Aircraft and Spacecraft Instrumentation. Lecture EFIS, EICAS, ECAM, FMS

Transcription

1 Lecture EFIS, EICAS, ECAM, FMS

2 EFIS Electronic Flight Instrument System

3 EFIS architecture

4 EFIS on B

5 EFIS on A320

6 EFIS architecture

7 EFIS displays EFIS pictorial display Torque indicators Primary displays

8 Primary flight displays: attitude heading altitude airspeed vertical speed lateral/vertical path engine power selected heading selected course autopilot/flight director navigation timer

9 Multifunction display: radio management aircraft systems engine instruments checklists moving map flight plan terrain datalink (traffic/weather) charts runways diagrams wind direction/speed ground track cautions/warnings geographic overlays lightning/weather traffic information

10 Multifunction display Apollo MX-20

11 Multifunction display Apollo MX-20 - continuation

12 Engine/warning display

13 Integrated EFIS on small aircraft boards Dynon TL-elektronic

14 EICAS Engine Indicating and Crew Alerting System EICAS is designed to provide all engine instrumentation and crew advisory/caution/warning alert messages in an integrated format. The crew alerting feature provides EICAS messages, flight deck lamp control and aural alerts The system provides: Primary engine data: N1, EGT and warning and alert messages, (EPR) Secondary engine data: N2, fuel flow, oil quantity, pressure and temperature, vibration + non-engine parameters: flight control surface position, hydraulic & pneumatic system, power system including APU, deicing system etc. The system has two computers (R, L). Only one is in the control at the time and the other is standby.

15 EICAS

16 EICAS combined display

17 EICAS modes EICAS categorizes displays and alerts according to function and usage into modes: operational: engine operating information and any alerts required to be actioned by the crew in flight. Only upper display presents information. status: provides details about the readiness of the aircraft maintenance: trouble-shooting and verification testing of the major sub-systems EICAS distinguishes 7 colors: white: all scales, normal operating range of pointers, digital readouts red: warning messages, maximum operating limit marks, digital readouts green: thrust mode readout, selected EPR/N1 speed marks or target cursors blue: testing of the system only yellow: caution and advisory messages, caution limit marks on scales, digital readouts magenta: during in-flight engine starting cyan: names of all parameters being measured and status marks EICAS levels: Level A warnings requiring immediate correction activity Level B cautions requiring immediate crew awareness and possible activity Level C advisories requiring crew awareness

18 ECAM Electronic Centralized Aircraft Monitoring system ECAM data relate essentially to the primary aircraft systems and are displayed in checklist and in pictorial or synoptic format. Engine operating data are displayed by conventional types of instruments. ECAM uses two displays side-by-side. The left-hand display is dedicated to inform in check-list format about: status of systems warnings corrective actions. The right-hand display is dedicated to show left-hand-display information in pictorial or synoptic format. ECAM modes: flight-phase related: provides the information about the current phase of aircraft operation (pre-flight, take-off, climb, cruise, descent, approach, and after landing) advisory: (mode & status) failure related: when a failure occurs manual: permits the selection of diagrams related to any one of 12 systems for routine checking and status messages provided no warnings

19 ECAM

20 ECAM control panel Display on and brightness control LEFT DISPLEY SGW select switches 1 ECAM SGU 2 LEFT DISPLEY FAULT FAULT OFF OFF Message clearance switch OFF CLR BRT ENG HYD AC OFF DC BRT Status message switch STS BLEED COND PRESS FUEL Recall switch RCL APU F/CTL DOOR WHEEL System synoptic display switches ECAM selective systems: ENG engine system, HYD hydraulic system, AC/DC AC/DC power system, BLEED air bleed system, COND air-conditioning, PRESS pressure in cabin system, FUEL fuel system, APU auxiliary power unit, F/CTL surface flight control, DOOR door system, WHEEL landing gear system

21 ECAM displays MEMO DOOR APU RUNNING NO SMOKING ON SEAT BELTS ON PARKING BRAKE ON CABIN FWD COMPT ARM ARM AVIONIC CARGO EMEN EXIT ARM ARM CARGO BU LK CABIN ARM ARM Left-hand display Right-hand display

22 ECAM displays - failure BRAKES TEMP: BRAKES TEMP HOT - FANS...ON - DELAY T.O. FOR COOL R ROLL SPLR ROLL SPD BRK Left-hand display Right-hand display

23 FMS Flight Management System FMS advises the flight crew the optimum settings of various control parameters (EPR, climb rate etc.) under varying flight conditions. It can isolate a flight crew from the control loop fully automatic FMS. DECREASE A WORKLOAD OF THE FLIGHT CREW GREAT PRECISION OF ENGINE POWER CONTROL FLIGHT PATH CONTROL (lateral & vertical) THE MOST ECONOMICAL USE OF THE AVAILABLE FUEL INCREASE OF SAFETY The FMS can be found on most commercial & business aircraft. FMS assists the pilot in navigation, flight planning & aircraft control. Provides real-time navigation information such as the programmed route, database waypoints & standard departure/arrival procedures. Calculates performance data and vertical profiles based on weight, cost index, cruise altitude and predicted winds.

24 A typical FMS consists of: Flight Management Computer Control Display Unit Visual Display (EFIS)

25 FMC Aircraft Position - IRS/INS/GPS - Nav aids (VOR/DME/ADF) FMC - Navigation Database - Performance Calculations Auto-Flight System - Auto-throttle - Flight Directors EFIS - Attitude Indicator - Heading Indicator The Flight Management Computer is supplied with information from: Navigation systems Inertial reference system Air data computer Engine and system status Aircraft specific performance database Route, procedure and terrain database EGPWS TCAS Datalink Pilot inputs

26 FMS data interfacing

27 FMS configuration

28 FMS - operation 1. The pilot must initialize and program the FMS with relevant route information. 2. The navigation and aircraft performance database must be verified as current and correct. (performance must reflect the specific aircraft) 3. An initial position must be entered. (Lat and Long) 4. A GPS augmented system will take less time to initialize. 5. The required route must be entered. This can include specific departure, en-route, arrival, and approach procedures. (manually entered or previously stored) 6. Routing must be confirmed accurate and correct and any ATC changes to expected routing must be entered manually en-route. 7. The pilot becomes a manager of this sophisticated system, monitoring progress and updating or changing parameters as necessary.