Understand EICAS vs ECAM: what each cockpit system displays, how crews handle failures, and why not every Boeing uses EICAS.
EICAS (Engine Indicating and Crew Alerting System) displays engine data and prioritised aircraft-system alerts, chiefly on Boeing and some other aircraft. Airbus ECAM performs the same core monitoring role, but usually goes further by showing ordered corrective actions and automatically calling up the relevant system page. The implementation varies by aircraft type.
For our Aviation & Real-World Flying readers, the useful shorthand is that EICAS identifies a condition and works with the aircraft's checklist system, while ECAM normally identifies it, displays many of the required actions and shows the affected system. Newer Boeing electronic checklists narrow that difference considerably.
What does EICAS show?
EICAS combines continuous engine indications with centrally prioritised warning, caution, advisory and status messages. Depending on the aircraft, its displays can show thrust-setting parameters, temperatures, fuel flow, oil indications and system synoptic pages.
The most urgent alerts receive the strongest visual and aural cues. Colours and message categories vary by type, so crews follow the conventions published for that aircraft rather than assuming every EICAS installation works identically.
An EICAS message is not necessarily the complete procedure. On older installations, the crew may retrieve the relevant non-normal checklist from the Quick Reference Handbook; newer aircraft can link the message to an electronic checklist containing the required actions.
How is Airbus ECAM different?
ECAM integrates alerting, system diagrams and checklist-like action lines more tightly on the cockpit displays. In an A320, the Engine/Warning Display presents engine information, alerts and actions, while the System Display shows the relevant electrical, hydraulic, fuel or other system page.
When a monitored failure occurs, ECAM normally prioritises the alert, displays the associated actions and automatically selects the affected system page. After the procedure, a STATUS page can identify inoperative systems, operational consequences and information needed for the rest of the flight.
Our explanation of the A320's principal cockpit controls and displays shows where these screens fit into the wider flight deck. For the actual sequence of reading, confirming and clearing messages, see our practical guide to using A320 ECAM.
| Aspect | EICAS | Airbus ECAM |
|---|---|---|
| Primary role | Engine indications and prioritised crew alerts | Engine indications, alerts, corrective actions and system monitoring |
| Failure procedure | Usually completed through a separate paper or electronic non-normal checklist | Many actions appear directly on ECAM, with other procedures referenced when required |
| System pages | Selectable, and sometimes called automatically, depending on the aircraft | The relevant page is normally called automatically when a monitored failure occurs |
| After the actions | Status information and checklist consequences depend on the installation | ECAM STATUS summarises many remaining consequences and inoperative systems |
| Aircraft coverage | Used by several Boeing types and aircraft from some other manufacturers | Airbus terminology and operating philosophy |
Does every Boeing aircraft use EICAS?
No. Aircraft including the Boeing 757, 767, 747-400, 747-8, 777 and 787 use EICAS implementations, but their display layouts and checklist integration are not identical.
The Boeing 737, including the NG and MAX, does not have the central EICAS architecture found on those aircraft. It combines dedicated engine displays with system annunciators, master caution logic and separate non-normal checklists. Calling every Boeing engine screen “EICAS” is therefore a common but significant mistake.
EICAS is not exclusively a Boeing term either. Some aircraft from other manufacturers use EICAS or a closely related engine-indication and central-alerting design.
Does ECAM replace the QRH?
No: ECAM handles many sensed failures, but it is not a substitute for every approved checklist or procedure. It cannot detect every condition, and certain events require memory actions, a non-ECAM checklist, supplementary information or a procedure referenced by the display.
ECAM also does not make the decisions for the pilots. The crew must confirm the failure, maintain control of the aircraft, observe task sharing and assess operational consequences such as landing performance, system redundancy and diversion requirements.
Common EICAS and ECAM mistakes
Most errors come from treating the display as a complete diagnosis rather than one part of an aircraft-specific procedure.
- Acting before stabilising the aircraft: flight path and immediate memory actions take priority over reading a display.
- Using an EICAS message as the checklist: the message identifies the condition; the applicable non-normal checklist supplies the procedure.
- Clearing ECAM too early: premature use of the clear function can hide the current procedure or advance past information the crew has not reviewed.
- Assuming every action is sensed: ECAM can verify many switch or valve states, but not every crew action or external condition is monitored.
- Trusting a simulator display uncritically: some simulated aircraft reproduce the appearance but simplify failure logic, automatic page selection or electronic checklists.
How should pilots handle an EICAS or ECAM alert?
The correct response is to follow the approved sequence for that aircraft, not to transfer habits from another cockpit.
- Fly the aircraft. Stabilise the flight path and complete only the immediate or memory actions required by the type-specific procedure.
- Confirm the alert. Read the exact title, priority and affected system; do not act on an assumed diagnosis.
- Use the correct procedure source. Process displayed ECAM actions on an Airbus, or retrieve the linked electronic or published non-normal checklist for an EICAS message.
- Review the consequences. Check STATUS information, inoperative equipment, system configuration and any performance implications.
- Plan the remainder of the flight. Apply the operator's procedure for communication, landing assessment, diversion and maintenance reporting.
In a flight simulator, an ECAM action that refuses to clear often means the simulated switch state, failure model or system dependency has not been satisfied. Recheck the displayed instruction and aircraft documentation rather than repeatedly pressing CLR. If an EICAS aircraft lacks a functioning electronic checklist, use the checklist supplied with that specific simulation.
Is ECAM better than EICAS?
Neither system is inherently better; each belongs to a complete cockpit and training philosophy. ECAM places many corrective actions directly in the crew's scan, while EICAS keeps the alerting function distinct from the non-normal checklist. A modern EICAS installation paired with an electronic checklist can provide similarly integrated support.
The meaningful comparison is therefore between complete aircraft implementations, not just display names. Our guide to the wider Boeing and Airbus cockpit philosophies explains how these alerting systems fit with automation, controls and crew procedures.