Flight Instruments Flashcards
Secondary engine indications are automatically displayed when one or more of these conditions are met.
The displays initially receive electrical power
A fuel control switch is moved to cutoff inflight
An engine fire switch is pulled inflight
A secondary engine parameter is exceeded
Engine N2 RPM is below idle inflight
Both inboard and the lower center display units are known as
Multifunction Display Units, or MFDs.
If an ND is displayed on one inboard display unit and on the lower display unit,
the pilot who does not have an ND on the inboard display unit controls
the lower center display unit.
If neither pilot has an ND on the inboard display unit, and the lower center
display unit has an ND, then
the left EFIS control panel controls it.
In the last scenario, both pilots have an ND on their inboard display unit and there is an ND on the lower center display unit.
The left EFIS control panel controls both
the left inboard and the lower center display units.
The NAV position displays the ND and also
inhibits selections made on the Display Select Panel for the left inboard display.
The EICAS position displays EICAS, blanks the upper center display unit, and allows only
the ENG, FUEL, and AIR functions on the Display Select Panel to be used.
In the event of an upper center display unit failure, the EICAS switches
In this situation, selecting EICAS to an inboard display unit now moves the
EICAS display there. The secondary engine instruments will appear
automatically to the lower center display unit.
on the lower center display unit provided no latched condition exists.
The lower center display retains normal MFD capability after this automatic reconfigure.
In event of an outboard display unit failure, the PFD will automatically appear on the
inboard display unit regardless of the inboard display selector position.
In normal operations, Display Processing Channel 1 controls
Display Processing Channel 2 controls
Channel 4 controls
Display Processing Channel 3 is
the left PFD and ND
the EICAS Display and lower MFD
the right PFD and ND.
used as a backup in the event of a channel failure.
In the event the system does not automatically reconfigure, the Display Control source switches,
located here on the Instrument Source Select Panels allow the crew to manually
select an alternate source of data for the Flight Displays.
The Display Control Switch selects an alternate display channel for the respective display unit pair.
A master brightness switch located here on the overhead panel simultaneously adjusts
the brightness on all displays and panel lighting.
The Cursor Control Devices (CCDs) are used by the crew to interface with
the aircraft’s communication system, electronic checklist and Electronic Flight Bag via the MFDs.
The CCD consists of:
a touch pad, cursor location switches,
cursor location lights, and a cursor select switch.
Each CCD has a unique cursor symbol. The left CCD controls this cursor. The right CCD controls this cursor. During initial airplane power up,
the left CCD is active as a default.
Each cursor location switch has a corresponding light, called a cursor location light that illuminates
to indicate the selected display unit.
The cursor select switch activates the area of the display being
highlighted by the touch pad cursor.
The standby airspeed indicator displays airspeed calculated from
two standby air data modules (one pitot and one static).
UTC information comes from the Aircraft Information Management System (AIMS), which is
automatically updated by the GPS satellites. In the UTC position, the clock cannot be manually adjusted.
The ADIRS provides primary, secondary, standby air data and inertial reference
information which are utilized to supply information to
the display units, Flight Management System, flight controls, and engine controls.
The ADIRU is the primary source for
flight data, inertial reference and air data.
The ADIRU uses ring laser gyros and accelerometers to measure aircraft movements
in all three axes.
The ADIRU switch located on the overhead panel, turns on the ADIRU.
Once in flight, the ADIRU switch is inhibited to
prevent the ADIRU from becoming inadvertently unpowered.
If the ADIRU switch is left on when the aircraft is shutdown and power is removed,
the ON BAT light will illuminate and the horn in the landing gear wheel well will sound.
The ADIRU senses gravitational force and the earth’s rotation to determine
attitude and true north orientation.
In the event the ADIRU fails, the Secondary Attitude and Air Data Reference Unit (SAARU) automatically
becomes the source for attitude and air data.
The SAARU operation is
fully automated and has no flight deck controls.
The SAARU employs
four fiber optic gyros and six accelerometers to determine attitude.
When SAARU is the only source of flight data, the aircraft heading
must be manually updated using the standby compass and the CDU.
The ADIRU and the SAARU independently evaluate input from
eight remote sensors called Air Data Modules (ADMs).
The ADIRU and SAARU receive their air data from the left, center and right pitot and static systems.
The ADMs send this information to
the ADIRU and the SAARU via the Flight Controls Data Bus (FCDB).
Once the data is validated by the ADIRU and the SAARU, it’s sent back out on the FCDB for use by the appropriate system.
The maximum permissible airspeed is limited by the lowest of:
Vmo / Mmo, landing gear placard speed, or flap placard speed.
An airspeed trend vector points to the predicted airspeed in
10 sec, and is based on the current acceleration or deceleration.
When operating at high altitude and relatively high weights, the maximum maneuvering speed may be displayed,
indicating the maneuver margin to buffet.