THE EICAS PRIMARY DISPLAY / WARNING SYSTEMS

THE EICAS

Q: EICAS  DISPLAY? WHAT IS THAT??? HOW DOES IT WORK?

A: EASY

EICAS ( Engine Indication and Crew Alerting System) 

The EICAS Consolidate engine and subsystem indications and prvides a centrally located crew alerting message display. EICAS also displays some system status and maintenance information. EICAS provide:

• System Alerts
• Maintenance Information
• Status Messages
• communications Alerts

System Alerts messages are asociated with the aircraft system failures or faults. These requiere performance of non-normal procedures, or affect the way the flight crew operation.

System Alert Level Definitions

Time critical warnings alert the crew of non normal operational conditions requiring inmediate crew awareness and corrective actions to mantain safe flight. Time Critical warning are usually associated with primary flight path control. Master WARNING lights, voice alerts, and ADI indications or stick shakers announce time critical warning conditions.

WARNING (RED)

Non normal operational, the system requiring immediate crew awareness and corrective action.

Cautions (AMBER)

Non normal operation or system conditionr equiring inmediate crew awareness + Corrective action may be requiered.

Advisories (AMBER, INDENTED)

Alert the crew to non normal operational or system condition requiring routine crew awareness, corrective may be required.

THIS IS THE BASICS OF EICAS. IF U HAVE MORE QUIESTIONS, ASK
HAPPY LANDING

STABILIZED APPROACHES, GOOD PRACTICE GUITE 2/12

FLIGHT PATH DEVIATION DURING FINAL APPROACH

PILOTS

ATC can be an extra aid to safety if you deviate from the flight path.

Request assistance from ATC if you're in any doubt at all

CONTROLLERS

When you observe flight path deviations, you must react and even suggest a GO AROUND

Given the stress level  that this type of event can create, evaluating such situations should be covered by special training in order to ensure consistent reactions.

STABILIZED APPROACHES, GOOD PRACTICE GUIDE - 1/12

STABILISATION

PILOTS

According to IATA, a quarter of all accident in 2005 were due to runway excursion. Most of these occurred following an approach that was never stabilised or that became unstabilised.

Report to the controller any factor which could make a stabilised approach difficult (e.g. Tail wind, Icing).

Once stabilised, continue the approach. Otherwise go around.

CONTROLLERS

Give the crews enough time on final approach to become stabilised.

The stabilisation criteria usually used at 500 feet, at the latest, are

• Aircraft level on the final approach path, in the landing configuration at the approach speed, with the power set and the before landing checklist complete

Communicate any envorimental changes that could prevent a stabilised approach as soon as possible.

STABILIZED APPROACHES, GOOD PRACTICE GUITE 7/12

CLEARENCES INCOMPATIBLE WITH AIRCRAFT PERFORMANCE

PILOTS

when it is part of a sequence of speed adjustments with a high level radio traffic, we can be reluctant
to question or negotiate with a request to mantain speed.

Refuse controllers request when they appear to be incompatible with stabilising the approach.

Advise the controller when you redude speed to stabilise the approach

if your final approach speed is going to be different from normal, advise the controller during initial approach.

CONTROLLERS

A request to maintain a speed that is to high too near the threshold can prevent the crew from stabilising the approach.

Avoid requests for speed to be maintained at over 220kts on the extended centerline and over 180kts closer than 7nm from the threshold.

STABILIZED APPROACHES, GOOD PRACTICE GUITE 6/12

EXTERNAL PRESSURES

PILOTS

External pressures, especially financial and commercial, increase the risk of continuing with an unstabilised approach (or one that becomes unstabilised)

CONTROLLERS

Just like the pilots, you're also confronted by pressures - especially of timing - when managing the approach sequence. They may make it difficult for the crew to become stabilised. The human risk factor must be considered in the TRM and the joint pilot - controller meeting

STABILIZED APPROACHES, GOOD PRACTICE GUITE 5/12

GO AROUND CLEARENCES

PILOTS

The Go Around is an integral part of preparing for the approach

Pay as much attention to it as the final approach.

CONTROLLERS

Pilots prepare for Go Around at the same time as preparing the approach (briefing. FMS, radio aids) in accordance with the published procedure.

If you have change the Go Around Procedure, make it simple and advise the crew as soon as possible.

Where possible avoid an altitude that is lower than the published altitude.

STABILIZED APPROACHES, GOOD PRACTICE GUITE 4/12

VISUAL APPROACHES

PILOTS

Prepare and anticipate your visual approach by doing more than simply mentioning it during the approach briefing but stablish check points and gates

Use the visual approach pattern in your airplane manual or company document, if it exists.

CONTROLLERS

For visual approach clearances:

• Leave time for the crew (Briefing, preparing the aircraft).
• Mentioning any constraints that you anticipate using as soon as possible, e.g. altitude or routing.
• Talk to the pilots about your constraints in the joint Pilot-controller meetings.