to normal, when a failure of the lower DU occurs, or the lower DU is
switched off. As before, the crew can push and hold the desired systems page pushbutton
to temporarily display the SD or STATUS page on the upper DU for a maximum of 3
minutes. When the pushbutton is released, the E/WD is again displayed.

Page 32: Upper DU - ECAM/ND XFR

Another way to display the SD or STATUS pages when the lower DU has failed or is off,
is to select the ECAM/ND XFR switch on the switching panel to display it on the NDU.

Page 33: Both DU Failure

Now we're now back to normal to demonstrate a failure of both center DUs. When a
failure of both DUs occurs, The crew can use the ECAM/ND XFR on the switching panel
to display the E/WD on an ND, and if necessary, can push and hold a system page
pushbutton to temporarily display the system/status page on an ND (for a maximum of 3
minutes). This completes our ECAM part 2 module. Let's answer some questions related
to this module.