9. The four EFIS displays provide the
pilots with Flight data to help them
operate the aircraft in a safe and
efficient way

10. Flight parameters are displayed on
Primary Flight Displays (PFD)
while navigation data is displayed
on Navigation Displays (ND)
ELECTRONIC FLIGHT INSTRUMENT SYSTEM
PFD1 ND1 ND2 PFD2

12. Flight parameters are displayed on
PFD
+ navigation data is displayed on
ND
ELECTRONIC FLIGHT INSTRUMENT SYSTEM
Navigation Primary
Display Flight
Display

14. Visual presentation
of where the aircraft
is in relation to
Airfields, Navaids,
etc

15. Ground Speed (GS) +
True Air Speed (TAS) wind data are presented
always shows on the top below spd indicator; wind
Ground Speed left corner. direction (true north), wind
True Air Speed speed and an arrow to indicate
the wind direction with respect
to magnetic north

23. Flight parameters are displayed on
PFD and intergraded few tradition
component into 1 DU
ELECTRONIC FLIGHT INSTRUMENT SYSTEM
Primary
Flight
Display

24. The Artificial Horizon is in MIDDLE

25. Air Speed Indicator on the LEFT

26. Altimeter tape on the right

27. Also the Vertical Speed Indicator

28. The Primary Flight
display, displays all the
normal Primary Flight
indications.
• Attitude,
• Airspeed,
• Altitude,
• Vertical Speed,
• Heading and Track.

29. Indicators are laid
out in a
classic instrument
“T” configuration.

31. The upper part
of the display is
known as the
Flight Mode
Annunciator
(FMA)

32. A digital
radio altimeter
is displayed
when below
2500 ft

33. Attitude
information is
shown at the
center of the
display

34. The attitude indicator
works in the normal sense.
The aircraft is represented
by 3 black and yellow
symbols which remain
fixed.
Just like looking the
aircraft from the back

35. There is a
gradual scale for
pitch angle above
and below the
horizon.
The yellow dot at
the middle
represents the
lateral axis of the
plane.

36. Sky Pointer
The Sky Pointer moves
against a fixed scale to show
angle of bank.
To show both the pitch and
bank indications in use.
Let’s look at the indication
for a climbing turn.

37. Side Slip
Index
Below the roll index
is the Side Slip Index.
This index moves to
indicate side slip and
replaces the old
fashioned slip ball.

38. 10 degrees of left bank
20 degrees of left bank
30 degrees of left bank
Example: the a/c is in 20
degree banked turn to the
left with a nose up pitch
attitude of 10 degrees.
10 degrees of Nose up pitch

41. HEADING 091
The compass display is
very conventional
The gray scale (tape)
moves against a fixed
yellow line which
represents the centerline of
the aircraft
In the example shown the
aircraft is heading 091
degrees

42. TRACK 094
The small green diamond
represents the aircraft
track, and it is normally
referred to as the TRACK
DIAMOND
In the example shown the
track is 094 degrees which
means that the aircraft has
3 degrees of drift to the
right

43. A selected heading
may appear either
as;
• a blue figure /
triangle on the
appropriate side

44. On the FCU there is
a Heading selector,
with an indicator, that
is linked to the
selected heading Target Heading
indication on the PFD Selector and Indicator
compass.

45. All the indications
associated with Altitude
are located on the RHS of
the PFD
CLB NAV

46. Altimeter Vertical Speed
The main part of the
display is dedicated
to the Altimeter. To
the far right is the
Vertical Speed
display

48. When the Flight Director
pb on the EFIS control
panel is selected.
Flight Director
indications are on the
attitude indicator

49. Notice that there is
an indication on the
FMA when the
Flight Directors are
switched on

50. Flight Director Roll Bar
The vertical line is the
Flight Director Eoll bar,
while the horizontal
line is the Pitch bar
Let’s look at an example
of the Flight Director in
use.
Flight Director Pitch bar

51. Pitch up directed
Roll to the right directed
In this example the FD
is directing a pitch up
and roll to the right.
Once the aircraft has
achieved the required
pitch and bank the
Flight Director bars will
once again be
centralized

52. The Speed scale moves behind a fixed yellow
reference line and triangle. In the example shown the
indicated airspeed is steady at 250 knots.

53. When the aircraft
is accelerating, or
decelerating a
Speed Trend Arrow
appears
This arrow shows
the value that will be
attained in 10
seconds if the
acceleration
remains constant
Speed Trend Arrow

54. Speed Selector and
Indication
Selected Target
Airspeed
Manual speed
selection is achieved by
a rotary selector on the
FCU panel

55. Magenta = Managed Blue = Selected
As a general rule on
the PFD a Magenta
indication means
Managed and a Blue
indication means
selected

57. We will assume a
departure with the
Flaps in position
1+F

60. TOGA FLX / MCT
Climb
IDLE

61. Make sure you have got
FLX and flap setting 1+F
on the upper ECAM, Electronic
Centralized Aircraft Monitor

62. 151 V2 speed of 151 knots
134 Decision speed (V1) of 134 knots
060
040 During the take off roll a blue
decision speed, V1, and a magenta
V2 speed are shown.
Notice that since these speeds
are beyond the visible scale they
are shown as numbers.

63. 151
134 V2
140
060 V1
1
120
040
As the take off progresses V1
and V2 indications appear on
100 the speed scale as a blue 1 and
a magenta triangle
080

64. Just after lift off the
magenta target speed
remains at V2
200
140 The speed demanded by
1
180 the flight director will be V2
+ 10 knots
120 F
160
Flight Director Target Speed V2 +10
100
140
080
120

65. 250
220 Flap Limit speed, VFE
200
200 Minimum Slat retraction speed
180 S S Speed
180 F The F speed indication is
160 replaced with an S speed
160 indication.
140 This is the minimum Slat
retraction speed.
140

66. 250 Target Speed
240
220
200
220
S
200
180 The aircraft is now
S above S speed, and is
accelerating, so the flaps
160
180 can be fully retracted.
140
160

67. 250
240
After flap retraction the
280 aircraft is clean therefore
220 no VFE is indicated. The
260 aircraft stabilizes at 250
knots.
200 Target Speed
240 S Notice that the target
speed is in line with
180 = speed reference line.
220
160

72. In the A330 family, manual roll and
pitch are controlled by the side
sticks.
They are spring-loaded to neutral
and receive no feedback from the
flight controls.

73. Movement of one side stick will
not cause movement of the other.
In this case, as the left side stick is
moved, the right remains in the
neutral position.

74. FLIGHT CONTROL
COMPUTERS
A side stick sends a message to
the flight control computers
demanding an aircraft maneuver.

75. FLIGHT CONTROL
COMPUTERS
CONTROL SURFACES
The flight control computers process the input
and send it to the control surfaces
and instructions called LAWS. The processing
uses pre-set limitations

76. Normal Law is modified depending on the phase of flight. It operates
in 3 modes:
Ground mode:
• Operates on the ground when the aircraft is electrically and
hydraulically powered. Controls are conventional.
Flight mode:
• Operates in the air after a gradual transition from ground mode
just after lift off to 150ft
Flight
mode
Flare Ground
mode mode
Ground
mode
Flare mode:
• Modifies Flight Mode to introduce a
conventional ‘feel’ to the landing phase.

78. Conventional aircraft
• Control surface deflection is directly
proportional to control yoke deflection.
• The same yoke input produces a:
- Higher rate of pitch/roll at high
speed,
- Lower rate of pitch /roll at low speed.

79. A side stick deflection gives a rate demand
to the Flight control computers
Fly by wire aircraft
For the same side stick input, the control
surface deflections will be:
- Large at low speed, but
- Small at high speed.
• A side stick input is a :
- Rate of roll demand in roll,
- Load factor (g) demand in pitch.

81. In flight mode, if you wish to
execute a descending left turn,
you set the required attitude
and then return the side stick
to neutral.
The neutral side stick
position demands zero rates of
pitch and roll.
The flight control computers
will maintain the set attitude
until you use the side stick to
demand an attitude change.
Throughout the maneuver,
there are no pilot trim inputs.

85. Pitch up limit
Pitch down limit
• Pitch attitude protection
• 30 degree up / 15 degree down

86. • High angle of attack protection
• High speed protection.

87. Bank angle protection
No more than 67 degrees

89. Each side stick is fitted
with a red autopilot
disconnect.
By pressing it, a pilot
disconnects the autopilot.
Press twice to cancel
audio warning.

90. Each side stick is fitted
with a red autopilot
disconnect.
By pressing it, a pilot
disconnects the autopilot.
Press twice to cancel
audio warning.

92. Audio warning –
red SIDE STICK PRIORITY arrow
in front of the F/O indicating that his
side stick is inoperative.
The arrow points left showing that
the Captain has control.

96. Here we call “Glare Shield”

97. In the middle of the glare shield, there is a Flight
Control Unit. The FCU is one of the interface units
between the pilots and the Autoflight system.
There are selectors on the FCU which will affect the
indications seen on the PFD and ND.

98. SPEED HEADING ALTITUDE
The selectors, with associated indication, are
provided for:
• Speed,
• Heading,
• Altitude.
You will see how these selectors affect the EFIS
displays in the modules that follow.

103. 10000
17000 Target Altitude Target Altitude
Selector and Indication

104. Constraint altitude and target box
As the constraint
Altitude is approached
it appears on the scale
with a target box.

105. Target Flight Level Box
The aircraft is now
cruising at Flight
Level 370. Notice
that the target
Flight level box is in
the middle of the
Vertical Speed at zero scale and the
vertical speed
indication is at
STD
zero.

114. The ILS pb on the EFIS
control panel enables the
pilots to switch on an ILS
display.

115. The ILS display
includes indications for:
• Localizer,
• Front course,
• Glide slope,
• Information.

116. ILS deviation
information is
displayed in the form
of Localizer and
Glideslope deviation
scales.
The ILS front course
will be displayed in
magenta at the side of
the compass scale if
the figure is outside
the visible scale.

117. A magenta diamond
represents the
localizer.
When the ILS front
course is within the
compass scale it is
displayed as a
magenta dagger.

118. In the example
shown the aircraft is
established on the
localizer and the
Glideslope indication
has appeared in the
form of a magenta
diamond.

119. The aircraft is now
fully established on
the ILS approach.
Let’s look at the
indications on the
compass scale in
detail.

120. With the aircraft
established on the
localizer;
• the heading is 230
degrees
• the track diamond is
showing 3 degrees of left
drift
• The ILS front course
dagger is beneath the
track diamond.
You will see how useful
the track diamond can be
to help you fly an
accurate approach in the
simulator phase.

121. During an managed
descent the single triangle
is split into two to give a
speed range
360
Upper speed range A double magenta bar
indication indicates the target speed
340
Managed Target The speed will vary in
Airspeed
320 between the two speed
range indicators as the
Lower speed range aircraft maintains the
indication
300 required descent profile
Managed descent
profiles will be studied in
.636 depth in the Autoflight
modules

122. 320 A green circle indicates
the best lift drag ratio
360 speed for the aircraft in
300 clean configuration.
340
This speed is known as
280 Green Dot Speed.
320
260
300
240 o Green Dot Speed
.782

123. Following initial deceleration, there is an
indication of the next flap limiting speed =
VFE Next.
Next flap setting is 1 so an indication is
280
360 shown at 230 knots. The VFE Next
indication will be visible provided the
aircraft is below <15000 ft
260
340
Green Dot Speed may also be visible.
240
320
= VFE Next
220
300
o Green Dot Speed

124. A further deceleration to
Green Dot Speed takes the
airspeed below the VFE for
the first flap selection.
Flap 1 can now be
selected.
240
280
= VFE Next Notice that a target speed
of 140 knots has appeared.
220
260 This represents the
o approach speed target
200
240
=
180
220
o
140

125. Once the flap lever
is in position 1, S
Speed, VFE Next and
the Flap limit speed
indications will
Flap Limit speed, VFE appear.
240
220 The speed will
= decrease towards S
speed.
220 =
200 VFE Next
o
200 S S Speed
180
180
160
140

126. Notice that at S speed
the aircraft is below the
limit speed for the next
flap setting, VFE Next.
Flap 2 can now be
220 selected.
200 = VFE Next
S S Speed
180
160
140

127. As soon as the flap lever
is in position 2 , S Speed is
removed
F Speed, and a new VFE
220 Next indications will appear
220
The Flap limit speed will
200 Flap Limit speed, VFE move to a new limit.
200 =
= VFE Next
180
S
180
160 F F speed
160
140
140

128. The approach speed
target, V Approach, has
now appeared as a
magenta triangle.
The aircraft will continue
220 decelerating towards F
speed.
By reducing towards F
200 Flap Limit speed, VFE speed the aircraft will be
below the VFE for the next
= VFE Next flap setting.
180 Flap 3 can now be set
160 F
140 V Approach Speed

129. As before VFE
Next and VFE move
to reflect the new
220
200 flap position
Flap Limit speed, VFE
200
180 = Flap full can now
VFE Next
be selected
=
180
160 F
160
140 F
140
120

130. The aircraft will
eventually
stabilize at V
200 Approach and
160 the VFE will be
180 = adjusted to
140 reflect Full Flap
160 F
120
140
Protection speeds
100
120

131. In the final stage of an
approach the ground
reference ribbon will
reappear along with a
landing elevation line
Landing Elevation Line
FL 70 Ground Reference Ribbon
30.08
STD
QNH

132. Missed Approach Altitude
Notice that the vertical
speed indication is
showing a rate of decent
of 800 feet/ minute. Also
notice that the missed
approach altitude has
been set at 9000 feet.
Vertical Speed 800ft/min
FL 70
7000
30.08
STD
QNH

133. 120
Once the aircraft
100 lands all additional
speed indications
080 are removed apart
from the speed
trend arrow
060