Fault and detection and annunciation

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Fault and detection and annunciation

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Page 1: Fault and detection and annunciation

TRAINING MANUAL

CFM56-7B

FAULT DETECTION &ANNUNCIATION

SEPTEMBER 2003

CTC-219 Level 4

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CFM56-ALL TRAINING MANUAL

GENERAL Page 1Issue 01

EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

CFMI Customer Training CenterSnecma Services

Site de Melun-Montereau,Aérodrome de Villaroche

Chemin de Viercy, B.P. 1936,77019 - Melun Cedex

FRANCE

CFMI Customer Training ServicesGE Aircraft Engines

Customer Technical Education Center123 Merchant Street

Mail Drop Y2Cincinnati, Ohio 45246

USA

Published by CFMI

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GENERAL Page 2Issue 01

EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

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GENERAL Page 3Issue 01

EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE and SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license. Therefore, None of the information may be disclosed to other than the recipient.

In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and CFM International.

COPYRIGHT 1998 CFM INTERNATIONAL

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CFMI PROPRIETARY INFORMATION

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EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

CFM56-ALL TRAINING MANUAL

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LEXIS

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CFMI PROPRIETARY INFORMATION

AA/C AIRCRAFTAC ALTERNATING CURRENTACARS AIRCRAFT COMMUNICATION ADRESSING and REPORTING SYSTEMACAU AIR CONDITIONING ACCESSORY UNITACMS AIRCRAFT CONDITION MONITORING SYSTEMACS AIRCRAFT CONTROL SYSTEMADC AIR DATA COMPUTERADEPT AIRLINE DATA ENGINE PERFORMANCE TRENDADIRS AIR DATA AND INERTIAL REFERENCE SYSTEMADIRU AIR DATA AND INERTIAL REFERENCE UNITAGB ACCESSORY GEARBOXAIDS AIRCRAFT INTEGRATED DATA SYSTEMALF AFT LOOKING FORWARDALT ALTITUDEALTN ALTERNATEAMB AMBIENTAMM AIRCRAFT MAINTENANCE MANUALAOG AIRCRAFT ON GROUNDA/P AIRPLANEAPU AUXILIARY POWER UNITARINC AERONAUTICAL RADIO, INC. (SPECIFICATION)ASM AUTOTHROTTLE SERVO MECHANISMA/T AUTOTHROTTLE

ATA AIR TRANSPORT ASSOCIATIONATC AUTOTHROTTLE COMPUTERATHR AUTO THRUSTATO ABORTED TAKE OFFAVM AIRCRAFT VIBRATION MONITORING

BBITE BUILT IN TEST EQUIPMENTBMC BLEED MANAGEMENT COMPUTERBPRV BLEED PRESSURE REGULATING VALVEBSI BORESCOPE INSPECTIONBSV BURNER STAGING VALVE (SAC)BSV BURNER SELECTION VALVE (DAC)BVCS BLEED VALVE CONTROL SOLENOID

CC CELSIUS or CENTIGRADECAS CALIBRATED AIR SPEEDCBP (HP) COMPRESSOR BLEED PRESSURECCDL CROSS CHANNEL DATA LINKCCFG COMPACT CONSTANT FREQUENCY GENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE PRESSURE CDS COMMON DISPLAY SYSTEMCDU CONTROL DISPLAY UNITCFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEM

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CFMI PROPRIETARY INFORMATION

CFMI JOINT GE/SNECMA COMPANY (CFM INTERNATIONAL)CG CENTER OF GRAVITYCh A channel ACh B channel BCHATV CHANNEL ACTIVECIP(HP) COMPRESSOR INLET PRESSURECIT(HP) COMPRESSOR INLET TEMPERATUREcm.g CENTIMETER X GRAMSCMC CENTRALIZED MAINTENANCE COMPUTERCMM COMPONENT MAINTENANCE MANUALCMS CENTRALIZED MAINTENANCE SYSTEMCMS CENTRAL MAINTENANCE SYSTEMCODEP HIGH TEMPERATURE COATINGCONT CONTINUOUSCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEWCTAI COWL THERMAL ANTI-ICINGCTEC CUSTOMER TECHNICAL EDUCATION CENTERCTL CONTROLCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE

DDAC DOUBLE ANNULAR COMBUSTORDAMV DOUBLE ANNULAR MODULATED VALVE

DAR DIGITAL ACMS RECORDERDC DIRECT CURRENTDCU DATA CONVERSION UNITDCV DIRECTIONAL CONTROL VALVE BOEING DEU DISPLAY ELECTRONIC UNITDFCS DIGITAL FLIGHT CONTROL SYSTEMDFDAU DIGITAL FLIGHT DATA ACQUISITION UNITDFDRS DIGITAL FLIGHT DATA RECORDING SYSTEMDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MANAGEMENT COMPUTERDMD DEMANDDMS DEBRIS MONITORING SYSTEMDMU DATA MANAGEMENT UNITDOD DOMESTIC OBJECT DAMAGEDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF

EEAU ENGINE ACCESSORY UNITEBU ENGINE BUILDUP UNITECA ELECTRICAL CHASSIS ASSEMBLYECAM ELECTRONIC CENTRALIZED AIRCRAFT MONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNITEE ELECTRONIC EQUIPMENTEEC ELECTRONIC ENGINE CONTROL

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CFMI PROPRIETARY INFORMATION

EFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEMEGT EXHAUST GAS TEMPERATUREEHSV ELECTRO-HYDRAULIC SERVO VALVEEICAS ENGINE INDICATING AND CREW ALERTING SYSTEMEIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEIVMU ENGINE INTERFACE AND VIBRATION MONITORING UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNITEPROM ERASABLE PROGRAMMABLE READ ONLY MEMORY(E)EPROM (ELECTRICALLY) ERASABLE PROGRAMMABLE READ ONLY MEMORYESN ENGINE SERIAL NUMBERETOPS EXTENDED TWIN OPERATION SYSTEMSEWD/SD ENGINE WARNING DISPLAY / SYSTEM DISPLAY

FF FARENHEITFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL ENGINE CONTROLFAR FUEL/AIR RATIOFCC FLIGHT CONTROL COMPUTERFCU FLIGHT CONTROL UNIT

FDAMS FLIGHT DATA ACQUISITION & MANAGEMENT SYSTEMFDIU FLIGHT DATA INTERFACE UNITFDRS FLIGHT DATA RECORDING SYSTEMFDU FIRE DETECTION UNITFEIM FIELD ENGINEERING INVESTIGATION MEMOFF FUEL FLOW (see Wf) -7BFFCCV FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR)FI FLIGHT IDLE (F/I)FIM FAULT ISOLATION MANUALFIN FUNCTIONAL ITEM NUMBERFIT FAN INLET TEMPERATUREFLA FORWARD LOOKING AFTFLX TO FLEXIBLE TAKE-OFFFMC FLIGHT MANAGEMENT COMPUTERFMCS FLIGHT MANAGEMENT COMPUTER SYSTEMFMGC FLIGHT MANAGEMENT AND GUIDANCE COMPUTERFMGEC FLIGHT MANAGEMENT AND GUIDANCE ENVELOPE COMPUTERFMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTIONFQIS FUEL QUANTITY INDICATING SYSTEMFRV FUEL RETURN VALVEFWC FAULT WARNING COMPUTER

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CFMI PROPRIETARY INFORMATION

FWD FORWARD

Gg.in GRAM X INCHESGE GENERAL ELECTRICGEAE GENERAL ELECTRIC AIRCRAFT ENGINESGEM GROUND-BASED ENGINE MONITORINGGI GROUND IDLE (G/I) GMM GROUND MAINTENANCE MODEGMT GREENWICH MEAN TIMEGND GROUNDGPH GALLON PER HOURGPU GROUND POWER UNITGSE GROUND SUPPORT EQUIPMENT

HHCF HIGH CYCLE FATIGUEHCU HYDRAULIC CONTROL UNITHDS HORIZONTAL DRIVE SHAFTHMU HYDROMECHANICAL UNITHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTORHPRV HIGH PRESSURE REGULATING VALVEHPSOV HIGH PRESSURE SHUT-OFF VALVEHPT HIGH PRESSURE TURBINEHPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL

HPTC HIGH PRESSURE TURBINE CLEARANCEHPTCCV HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVEHPTN HIGH PRESSURE TURBINE NOZZLEHPTR HIGH PRESSURE TURBINE ROTORHz HERTZ (CYCLES PER SECOND)

II/O INPUT/OUTPUTIAS INDICATED AIR SPEEDID INSIDE DIAMETERID PLUG IDENTIFICATION PLUGIDG INTEGRATED DRIVE GENERATORIFSD IN FLIGHT SHUT DOWNIGB INLET GEARBOXIGN IGNITIONIGV INLET GUIDE VANEin. INCHIOM INPUT OUTPUT MODULEIPB ILLUSTRATED PARTS BREAKDOWNIPC ILLUSTRATED PARTS CATALOGIPCV INTERMEDIATE PRESSURE CHECK VALVEIPS INCHES PER SECONDIR INFRA RED

K°K KELVINk X 1000KIAS INDICATED AIR SPEED IN KNOTSkV KILOVOLTS

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CFMI PROPRIETARY INFORMATION

Kph KILOGRAMS PER HOUR

LL LEFTL/H LEFT HANDlbs. POUNDS, WEIGHTLCD LIQUID CRYSTAL DISPLAYLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGELGCIU LANDING GEAR CONTROL INTERFACE UNITLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINELPT(A)CC LOW PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROLLPTC LOW PRESSURE TURBINE CLEARANCELPTN LOW PRESSURE TURBINE NOZZLELPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER

MmA MILLIAMPERES (CURRENT)MCD MAGNETIC CHIP DETECTORMCDU MULTIPURPOSE CONTROL AND DISPLAY UNITMCL MAXIMUM CLIMBMCR MAXIMUM CRUISE

MCT MAXIMUM CONTINUOUSMDDU MULTIPURPOSE DISK DRIVE UNITMEC MAIN ENGINE CONTROLmilsD.A. Mils DOUBLE AMPLITUDEmm. MILLIMETERSMMEL MAIN MINIMUM EQUIPMENT LISTMO AIRCRAFT SPEED MACH NUMBER MPA MAXIMUM POWER ASSURANCEMPH MILES PER HOURMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALSmV MILLIVOLTSMvdc MILLIVOLTS DIRECT CURRENT

NN1 (NL) LOW PRESSURE ROTOR ROTATIONAL SPEEDN1* DESIRED N1N1ACT ACTUAL N1N1CMD COMMANDED N1N1DMD DEMANDED N1N1K CORRECTED FAN SPEEDN1TARGET TARGETED FAN SPEEDN2 (NH) HIGH PRESSURE ROTOR ROTATIONAL SPEEDN2* DESIRED N2N2ACT ACTUAL N2N2K CORRECTED CORE SPEEDN/C NORMALLY CLOSEDN/O NORMALLY OPEN

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EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

NAC NACELLENVM NON VOLATILE MEMORY

OOAT OUTSIDE AIR TEMPERATUREOD OUTLET DIAMETEROGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOROVBD OVERBOARDOVHT OVERHEAT PPb BYPASS PRESSUREPc REGULATED SERVO PRESSUREPcr CASE REGULATED PRESSUREPf HEATED SERVO PRESSUREP/T25 HP COMPRESSOR INLET TOTAL AIR PRESSURE/TEMPERATUREP/N PART NUMBERP0 AMBIENT STATIC PRESSUREP25 HP COMPRESSOR INLET TOTAL AIR TEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXERPPH POUNDS PER HOURPRSOV PRESSURE REGULATING SERVO VALVEPs PUMP SUPPLY PRESSUREPS12 FAN INLET STATIC AIR PRESSURE

PS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIR PRESSURE (CDP)PSI POUNDS PER SQUARE INCHPSIA POUNDS PER SQUARE INCH ABSOLUTEPSID POUNDS PER SQUARE INCH DIFFERENTIALpsig POUNDS PER SQUARE INCH GAGEPSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW)PT25 HPC TOTAL INLET PRESSURE

QQAD QUICK ATTACH DETACHQEC QUICK ENGINE CHANGEQTY QUANTITYQWR QUICK WINDMILL RELIGHT

RR/H RIGHT HANDRAC/SB ROTOR ACTIVE CLEARANCE/START BLEEDRACC ROTOR ACTIVE CLEARANCE CONTROLRAM RANDOM ACCESS MEMORYRCC REMOTE CHARGE CONVERTERRDS RADIAL DRIVE SHAFTRPM REVOLUTIONS PER MINUTE

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EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

RTD RESISTIVE THERMAL DEVICERTO REFUSED TAKE OFFRTV ROOM TEMPERATURE VULCANIZING (MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL TRANSFORMER

SS/N SERIAL NUMBERS/R SERVICE REQUESTS/V SHOP VISITSAC SINGLE ANNULAR COMBUSTORSAR SMART ACMS RECORDERSAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSDAC SYSTEM DATA ACQUISITION CONCENTRATORSDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC)SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTIONSFCC SLAT FLAP CONTROL COMPUTERSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD (CONDITIONS : 29.92 in.Hg / 59°F)SLSD SEA LEVEL STANDARD DAY (CONDITIONS : 29.92 in.Hg / 59°F)SMM STATUS MATRIX

SMP SOFTWARE MANAGEMENT PLANSN SERIAL NUMBERSNECMA SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATIONSOL SOLENOIDSOV SHUT-OFF VALVESTP STANDARD TEMPERATURE AND PRESSURESVR SHOP VISIT RATESW SWITCH BOEINGSYS SYSTEM

TT oil OIL TEMPERATURET/C THERMOCOUPLET/E TRAILING EDGET/O TAKE OFFT/R THRUST REVERSERT12 FAN INLET TOTAL AIR TEMPERATURET25 HP COMPRESSOR INLET AIR TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR TEMPERATURET49.5 EXHAUST GAS TEMPERATURE T5 LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURETAI THERMAL ANTI ICE TAT TOTAL AIR TEMPERATURETBC THERMAL BARRIER COATINGTBD TO BE DETERMINEDTBO TIME BETWEEN OVERHAULTBV TRANSIENT BLEED VALVE

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EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

TC(TCase) HP TURBINE CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCCV TURBINE CLEARANCE CONTROL VALVETCJ TEMPERATURE COLD JUNCTIONT/E TRAILING EDGETECU ELECTRONIC CONTROL UNIT INTERNAL TEMPERATURETEO ENGINE OIL TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THROTTLE LEVER ANGLE AIRBUSTLA THRUST LEVER ANGLE BOEINGTM TORQUE MOTORTMC TORQUE MOTOR CURRENTT/O TAKE OFFTO/GA TAKE OFF/GO AROUNDT/P TEMPERATURE/PRESSURE SENSORTPU TRANSIENT PROTECTION UNITTR TRANSFORMER RECTIFIERTRA THROTTLE RESOLVER ANGLE AIRBUSTRA THRUST RESOLVER ANGLE BOEINGTRDV THRUST REVERSER DIRECTIONAL VALVE TRF TURBINE REAR FRAMETRPV THRUST REVERSER PRESSURIZING VALVETSI TIME SINCE INSTALLATION (HOURS)TSN TIME SINCE NEW (HOURS)TTL TRANSISTOR TRANSISTOR LOGIC

UUER UNSCHEDULED ENGINE REMOVAL

UTC UNIVERSAL TIME CONSTANT

VVAC VOLTAGE, ALTERNATING CURRENTVBV VARIABLE BLEED VALVEVDC VOLTAGE, DIRECT CURRENTVDT VARIABLE DIFFERENTIAL TRANSFORMERVIB VIBRATIONVLV VALVEVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE

WWDM WATCHDOG MONITORWf WEIGHT OF FUEL OR FUEL FLOW WFM WEIGHT OF FUEL METERED WOW WEIGHT ON WHEELSWTAI WING THERMAL ANTI-ICING

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CFM56-ALL TRAINING MANUAL

LEXIS Page 14Issue 02

EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

IMPERIAL / METRIC CONVERSIONS

1 mile = 1,609 km1 ft = 30,48 cm1 in. = 25,4 mm1 mil. = 25,4 µ

1 sq.in. = 6,4516 cm²

1 USG = 3,785 l (dm³)1 cu.in. = 16.39 cm³

1 lb. = 0.454 kg

1 psi. = 6.890 kPa

°F = 1.8 x °C + 32

METRIC / IMPERIAL CONVERSIONS

1 km = 0.621 mile1 m = 3.281 ft. or 39.37 in.1 cm = 0.3937 in.1 mm = 39.37 mils.

1 m² = 10.76 sq. ft.1 cm² = 0.155 sq.in.

1 m³ = 35.31 cu. ft.1 dm³ = 0.264 USA gallon1 cm³ = 0.061 cu.in.

1 kg = 2.205 lbs

1 Pa = 1.45 10-4 psi.1 kPa = 0.145 psi1 bar = 14.5 psi

°C = ( °F - 32 ) /1.8

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TABLE OF CONTENTS

EFFECTIVITYB737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL

CFMI PROPRIETARY INFORMATION

CFM56-7B TRAINING MANUAL

CONTENTSFAULT DETECTION &

ANNUNCIATION

Page 15Sep 03

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EFFECTIVITYB737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL

CFMI PROPRIETARY INFORMATION

CFM56-7B TRAINING MANUAL

CONTENTSFAULT DETECTION &

ANNUNCIATION

Page 16Sep 03

SECTION PAGE SECTION PAGE

LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

EEC SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

FAULT DETECTION - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

SIGNAL AND RANGE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

CROSS CHANNEL VALIDATION . . . . . . . . . . . . . . . . . . . . . . . . . . 77

OUTPUT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

WARNING INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

MESSAGE INTERROGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

AIRCRAFT CONDITION MONITORING SYSTEM (ACMS) . . . . . . . . . . . 211

AIRBORNE VIBRATION MONITORING SYSTEM (AVMS) . . . . . . . . . . . 229

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CFMI PROPRIETARY INFORMATION

CFM56-7B TRAINING MANUAL

ARCHITECTUREFAULT DETECTION

& ANNUNCIATION

Page 17Sep 03

ARCHITECTURE

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ARCHITECTUREFAULT DETECTION

& ANNUNCIATION

Page 18Sep 03

ENGINE CONTROL SYSTEM

System components.

The CFM56-7B engine incorporates a computer-based Full Authority Digital Engine Control (FADEC) system.

The engine control system is composed of the following elements :

- Electronic Engine Control (EEC), containing two identical computers, designated channel A and channel B.

- Hydro-mechanical Unit (HMU), which converts electrical signals from the EEC into hydraulic pressures to drive the engine’s valves and actuators.

- EEC alternator.- Engine Identification plug (ID plug).- Engine pressure, temperature and speed sensors.- Variable Stator Vane (VSV) actuators.- Variable Bleed Valve (VBV) actuators.- High Pressure Turbine Clearance Control (HPTCC).- Low Pressure Turbine Clearance Control (LPTCC).- Transient Bleed Valve (TBV).- Burner Selection Valve (DAC).- Ignition components / control system.- T/R LVDT’s.- Inter-component wiring.

Electronic Engine Control (EEC).

The EEC is the prime component of the engine control system.

The EEC governs the engine in response to thrust command inputs from the airplane and provides information to the airplane for flight compartment indication, maintenance reporting and, optionally, engine condition monitoring.

Control system maintenance is assisted by extensive EEC internal Built-In-Test logic (BITE), which monitors engine data and EEC status flags to detect engine failures.

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Page 19Sep 03

CONTROL SYSTEM COMPONENTSCTC-219-001-03

T25T12 P0N2N1Ps3

DMS

T49.5T3

VBV VSV TBVHPTCC

LPTCC

IGNITIONEEC

FEEDBACK SIGNALS

T5(PMUX)

Ps13(PMUX)

CONTROL SIGNALS

FUELFLOW

POIL

TOIL

P25(PMUX)

ID PLUG ALTERNATOR

T/RTRANSLATINGSLEEVE LVDT

FUEL HYDRO-MECHANICAL

UNIT (HMU)

SIGNALS

115V400Hz

(FMV)

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Page 20Sep 03

EEC INPUTS AND OUTPUTS

Electrical interfaces.

The following chart is a summary of the EEC electrical interfaces to show which connectors interface with channel A and which interface with channel B.

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Page 21Sep 03

EEC ELECTRICAL INTERFACESCTC-219-017-03

J1 : A/C 115V ELECTRICAL POWER, IGNITER EXCITER 1 SUPPLY (CH.A).

J2 : A/C 115V ELECTRICAL POWER, IGNITER EXCITER 2 SUPPLY (CH.B).

J3 : CDS/DEU, THRUST REVERSER INTERFACE (CH.A).

J4 : CDS/DEU, THRUST REVERSER INTERFACE (CH.B).

J5 : HMU, N2 SENSOR (CH.A), FUEL FLOW METER (CH.A & CH.B).

J6 : HMU, N2 SENSOR (CH.B), TEO SENSOR (CH.A & CH.B).

J7 : ALTERNATOR, OIL PRESSURE, T12 SENSOR, N1 SENSOR (CH.A), OIL FILTER DELTA P (CH.A & CH.B).

J8 : ALTERNATOR, OIL PRESSURE, T12 SENSOR, N1 SENSOR , DMS (CH.B), FUEL FILTER DELTA P (CH.A & CH.B).

J9 : T25, T3, T49.5 SENSORS, POSITION FEEDBACK FOR VBV, VSV, HPTC, LPTC, TBV, (CH.A).

J10 : T25, T3, T49.5 SENSORS, POSITION FEEDBACK FOR VBV, VSV, HPTC, LPTC, TBV, (CH.B).

P11 : ENGINE ID PLUG (CH.A & CH.B).

J1J3

J4J2J7

J5J6

J8

J9

J10P11

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Page 22Sep 03

ENGINE TESTS

EEC initialization.

If the engine is not running, the EEC becomes fully operational within a maximum of three seconds after application of airplane power, or an external reset.

Each EEC channel performs an initialization sequence in response to aircraft-generated resets, or at power-up.

An aircraft-generated reset occurs when the Engine Start Lever is moved from IDLE to CUTOFF.

Following a power interruption/transient greater than 5ms, or an aircraft-generated reset when the core speed is above 10% N2, the EEC performs a short initialization and is fully functional in less than 1.2 seconds.

During a power-up initialization, all RAM variables are initialized, but during a short initialization, a reserved area of RAM is allocated that is not initialized. This reserved area of RAM is for parameters that are critical to engine operation and that must maintain their prior values.

Built-In-Tests.

Built-In-Test-Equipment (BITE) monitors the system and memorizes failures.

The BITE system detects and isolates failures, or combinations of failures, in order to determine the health status of the channels and to transmit maintenance data to the aircraft.

There are two types of Built-In-Test : Power-up test and cyclic test.

The power-up test is part of the EEC initialization and covers functions which cannot be continually tested without disturbing the EEC system operation. The test includes memory tests, CPU tests and hardware tests.

The cyclic test covers functions which can be continually tested. These tests are similar to the power-up tests, but are run in background as time permits.

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EFFECTIVITYB737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL

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TESTSCTC-219-004-01

POWER UP TEST

CYCLIC TESTS PERMANENTMONITORING

ENGINE RUN

OPERATIONALFUNCTION

POWER UP

YES

NO

SPECIFIC TESTS

EEC TESTSIMILAR TO POWER UP TEST :- INTERNAL CHECKS- ELECTRICAL INTERFACES

T/R LEVER INTERLOCKACTUATOR TEST

IGNITER TEST

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ENGINE CONTROL SYSTEM

Electronic Engine Control unit (EEC).

The EEC has two channels, A and B, and both channels are capable of controlling the engine.

The two channels are identical and permanently operational, but they operate independently from each other. Each channel has a full complement of sensors, interfaces to the engine and aircraft, central processor and output drivers.

As well as continuously checking and processing their own inputs, the channels compare each others data over a Cross Channel Data Link (CCDL), to ensure that there are no anomalies.

The two EEC channels operate their output drivers on an active/standby principle. Both channels always receive inputs and process them, but only the channel in control, called the Active channel, delivers control outputs (solenoids/torque motors). The other is called the Stand-by channel.

The purpose of the dual-redundant architecture is to minimize the effects of control system faults on the engine operation.

Channel selection and fault strategy.

Active and Stand-by channel selection is performed at EEC power-up and during operation.

Active and Stand-by selection is based upon the health of the channels and each channel determines its own health status. The healthiest is selected as the Active channel.

When both channels have an equal health status,Active / Stand-by channel selection alternates with every engine start, if N2 was greater than 10,990 RPM during the last run.

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EEC DESIGNCTC-219-003-03

CHANNEL A

CHANNEL B

CONTROLOUTPUTS

INPUTS

CCDL

INPUTS

EEC

ENGINE / AIRCRAFT

SYSTEMS

ACTIVE

STANDBY

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CHANNEL SELECTION

Output driver disconnect.

Once the active channel is determined, each channel executes the output driver disconnect logic to assign the respective active status for the disconnect relays.

The standby channel disconnects all its torque motor and solenoid output drivers from the external loads.

The driver outputs are switched through paired disconnect relays. Most functions use only one of the pairs and the other is only a spare, so for simplification purposes, the illustration does not show these connections.

However, the disconnect relay used for the HPTC function is paired with the TBV function.

With a normal healthy status (no faults), all the assignments are connected in the active channel.

If there is a failure on the active channel, the disconnect relays of the functions that are faulty are opened to prevent internal damage to the EEC. In the case of a disconnect relay opened for the TBV function, its respective paired assignment (HPTC), will also open.

Cross channel active / standby sensing.

Each FMV and VSV output driver disconnect relay has a second set of contacts that are cross-connected to the opposite channel.

These relay contacts provide hardware confirmation of the cross channel active / standby status.

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OUTPUT DRIVER DISCONNECTCTC-219-053-03

OUTPUTDATABUS

ACTIVECHANNEL

OUTPUTDATABUS

STAND-BYCHANNEL

CCDL

FMVTORQUE MOTOR DRIVER

VSVTORQUE MOTOR DRIVER

VBVTORQUE MOTOR DRIVER

HPTCTORQUE MOTOR DRIVER

TBV (SAC) DMV (DAC)TORQUE MOTOR DRIVER

LPTCTORQUE MOTOR DRIVER

BSV (DAC)SOLENOID DRIVER

TBV (DAC)SOLENOID DRIVER

FMVTORQUE MOTOR DRIVER

VSVTORQUE MOTOR DRIVER

VBVTORQUE MOTOR DRIVER

HPTCTORQUE MOTOR DRIVER

TBV (SAC) DMV (DAC)TORQUE MOTOR DRIVER

LPTCTORQUE MOTOR DRIVER

BSV (DAC)SOLENOID DRIVER

TBV (DAC)SOLENOID DRIVER

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INTERFACES

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INTERFACES

Aircraft / Engine EEC.

The aircraft provides the EEC with engine thrust and control commands, and aircraft flight and status information :

- Through the Common Display System Display Electronic Units (CDS DEU’s), via an ARINC-429 serial databus :

- Engine specific data (FMC) for N1 reference target setting and maintenance commands.

- Air/ground status from the landing gear.- Air data information (ADIRU’s 1 & 2) primarily

for use in engine power management logic.- Bleed-discrete information (ECS).- Flight configuration data (flaps/slats position)

for thrust setting compensation.- Thrust-lever position in terms of electrical resolver

angle. A dual resolver is mechanically linked to the thrust levers in the flight compartment.

- Selected aircraft discrete command and data signals, hardwired to the EEC.

- T/R position signals from each translating sleeve, left and right, hardwired to the EEC.

Engine EEC / Aircraft.

The EEC provides operational status, engine parameters and control signals :

- To the CDS DEU, for cockpit display and aircraft system-interface purposes :

- Through the Flight Management Computer (FMC), for Control Display Unit (CDU) interrogation, primarily for maintenance purposes.

- To the Flight Data Acquisition Unit (FDAU), for engine operational and fault data recording.

- To the autothrottle computer, for automatic thrust setting.

- To the thrust-lever interlock solenoid.

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AIRCRAFT / EEC INTERFACESCTC-219-005-02

EEC

AIR DATA

AIR / GROUND STATUS

BLEEDCONFIGURATION

FLIGHT DATARECORDING

N1 TARGET

T/RPOSITION

CDSDEU'S

ADIRU'S

FMC

A/T COMPUTER

115-VAC

THRUSTREVERSER

STARTSWITCHES

CDU

ECS FDAU

FLIGHT DATA

LANDING GEAR

CONTROL STAND

STARTLEVER

THRUST LEVERINTERLOCK CMD

TRA

STARTLEVER

AUTOTHROTTLE SERVO CMD

FLAPS / SLATS ACMS

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INTERFACES

Aircraft / EEC maintenance communication.

The EEC sends indication data to the aircraft flight-compartment via ARINC429 databuses, to keep the crew informed of the operational status of system components and EEC-controlled engine parameters.

Maintenance data is sent via the same databuses to the FMC and the Aircraft Condition Monitoring System (ACMS), to help maintenance personnel identify and isolate system faults to the correct Line-Replacable Unit (LRU), or system interface. The maintenance messages are displayed on the CDU in the cockpit.

The EEC exchanges data with the aircraft computers and systems through the CDS/DEU’s, which act as a conduit for data exchange, but do not change any of the data that is passed.

When the CDS/DEU’s receive the initial request for EEC maintenance data, they apply airplane power to the addressed EEC via a relay external to the CDS/DEU’s, automatically powering the EEC in the ground maintenance mode.

EEC fault reporting.

The EEC transmits current fault status to the airplane using ARINC-429. This data is intended for use by the real time recording systems on the plane such as the ACMS.

When accessing the ground maintenance functions, the EEC interfaces with FMC CDU to provide an English text description of fault status, support interactive tests and allow the monitoring of functions by ground maintenance personnel.

The FMC CDU communicates with the EEC via the CDS/DEU over ARINC-429 databuses.

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AIRCRAFT / EEC MAINTENANCE COMMUNICATIONCTC-219-006-01

CONTROL DISPLAY UNIT (CDU)

FLIGHTMANAGEMENT

COMPUTER(FMC)

AIRCRAFTCONDITION

MONITORINGSYSTEM (ACMS)

DISPLAY ELECTRONIC UNITS (DEU'S)

ENGINE 1EEC

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INTERFACES

CDS/DEU - engine communication.

The CDS/DEU uses one of six display units to present engine indications. It also acts as a data-acquisition multiplexor for data that passes between the EEC and various aircraft components and systems.

The CDS/DEU:- Receives digital and analog data from the engine

such as rotor speeds and EGT, processes and formats the data and displays it on the center engine display.

- Reads the position of certain flight-compartment switches, puts them into digital words and transmits them to the EEC.

- Reads digital data received from both channels of the EEC and operates several flight-compartment indications from EEC discrete outputs.

- Extracts data from the FMC and the ADIRU and sends this data to the EEC.

- Buffers the databuses from the EEC’s of both engines so that the FMC receives its EEC data (for the active channel) from the CDS/DEU.

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ENGINE - CDS/DEU COMMUNICATIONCTC-219-007-02

DIGITAL/ANALOGOPERATING DATA

ACTIVE CHANNELDATA

ENGINE

DIGITAL DATA ANDDISCRETE OUTPUTS

DIGITAL DATA

ENGINE DISPLAY(PARAMETERS, WARNINGS ...)

FMC AND ADIRU(N1 TARGET, PS, TAT ...)

FLIGHT MANAGEMENT COMPUTER(CONTROL DATA)

FLIGHT COMPARTMENT INDICATIONS(CONTROL LIGHTS, HPSOV, ALT ...)

FLIGHT COMPARTMENT SWITCHES(START LEVER, IGNITION ...)

DATA PROCESSINGAND

FORMATTING

DATA SELECTION

BUFFER

SIGNAL PROCESSING

SIGNAL CONVERSION

AIRCRAFT

DIGITAL DATA

CDS/DEU

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EEC SIGNALS

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CATEGORIES

Two types of data and command values are transmitted between the aircraft systems and the engine controls using dedicated wiring.

Discrete values.

Discretes have one of two values, i.e. on/off, open/closed.

Discretes that supply aircraft configuration data and commands to the EEC are either pin-programmed, or a direct open/closed output of a switch operated by the flight crew.

Examples of discrete inputs from the aircraft include :- Aircraft type.- Alternate mode switch.- Engine start switch.

The EEC receives discrete inputs from a number of engine sensors and the engine ID plug.

Examples of discrete inputs from engine mounted sensors include :

- Fuel filter impending bypass.- Oil filter impending bypass.

Parametric values.

Unlike discretes, parametric values are not fixed, but can vary over a specified range.

For example, parametric values include :- Thrust-lever resolver angle (6° - 87°).- N1 fan speed sensing (0 - 5382 rpm).- Oil quantity (0 - 100%).

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CATEGORIESCTC-219-076-01

1.0

VOLTS

PARAMETRIC

OIL FILTERBYPASS SWITCH

DISCRETE

OPEN

CLOSED

OIL QUANTITYTRANSMITTER

LITERS

0.8

0.6

0.4

0.2

0 4 242016128

100%

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SIGNAL TYPES

Analog signals.

The EEC receives and transmits discrete and parametric electrical values through dedicated wiring. These values can be those received from various sensors and switches, or those sent to control engine components, such as torque motors.

Because the values rarely have the same range and vary depending on the particular component, they are known as analog signals.

Digital signals.

Like all computers, the EEC contains logic boards to process the data received and transmitted, but they use a certain kind of electronic signal known as digital.

Much simplified, digital signals are a series of square-shaped waveforms, called data bits. The value of these data bits is described as a ‘1’, or ‘0’. Since a ‘1’, or ‘0’ can also be considered as ‘on’, or ‘off’, most discrete signals are processed as digital signals.

Analog and digital signals do not have the same format and therefore, go through a conversion process, before passing to, or from the EEC.

ARINC-429.

Communications between the engine control system and aircraft systems are largely carried out using digital signals.

The digital signals are sent across serial databuses in a particular format, which can be recognized and decoded at either end of the communications link. Defined by Aeronautical Radio Inc, this format follows a particular protocol and is known as ARINC-429.

Although these signals are digital, they do not use the same format as those internal to the EEC and therefore, have to be processed before being received, or transmitted.

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SIGNAL TYPESCTC-219-077-01

EEC

0 0 1 1 0 01 0 0 1

DIGITAL DATA FOR PROCESSINGANALOG SIGNAL 'IN'(SENSOR INPUT)

ANALOGTO

DIGITALCONVERTER

1 1 0 1 0 00 0 0 1

PROCESSED DIGITAL DATAANALOG SIGNAL 'OUT'(T.M. CONTROL)

DIGITALTO

ANALOGCONVERTER

0 0 0 0 0 01 1 0 1

DIGITAL DATA

0 0 0 0 0 01 1 1 1

DIGITAL DATA(ARINC PROTOCOL)

ARINCPROCESSOR

DEDICATEDWIRING

ARINCDATABUS

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DIGITAL SIGNAL INTERFACES

ARINC-429 databuses.

Digital communication between the aircraft and the engine is in the form of a serial group of 32 data bits, arranged in a predefined order (ARINC-429 protocol), that can be considered as a coded sentence.

This coded sentence is known as a 32-bit digital ‘word’. The word is transmitted, or received through ARINC-429 databuses.

32-bit words.

Each 32-bit word is made up of 5 sections that serve different purposes :

- The section using bits 1-8 is known as the label and is used to categorize the word, corresponding to ARINC-429 definitions.

- Bits 9 and 10, are used as the Source/Destination Identifier (SDI). i.e. The source could be the name of the computer transmitting the data.

- The data section is made up of bits 11 to 29. i.e. Parametric or discrete values put into digital

format.- Bits 30 and 31 are used for the Status Matrix (SM),

which indicates the data word condition and validity.

- Bit 32 is the parity bit. ARINC protocol requires that the sum of ‘1’ bits contained in the word must be an odd number, so the parity bit is set to either a ‘1’, or ‘0’ as necessary.

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ARINC 429 MESSAGECTC-219-010-03

132 2345678910111213141516171819202122232425262728293031

0 1011100110010011000100000010011

EGT

STARTI

NG R

EDLINE E

XCEEDED

EGT

START

MAIN

TENANCE L

IMIT

EXCEEDED

OIL

TEM

PERATURE R

EDLINE E

XCEEDED

OIL

TEM

PERATURE A

MBER L

IMIT

EXCEEDED

OIL

PRESSURE R

EDLINE R

ANGE

OIL

PRESSURE A

MBER L

IMIT

RANG

E

OIL

FIL

TER IM

PENDING

BYPA

SS

OIL

SYSTE

M C

HIP D

ETECTE

D

FUEL

FILT

ER IMPENDIN

G B

YPASS

ENGIN

E HOT

START

DETECTE

D

LOW

OIL

PRESSURE C

AUTIO

N

RESERVED

RESERVED

SPARE

OSG

SW

ITCH C

LOSED

N1 REDLI

NE EXCEEDED

N2 REDLI

NE EXCEEDED

EGT

NORM

AL AM

BER LIM

IT E

XCEEDED

EGT

NORM

AL REDLI

NE EXCEEDED

P SM DATA SDI LABEL

P : PARITY (ODD)SM : STATUS MATRIX (DATA CONDITION/VALIDITY)SDI : SOURCE/DESTINATION IDENTIFIERLABEL : WORD-TYPE IDENTIFIER

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EEC INPUTS

Each EEC channel receives very critical engine signal inputs from separate sources.

Dual inputs :- LVDT/RVDT and resolver - VSV, VBV, LPTACC,

HPTACC, TBV, FMV, DAMV (DAC).- PS3.- T25.- T12.- T3.- PEO.- TEO.- N1 and N2 signals.- BSV (DAC / Old SAC).- P0- TRA

Quad inputs :- Exhaust Gas Temperature (EGT)

Dual power :- Engine alternator.

When the signal is less critical, only one source sends a signal, which is connected to both channels.

Shared inputs :- Fuel flowmeter.- Oil filter clog switch.- Fuel filter clog switch.- Alternate mode switch.- HMU OSG switch.- ID plug inputs.

Non-critical inputs are only sent to one channel.

Single inputs :- DMS detectors signal to channel B.- PS13 to channel A (PMUX option).- P25 to channel B (PMUX option).- T5 to channel A (PMUX option).

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ENGINE INPUTS TO THE EECCTC-219-011-03

DUAL

LVDT/RVDT (e.g. VSV)PS3T25T12T3PEOTEON1N2BSV (DAC/OLD SAC)P0TRA

ENGINE ALTERNATOR

QUAD

EGT

CHANNEL

A

CHANNEL

B

EEC

SINGLE

DMS DETECTORP25 (PMUX)

SINGLE

PS13 (PMUX)T5 (PMUX)

SHARED

FUEL FLOWMETEROIL/FUEL FILTER CLOG SWALT MODE SWHMU OSG SWID PLUG

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EEC INPUTS

ID plug parameters.

The engine identification plug provides the EEC with engine configuration information and is plugged into connector P11 on the EEC. It remains with the engine even after EEC replacement.

There are two possible sources for the ID plug parameters :

- The ID plug itself.- The EEC non-volatile memory (NVM).

The ID plug parameters are used during :- A power-up reset on the ground, if they are valid.

(invalid configuration causes a no-dispatch alert)- A power-up reset in flight, if the NVM is faulty.

The NVM parameters are used :- On the ground if the ID plug is invalid.- During a power-up reset in flight, if the NVM is not

faulty.

On the ground, if the ID plug information is valid, then the NVM parameters are compared to the ID plug parameters. If they are different, the NVM is updated to ensure that the NVM values are always good. If the values are identical, no NVM storage is required.

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ID PLUG (P11) PARAMETERSCTC-219-012-04

ENGINE RATING 1 FUSIBLE LINK48ENGINE RATING 2 55ENGINE RATING 3 56

RETURN 53ENGINE RATING 4 12

SPARE 19ENGINE CONFIG. PARITY 22

RETURN 14PMUX INHIBIT PUSH-PULL LINK (DEPENDING ON

HARDWARE CONFIGURATION)27

SPARE 31SPARE 36

PLUG TYPE (5C / 7B) 40RETURN 45BUMP 1 26BUMP 2 44SPARE 52

RETURN 35THRUST CONFIG. PARITY 15

PLUG TYPE (5C / 7B) 41RETURN 23

BSV CONFIG. 20ENG. CONFIG. (SAC/DAC) 21

SPARE 28SPARE 30

RETURN 29N1 TRIM 1 54N1 TRIM 2 37N1 TRIM 3 46

N1 TRIM PARITY 47RETURN 38

0

1

1

1

0

1

0

1

0

0

2

1

0

1

1

0

0

1

0

3

1

0

0

0

1

1

1

1

P

0

0

0

1

0

1

1

0

TRIM

7

1

2

3

4

5

6

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AIRCRAFT TO EEC INPUTS

The aircraft/EEC electrical interface includes the aircraft power supplies for the EEC and also the ignition system.

The 115Vac, 400Hz supply to each of the ignition exciters is routed from the aircraft through the EEC, where it is switched on and off to control the operation of the exciters.

The ARINC429 databusses and some aircraft discretes are wired to the engine as simplex connections and split into duplex connections on the engine. The actual split is implemented within the EEC.

The aircraft provides the following information to theEEC :

- Thrust-lever position from dual resolvers, mechanically linked to the thrust levers in the flight compartment. The resolvers sense the position of the thrust levers that the flight crew uses to set the magnitude and direction of the engine thrust.

- Air-data information (ADIRU’s 1 & 2) for use by the power management logic and FMC engine-specific commands and data are transmitted to each engine through the aircraft CDS DEU’s.

- Selected aircraft hardwired discrete command and data signals (engine location, aircraft model, thrust-setting mode selection, engine start switch, start-mode select, automatic engine start, reset signals...).

- Thrust-reverser hardwired position signals from each translating sleeve, left and right.

- Bleed-discrete information and flight-configuration data (flight/ground and flap position) for thrust-setting compensation and for biasing the acceleration fuel topping schedule.

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AIRCRAFT INPUTS TO THE EECCTC-219-013-02

T/R LEFT TRANSCOWL POSITIONT/R RIGHT TRANSCOWL POSITION115 VAC 400 Hz A/C POWERTHRUST LEVER RESOLVER ANGLE

CHANNEL

A

CHANNEL

B

EEC

115 VAC 400 Hz RIGHT IGN.CHANNEL B START LEVER/RESET

115 VAC 400 Hz LEFT IGN.CHANNEL A START LEVER/RESET

DISCRETES:AIRPLANE MODELENGINE POSITION, ETC.

CDS DEU 1 DATABUS

CDS DEU 2 DATABUS

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EEC OUTPUTS

Each EEC channel has an ARINC429 digital databus to output data to the aircraft.

In the absence of faults that directly affect the databus operation, Channels A and B deliver constant outputs, irrespective of which channel is in control.

Cockpit indication data is output to the aircraft on the ARINC429 buses to keep the flight crew informed of the operational status of system components and FADEC system controlled engine parameters.

Maintenance data is output, via the same buses to the Flight Management Computer (FMC). This data provides information to help the ground crew identify system faults and isolate the faults to the correct LRU, or system interface.

Engine condition monitoring parameters are output to the aircraft, via the ARINC buses, as digital equivalents of all sensor inputs to the EEC.

The EEC also uses discrete analog outputs to operate electrical devices located inside the aircraft.

Discrete signals, such as Alternate Mode indication and Thrust Lever interlock, are sent to the aircraft from both EEC channels.

EEC discretes that supply outputs to the aircraft systems are open/closed relay contacts.

Both EEC channels are able to control torque motor and solenoid output loads, but only the active channel supplies control outputs during normal operation and the standby outputs are not used.

The EEC turns the two engine igniters on, or off, using relay-controlled switches internal to the EEC, one switch per channel.

Both EEC channels permanently supply excitation voltage to:

- VDT’s (A/C: T/R; Engine: LVDT, RVDT)- Resolvers (A/C: TRA; Engine: FMV)- RTD’s (T12, T25)

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EEC OUTPUTSCTC-219-014-03

EEC

CHANNEL

A

CHANNEL

B

AIRCRAFT

CH. A T/L INTERLOCK

CH. B T/L INTERLOCK

ALTERNATE MODE INDICATION

ALTERNATE MODE INDICATION

DATA TO CDS DEU'S, AUTO THROTTLE

DATA TO CDS DEU'S, AUTO THROTTLE

ENGINE

FMVHPTCLPTCVSVVBV

BSV (DAC/OLD SAC)TBV

IGNITERS

RESOLVERVDT'SRTD'S

RESOLVERVDT'SRTD'S

ACTIVE / STAND-BY

ACTIVE / STAND-BY

ACTIVE / STAND-BY

/ ACTIVESTAND-BY

/ ACTIVESTAND-BY

/ ACTIVESTAND-BY

T/R LVDT

TRA

T/R LVDT

TRA

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FAULT DETECTION - GENERAL

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FAULT DETECTION

Signal processing.

Within the EEC, the various inputs from sensors, switches and the aircraft pass through several stages of checks before the values received are finally selected to be used in the control law calculations.

Both EEC channels validate their inputs, process the data and check their outputs identically.

After they have been converted to a digital format, the parametric/discrete values and the ARINC datawords must first pass through a signal and range check logic.

The values are then compared across the CCDL before being selected for the control law calculations. The control laws are entirely managed by the EEC software and will not be described here as they have no impact on fault detection.

After the values have been calculated and processed in the control law logic, they pass through the output stage for transmission to engine, or aircraft systems.

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SIGNAL PROCESSINGCTC-219-078-02

LOCAL CHANNEL

PARAMETERSELECTION

CONTROLLAW

CALCULATIONS

OUTPUTCONTROL

PARAMETRIC

DISCRETE

ARINC

S/TM

ARINC

CROSS CHANNEL

ASABOVE

ASABOVE AS

ABOVE

ASABOVE

PARAMETRIC

DISCRETE

ARINC

S/TM

ARINC

CCDL

SIGNALCHECK

RANGECHECK

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INPUT VALIDATION

The EEC provides fault accommodation for all engine control signals. This includes the engine sensors and position feedbacks and the CDS/DEU databus inputs.

The EEC converts parametric analog inputs into a digital format and then checks if the conversion has been successful. If the conversion test fails, the EEC sets a fault flag and generates a message which appears on the CDU as an ‘INTERNAL EEC FAULT’. If the signal passes the conversion test, it is considered valid and passes onto the next stage for a data validity and range check.

As most discrete inputs are treated as digital signals, they pass directly to the data validity and range test logic.

The EEC monitors all ARINC-429 inputs from the CDS/DEU for presence (activity). ARINC-429 words pass through an ARINC processor and the converted word is then checked for basic validity, before the data contained in the word is passed to the next check logic which tests it for validity and range.

The digital words are considered active and valid if the following conditions exist :

- The word is updated at least once in three transmit intervals.

- The status matrix (SM) indicates normal operation, or functional test. (The SM is defined below).

- The parity for the word is correct (odd).

SM definitions.

Condition / Validity binary BCD / DiscreteFailure warning 00 11

No computed data 01 01Functional test 10 10

Normal operation 11 00

If the word fails the basic validity check, the EEC sets a fault flag and generates a fault message.

Typical fault message.

INTERNAL EEC FAULT. ARINC RECEIVER 1.DEU1 DATA IS MISSING.ADIRU1 DATA FROM DEU1 IS MISSING.THE ADIRU1 TOTAL PRESSURE DATA IS MISSING FROM DEU1.

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INPUT VALIDATIONCTC-219-079-01

DATAVALIDITY

ANDRANGECHECK

A/DCONVERTER

CONVERSIONTEST

PARAMETRIC

DISCRETE

ARINC

VALID

FAIL

ARINCPROCESSOR

WORDVALIDITY

TEST FAIL

VALID

FAULT MESSAGE GENERATION"INTERNAL EEC FAULT"

FAULT MESSAGE GENERATION"INTERNAL EEC FAULT, ARINC RECEIVER 1""DEU 1 DATA IS MISSING""ADIRU 1 DATA FROM DEU 1 IS MISSING"

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SIGNAL AND RANGE CHECKS

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SIGNAL AND RANGE CHECKS

After they have been converted to a digital format, the parametric/discrete values and the ARINC datawords go through the first stage of signal processing within the EEC, that is the signal and range checks.

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SIGNAL AND RANGE CHECKSCTC-219-099-00

LOCAL CHANNEL

PARAMETERSELECTION

CONTROLLAW

CALCULATIONS

OUTPUTCONTROL

PARAMETRIC

DISCRETE

ARINC

S/TM

ARINC

CROSS CHANNEL

ASABOVE

ASABOVE AS

ABOVE

ASABOVE

PARAMETRIC

DISCRETE

ARINC

S/TM

ARINC

CCDL

SIGNALCHECK

RANGECHECK

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DATA VALIDITY AND RANGE CHECK

The EEC carries out range tests on the inputs after they have passed the validation tests.

The tests are managed by the EEC internal software and vary depending on the engine status.

The simplest range test on a parameter is a check of maximum and minimum limits against predefined values.

Pressure sensors : P0.VRT temp sensors : T12, T25, TEO, TEEC.Thermocouple temp sensors : T5.Speed sensors : N1.

The EEC checks the sensor output signal, against predetermined parameters, and generates a sensor fault message for the faulty channel if :

- The sensed pressure/temperature is not within the maximum and minimum ranges.

- The fault persists for more than 4.8 seconds.

When a parameter passes the range tests, the EEC sets the validation status to ‘Valid’. If a parameter fails the tests, the EEC sets the validation status to ‘Invalid’ and holds the parameter at its last valid value.

For the following inputs, however, other parameters are taken into consideration in the calculations, making fault isolation more difficult. Pressure sensors : P25, PS13, PS3.Thermocouple temp sensors : T3.Speed sensors : N2.

For example, the T3 sensor is a control input used to calculate the demand on the HPTACC valve.

When the engine is not running, the EEC only checks the minimum limit (below -60.0°C for more than 4.8 seconds).

However, if the engine is running, the range check is not the same. A fault message is generated if T3 is less than, or equal to the selected value of T25, or T3 is sensed as being above 725.0°C. The fault must persist for more than 4.8 seconds.

Typical fault message.

THE PS13 SIGNAL IS OUT OF RANGE.THE T12 SIGNAL IS OUT OF RANGE.THE N2 SIGNAL IS OUT OF RANGE.

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DATA VALIDITY AND RANGE CHECKCTC-219-080-02

DATAVALIDITY

ANDRANGECHECK

A/DCONVERTER

CONVERSIONTEST

PARAMETRIC

DISCRETE

ARINC

VALID

VALID

INVALID

FAIL

ARINCPROCESSOR

WORDVALIDITY

TEST FAIL

VALID

VALUE FOR FURTHERPROCESSING

HOLD LAST VALID VALUE

FAULT MESSAGE GENERATION"SIGNAL OUT OF RANGE"

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DIGITAL DATA VALIDATION

If the digital word contains parametric data (parametric values transformed into digital values), the EEC extracts that data, determines its validity individually and also checks the range limits.

If the digital word contains discrete data (on/off, open/closed), the EEC determines its validity based on the validity of the word in which it resides. i.e. if the digital word has been passed as ‘valid’, then the EEC considers that the discrete data contained in that word is also valid.

The digital data received can also be checked against discrete inputs. For example, if the discrete signal from the start lever and the start lever value defined by DEU2 (received through the ARINC-429 databus) disagree, the EEC will set a fault flag and generate a fault message‘THE START LEVER SIGNAL AND DEU2 DATA DISAGREE’.

The data received from DEU1 is also compared to the data received from DEU2 to ensure validity. For example if data bits 19 to 28 (bleed data) in the word received from DEU1 are different from those in the word received from DEU2, the EEC will generate the message,‘DEU1 BLEED DATA AND DEU2 BLEED DATA DISAGREE’.

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DIGITAL DATA VALIDATIONCTC-219-081-02

DATAVALIDITY

ANDRANGECHECK

A/DCONVERTER

CONVERSIONTEST

PARAMETRIC

DISCRETE

ARINC

VALID

VALID

INVALID

FAIL

ARINCPROCESSOR

WORDVALIDITY

TEST FAIL

VALID

VALUE FOR FURTHERPROCESSING

FAULT MESSAGE GENERATION

"THE START LEVER SIGNALAND DEU 2 DATA DISAGREE"

"DEU 1 BLEED DATA ANDDEU 2 BLEED DATA DISAGREE"

"AIR GROUND SYSTEM 1 ANDAIR GROUND SYSTEM 2DISAGREE"

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RANGE TESTING

EGT (quad) inputs.

The EEC carries out range tests on the inputs received from the EGT thermocouple probes installed around the engine.

The 8 probes are grouped in pairs to make up 4 sectors, numbered 1 to 4 in the clockwise direction ALF.

Each sector has two connections to the EEC. Sectors 1 and 2 (top right and bottom right) are connected to channel A and sectors 3 and 4 (bottom left and top left) are connected to channel B.

When all sectors are valid, the average value is selected.

With at least one invalid sector, the selected value is calculated from the weighted average of the valid sectors.

If all sectors are failed, a failsafe value of 15°C is set.

If the engine is not running, the EEC checks if the temperature sensed by any of the sectors is below -60°C. If a sector is below this value, the EEC sets a fault flag for the relevant channel and generates a ‘SIGNAL OUT OF RANGE’ message.

If the engine is running, the EEC carries out further checks on the sectors. If the temperature sensed by any of the sectors is below the selected value of T25 or above 1365°C, the EEC sets a fault flag for the relevant channel and generates a ‘SIGNAL OUT OF RANGE’ message.

This message is also generated if one sector has a 200°C discrepancy compared to the average of the other sectors.

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EGT SIGNAL OUT OF RANGECTC-219-082-02

EEC

S1

S2S3

S4

ALF

CHANNEL A

CHANNEL A FAULT"THE BOTTOM RIGHT EGT SIGNAL(T495S2) IS OUT OF RANGE"

ENGINERUNNING

BELOW-60°C

ABOVE1365°C

BELOW T25SELECTED

VALUE

YES

YES

YES YES YES

NO

NO

NO NOVALID

CHANNEL B

S1

S3 S4

S2

DISCREPANCYWITH AVERAGED

OTHER 3 SECTORS> 200°C

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FEEDBACK LOOPS

RVDT/LVDT.

The RVDT’s and LVDT’s send actuator position information to the EEC and can be considered as a kind of electrical transformer.

They consist of a primary coil (winding) and two secondary coils, separated by a moveable core.

Resolver.

The resolver is used because, compared to the RVDT’s and LVDT’s, it is more accurate.

The resolver also has two secondary coils, but the moveable core is a rotating primary coil.

Operation.

The excitation voltage for the primary coil is provided by the EEC channel output side and as the actuator position changes, the moveable core changes the value of the voltage induced into the secondary coils.

The induced voltages from the two secondary coils are provided back to the input side of the EEC channel, where they are subjected to validation tests.

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VDT AND RESOLVERCTC-219-062-03

SECONDARYCOILS(V1 AND V2)

PRIMARYCOIL

EXCITATION VOLTAGE

FEEDBACK SIGNALS

V1

-+

-++ V2

PILOTVALVE

TM

HMU

EECCHANNEL

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FEEDBACK LOOPS

RVDT/LVDT.

The EEC checks the outputs and generates an ‘OUT-OF-RANGE’ fault if :

- V1 or V2 is out of range.or,

- V1 + V2 is out of range.or,

- The actual position compared to the calculated position is out of range.

or,- The input circuitry internal to the EEC has failed.

and,- The fault persists for more than 4.8 seconds.

Typical fault message.

THE LPTACC POSITION SIGNAL IS OUT OF RANGE.THE VSV POSITION SIGNAL IS OUT OF RANGE.THE HPTACC POSITION SIGNAL IS OUT OF RANGE.

Resolver.

The EEC checks the outputs and generates an ‘OUT-OF-RANGE’ fault if :

- V1 or V2 is out of range.or,

- V12 + V22 is out of range.or,

- The actual position compared to the calculated position is out of range.

or,- The input circuitry internal to the EEC has failed.

and,- The fault persists for more than 4.8 seconds.

Typical fault message.

THE FMV POSITION SIGNAL IS OUT OF RANGE.

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POSITION SIGNAL OUT OF RANGECTC-219-065-02

RVDT / LVDT

VV1

V20

0% 50% 100%

V1=V2

ACTUATOR POSITION

PRIMARY

SECONDARY 1(VOLTAGE V1)

SECONDARY 2(VOLTAGE V2)

MOVEABLECORE

+

+

+

-

-

RESOLVERANGULAR POSITION

10.90.80.70.60.50.40.30.20.10

0 10 20 30 40 45 50 60 70 80 90

V V2

V1

V1 SINE

V2COSINE

90°

ROTATINGPRIMARY

TYPICAL FAULT MESSAGES:"THE LPTACC POSITION SIGNAL IS OUT OF RANGE""THE VSV POSITION SIGNAL IS OUT OF RANGE""THE HPTACC POSITION SIGNAL IS OUT OF RANGE"

TYPICAL FAULT MESSAGE:"THE FMV POSITION SIGNAL IS OUT OF RANGE"

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OSG VALIDATION

Overspeed governor switch.

During startup, the EEC checks the state of the mechanical overspeed governor switch in the HMU.

The OSG switch is tested, on the ground, once within each speed range following an EEC power-up.

An ‘OUT OF RANGE’ fault message is generated and a fault set if :

- The N2 signal is valid.- The aircraft is on ground.- The fault persists from more than 1.2 seconds.

and either,- The local channel OSG switch indicates open at

37% N2.or,

- The local channel OSG switch indicates closed at 50.5% N2.

This fault is only detected during a starting sequence.

Typical fault message.

THE MECHANICAL OVERSPEED PROTECTION SIGNAL IS OUT OF RANGE.

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OSG SWITCHCTC-219-073-01

CHANNEL

A

CHANNEL

B

EECHMU

OPEN CLOSED

OSGSWITCH

TYPICAL FAULT MESSAGE"THE MECHANICAL OVERSPEED PROTECTION SIGNAL IS OUT OF RANGE"

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IDENTIFICATION PLUG (P11) VALIDATION

The information contained in the engine ID plug is coded by a combination of open/closed discretes and includes identification and configuration for :

- engine thrust rating.- N1 trim level.- combustor configuration (SAC/DAC).- engine condition monitoring (PMUX).

The information is coded in such a way that the total number of closed discretes for a particular configuration is odd, in order for the EEC to check the information for correct parity (odd).

Typical fault messages.

THE ENG IDENT SIGNAL IS OUT OF RANGE.Fault generated if the :

- Configuration and rating parity checks are not odd.- Plug type is not valid.

THE N1 TRIM SIGNAL IS OUT OF RANGE.Fault generated if the :

- Trim parity check is not odd.

THE ENG RATING SIGNAL IS OUT OF RANGE.Fault generated if :

- There is no ID plug fault.- Engine rating is not valid.

THE AIRPLANE MODEL AND ENG MODEL SIGNALS DISAGREE.Fault generated if :

- There is no ‘Airplane model out of range’ fault.- There is no ‘Engine rating out of range’ fault.- There is no ‘ID plug’ fault.- A combination of engine rating and aircraft model is

not valid.

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ID PLUG - CHECKSCTC-219-074-02

EEC

N1 TRIM 1

CHANNEL

A

CHANNEL

B

N1 TRIM 2

N1 TRIM 3

N1 TRIM PARITY

N1 TRIM -

PUSH - PULLLINKS

TYPICAL FAULT MESSAGES"THE ENG IDENT SIGNAL IS OUT OF RANGE""THE N1 TRIM SIGNAL IS OUT OF RANGE""THE ENG RATING SIGNAL IS OUT OF RANGE""THE AIRPLANE MODEL AND ENG MODEL SIGNALS DISAGREE"

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CROSS CHANNEL VALIDATION

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INPUT SELECTION

After they have passed through the signal and range check logic, the values are compared across the CCDL before being selected for the control law calculations.

Cross channel validation.

Validated input signals and validation status data are transmitted from one channel of the EEC to the other, via a set of digital discrete control/status signals and two unidirectional serial databuses. This cross channel data is then available for use in the data selection process.

If the local channel digital data is invalid, or fails a maximum/minimum range check, then that channel uses the opposite channel’s data through the CCDL, provided that the data has passed validity and range checks. The validation status also indicates if cross channel data is unavailable.

If the parameters value fails the validation and max/min range checks on both channels, then the EEC selects either a failsafe value or, for certain parameters, a model value.

A failsafe value is one that has been predetermined and stored in the EEC memory. There are 2 failsafe values that can be selected : failsafe 1 and failsafe 2.

Failsafe 1 is a predetermined minimum, or maximum value. Failsafe 2 is a predetermined fixed value.

A model is a value which is mathematically calculated by the EEC from other parameter values.

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CROSS CHANNEL VALIDATIONCTC-219-055-04

LOCAL CHANNEL

CONTROLLAW

CALCULATIONS

OUTPUTCONTROL

PARAMETRIC

DISCRETE

ARINC

S/TM

S/TM

ARINC

CROSS CHANNEL

ASABOVE

ASABOVE AS

ABOVE

ASABOVE

PARAMETRIC

DISCRETE

ARINCARINC

CCDL

SIGNALCHECK

RANGECHECK

PARAMETERSELECTION

FAILSAFEOR MODEL

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PARAMETER SELECTION

When both channels are operational and cross-channel data is available, the validity of channel A and B dual sensor measured values and the absolute difference between the two inputs are checked.

If one channel’s input is invalid, then the other channel’s value is selected. If both channels’ inputs are invalid, and the sensor has an EEC calculated model, then the model value is selected. If the sensor does not have a calculated model, then failsafe value 2 is selected.

If channel A and B measured values are considered valid, the EEC checks that the absolute difference between the two inputs is within a predetermined range. If the difference between the inputs is less than the specified tolerance, the average of the input values is selected.

If the delta between the two inputs is outside the predetermined range and the inputs have a model, then the value that is closest to that model is selected. If the sensor does not have a model, failsafe value 1 is selected.

In both cases, the EEC will generate a ‘SIGNAL DISAGREE’ fault message.

TEO, TEEC, HPTC, TBV, PEO and LPTC are parameters without EEC-calculated models.

Input F/S 1 F/S 2TEO Lowest 170°C

TEEC Highest 65.0°CHPTC Highest 101.0°%TBV Highest 101.0%PEO Highest 101.5 PSILPTC Highest 96.0%

Sensor inputs PS3, N1, N2, T3, T25, FMV, VSV and VBV have EEC-calculated models.

For persistent or intermittent failures, the EEC sets latch flags after a specific number of fault counts are exceeded to prevent repeated switching between sensor values and modeled values. The dual sensor fault is latched until the next EEC reset.

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INPUT DATA SELECTION AND FAULT SETTINGCTC-219-056-02

VALID AVERAGE SELECTEDDELTAWITHINRANGE

1 CHANNELVALUE

INVALID

CHANNEL AVALUE

CHANNEL BVALUE

YES YES

OTHER CHANNEL VALUE SELECTED

2 CHANNELVALUESINVALID

NONO

VALUE CLOSEST TO MODELOR FAILSAFE 1 SELECTED"SIGNAL DISAGREE"

MODEL OR FAILSAFE 2 SELECTEDTEO

TEECHPTCTBVPEOLPTC

LOWESTHIGHESTHIGHESTHIGHESTHIGHESTHIGHEST

170°C65.0°C101.0%101.0%

101.5 PSI96%

INPUT F/S1 F/S2

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SIGNALS DISAGREE

Sensor signals disagree.

Dual sensors.

After the sensor inputs in both channels have been validated across the CCDL, the EEC checks that the absolute difference between the two values is within a predetermined range.

A ‘SENSOR DISAGREE’ fault is generated and the fault set on both channels if :

- The absolute difference of the compared signals is greater than a certain value.

and,- The fault persists for more than 4.8 seconds.

Typical fault message.

T12 SIGNALS DISAGREE.N2 SPEED SENSOR SIGNALS DISAGREE.THE ENGINE OIL PRESSURE SIGNALS (PEO) DISAGREE.

Position signals disagree.

RVDT/LVDT/resolver.

The EEC checks that the position sensed by channel A agrees with the position sensed by channel B.

The EEC generates a ‘POSITION SIGNAL DISAGREE’ fault if :

- The absolute difference of the positions sensed by channels A and B is greater than a certain value.

and,- There is no position signal fault at that moment.

and,- The fault persists for more than 4. 8 seconds.

This fault should be set on both channels. If not, there is an additional internal EEC failure.

Typical fault message.

THE FMV POSITION SIGNALS DISAGREE.THE VBV POSITION SIGNALS DISAGREE.THE THRUST LEVER ANGLE POSITION SIGNALS DISAGREE.

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SIGNALS DISAGREECTC-219-069-02

SENSOR SIGNALS DISAGREE

TYPICAL FAULT MESSAGES:"T12 SIGNALS DISAGREE""N2 SPEED SENSOR SIGNALS DISAGREE""THE ENGINE OIL PRESSURE SIGNALS(PEO) DISAGREE"

POSITION SIGNALS DISAGREE

TYPICAL FAULT MESSAGES:"THE FMV POSITION SIGNALS DISAGREE""THE VBV POSITION SIGNALS DISAGREE""THE THRUST LEVER ANGLE POSITIONSIGNALS DISAGREE"

DUAL SENSORS

EEC

CHANNEL

A

CHANNEL

B

EEC

RVDT / LVDT

PRIMARYSECONDARY 1

SECONDARY 2

MOVEABLECORE

+

+

+

-

-

PRIMARYSECONDARY 1

SECONDARY 2

+

+

+

-

-

CHANNEL

A

CHANNEL

B

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OUTPUT CONTROL

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OUTPUT CONTROL

After they have been compared across the CCDL and processed in the control law logic, the values pass through to the output stage for transmission to engine, or aircraft systems.

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OUTPUT CONTROLCTC-219-100-00

LOCAL CHANNEL

PARAMETERSELECTION

CONTROLLAW

CALCULATIONS

OUTPUTCONTROL

PARAMETRIC

DISCRETE

ARINC

S/TM

ARINC

CROSS CHANNEL

ASABOVE

ASABOVE AS

ABOVE

ASABOVE

PARAMETRIC

DISCRETE

ARINC

S/TM

ARINC

CCDL

SIGNALCHECK

RANGECHECK

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SIGNALS DISAGREE

Filter switch disagree.

The EEC checks the fuel and oil filter switches to see if both position switches agree (i.e. one switch open / one switch closed).

A switch disagree fault is generated if :- The A/C is on ground for more than 90 seconds

and,The position sensed from switch 1 and 2 is the same.

or,The active and standby EEC channels disagree.

and,- The fault persists for more than 30 seconds.

Typical fault message.

THE FUEL FILTER SIGNALS DISAGREE.THE OIL FILTER SIGNALS DISAGREE.

Start lever switch disagree.

The EEC checks the start lever switch position signals across the CCDL.

A fault message is generated if :- The start lever hard-wired signal on channel A is not

the same as on channel B,and,

- The fault persists for more than 4.8 seconds.

Typical fault message.

THE START LEVER SIGNALS DISAGREE.

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SWITCH SIGNALS DISAGREECTC-219-070-01

CHANNEL

A

CHANNEL

B

EEC

IDLE CUTOFF

IDLE CUTOFF

RESET

CHANNEL A

START LEVER

RESET

CHANNEL B

TYPICAL FAULT MESSAGE"THE START LEVER SIGNALS DISAGREE"

CHANNEL

A

CHANNEL

B

EEC

1

2

FILTER SWITCH

NOT CLOGGED

CLOGGED TYPICAL FAULT MESSAGES"THE FUEL FILTER SIGNALS DISAGREE""THE OIL FILTER SIGNALS DISAGREE"

+-+

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OUTPUTS

Wraparound.

The EEC uses a current-driver-wraparound test to check correct operation of the torque motors, solenoid drivers, output databuses and certain relays.

To check the integrity of the circuits, the EEC outputs a calculated current and compares it to the sensed return current (wraparound).

In normal operation, the output current value should be the same as the return current value.

Control current out-of-range.

The EEC checks the integrity of the FMV, VSV, VBV, HPTACC, LPTACC and TBV torque-motor and solenoid circuits, using the current-driver-wraparound test.

If there is a difference between the output and return current, it must exceed a defined value for a specific time interval in order for a fault to be declared.

If this kind of fault is declared, a ‘CONTROL CURRENT IS OUT OF RANGE’ message is generated.

On a transition of channel selection state from standby to active, the EEC clears all wraparound faults and sets the fault-delay timers to zero.

A ‘CONTROL CURRENT OUT OF RANGE’ fault is generated if :

- The difference between i1 and i2 is greater than 50mA.

or,- i2 > 365 mA.

and,- The fault persists for more than 4.8 seconds.

These types of fault lead to a change in active channel.

Typical fault message :

THE HMU FMV CONTROL CURRENT IS OUT OF RANGE.THE HMU VSV CONTROL CURRENT IS OUT OF RANGE.THE HMU HPTC CONTROL CURRENT IS OUT OF RANGE.

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CONTROL OUTPUTS TESTSCTC-219-058-03

NO

YES

i2i1

i2 > 365mAFOR 4.8 SECS

i1 - i2 > 50mAFOR 4.8 SECS

YES

PILOTVALVE

TM

HMU

TYPICAL FAULT MESSAGES"THE HMU FMV CONTROL CURRENT IS OUT OF RANGE""THE HMU VSV CONTROL CURRENT IS OUT OF RANGE""THE HMU HPTC CONTROL CURRENT IS OUT OF RANGE"

EEC

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OUTPUTS

Wraparound fault detection.

Possible causes.

Example 1 : Short circuit to ground.

If there is a short circuit to ground, the current flows back to the EEC through the ground path.

The EEC detects that i1 is not equal to i2 and an ‘OUT OF RANGE’ fault message is generated.

Example 2 : Open circuit.

If there is an open circuit, the EEC generates a current that is unable to loop back to the EEC.

Therefore, i1 and i2 equals zero in all conditions and the EEC generates an ‘OUT OF RANGE’ fault message.

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WRAPAROUND FAULT DETECTIONCTC-219-060-03

i2

i1

EEC TORQUE MOTOR / SOLENOID

TORQUE MOTOR / SOLENOID

OPEN CIRCUIT : i1 AND i2 = 0 = "OUT OF RANGE"

i2

i1

EEC

SHORT CIRCUIT TO GROUND : i1 = i2 = "OUT OF RANGE"

OPEN CIRCUIT

SHORT CIRCUIT TO GROUND

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OUTPUTS

Wraparound fault detection.

Example 3 : Line-to-line short circuit.

In this case, the EEC is unable to detect a short circuit as i1 will be the same as i2.

No ‘out-of-range fault’ is generated and there is no change of channel in control.

However, the EEC is no longer able to control the torque-motor, or solenoid function and a ‘DEMAND/POSITION DISAGREE FAULT’ is generated.

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WRAPAROUND FAULT DETECTIONCTC-219-061-02

i2

i1

EEC TORQUE MOTOR / SOLENOID

NO "SHORT CIRCUIT" DETECTIONNO TORQUE MOTOR CONTROL = "DEMAND / POSITION DISAGREE"

LINE TO LINE SHORT CIRCUIT

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OUTPUTS

ARINC output tests.

The integrity of the ARINC outputs of each EEC channel is verified in different ways.

ARINC transmitter check.

If the EEC detects a failure in the ARINC transmitter on channel A or B, it generates an ‘INTERNAL EEC FAULT’ message to indicate a communications interface fault.

ARINC wraparound test.

The EEC also verifies the databus outputs of each channel by looping the outputs back to internal, dedicated input ports (wraparound test). Specifically chosen datawords are stored in a source data buffer and continuously transmitted.

The looped-back datawords pass through an ARINC receiver and the datawords received are compared with the corresponding datawords stored in the source data buffer.

The EEC confirms the accuracy of the data, the SDI, the SM and the word parity. If a databus fails the wraparound test and there is no communications interface fault to

indicate a transmitter failure, the EEC generates the message, ‘EEC OUTPUT BUS IS NOT AVAILABLE’.

EEC - CDS/DEU communications check.

During normal ARINC communications with the CDS/DEU, the datawords received from the EEC channels A and B are checked to confirm that the words received on DEU1 have also been received on DEU2 and vice-versa.

If the EEC internal wraparound test has not failed and there is no communications interface fault set, then a ‘CANNOT READ DATA’ fault message is generated.

There are 4 possible messages :DEU1 CANNOT READ EEC CHANNEL A DATA.DEU2 CANNOT READ EEC CHANNEL A DATA.These faults are set on channel A only.

DEU1 CANNOT READ EEC CHANNEL B DATA.DEU2 CANNOT READ EEC CHANNEL B DATA.These faults are set on channel B only.

The probable causes of these fault messages are the aircraft components or electrical interfaces.

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ARINC OUTPUT TESTSCTC-219-083-01

DATA

ARINCRX OUTPUT

BUS

OUTPUTBUS

ARINCTX

BUFFER

CHANNEL A

EEC

DATA

ARINCRX

ARINCTX

BUFFER

CHANNEL B

DEU1

DEU2

X-TALKDATABUS

"INTERNAL EEC FAULT"

TYPICAL FAULT MESSAGE :"DEU2 CANNOT READ EECCHANNEL B DATA"

"EEC OUTPUT BUS NOT AVAILABLE"

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CONTROL LOOPS

LPTACC, HPTACC, TBV & FMV control.

The LPTACC, HPTACC, TBV and FMV have dual sensors providing feedback of the actuator position.

Only the active channel provides an excitation voltage to drive its torque motor, because the other channel’s output drivers are disconnected when in standby mode.

Both channels, active and standby, provide excitation signals for the primary windings of the position sensors.

The secondary windings provide position feedback signals to their respective channels and are subjected to a validation check to make sure they are within range.

The signals input to each channel is also compared across the CCDL to make sure that there is not a position disagree.

Demand and position signals disagree.

The EEC checks if the sensed (measured) actuator position agrees with the demanded position.

A fault message is generated if :- The absolute value of the difference between the

demand and valid position is greater than 5%.and,

- There is not a wrap fault on the local channel.and,

- N2 is greater that 3181 rpm (22% N2).and,

- The channel is active.and,

- The fault persists for more that 4.8 seconds (11.5 seconds for HPTACC).

Typical fault message.

THE FMV DEMAND AND POSITION SIGNALS DISAGREE.THE TBV DEMAND AND POSITION SIGNALS DISAGREE.

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LPTACC, HPTACC, TBV AND FMV CONTROLCTC-219-063-04

ACTIVE

STANDBY

PRIMARY COIL EXCITATION (LVDT1)

PRIMARY COIL EXCITATION (LVDT2)

SECONDARY COILS FEEDBACK (LVDT1)

SECONDARY COILS FEEDBACK (LVDT2)

-+

-

+

-+

-

+

-++

-++

TM

HMU

PILOTVALVE

TM

CCDL

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CONTROL LOOPS

VBV & VSV control.

Both the VBV and VSV systems have two actuators, one on either side of the engine. Each actuator contains an LVDT to provide position feedback signals.

One LVDT is connected to EEC channel A and the other LVDT is connected to channel B.

Both channels, active and standby, provide excitation signals for their respective primary winding and the signals induced into the secondary windings provide position feedback signals.

The feedback signals are subjected to validation checks and the inputs to each channel are also compared, across the CCDL, to make sure that there is not a position disagree.

A fault message is generated if :- The absolute value of the difference between the

demand and valid position is greater than 5%.and,

- There is not a wrap fault on the local channel.and,

- N2 is greater that 3181 rpm (22% N2).and,

- The channel is active.and,

- The fault persists for more that 4.8 seconds.

Typical fault message.

THE VBV DEMAND AND POSITION SIGNALS DISAGREE.THE VSV DEMAND AND POSITION SIGNALS DISAGREE.

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VBV AND VSV CONTROLCTC-219-064-04

ACTIVE

STANDBY

PRIMARY COIL EXCITATION

PRIMARY COIL EXCITATION

SECONDARY COILS FEEDBACK

SECONDARY COILS FEEDBACK

-+

-

+

-+

-

+

-++

-++

TM

HMU

PILOTVALVE

TM

CCDL

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CONTROL LOOPS

Primary excitation groups.

The LVDT, RVDT and resolver primary excitation windings are wired together in groups.

It is possible, therefore, that a fault registered on one primary winding may be caused by a fault on another winding in the same group.

Channel A.

Group 1. Resolver (TRA), oil pressure.Group 2. Resolver (FMV), HPTC, T/R right.Group 3. VSV, VBV, T/R left.Group 4. LPTC, BSV (DAC), TBV.

Channel B.

Group 1. Resolver (TRA), oil pressure.Group 2. Resolver (FMV), VSV, T/R left.Group 3. VBV, LPTC, BSV (DAC).Group 4. HPTC, TBV, T/R right.

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PRIMARY EXCITATION GROUPSCTC-219-084-03

EEC-

+

FMV

PRIMARYEXCITATION

HPTC

T/RRIGHT

RESOLVER (FMV),HPTC, T/R RIGHT

RESOLVER (TRA),OIL PRESSURE

RESOLVER (FMV),VSV, T/R LEFT

RESOLVER (TRA),OIL PRESSURE

CHANNEL A CHANNEL B

LPTC, BSV (DAC), TBV

VSV, VBV, T/R LEFT

GROUP 2

GROUP 1

GROUP 4

GROUP 3

HPTC, TBV, T/R RIGHT

VBV, LPTC, BSV (DAC)

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IGNITION MONITORING

The EEC controls the on/off operation of each of the 2 ignition systems based on command inputs from the CDS/DEU and a hardwired analog discrete from the Engine Start Switch.

When the flight compartment Engine Start Lever is in the IDLE position, 115Vac power is available provided that the source bus is powered, the circuit breaker is closed and there are no faults in the ignition wiring. Ignition power is cut off whenever the Engine Start Lever is in the CUTOFF position.

Each EEC channel has a software-operated ignition on/off switch to operate one exciter/igniter. Each channel can control the operation of both of these switches.

A software monitor in each system keeps both EEC channels informed of the status, and messages are generated if faults are detected.

Fault detection.

Start lever signal equals CUTOFF,Power supply is greater than, or equal to 89v,The fault persists for more than 4.8 seconds :THE APL INPUT VOLTAGE FOR THE L/R EXCITER (IGN 1/2) IS ALWAYS ON.

Start lever signal equals IDLE,Power supply is less than 89v, or greater than 141v,The fault persists for more than 4.8 seconds :THE APL INPUT VOLTAGE FOR THE L/R EXCITER (IGN 1/2) IS OUT OF RANGE.

Start lever signal equals IDLE,There is no FMV position error,There is no ‘fuel flow not detected’ fault,The voltage is in range,The engine did not start when the igniter was selected,The fault persists for more than 0.960 seconds :IGN L/R (IGN1/2) IS FAILED.

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IGNITION MONITORINGCTC-219-085-02

CHANNEL A COMMAND

STATUS

SYSTEM 1

115 VTRANSFER BUS

ENGINE STARTLEVER SWITCHES EEC

IDLE

CUTOFF

MONITOR

LEFTEXCITER

(IGN1)

115 VSTANDBY BUS

CHANNEL B COMMAND

CHANNEL A COMMAND

STATUS

SYSTEM 2

MONITOR

CHANNEL B COMMAND

RIGHTEXCITER

(IGN2)

ENGINEAIRCRAFT

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THRUST REVERSER

Thrust reverser position is sensed by LVDT’s installed on the upper locking actuators on the left and right thrust reverser translating sleeves.

Each EEC channel receives feedback from each LVDT for :

- The thrust limiting function.- The T/R levers can be raised only when the

TLA is set at idle position. Once the T/R levers are raised, the TLA cannot be moved.

- Operation of the thrust-lever-interlock.- This prevents the flight crew from moving the

reverse thrust lever beyond the reverse-idle position until both T/R sleeves have deployed more than 60% of full deploy. When the EEC detects that the T/R sleeves have deployed more than 60%, it energizes a solenoid to unlatch the interlock. Then the T/R levers can be raised more to manage the reverse thrust.

- Output of flight compartment indications (CDS/DEU).- Two discretes are used to generate either a

green, or amber REV indication, just above the N1 indication.

- Provision of position data (CDS/DEU).- The EEC provides T/R sleeve position data to

the aircraft for input to the FDAU.

The EEC detects faults in the thrust reverser LVDT, its related wiring and EEC interface electronics by the following methods :

- Range testing.- Minimum in-range : -5.0% deployed.- Maximum in-range : 112.0% deployed.

- Constant sum monitoring.- The EEC monitors the sum of the 2

secondary voltages (V1 + V2) to determine the validity of the inputs. If the sum falls outside specified limits, the input is considered invalid.

- Cross channel checking.- Local-to-cross channel tolerance : 12% of

travel max.

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THRUST REVERSER CHECKSCTC-219-086-01

LEFTSLEEVE

CHANNEL A

THRUST LIMITINGT/L INTERLOCK"REV" INDICATIONPOSITION DATA

SAME CHECKS AS CHANNEL B

RANGE TESTING

SECONDARY VOLTAGE MONITORING

CROSS CHANNEL CHECKING

CHANNEL B

RIGHTSLEEVE

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THRUST REVERSER

Fault messages.

One or both LVDT position signals on the right, or left T/R sleeves indicates :

- The position is either <-5.0%, or >112.0%.or,

- The signal level of V1 or V2 is either <0.313 volts, or >7.205 volts.

or, - The sum of the position signals V1, V2 is either <2.0

volts, or >4.5 volts.or,

- The input circuitry internal to the EEC has failed.and,

- The fault persist for more than 4.8 seconds.THE R/L REVERSER SLEEVE POSITION SIGNAL IS OUT OF RANGE.

If one LVDT position signal on the left T/R sleeve and one on the right T/R sleeve are out of range, or fail the above tests.EACH REVERSER SLEEVE HAS ONE POSITION SIGNAL OUT OF RANGE.

If the TRA value is greater than idle (forward thrust commanded) and the selected value of the T/R position is >10% deployed and the fault persists for more than 10.560 seconds.THE REVERSER CONTROL AND POSITION SIGNALS DISAGREE.

NOTE :Operating on standby hydraulics, the T/R can take up to 10 secs to deploy. To verify this fault using the T/R Lever Interlock Test, set the TRA greater than idle on the first test screen for at least 5 seconds.

The absolute difference between the local and cross channel values is greater than, or equal to 12.0% and the fault persists for more than 10.560 seconds.THE L/R REVERSER SLEEVE POSITION SIGNALS DISAGREE.

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THRUST REVERSER FAULT MESSAGESCTC-219-087-01

LEFTSLEEVE

CHANNEL A

FAULT MESSAGES

SAME CHECKS AS CHANNEL B

RANGE TESTING

SECONDARY VOLTAGE MONITORING

CROSS CHANNEL CHECKING

CHANNEL B

RIGHTSLEEVE

TYPICAL FAULT MESSAGES :"THE R/L REVERSER SLEEVE POSITION SIGNAL IS OUT OF RANGE""EACH REVERSER SLEEVE HAS ONE POSITION SIGNAL OUT OF RANGE""THE REVERSER CONTROL AND POSITION SIGNALS DISAGREE""THE L/R REVERSER SLEEVE POSITION SIGNALS DISAGREE"

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T/R LEVER INTERLOCK

Fault messages.

An open circuit fault is set if the T/R lever interlock voltage is in range,and,The interlock relay is demanded closed,and,The interlock relay is not failed open,and,The local channel is active,and,The fault persist for more than 4.8 seconds.

T/R LEVER INTLK VOLTAGE NOT AVAILABLE. OPEN GROUND CIRCUIT.

Fault messages.

An out of range fault is set if the interlock voltage is sensed as being less than, or equal to 10 VDC,and,The interlock relay is demanded open,and,The local channel interlock relay is not failed closed,and,The cross channel interlock relay is not failed closed,and,The fault persists for more than 7.680 seconds.

THE T/R LEVER INTLK VOLTAGE INPUT TO THE EEC IS OUT OF RANGE.

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T/R INTERLOCK SOLENOID FAULTSCTC-219-088-01

CHANNEL A

+28VDC(AIRCRAFT)

EEC

DC (AIRCRAFT)

DC (AIRCRAFT)

CHANNEL B

T/R LEVERINTERLOCKSOLENOID

V1-V2 > 10V : NORMAL OPERATIONV1-V2 <= 10V : OUT OF RANGE

WHEN RELAY OPEN

V1-V2 = 0V ANDV2 = 0V : NORMAL OPERATIONV2 > 10V : OPEN GROUND CIRCUIT

WHEN RELAY CLOSED

TYPICAL FAULT MESSAGES :"THE T/R LEVER INTLK VOLTAGE INPUT TO THE EEC IS OUT OF RANGE""T/R LEVER INTLK VOLTAGE NOT AVAILABLE. OPEN GROUND CIRCUIT"

V1V2

V1V2

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CHANNEL SELECTION

Active channel selection and fault hierarchy.

Each EEC channel determines whether to be in the active state, or the standby state, based on a comparison of its health with that of the cross channel.

The channel with the better health status becomes the active channel. When both channels are of equal health, the channel selection state remains as the previous selection state.

A hierarchy is assigned to the list of possible faults that could lead to a channel switch.

When a single fault occurs, the channel with lower priority faults (if any) becomes active. If the same equal priority fault(s) exist on both channels, no switching occurs.

The internal logic of the EEC ensures that each channel achieves an active status on an alternating basis. An NVM flag is assigned to identify the channel that is presently active. This last-active flag is only set when N2 becomes less than 35% speed.

The occurrence of any higher priority faults overrides the last-active flag to ensure the healthier channel is made the active channel.

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FAULT HIERARCHYCTC-219-052-02

No HEALTH STATUS DISCRETE

DESCRIPTION

1 GROUP-1 FAULT (SERIOUS EEC INTERNAL FAULT) 2 FMV LOOP FAULT 3 VSV LOOP FAULT 4 VBV LOOP FAULT 5 LOCAL CHANNEL CCDL SERIAL FAULT OR ANY PRESSURE MAPPING FAULT 6 LOSS OF ALL CRITICAL PRESSURES 7 ALTERNATOR INPUT POWER FAULT 8 SPARE 9 SPARE10 THRUST-LEVER-INTERLOCK FAULT11 NVM FAULT12 BSV WRAPAROUND FAULT (DAC)13 TBV SOLENOID WRAPAROUND FAULT (DAC)14 HPTC WRAPAROUND FAULT15 WRAPAROUND FAULT (TBV-SAC, DMV-DAC)16 LPTC WRAPAROUND FAULT17 ARINC-429 OUTPUT WRAPAROUND FAULT18 CHANNEL OPERATING ON AIRCRAFT 115 VAC19 LAST-ACTIVE-CHANNEL FLAG20 CHANNEL STANDBY FLAG21 CHANNEL DESIGNATION FLAG

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CHANNEL SELECTION

Fault processing.

Each channel integrates several fault conditions into a channel-health 32-bit word.

This word can be considered as a ‘health report’ listing the faults for a particular channel. In this way, each channel is able to keep the other constantly informed of its current status.

In the EEC, the fault processing software (logic) for channel selection uses the existing fault conditions to create fault statuses that will then make up the channel health words.

For example, channel selection fault statuses may include :

- Loop faults for FMV, VSV and VBV.- Loss of cross channel data, on the active channel.- NVM fault, on the active channel.- Alternator winding faults, on the active channel.

The complete channel health word is then transmitted over the serial CCDL to the cross channel.

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FAULT PROCESSINGCTC-219-054-03

EEC INTERNAL FAULTPROCESSING

EEC INTERNAL FAULTPROCESSING

OUTPUT WRAPFAULT DETECTION

OUTPUT WRAPFAULT DETECTION

CHANNEL SELECTIONLOGIC

CHANNEL SELECTIONLOGIC

CHANNEL A

CHANNEL B

INPUT FAULTPROCESSING

INPUT FAULTPROCESSING

32-BIT WORD - CHANNEL HEALTH REPORT

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CHANNEL SELECTION

Output driver control.

Each channel’s selection logic interrogates the channel-health 32-bit word, received over the CCDL, in order to select the healthiest channel as active.

The output drivers are disconnected in the stand-by channel, but if a fault is detected in the active channel, the EEC changes the channel in control, provided that the other channel has no faults with a higher priority.

If the channel selected as active also has a fault, but of a lower priority, the channel disconnects the corresponding driver output and the EEC loses electronic control of that function.

In this case, no current is supplied to the corresponding EHSV (and/or MSV solenoid driver for DAC engines), that will then move to a position called ‘failsafe position’, which protects the engine.

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NO CONTROL - FAILSAFE POSITIONCTC-219-089-03

OUTPUTDATABUS

ACTIVECHANNEL

OUTPUTDATABUS

STAND-BYCHANNEL

CCDL

FMVTORQUE MOTOR DRIVER

VSVTORQUE MOTOR DRIVER

VBVTORQUE MOTOR DRIVER

HPTC (NO CONTROL)TORQUE MOTOR DRIVER

TBV (SAC) DMV (DAC)TORQUE MOTOR DRIVER

LPTCTORQUE MOTOR DRIVER

BSV (DAC)SOLENOID DRIVER

TBV (DAC)SOLENOID DRIVER

FMVTORQUE MOTOR DRIVER

VSV (FAULT DETECTED)TORQUE MOTOR DRIVER

VBVTORQUE MOTOR DRIVER

HPTCTORQUE MOTOR DRIVER

TBV (SAC) DMV (DAC)TORQUE MOTOR DRIVER

LPTCTORQUE MOTOR DRIVER

BSV (DAC)SOLENOID DRIVER

TBV (DAC)SOLENOID DRIVER

FMV

NO CURRENT =FAILSAFE POSITION

VSV

VBV

HPTC

TBV(SAC)

LPTC

BSV(DAC)

CLOSED

CLOSED

OPEN

CLOSED

CLOSED

CLOSED

OPEN

TBV(DAC) CLOSED

DMV(DAC) OPEN

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WARNING INDICATIONS

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ENGINE INDICATING SYSTEM PANELS

Common Display System.

The engine indicating system consists of the Common Display System (CDS/DEU).

The engine is equipped with sensors that monitor :- temperature.- pressure.- speed.- vibration.- fuel flow.

Messages are generated on display units and used to run the engine under normal conditions throughout the operating range, or to provide warning messages to the crew and maintenance personnel.

Flight Compartment Panels.

The engine indicating system in the FCP consists of :- The Center Instrument Panel : P2.- The Lightshield Panel : P7.- The Forward Electronics Panel : P9.- The Control Stand.- The Aft Electronics Panel : P8.- The Aft Overhead Panel : P5.- The Forward Overhead Panel : P5.

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CTC-219-101-00 FLIGHT COMPARTMENT PANELS

P9 FORWARDELECTRONICS

PANEL

P7 LIGHTSHIELDPANEL

P5 AFTOVERHEAD

PANEL

P8 AFTELECTRONICS

PANEL

CONTROLSTAND

P2 CENTERINSTRUMENTPANEL

P5 FORWARDOVERHEADPANEL

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ENGINE INDICATING SYSTEM PANELS

Center Instrument Panel (P2).

The engine indicating system on the Center Instrument Panel consists of the upper center LCD display unit.

Forward Electronics Panel (P9).

The engine indicating system on the Forward Electronics Panel consists of :

- The lower center LCD display unit.- 2 control display units.

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CENTER INSTRUMENT AND FORWARD ELECTRONICS PANELSCTC-219-102-00

4 0 3 02 5

1 5

1 0

521

U P

F L A P S

L E F L A P ST R A N S IT

A N T I S K IDIN O P

AU TO B R A K ED IS A R M

L E F L A P SE X T

R E S E T

R AT E

U S E D

23

RTO

O F F M A X

1

S P D R E F AU TO B R A K E

A N T I S K ID

VR

V1

W T

S E T

VR E F

AU TON 1 S E T

2

1 B OT HAU TO

F U E L F L OW

E N G S Y S

M F D

IN O P

L E F TG E A R

R IG H TG E A R

L E F TG E A R

R IG H TG E A R

N O S EG E A R

N O S EG E A R

G/S

LOC

GY

RO

CAGE

PULL

TO

B/CRS

APP

OFF

20

20 20

10

1010

10

20

1013MB

KNOTS

IN HG

2992

IAS

250 300

BARO

36 0005

7

7

56 43

12

0

ALT

100 FEET9

0 3

69

12

33

3027

24 21 1518

HDG

VOR

VOR

ADF ADFINOP

UPLANDING

GEAR DN

OFF

LANDING GEARLIMIT (IAS)

FLAPS LIMIT (IAS)

OPERATING

EXTENDED 320K-.82M

EXTEND 270-.82MRETRACT 235K

230K ALT FLAPEXTEND

1-250K 15-195K 2-250K 25-170K 5-250K 30-165K10-210K 40-156K

FORWARD ELECTRONICS PANEL (P9)CENTER INSTRUMENT PANEL (P2)

INITREF

DIRINTC

PREVPAGE

N1LIMIT

NEXTPAGE

FIX

CRZCLB

HOLD

RTE

LEGS

DES

PROG EXECDEPARR

BRT

A DCB E

F IHG J

K NML O

P SRQ T

U XWV Y

Z /DEL CLR

1 32

4 65

7 98

. +/-0

INITREF

DIRINTC

PREVPAGE

N1LIMIT

NEXTPAGE

FIX

CRZCLB

HOLD

RTE

LEGS

DES

PROG EXECDEPARR

BRT

A DCB E

F IHG J

K NML O

P SRQ T

U XWV Y

Z /DEL CLR

1 32

4 65

7 98

. +/-0

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ENGINE INDICATING SYSTEM PANELS

The engine indicating displays consist of the following :- Side by Side Engine Display.- Compacted Engine Display.- Over/Under Engine Display. Primary - Upper. Secondary - Lower.

The engine indicating displays interfaces with the engine systems to provide the following data displays :

- N1.- N2.- EGT.- Thermal Anti-Ice Indication.- Fuel Flow.- Fuel Used.- Fuel Quantity.- Oil Pressure.- Oil Temperature.- Oil Quantity.- Engine Vibration.- Hydraulic Pressure.- Hydraulic Quantity.- Crew Alert Messages.- Autothrottle Limit Message.- Thrust Mode.- Total Air Temperature.

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CTC-219-103-00 ENGINE INDICATING - ENGINE DISPLAYS

87.710

86 4

20

87.710

86 4

20

87.710

86 4

20

87.710

86 4

20

663663ENG FAR

11.2712

84

011.27

12

84

0

TAI N1

EGT

X-BLD START

96.0CRZ

REVERSER UNLOCKEDA/T LIM

FF/FULB X 1000

TAI

N2

010050

010050

0

200100

0

200100

0

21

345

0

21

345

02 1

3 4A

02 1

3 4B

LOW OIL PRESSOIL FILTER BYP

START VLV OPEN

LOW OIL PRESSOIL FILTER BYP

START VLV OPEN

OIL P

OIL T

OIL Q%

VIB

HYD P

RF RF

75 75

HYD Q%70 60

TAT - 12C

1

7600

2

7600

CTR

24000

FUEL LB

ENG FAR

430 500

ENG 1

5.995.90

55.0 55.0

4 OIL QTY

130

4.5

20

36

129

1.6

2 PRESSOIL

TEMPOIL

VIB

N 2

FFN1

71.010

86 4 2

065.0

EGT

10

86 4 2

0

75.0REV

1

3190

2

3290

CTR

890FUEL

LB

LOW OILPRESSURE

OIL FILTERBYPASS

START VALVEOPEN

ENG 2

LOW OILPRESSURE

OIL FILTERBYPASS

START VALVEOPEN

100 500

ENG 1TAT + 19C

N1

21.010

86 4 2

065.0

EGT

10

86 4 2

0

75.0REV

1

2190

2

3290

CTR

14890FUEL

LB

LOW OILPRESSURE

OIL FILTERBYPASS

START VALVEOPEN

ENG 2

LOW OILPRESSURE

OIL FILTERBYPASS

START VALVEOPEN

ENG FAILENG FAIL

R - 70+22C

ENGINE PRIMARYDISPLAY

TAT + 19C R - 70+22C

ENGINESIDE BY SIDE

DISPLAY

COMPACTEDENGINEDISPLAY

ENGINE SECONDARY DISPLAY

XD 55.05.90

2129

LO 1.6

55.05.99

3613020

N2FF

OIL PRESSOIL TEMPOIL QTY

VIB

ENGINE OVER / UNDER DISPLAYS

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ENGINE INDICATING SYSTEM PANELS

Lightshield Panel (P7).

The engine indicating system on the Lightshield Panel consists of the master caution light.

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CTC-219-104-00 LIGHTSHIELD PANELS

FIREWARN

BELL CUTOUT

MASTERCAUTIONPUSH TO RESET

ANTI-ICE

HYD

DOORS

ENG

OVERHEAD

AIR COND

FIREWARN

BELL CUTOUT

MASTERCAUTIONPUSH TO RESET

FLT CONT

IRS

FUEL

ELEC

APU

OVHT/DET

IN HPABARO

RADIO BAROMINS MTRSINOP

MAPPLNVORAPP

640

320160

804020105OFF

VOR 1

ADF 1

OFF

VOR 2

ADF 2

WXR STA WPT ARPT DATA POS TERR

ALTITUDE VERT SPEED COURSEHEADINGI AS/MACHA/TARM CMD A CMD B

CWSA CWS B

SEL MA

F/DDISENGAGE

OFF

COURSE

MA

F/D

OFF

V/SALT HLDAPPHDG SELLVL CHGSPEEDN1

VOR LOC

L NAVV NAV

DN

UP

10

10

30

30C/O

A/P ENGAGE

RST STD

TFCCTR

IN HPABARO

RADIO BAROMINS MTRSINOP

MAPPLNVORAPP

640

320160

804020105OFF

VOR 1

ADF 1

OFF

VOR 2

ADF 2

WXR STA WPT ARPT DATA POS TERR

RST STD

TFCCTR

FIREWARN

BELL CUTOUT

MASTERCAUTIONPUSH TO RESET

FLT CONT

IRS

FUEL

ELEC

APU

OVHT/DET

LIGHTSHIELD PANEL (P7)

MASTERCAUTIONLIGHT

FIREWARN

BELL CUTOUT

MASTERCAUTIONPUSH TO RESET

ANTI-ICE

HYD

DOORS

ENG

OVERHEAD

AIR COND

MASTERCAUTION

LIGHT

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FLIGHT COMPARTMENT ANNUNCIATION

Systems communications links.

The aircraft CDS/DEU receives specific engine parameters from the EEC and displays their values on the upper-center display unit in the flight compartment.

The EEC transmits operating limits and exceedance status discretes for most of the displayed engine parameters. The CDS/DEU uses this information to scale each parameter display, set the amber and redline limits on the display and to change the color of the display to alert the crew if the limit is exceeded.

The EEC also provides status information to control the operation of flight compartment indicator lights which indicate system status and/or health. This status/health information is transmitted via the ARINC-429 digital databuses.

Some engine components are directly connected to the aircraft computers.

The engines provide analog output signals to the aircraft systems for N1, N2 and oil quantity. These signals do not interface with the EEC and are inputs to the Airborne Vibration Monitor (AVM) and to each of the CDS/DEU’s. The CDS/DEU’s are able to use these inputs as a backup for flight compartment displays.

A signal from the High Pressure Shut-off Valve (HPSOV) position switch is used to operate a flight compartment indication of the valve position.

The HPSOV position switch is magnetically operated and is open when the valve is open and closed when the valve is closed. The switch is wired on one side to ground, with the other side wired to the fuel panel, located in the flight compartment forward overhead panel.

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SYSTEMS COMMUNICATION LINKSCTC-219-018-03

100

OIL P

OIL T

OIL Q %

VIB

HYD P

HYD Q %

500

43

01

2

432

05

432

15

10050

0

200

100

0

200

100

0

98

3410

CRZ

97

99 99

43

01

2

10

8

FF/FUKG X 1000

CTR

FUEL KG

N2

N1

EGT

6 42

073.2 10

86 4

2

073.2

89.1 89.1

1.54 1.54

620 620

24

2

6

0

24

6

034101

0

1

0

LOW OILPRESSURE

OIL FILTERBYPASS

START VALVEOPEN

LOW OILPRESSURE

OIL FILTERBYPASS

START VALVEOPEN

OILQTY

HMUHPSOV

ENGINES

EEC

ENGINE1 2

ALTN

ON

EEC

ALTN

ON

REVERSER

ENGINECONTROL

ENGINECONTROL

REVERSER

-40

-200

20

40

FUELTEMP

LOWPRESSURE

LOWPRESSURE

CROSS FEED

VALVEOPEN

FILTERBY PASS

FILTERBY PASS

ENG VALVECLOSED

SPAR VALVECLOSED

ENG VALVECLOSED

SPAR VALVECLOSED

?C

ENGINE MODULEP5 AFT OVERHEAD PANEL

UPPER-CENTERDISPLAY UNIT

FUEL CONTROL MODULEP5 FWD OVERHEAD PANEL

CDS-DEU'S

AVM

N1 N2

EEC'S

[SHELL]COMMAND=2ICONFILE=EXPLORER.EXE,3[TASKBAR]COMMAND=TOGGLEDESKTOP

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FLIGHT COMPARTMENT ANNUNCIATION

Engine Module : P5 AFT Overhead Panel.

Engine control light.

When the light comes on amber, it indicates that the EEC has detected an engine-control-system failure (or combination of failures) which has caused a ‘no-dispatch’ configuration.The CDS/DEU operates the engine control light based on a discrete signal from the EEC, or loss of ARINC data from the EEC. Illumination of the light is inhibited during flight.

ALTN (Alternate Mode) alert.

The -7B engine has three thrust-control operating modes: - The normal thrust control mode and two alternate

thrust-control modes, which provide fault accommodation for the loss of ADIRU total-pressure data.

- This amber light illuminates when the engine control is operating in the Alternate thrust-control mode.

Fuel Control Module : P5 FWD Overhead Panel.

Filter bypass.

This amber light illuminates to indicate there is an impending bypass of the engine fuel filter. When the engine is running, the fuel-filter-clogged sensor actuates when the pressure drop across the fuel filter exceeds 11.6 psid for a duration of 60 seconds. The CDS provides two switches per engine (one per DEU), which are switched to ground to illuminate the light.

Eng valve closed.

This blue indication shows the status of the High Pressure Shut Off Valve (HPSOV).The light has three illumination states :

- The light is off when the valve is open and the engine is running.

- It comes on brightly if the valve position is not in agreement with the flight-compartment commands.

- It illuminates dimly when the valve has been commanded to close and has closed.

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INDICATING LIGHTSCTC-219-019-02

FUEL CONTROL PANEL IN P5 FWD OVERHEAD PANEL

P5 AFT OVERHEAD PANEL

EEC

ENGINE1 2

ALTN

ON

EEC

ALTN

ON

REVERSER

ENGINECONTROL

ENGINECONTROL

REVERSER

-40

-200

20

40

FUELTEMP

LOWPRESSURE

LOWPRESSURE

CROSS FEED

VALVEOPEN

FILTERBY PASS

FILTERBY PASS

ENG VALVECLOSED

SPAR VALVECLOSED

ENG VALVECLOSED

SPAR VALVECLOSED

°C

DIM

BRIGHT

BRIGHT

OFF

CLOSED

OPEN

CLOSEOPENCMD

POS

ENGINE CONTROL LIGHT (NO DISPATCH)

ALTN LIGHT(ALTERNATE THRUST CONTROL MODE)

ENGINE FUEL FILTERBYPASS (+11.6 PSID SENSED)

ENGINEHP FUEL SHUTOFF VALVE

INDICATION

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FLIGHT COMPARTMENT ANNUNCIATION

The CDS/DEU provides engine crew alerting messages on the center display unit for starter valve open, oil filter bypass and low oil pressure.

The messages are displayed in a dedicated area for each respective engine above the oil-pressure indication.

Each message, when first activated, is either displayed statically for a normal alert, or flashes for 10 seconds for a non-normal alert, and then reverts to a steady display until the condition no longer exists, when the message clears.

During this flashing, the other neighbouring messages for the same engine also flash concurrently without text.

The flashing, but not the message, is inhibited during takeoff and landings.

Start valve open.

An amber message appears when the engine Start Valve is open. The CDS/DEU flashes the display for the non-normal condition of the start valve in the open position with the EEC commanding the valve closed, per EEC ‘Engine starter cutout’ discrete.

Oil filter bypass.

An amber message appears when there is an impending bypass of the engine oil filter. The display flashes any time the EEC reports an oil filter bypass condition. When the engine is running, the oil-filter-clogged sensor actuates when the pressure drop across the oil filter exceeds 29/33 psid for a duration of 60 seconds.

Low oil pressure.

A flashing amber message appears when the engine is operating with low oil pressure. The display appears when the filtered oil pressure is less than 13 psi and the engine is operating at, or above idle, or N2 is less than 6500 rpm.

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CENTER DISPLAY UNITCTC-219-020-01

LOW OILPRESSURE

OIL FILTERBYPASS

START VALVEOPEN

LOW OILPRESSURE

OIL FILTERBYPASS

START VALVEOPEN

AMBER : OPEN POSITIONAMBER FLASHING : OPEN POSITION BUT COMMANDED TO CLOSE

ENGINE OPERATING >= IDLE AND OIL PRESSURE < 13 PSIORN2 < 6500 RPM AND OIL PRESSURE < 13 PSI

PRESSURE DROP ACROSSFILTER EXCEEDS 29/33 PSID

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FLIGHT COMPARTMENT ANNUNCIATION

N1 and N2 indications.

The EEC continuously transmits the display limits used to define the individual display redlines. The CDS/DEU reads the limits data from both left and right engine EEC’s and stores them separately in internal NVM.

N1 (fan speed) is the thrust setting parameter.N2 (core rotor speed) is used by the flight crew during engine starts and as a general indication during normal engine operation.

N1 and N2 actual is the real-time display of the speeds in units of percent. They are displayed by a pointer on a round dial, with an accompanying digital readout enclosed in a box.

The CDS/DEU receives the N1 and N2 actual from each engine as digital signals from the EEC and from the engine N1/N2 speed sensors. The digital signals are the primary source for the display.

The N1 reference bug, displayed on the outside of the dial, is calculated by the FMC and sent to the CDS/DEU. It is then transmitted to the EEC on ARINC-429 databuses as ‘Target N1’.

N1 and N2 redline exceedance is indicated by the dial, digital readout, outline box and pointer changing from white to red. The exceedance color change occurs when either EEC reports a redline exceedance.

100% N1 is equal to 5175 rpm.N1 redline exceedance is indicated when N1 is greater than 5388 rpm (104%). Once set, the N1 indicated must become less than 5382 rpm to reset the display.

NOTE :A 29 rpm transient N1 exceedance is allowed for 5 seconds.

100% N2 is equal to 14460 rpm.N2 redline exceedance is indicated when N2 is greater that 15198 rpm (105%). Once set, N2 must become less than 15183 rpm to reset the display.

If one, or more exceedances have been recorded, the CDS/DEU changes the colour of the digital readout box for the parameter in question to red, after the engines have been shut down on the ground and the EEC’s go ‘off-line’. This is to prompt the maintenance crew to call up the engine exceedance data on the FMC CDU maintenance pages.

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N1 & N2 INDICATIONSCTC-219-022-01

10

8

N2

N1

EGT

6 42

073.2 10

86 4

2

073.2

89.1 89.1

620 620

REDLINE EXCEEDANCEN1 > 5388 RPM (104%)

N1 REFERENCE BUG(TARGET N1)

REDLINE EXCEEDANCEN2 > 15198 RPM (105%)

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COMMON DISPLAY SYSTEM (CDS)

Miscellaneous indications.

The autothrottle (A/T) limit message shows when the FMC has failed.

The seven thrust modes are the following :- TO (take off).- R-TO (reduced thrust take off).- CLB (climb).- R-CLB (reduced thrust climb).- CON (continuous).- CRZ (cruise).- GA (go-around).

The total air temperature (TAT) shows as a digital indication.

When the thermal anti-ice (TAI) is ON, the TAI indication is displayed.

N1 bug indication.

This indication can have three possible sources:

- Set by the FMC.- Set by the autothrottle computer.- Manually through N1 set control (the value is

displayed as reference N1 readout).

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Page 137Sep 03

CTC-219-105-00 N1 AND MISCELLANEOUS INDICATIONS

AUTO

N1 SET

2

1 BOTH

N1 SET CONTROLS

87.710

86 4

20

87.710

86 4

20

N1

96.0CRZ

REVA/T LIM TAT - 12C

TAI TAI

N1 COMMAND SECTOR

REFERENCE N1 BUG

N1 REDLINE LIMIT

N1 DIGITALINDICATION

THRUST MODE

TOTAL AIR TEMPERATURE

REFERENCEN1 READOUT

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FLIGHT COMPARTMENT ANNUNCIATION

Thrust reverser indications.

Thrust reverser indications are shown on the P5 Aft overhead panel and above the N1 indication, replacing the N1 reference readout.

REVERSER lights.

The REVERSER lights come on for 10.5 seconds during a normal T/R stow operation.

The REVERSER light stays on if a T/R control system component fails during a stow, or deploy operation and stays on until the failure is fixed.

REV messages.

For each engine, the CDS displays a REV indication above the N1 digital readout box when the thrust reverser for that engine is not stowed.

REV appears in amber when one or both sleeves of a T/R are between 10 and 90 percent of travel to the deploy position.

REV appears in green when both sleeves of a T/R are more than 90 percent of travel to the deploy position.

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T/R INDICATIONCTC-219-092-01

ENGINE 1REVERSER LIGHT

P5 AFT OVERHEAD PANEL

EEC

ENGINE1 2

ALTN

ON

EEC

ALTN

ON

REVERSER

ENGINECONTROL

ENGINECONTROL

REVERSER

10

8

N1

6 42

073.2 10

86 4

2

073.2

"REV" IN AMBER = 10% - 90% TO DEPLOY

"REV" IN GREEN = > 90% DEPLOYED

REV REV

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FLIGHT COMPARTMENT ANNUNCIATION

EGT indications.

The flight crew uses EGT to assess the general health of the engine. The EGT display is a round dial providing a linearly proportional display starting at 0 deg C and extending to the highest value of the EGT redline limit.

The EGT starting redline limit and EGT start maintenance limit can vary based on several engine factors, therefore the CDS/DEU continuously monitors the limits received from the EEC, rather than storing them.

The CDS/DEU receives the digital EGT signal from the EEC’s to display the actual indication in real-time.

The EGT amber limit defines the lower end of the cautionary operating range of the EGT.

The CDS/DEU changes the color of the EGT dial, pointer and digital readout and its outline box from white to amber if the EGT is greater than the amber limit, but less than the redline.

EGT redline is the certified engine operating limit and is displayed as a red radial mark on the dial. When either EEC reports a redline exceedance, the dial, digital readout, outline box and pointer change to red.

Amber limit is exceeded when the EGT is greater than 925° C (MCT & MCL).

Redline limit is exceeded when the EGT is greater than 950° C (MTO & GA).

Start redline is exceeded when the EGT is greater than 725° C (ground & in-flight).

NOTE :A 10° C transient EGT exceedance is allowed for 20 seconds.

The flight crew is responsible for assuring that the EGT does not exceed the defined EGT starting limit during both ground and in-flight engine starts.

If the engine control detects a hot start condition for ground engine starts, the EEC outputs a discrete and the box around the EGT digital readout flashes to alert the flight crew of the condition.

The hot start discrete is reset if the Engine Start Lever is placed in CUTOFF, or if the engine manages to complete the start to idle. This causes the CDS/DEU to stop flashing the box around the EGT digital readout.

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EGT INDICATIONCTC-219-090-00

EGT

620 620

REDLINE LIMITEGT > 950°(MTO & GA)

AMBER LIMITEGT > 925°(MCT & MCL)

START REDLINEEGT > 725°(GND/FLIGHT)

EGT ACTUAL POINTER

EGT ACTUAL DIGITALREADOUT BOX

WHITE - NORMAL,AMBER - AMBER LIMIT REACHED

RED - REDLINE REACHEDRED, BOX ONLY - EXCEEDANCEDATA RECORDED

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FLIGHT COMPARTMENT ANNUNCIATION

Fuel indications.

The ‘fuel flow’ indication shows the real-time value of the engine fuel flow meter output. The EEC processes signals received from the flow meter and outputs a fuel flow value, in units of lb/h, to the CDS for display in the flight compartment. If the status of the fuel flow dataword is not ‘normal’ or ‘test’, then the CDS blanks the fuel flow display.

For each engine, the display consists of an analog pointer on a round dial, with an accompanying digital readout in units of lb/h (or kg/h, if the customer has selected metric units).

The pointer provides a linearly proportional display from 0 to 12,000 lb/h (0 to 6,000 kg/h). The digital readout is in thousands, to two decimal places.

The ‘fuel used’ shows only as a digital indication. Selection of the USED position on the fuel flow switch (P2 panel) will replace the ‘fuel flow’ digital indication with a ‘fuel used’ indication.

The fuel quantity is displayed in an analog and digital form, below the fuel flow indications.

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Page 143Sep 03

FUEL INDICATIONSCTC-219-093-01

3410

FF/FUKG X 1000

CTR

FUEL KG

1.54 1.54

24

2

6

0

24

6

034101

0

3410

FF/FUKG X 1000

CTR

FUEL KG

5.87 5.87

24

2

6

0

24

6

034101

0

FUELQUANTITY

FUEL FLOWINDICATION

P2 PANEL

FUEL 'USED'INDICATION

FUEL FLOW SWITCHDOWN

RESET

USED

FUEL FLOW

RATE

RESET

USED

FUEL FLOW

RATE

DIGITALINDICATION

DIGITALINDICATIONONLYANALOG

INDICATION

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FLIGHT COMPARTMENT ANNUNCIATION

Range alerts - oil pressure and temperature.

Oil pressure.

The amber range is the cautionary operating pressure range of the engine lubrication system. The oil pressure amber threshold limit can vary based on several engine factors, therefore the CDS/DEU continuously monitors the limit, rather than storing it.

The display is a circumferential amber arc extending from the amber threshold down to the redline limit on the outside of the oil pressure dial.

The CDS/DEU indicates that the oil pressure is less than the redline limit by displaying a red radial mark on the outside of the dial. A red arc then extends from the redline limit down to 0 lb/in along the edge of the dial.

Pressure amber and redline limits :- Refer to graph.

Oil temperature.

The amber limit is the lower end of the cautionary operating temperature range of the engine lubrication system.

The display is a circumferential amber arc that extends from the amber limit up to the redline limit along the edge of the oil temperature dial.

The oil temperature redline limit defines the maximum safe operating temperature of the lubrication system. Prolonged operation above this temperature can result in engine damage.

The redline is displayed as a red radial mark on the outside of the dial and a circumferential red arc that extends from the redline limit up to the 200° C dial endpoint.

Temperature amber area : between 140 and 155°C.- engine operation time limited to 45 mn in flight.

Ground maintenance will be required if operation exceeds 15 mn.

Temperature redline limit : 155°C.

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Page 145Sep 03

OIL PRESSURE AND TEMPERATURE ALERTSCTC-219-023-04

OIL PRESSURE ACTUAL POINTER

TEMPERATUREAMBER LIMIT 140°C

N2

PSI

36.3

23.2

13

9688 12725 15183

PRESSUREREDLINE LIMITN2 >= IDLE ANDOIL < 13 PSI

OIL TEMPERATUREACTUAL POINTER

100

OIL P

OIL T

500

10050

0

200

100

0

200

100

0

TEMPERATUREREDLINE LIMIT155°C

45mn MAX.IN FLIGHT.GROUND MAINTENANCEREQUIRED BEYOND 15 mn

NOTE:

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FLIGHT COMPARTMENT ANNUNCIATION

Engine vibration indications.

The Airborne Vibration Monitoring (AVM) signal conditioner receives signals from the N1 and N2 speed sensors, the No. 1 bearing accelerometer and FFCCV (Fan Frame Compressor Case Vertical) accelerometer.

The AVM signal conditioner filters and computes the signals and supplies the amplified data to the FDAU and to the CDS/DEU’s for cockpit display. The highest vibration signal is displayed on an analog pointer on a round dial.

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Page 147Sep 03

VIBRATION INDICATIONSCTC-219-098-00

FDAU

N1 SPEED SENSOR

AVM SIGNALCONDITIONER

N2 SPEED SENSOR

FFCCVSENSOR

No 1 BEARINGVIBRATION SENSOR

CDSDEUSIGNAL CONDITIONING UNIT

DIGITAL VIBRATION

YESNO

FAA/PMABOEING P/NS/NMODEL

VIB

432

05

432

15

1

0

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FLIGHT COMPARTMENT ANNUNCIATION

Engine fail indication.

The CDS displays an amber ENG FAIL alert over the respective engine EGT display on the center display unit when the engine, once started, drops below 50% N2 and the crew has not commanded the engine to shut down.

The alert remains set until either the engine recovers, or the Engine Start Lever is moved to the CUTOFF position.

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Page 149Sep 03

ENGINE FAIL INDICATIONCTC-219-021-02

ENGINE FAILURE ALERT(AMBER)

10

8

N1

10

86 4

2

073.2

6 4

15.0

EGT

400 620

0

2

ENG FAIL

ON GROUND

ENGINE FAIL

IF EGT REACHESHOT START LIMIT,EEC CLOSES FMV +DE-ENERGIZES IGN

EEC CLOSES FMV +DE-ENERGIZES IGN

EECDE-ENERGIZES IGN

N2 < 56.8%

N2 < 50%

N2 < 45%

IN FLIGHT

EEC ENERGIZES BOTH IGNITERSFOR 30 SEC

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ANNUNCIATION

Engine visual alerts.

A pop-out indicator provides a visual warning to maintenance personnel of imminent supply oil filter clogging.

It is attached to the supply oil filter housing and is calibrated to trigger at a certain pressure limit before the filter is bypassed.

The analog sensor actuates when the pressure differential across the oil filter exceeds 26/29 psi.

The indicator is a red button in a sight glass which pops out to warn maintenance personnel to change the filter before actual bypass occurs and unwanted material enters and contaminates the oil system.

The red button must be manually reset after the filter has been changed.

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Page 151Sep 03

OIL SUPPLY FILTER POP-OUT INDICATORCTC-219-024-01

DRAIN PLUG

COVER

SUPPLY OIL FILTER(INSIDE THE HOUSING)

RED BUTTON IN

RED BUTTON OUT(26 / 29 PSID)

SIGHT GLASS

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Page 152Sep 03

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Page 153Sep 03

MESSAGE INTERROGATION

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Page 154Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Ground maintenance processing.

The EEC ground maintenance processing consists of menu/sub-menu displays, reporting functions, test functions and several input monitoring displays.

The FMC CDU controls EEC BITE testing and fault reporting. When EEC BITE has been selected, the FMC transmits messages, through the ARINC-429 databuses, to the EEC and displays character strings received from the EEC on the CDU.

The EEC BITE is accessed by selecting Engine 1 or 2 on the ‘ENGINE/EXCEED BITE INDEX’ screen which brings up the EEC BITE main menu screen.

The main menu provides access to various sub-menus :- Recent Faults. (legs 0-3).- Fault History (legs 0-10)- Identification and Configuration.- Ground Tests :

- EEC Test.- T/R Lever INTLK Test.- Actuators Test.- Left Igniter Test.- Right Igniter Test.

- Input Monitoring.

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GROUND MAINTENANCE PROCESSINGCTC-219-026-02

ENGINE/EXCEED BITE INDEX <ENGINE 1

<ENGINE 2

<ENGINE 1 CH A ONLY

<ENGINE 2 CH A ONLY

<INDEX EXCEEDANCES> ENGINE 1 BITE TEST

INITIALIZING EEC 1

INITREF

DIRINTC

PREVPAGE

N1LIMIT

NEXTPAGE

FIX

CRZCLB

HOLD

RTE

LEGS

DES

PROG EXECDEPARR

BRT

A DCB E

F IHG J

K NML O

P SRQ T

U XWV Y

Z /DEL CLR

1 32

4 65

7 98

. +/-0

MAINT BITE INDEX <FMCS ENGINE> <DFCS APU> <AT FQIS> <ADIRS <CDS <INDEX FMC DOWNLOAD>

ENGINE 1 BITE TEST MAIN MENU 1/1<RECENT FAULTS

<FAULT HISTORY

<IDENT/CONFIG

<GROUND TESTS

<INPUT MONITORING

<INDEX

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Page 156Sep 03

DISPATCH CRITERIA

Fault levels.

The EEC automatically determines the criticality level of the fault, or combination of faults to establish the dispatch state of the control/indication system, to comply with the engine and aircraft safety objectives.The fault dispatch levels are available through the Ground Maintenance Mode EEC Current Faults and Fault History functions and are defined as follows :

Engine Control Light.

Level A (no dispatch) conditions exist when the EEC has detected a fault, or faults, in the EEC system which cause that system to be out of compliance with agreed engine and airplane certification. The faults must be corrected before the aircraft can be dispatched.

Short Time.

Level B (short-time dispatch) faults have no immediate direct impact on the probability of a loss of thrust control. The system complies with the engine and aircraft safety objectives, but once detected, the fault condition must be corrected within the time limitation specified in the Maintenance Review Board (MRB) and Engine Shop Manual (ESM), ATA Chapter 05.

Long Time.

Level C (long-time dispatch) faults have an indirect impact on the probability of loss of thrust control. The system complies with the engine and aircraft safety objectives, but once detected, the fault condition must be corrected within the time limitation specified in the MRB and ESM, ATA Chapter 05.

Economic.

Level D (economic) faults have no safety implications and, therefore, no impact on aircraft dispatch. The faults may remain unrepaired during the entire aircraft life, at the discretion of the operator.

Alternate Mode Light.

Level E (Alternate-mode light) causes the engine to operate in the Alternate (thrust-setting) mode. For dispatch criteria, refer to the Master Minimum Equipment List (MMEL) and Dispatch Deviation Guide (DDG).

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Page 157Sep 03

FAULT LEVELSCTC-219-049-03

FAULT LEVEL EXAMPLES

ENGINE CONTROLLIGHT(NO DISPATCH)

• FMV POSITION SIGNAL OUT OF RANGE• TBV DEMAND AND POSITION SIGNALS DISAGREE• REVERSER CONTROL AND POSITION SIGNALS DISAGREE

SHORT-TIME • ALTN MODE LIGHT ALWAYS OFF• T12 SIGNALS DISAGREE

LONG-TIME• FUEL FLOW SIGNAL OUT OF RANGE• IGN L FAILED

ECONOMIC • PS13 SIGNAL OUT OF RANGE• N1 TARGET DATA FROM DEU 1 MISSING

ALTERNATE MODE LIGHT

• ALTN MODE LIGHT ALWAYS ON• DEU2 DATA MISSING

ENGINE 1 BITE TEST RECENT FAULTS 3/5 SHORT TIME

MSG NBR: 75-10601THE TBV POSITIONSIGNALS DISAGREE

FLIGHT LEG (X=FAULT SET) 0 1 2 3 X X <INDEX HISTORY>

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DISPATCH CRITERIA

Fault levels.

The EEC may re-evaluate a particular fault and change its priority to a higher level depending on the health state of the 2 EEC channels.

For example, under normal active/standby conditions, if the fault is ‘THE HMU VBV CONTROL CURRENT IS OUT OF RANGE’, this would be considered as a Short Time fault.

However, if this fault is set on the active channel and the standby channel is inoperativeor,the same fault is set on both active and standby channels, the EEC will re-evaluate the situation and change the fault level to an Engine Control Light (no dispatch) fault.

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EEC FAULT LEVEL RE-EVALUATIONCTC-219-091-01

THE HMU VBV CONTROL CURRENTIS OUT OF RANGE (WRAP FAULT)

FAULT DETECTED ONCHANNEL A OR CHANNEL B

SHORT TIME DISPATCH

FAULT DETECTED ON ACTIVE CHANNELAND STANDBY CHANNEL

FAULT DETECTED ON ACTIVE CHANNELAND STANDBY CHANNEL INOPERATIVE

ENGINE CONTROL LIGHT (NO DISPATCH)

ENGINE CONTROL LIGHT (NO DISPATCH)

BUT

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FAULT STORAGE

All EEC-detected fault data is stored in BITE memory and is available on request, through the FMC CDU in Ground Maintenance Mode – EEC Current Faults and Fault History functions.

The BITE memory structure is divided into 5 zones for each of the fault levels :

- Zone 1 : Engine control light.- Zone 2 : Alternate Mode Light.- Zone 3 : Short Time.- Zone 4 : Long Time.- Zone 5 : Economic.

The zones provide memory for storing the fault code and flight leg history associated with the 10 most-recent failures detected over the last 10 flight legs.

When a memory zone is full, the oldest data is overwritten first. This applies to faults from previous flight legs only. No overwriting of current leg faults is permitted.

The flight-leg storage processing begins at the initiation of engine start (N2>40%), when the EEC BITE phase transitions from ENGOFF to ENGON.

Flight leg 0 can show maintenance messages that occurred more than 30 seconds after landing from the last flight leg, or the most recent ground run of the engine.

If the engine is started and stopped more than once between flights, leg 0 will contain data from the last ground run of the engine.

The flight-leg-counting processing begins when the FLIGHT INDICATOR transitions from ground to flight.

The last flight leg is identified as 1 and the previous flight legs are identified as 2 through 10.

The ‘X’ below the flight leg number indicates that the fault occurred on that flight leg. For flight legs that did not have the fault, the space below the flight legs number is blank.

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FAULT STORAGE - FLIGHT LEGSCTC-219-050-01

ENGINE 1 BITE TEST FAULT HISTORY ENGINE CONTROL LIGHT

MSG NBR: 73-10331THE FMV DEMANDAND POSITION SIGNALSDISAGREEFLIGHT LEG (X=FAULT SET) 0 1 2 3 4 5 6 7 8 9 10 X X X

<INDEX

LAST RECORDED FAULT

LAST FLIGHT LEG

GROUND RUN

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FAULT STORAGE

Storage of internal and external fault data in BITE memory is a function of aircraft status.

ENGOFF - No faults are stored in NVM. Current faults in RAM can be viewed by performing a specific test and viewing related faults upon completion of the test.

ENGON - Pre-flight ENGON faults are stored as ground faults (leg 0). If the FLIGHT INDICATOR transitions from ground to flight, all faults in leg 0 are transferred to the current flight leg. If there is no transition and the engine is shutdown, all faults detected remain in leg 0.

In start mode when N2 is greater than 15%, certain faults are stored in a special NVM to help troubleshoot failed start attempts :

- Alternator power fault.- L & R igniter faults.- 115v igniter supply fault.- Start lever disagree fault.- FMV position fault.- No fuel flow during start fault.

FLTCYC - Faults are stored in zones 1 through 5. The flight-leg count is incremented when the FLIGHT INDICATOR transitions from ground to flight.

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FAULT STORAGECTC-219-051-04

EEC POWER UPFLIGHT IND = GROUND

ENG START

FLIGHT IND = FLIGHT(INCREMENT FLIGHT LEG)

FLIGHT -> TOUCHDOWN

FLIGHT IND = GROUND(FOR AT LEAST 30 SEC)

ENGINE SHUTDOWN

EEC POWER OFFFLIGHT 1FLIGHT 0

GROUND

GROUND

FLIGHT

ENGINE OFFENGINE ON

N2 < 40%ENGINE ON

N2 > 40%FLIGHTCYCLE

SPECIAL NVM STORAGE REQUESTDURING START PROCEDURE:

ALTERNATOR POWER FAULT L & R IGNITER FAULTS 115V IGNITER SUPPLY FAULT START LEVER DISAGREE FAULT FMV POSITION FAULT NO FUEL FLOW DURING START FAULT

RAM

RAM

NVM

RAM

RAM

NVM

NVM

NVM

SPECIAL NVMSTORAGEREQUEST

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THE CONTROL DISPLAY UNIT (CDU)

Recent Faults menu selection.

The ‘RECENT FAULTS’ menu is used to view faults from channel A and B which have occurred since the most recent ground run, through the three most recent flight legs.

The Recent Faults menu can only be accessed when the engine is off (N2 less than, or equal to 5%). Any attempt to access recent faults on the ground when N2 is greater than 5% results in a ‘CAN NOT BE ACCESSED’ message appearing on the screen.

The dispatch level will show at the top of the screen and the CDU will display the faults in order of their dispatch level. ENGINE CONTROL light faults will show first, then ALTERNATE MODE LIGHT faults, then SHORT TIME faults, then LONG TIME faults and lastly ECONOMIC faults.

Only one fault is displayed per page, but each dispatch level can have as many as 10 pages, making a possible total of 50 pages.

The Next-Page / Previous-Page keys enable the operator to go either forward, or backward, through the pages in order to view the faults.

Each page contains a brief description of the fault and a message number (MSG NBR).

The page displays the three most recent flight legs and an ‘X’ denotes on which flight legs the fault was seen.

Flight leg 0 is the most recent ground run and flight leg 1 is the most recent flight leg.

If there are no faults stored for flight legs 0 through 3, the screen will show NO RECENT FAULTS STORED.

If recent fault data is not available from both channels, a message appears to alert maintenance personnel that the recent faults being displayed are for a particular channel only.

Selecting the HISTORY key enables access to another menu, which shows if that particular fault has appeared over the last 10 flight legs.

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RECENT FAULTS MENUCTC-219-027-02

X = 50 PAGES MAX.

ENGINE 1 BITE TEST RECENT FAULTS 1/X ENGINE CONTROL LIGHT

MSG NBR: 73-10331THE FMV DEMANDAND POSITION SIGNALSDISAGREEFLIGHT LEG (X=FAULT SET)0 1 2 3 X X

<INDEX HISTORY>

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THE CONTROL DISPLAY UNIT (CDU)

Message number format.

The message number uniquely identifies the fault and is used as a reference to find the relevent troubleshooting procedures in the Fault Isolation Manual (FIM).

The first two numbers identify the ATA chapter.For example :

- 73 = Fuel.- 75 = Air.- 79 = Oil.

After the hyphen, the next number denotes the EEC channel.

The next three numbers identify the fault code.

The last number identifies the engine position.

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MESSAGE NUMBER FORMATCTC-219-028-01

ATA CHAPTERN = ENGINE POSITION• 0 = ERROR• 1 = ENG 1• 2 = ENG 2

X = EEC CHANNEL• 1 = A• 2 = B• 3 = A AND B

73-X033N

FAULT CODE

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THE CONTROL DISPLAY UNIT (CDU)

Fault History menu selection.

Selecting the FAULT HISTORY key on the main menu will display the maintenance message numbers for the ten most recent flight legs and one ground operation.

Flight leg 1 shows the data for the most recent flight leg.

Flight leg 10 shows the data for the oldest flight leg that is stored in the system.

The dispatch levels are displayed in the same order as that in the RECENT FAULTS menu.

The example shows that a ‘DEMAND AND POSITION SIGNALS DISAGREE’ fault for the FMV appeared on the last flight leg and the fault is still there on the present ground run.

The ‘X’ under flight leg 10 shows the operator that this fault has appeared before.

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FAULT HISTORY MENUCTC-219-029-01

ENGINE 1 BITE TEST FAULT HISTORY 1/X ENGINE CONTROL LIGHT

MSG NBR: 73-10331THE FMV DEMANDAND POSITION SIGNALSDISAGREEFLIGHT LEG (X=FAULT SET) 0 1 2 3 4 5 6 7 8 9 10 X X X

<INDEX

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THE CONTROL DISPLAY UNIT (CDU)

Identification and Configuration menu selection.

The ‘IDENT/CONFIG’ menu selection is used to identify the current engine configuration.

There are 2 menus and the information displayed includes :

- The airplane model.- Engine model.- Bump.- N1 Trim.- EEC part number.- EEC software version number.- Start mode.- Engine serial number.- PMUX.- DMS.- BSV installed.- Ignition mode.

If the engine has a DAC configuration, a ‘/2’ is added to the Engine Model (i.e. 7B20/2).

For engines that do not have thrust bump, or do not require N1 trim, a value of ‘0’ is displayed.

When the EEC is moved from airplane-to-airplane, or from engine-to-engine, two of the options allow the operator to clear faults and change the engine serial number.

Selecting the ERASE key will enable the operator to erase all of the faults that are stored in Recent Faults, Fault History and will reset the HPTACC thermal history that is stored in NVM to zero.

Once this task is initialized, there are no other options. All five EEC memory zones are set to zero and the data will be lost.

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IDENTIFICATION AND CONFIGURATION MENUSCTC-219-030-02

ENGINE 1 BITE TEST IDENT/CONFIG 1/2

APL MODEL: 737-700 ENG MODEL: 7B20 BUMP : 1 N1 TRIM: 6 EEC P/N : 1853M78P15 EEC S/W VER: 7B40 START MODE : ENHANCED<ENG S/N: 874-101 <INDEX ERASE>

ENGINE 1 BITE TEST IDENT/CONFIG 2/2

PMUX INSTALLED : YES DMS KIT INSTALLED: YES BSV INSTALLED : YES IGNITION MODE: STANDARD

<INDEX

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THE CONTROL DISPLAY UNIT (CDU)

Ident/Config selection - S/N change.

If the EEC has been changed, or moved to another engine, the engine serial number may be changed through the CDU.

When ‘ENG S/N’ is selected from page 1 of the Ident/Config menu, a sub menu appears that allows the operator to enter six digits from the scratch pad.

When the new serial number has been entered, the operator presses ‘Continue’ and a new screen appears warning the operator that the EEC is changing the serial number.

Once this second screen is displayed, the EEC stores the new engine serial number in both channels and automatically returns to the Ident/Config menu where the new serial number is displayed.

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CHANGING SERIAL NUMBERSCTC-219-031-01

ENGINE 1 BITE TEST IDENT/CONFIG 1/1 ENG S/N

TO CHANGE THE ENG S/N

- TYPE 6 DIGIT S/N

- PUSH CONTINUE

<GO BACK CONTINUE>

ENGINE 1 BITE TEST IDENT/CONFIG ENG S/N

EEC CHANGING ENG S/N

!!! NOTICE !!!

DO NOT PUSH THE 'INIT REF' KEY

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THE CONTROL DISPLAY UNIT (CDU)

Ground Test menu selection.

The ‘GROUND TESTS’ menu selection is used to support maintenance repair verification of EEC LRU’s.

Selecting this menu provides access to a sub-menu of five different tests. All faults detected during the tests are displayed upon completion of the test.

EEC Test.

This selection causes each channel to perform an EEC internal test and a general sensor interface test. During the test, certain EEC driven flight deck effects are enabled by each channel, so maintenance personnel can verify proper operation.

T/R Lever Intlk Test.

This selection tests the ability of the EEC to enable and disable the T/R Lever Interlock. Each time this test is run to completion each channel has enabled and disabled the interlock.

Actuators Test.

This selection cycles all hydraulic and electrical control loops to their minimum and maximum positions, to test their functionality. During the execution of this test, the control loops are cycled by each channel.

The engine is dry motored to provide the hydraulic pressure necessary to power each function.

L or R Igniter Test.

These two selections test the functionality of either the left or right igniters. During the test the igniters are energized by each channel.

NOTE :These tests can only be selected if N2 is less than 5% and the Start Lever is in the CUTOFF position. If this is not the case, a ‘CAN NOT BE ACCESSED’ message is displayed.

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GROUND TEST MENUCTC-219-032-01

ENGINE 1 BITE TEST GROUND TESTS 1/1<EEC TEST

<T/R LEVER INTLK TEST

<ACTUATORS TEST

<L IGNITER TEST

<R IGNITER TEST

<INDEX

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THE CONTROL DISPLAY UNIT (CDU)

EEC Test selection.

When EEC test is selected, a screen describing the tests that will be performed is displayed. The operator has the choice of returning to the Ground Tests menu, or starting the test.

Each EEC channel is internally tested in turn (approx 30 seconds per channel) and the state of the four flight compartment effects controlled by the EEC is indicated.

If any faults are detected, a fault message appears on the screen. The screen is similar to the Recent Faults display, except the flight legs where the failures occurred are not displayed.

At any time during a test, the operator can push the ABORT button to stop execution of the test. In this case a message is displayed to notify the operator of non-completion of the test. When the operator has finished EEC testing and presses the END TEST key, a ‘TEST COMPLETE’ message appears.

If one of the EEC channels was not available during the test, a Test Complete message is also displayed but a ‘CH A INOP’, (or, ‘CH B INOP’) message appears to indicate that a particular channel was not operational.

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Page 177Sep 03

EEC TEST SELECTIONCTC-219-033-01

ENGINE 1 BITE TEST GROUND TESTS 1/1 EEC TEST

TESTS PERFORMED:

SENSOR INTERFACES

INTERNAL EEC TEST

LIGHTS / MESSAGES

<INDEX START TEST>

ENGINE 1 BITE TEST GROUND TESTS EEC TEST

- VERIFY THE FOLLOWING FOR ENGINE 1:

ENG CONTROL LIGHT: OFF ALTN MODE LIGHT : OFF FUEL FILTER BYP : OFF OIL FILTER BYP : OFF

<ABORT CONTINUE>

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THE CONTROL DISPLAY UNIT (CDU)

T/R Lever Interlock Test selection.

The first screen that appears is only a warning. It informs maintenance personnel that the test can cause the reverser to move and that people and equipment should be at a safe distance from the engine.

The screen is for information only and no tests run, or surfaces move, when this screen is displayed.

Selecting ‘START TEST’, displays a screen referring the maintenance personnel to the procedures defined in the AMM.

The operator then types ‘OK’ on the key pad and pushes ‘CONTINUE’ to perform the test.

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T/R LEVER INTERLOCK TEST SELECTIONCTC-219-034-01

ENGINE 1 BITE TEST GROUND TESTS T/R LEVER INTLK TEST

! ! ! WARNING ! ! ! THIS TEST CAN CAUSE THE REVERSER TO MOVE

MAKE SURE PEOPLE AND EQUIPMENT ARE A SAFEDISTANCE FROM THE ENGINE

<INDEX START TEST>

ENGINE 1 BITE TEST GROUND TESTS T/R LEVER INTLK TEST

DO PROCEDURE: T/R LEVER INTLK TEST (REF AMM 73-21-00/501)

WHEN READY:- TYPE OK- PUSH CONTINUE

<ABORT CONTINUE>

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THE CONTROL DISPLAY UNIT (CDU)

T/R Lever Interlock Test.

After the operator has typed ‘OK’ on the keypad and pressed the Continue button, a ‘TEST IN PROGRESS, THRUST LEVER IS BLOCKED’ message is displayed.

The screen also displays a series of instructions. The operator is instructed to raise the Reverse Thrust Lever to the aft mechanical stop and wait for 5 seconds.

In this configuration, the T/R interlock solenoid is not energized and the T/R lever must be placed at the reverse idle position.

Once the 5 seconds have elapsed, pressing the Continue button displays the next screen.

A ‘THRUST LEVER NOT BLOCKED’ message appears and also instructions for the operator to raise the Reverse-Thrust Lever to the full-reverse position and wait 5 seconds.

In this configuration, the EEC channel energizes the T/R interlock solenoids and the T/R lever can be moved up to the full reverse power position.

Once the 5 seconds have elapsed, pressing the Continue button displays the next screen which instructs the operator to move the Reverse-Thrust Lever to the stow position.

After the Reverse-Thrust Lever has been placed in stow, pressing the Continue button causes a new screen to be displayed, which is a repeat of the test, but on the other EEC channel.

If any faults were detected during the test, a screen is displayed informing the operator of the message number and giving a brief description of the fault.

The operator then has the option of either repeating, or ending the test.

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Page 181Sep 03

T/R LEVER INTERLOCK TESTCTC-219-035-01

ENGINE 1 BITE TEST GROUND TESTS T/R LEVER INTLK TEST

CH A TEST IN PROGRESSTHRUST LEVER IS BLOCKED

- RAISE REVERSE THRUST LEVER FIRMLY TO THE MECHANICAL STOP- WAIT 5 SEC- PUSH CONTINUE<ABORT CONTINUE>

ENGINE 1 BITE TEST GROUND TESTS T/R LEVER INTLK TEST

CH A TEST IN PROGRESSTHRUST LEVER NOT BLOCKED

- RAISE REVERSE THRUST LEVER TO THE FULL REVERSE POSITION- WAIT 5 SEC- PUSH CONTINUE<ABORT CONTINUE>

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THE CONTROL DISPLAY UNIT (CDU)

Actuators Test Selection.

Like the interlock test, the first screen that appears is only a warning and for information only and no tests run, or actuators move, when this screen is displayed.

Selecting ‘START TEST’, displays a screen referring the maintenance personnel to the procedures defined in the AMM.

The operator then types ‘OK’ on the key pad and pushes ‘CONTINUE’ to perform the test.

The first screen instructs the operator to put the Start Switch to the GRD position.

CAUTION :As soon as the Start Switch is moved to GRD, the SAV is open and the engine rotates. Use a chronometer to check the time the starter runs and that the limitations are respected.

The operator must select ‘CONTINUE’ for actuator testing to begin.

When actuator testing begins, six screens (3 for each EEC channel), are displayed to inform the operator of the time remaining and the demanded position of the actuators.

On completion of the test, a screen appears which instructs the operator to shut down the engine by putting the Start Switch to the OFF position.

The operator is then able to view the test results.

At any time during the tests, an inhibit ‘CAN NOT BE ACCESSED’ screen will appear if N2 is greater than 40%.

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ACTUATORS TESTCTC-219-036-01

TIME REMAINING : 90 SECDEMAND OPEN : 15 SEC

CH A TEST IN PROGRESS 1 OF 6

6 OF 6

ENGINE 1 BITE TEST GROUND TESTS ACTUATORS TEST

- START SWITCH: GRD- PUSH CONTINUE AFTER N2 HAS STABILIZED AT A VALUE MORE THAN 20 %- OBSERVE STARTER OPERATING TIME LIMIT

<ABORT CONTINUE>

ENGINE 1 BITE TEST GROUND TESTS ACTUATORS TEST

- START SWITCH : OFF

<ABORT TEST RESULTS>

TIME REMAINING : 15 SECDEMAND OPEN : 15 SEC

CH B TEST IN PROGRESS

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THE CONTROL DISPLAY UNIT (CDU)

L (left) or R (right) Igniters Test selection.

The first screen that appears is only a warning informing maintenance personnel that, during the test, an igniter will be active (energized) and people and equipment should be at a safe distance from the engine.

The screen is for information only and no igniter will be active when this screen is displayed.

Selecting ‘START TEST’, displays a screen referring the maintenance personnel to the procedures defined in the AMM.

The operator then types ‘OK’ on the key pad and pushes ‘CONTINUE’ to perform the test.

NOTE :This test must be run with the T/R cowls open in order to perform a visual check of the harnesses. If a harness is damaged, an arc will be visible somewhere along the harness.

The test for either the left, or right igniter is identical. The first screen informs the operator of the time remaining to complete the test and the length of time the igniter is energized by channel A.

After the required amount of time has elapsed the screen informs the operator of the length of time remaining to complete the test and the length of time the igniter is de-energized.

The same process is then repeated using channel B.

At the end of the test, if any faults were detected, a screen displays a message number and gives a brief description of the fault. If no faults were detected, a ‘NO ‘x’ IGNITER TEST FAULTS’ message is displayed.

At the end of the test, as part of the ‘Return Airplane to Normal Condition’ operation, if the Start Lever is moved to the CUTOFF position too soon, or some other anomaly causes an EEC reset, a message is displayed informing the operator that an external signal caused an interruption and the test could not be completed.

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Page 185Sep 03

IGNITER TESTCTC-219-037-01

1 OF 2

ENGINE 1 BITE TEST GROUND TESTS L IGNITER TEST

ENERGIZED BY EEC CH A

TIME REMAINING : 25 SECL IGNITER IS ON : 10 SEC

- LISTEN FOR IGNITER

<ABORT

ENGINE 1 BITE TEST GROUND TESTS 1/1 L IGNITER TEST

MSG NBR : 74-30971THE APL INPUT VOLTAGEFOR THE L EXCITER(IGN 1) IS OUT OF RANGE

<ABORT REPEAT TEST>

TIME REMAINING : 15 SECL IGNITER IS OFF : 5 SEC

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THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring menu selection.

The ‘INPUT MONITORING’ selection from the Main Menu allows maintenance and engineering personnel to monitor, in near real-time, certain pre-programmed parameters within the EEC.

When the aircraft is on the ground, the Input Monitoring selection displays a screen warning the operator that this is not an approved primary procedure used to isolate faults.

The operator may then select ‘GO BACK’ to return to the Main Menu, or ‘CONTINUE’ to view the Input Monitoring screens.

If the operator selects ‘CONTINUE’ and input monitoring data is not available from both EEC channels, a message is displayed to alert maintenance personnel that input monitoring will be displayed for a particular channel only.

The ‘INPUT MONITORING’ menu has 2 pages. Selecting the Next-Page, or Previous-Page key from page 1 displays page 2.

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Page 187Sep 03

INPUT MONITORING MENU SELECTIONCTC-219-075-01

MENU PAGES 1 AND 2

ENGINE 1 BITE TEST MAIN MENU 1/1<RECENT FAULTS

<FAULT HISTORY

<IDENT/CONFIG

<GROUND TEST

<INPUT MONITORING

<INDEX ENGINE 1 BITE TEST INPUT MONITORING

! ! ! NOTICE ! ! ! THIS IS NOT AN APPROVED PRIMARY PROCEDURE USED TO ISOLATE FAULTS

<GO BACK CONTINUE>

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Page 188Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring menu (page 1).

Control Loops.

For monitoring of the FMV, VSV, VBV, HPTACC, LPTACC and TBV control loops.This selection also allows personnel to monitor TRA and thrust reverser sleeve position inputs.

Control Pressures.

For monitoring of P0, optional PS13 and P25 (if installed) and PS3.

Control Temperatures.

For monitoring of TAT, T25, T3, TC, T49.5 and optional T5 (if installed).

Fuel system.

For monitoring of the fuel flow, FMV position and filter by-pass indication.

Oil system.

For monitoring of the oil system pressure, temperature, filter by-pass indication and optional electronic chip detector (if installed).

Input Monitoring menu (page 2).

Speeds.

For monitoring of the physical speeds of N1 and N2 on the local and cross channel.

Discretes.

For monitoring of discrete, integer and N1 target data on the local channel.

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Page 189Sep 03

INPUT MONITORING MENUCTC-219-038-01

PAGE 1 PAGE 2

ENGINE 1 BITE TEST INPUT MONITORING 1/2<CONTROL LOOPS

<CONTROL PRESSURES

<CONTROL TEMPERATURES

<FUEL SYSTEM

<OIL SYSTEM

<INDEX

ENGINE 1 BITE TEST INPUT MONITORING 2/2<SPEEDS

<DISCRETES

<INDEX

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Page 190Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Control Loops.

When ‘Control Loops’ is selected from page 1 of the input monitoring menu, four separate sub-menus are available to monitor, in near real-time, the data being output by the EEC for the FMV, VSV, VBV, HPTACC, LPTACC, TRA, REV, TBV and BSV (if installed) control loops.

Selected values from the active channel are displayed.

NOTE :The sub-menus display specific parameters.If a specific parameter is not available for display, the field is filled with ‘?’ characters.If a specific parameter is out of range, the field is filled with ‘-’ characters.

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Page 191Sep 03

CONTROL LOOPS SUB-MENUCTC-219-039-01

ENGINE 1 BITE TEST INPUT MONITORING 1/4 CONTROL LOOPS

<FMV : DEM 7.96 % POS 7.93 %<VSV : DEM 31.85 DEG POS 31.86 DEG<VBV : DEM 33.57 DEG POS 33.57 DEG

<INDEX

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Page 192Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Control Loops.

If, for example, FMV is selected from the sub-menu, two further sub-menus are available.

The selected FMV values from the active channel are displayed on lines 4, 5 and 6 of the first page.

The SIN and COS values are the voltages read from the resolver feedbacks.

The information displayed on line 4 of the second page is the selected value from the active channel. The other values are the FMV torque-motor demand and return path currents.

NOTE :Certain procedures in the AMM use the control loop menus to obtain values to check the limits.

For example, the thrust reverser sleeve LVDT adjustment and thrust lever angle adjustment procedures require that the control loop menus are accessed, the values read, recorded and checked against predefined limits. If the values are outside of these limits, further maintenance tasks must be followed.

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Page 193Sep 03

FMV SELECTION SUB-MENUSCTC-219-040-01

FMV SELECTED

ENGINE 1 BITE TEST INPUT MONITORING 1/2 FMV DATADEMAND : 8.09 %POSITION : 8.12 %ERROR : -0.01 %

POSITION CH B: 8.10 SIN/COS: 0.06/ 3.28POSITION CH A: 8.18 SIN/COS: 0.08/ 3.31 ACT CH B<INDEX GMM CH A

ENGINE 1 BITE TEST INPUT MONITORING 2/2

FMV DEM : 8.09 %

FMV CONTROL CURRENTOUT CH B: 31.53 MA IN CH B: 27.31 MAOUT CH A: 0.00 MA IN CH A: -0.43 MA

ACT CH B<INDEX GMM CH A

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Page 194Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Control pressures.

When ‘Control Pressures’ is selected from page 1 of the input monitoring menu, two separate sub-menus are available to monitor, in near real-time, the data being output by the EEC.

The selected values of P0, PS3 and, if installed, PS13 and P25 from the active channel are displayed on the first page and PT on the second page.

Pressure sensors PS13 and P25 (optional PMUX kit) are single-channel input parameters and thus have no sub-screens.

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Page 195Sep 03

CONTROL PRESSURES SUB-MENUSCTC-219-041-03

DISPLAYED ONLY IFPMUX KIT INSTALLED

ENGINE 1 BITE TEST INPUT MONITORING 1/2 PRESSURES - PSIA

<PO : 14.38

PS13: 14.85

P25 : 15.23

<PS3 : 36.37

<INDEX

ENGINE 1 BITE TEST INPUT MONITORING 2/2 PRESSURES - PSIA

<PT : 14.69

<INDEX

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Page 196Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Control pressures.

If, for example, P0 is selected from the sub-menu, a further sub-menu is available.

Line 5 is the selected value of P0 from the active channel.

Right-justified on line 12 is the active channel. (In this example, channel B is active).

Right-justified on line 13 is the channel transmitting Ground Maintenance Mode (GMM) data. (In the case shown, channel A is transmitting GMM data).

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Page 197Sep 03

P0 SELECTION SUB-MENUCTC-219-042-01

P0 SELECTED

ENGINE 1 BITE TEST INPUT MONITORING 1/1 PO SELECTION - PSIA

SEL PO : 14.69

PO CH B : 14.68PO CH A : 14.68PS ADIRU 1: 14.69PS ADIRU 2: 14.69

ACT CH B<INDEX GMM CH A

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Page 198Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Control temperatures.

When ‘Control Temperatures’ is selected from page 1 of the input monitoring menu, two separate sub-menus are available to monitor, in near real-time, the data being output by the EEC.

The selected values of TAT and T25 from the active channel are displayed on page 1.

The selected values of T3, TCC (if installed), T495 and T5 (optional PMUX kit) are displayed on page 2.

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Page 199Sep 03

CONTROL TEMPERATURES SUB-MENUSCTC-219-043-03

DISPLAYED ONLY IFPMUX KIT INSTALLED

ENGINE 1 BITE TEST INPUT MONITORING 1/2RTD TEMPERATURES - DEG C

<TAT: 16.76

<T25: 20.85

<INDEX

ENGINE 1 BITE TEST INPUT MONITORING 2/2T/C TEMPERATURES - DEG C

<T3 : 149.87

<TCC : 102.06

<T495: 463.75

T5 : 448.40

<INDEX

DISPLAYED ONLY IFTCC SENSOR INSTALLED

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Page 200Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Control temperatures.

If, for example, TAT is selected from page 1 of the sub-menu, a further sub-menu is available.

Line 5 is the selected value of TAT from the active channel.

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Page 201Sep 03

TAT SELECTION SUB-MENUCTC-219-044-01

TAT SELECTED

ENGINE 1 BITE TEST INPUT MONITORING 1/1 TAT SELECTION - DEG C

SEL TAT : 16.76

T12 CH B : 16.72T12 CH A : 16.80TAT ADIRU 1: 17.56TAT ADIRU 2: 17.96

ACT CH B<INDEX GMM CH A

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Page 202Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Fuel system.

When ‘Fuel System’ is selected from page 1 of the input monitoring menu, a separate sub-menu is available to monitor, in near real-time, the data being output by the EEC.

The selected values of WFM, FMV position and fuel-filter bypass from the active channel are displayed.

If ‘Filter Bypassed’ is selected from the sub-menu, another sub-menu is available, which displays the filter switch positions for channels A and B.

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Page 203Sep 03

FUEL SYSTEM SUB-MENUSCTC-219-045-02

ENGINE 1 BITE TEST INPUT MONITORING 1/1 FUEL FILTERFILTER BYPASSED : NO

FILTER INPUTS: SW 1 CH B: CLOSED SW 2 CH B: OPEN SW 1 CH A: CLOSED SW 2 CH A: OPEN

ACT CH B<INDEX GMM CH A

ENGINE 1 BITE TEST INPUT MONITORING 1/1 FUEL SYSTEM

FUEL FLOW : 608.00 PPH

FMV POS : 7.98 %

<FILTER BYPASSED : NO

<INDEX

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Page 204Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Oil system.

When ‘Oil System’ is selected from page 1 of the input monitoring menu, a separate sub-menu is available to monitor, in near real-time, the data being output by the EEC.

The selected values of PEO, TEO, filter bypass and, if installed, the optional Debris Monitoring System (DMS) kit from the active channel are displayed.

The DMS kit is a single-channel input parameter and has no sub-menus, but if, for example, PEO is selected from the sub-menu, another sub-menu is available.

Line 4 is the selected PEO value from the active channel.

The V1 and V2 values are the voltages read from the LVDT inputs.

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Page 205Sep 03

OIL SYSTEM SUB-MENUSCTC-219-046-02

DISPLAYED ONLY IFDMS INSTALLED

ENGINE 1 BITE TEST INPUT MONITORING 1/1 OIL PRESSURE SELECTION SEL PEO: 23.85 PSIG

INPUT CH B: 24.01 PSIG V1/V2: 3.93/ 2.95 V

INPUT CH A: 23.71 PSIG V1/V2: 3.93/ 2.96 V

ACT CH B<INDEX GMM CH A

ENGINE 1 BITE TEST INPUT MONITORING 1/1 OIL SYSTEM

<PEO : 23.79 PSIG

<TEO : 72.06 C

<FILTER BYPASSED : NO

DEBRIS DETECTED : NO <INDEX

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Page 206Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Speeds.

When ‘Speeds’ is selected from page 2 of the input monitoring menu, a separate sub-menu is available to monitor, in near real-time, the data being output by the EEC.

The selected values of N1 and N2 from the active channel are displayed.

If, for example, N1 is selected from the sub-menu, another sub-menu is available.

Line 5 is the selected N1 value from the active channel.

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Page 207Sep 03

SPEEDS SUB-MENUSCTC-219-047-01

ENGINE 1 BITE TEST INPUT MONITORING 1/1 SPEEDS - RPM

<N1 : 1037.00

<N2 : 8550.00

<INDEX

ENGINE 1 BITE TEST INPUT MONITORING 1/1 N1 SELECTION - RPM

SEL N1 : 1035.50

N1 CH B: 1033.50N1 CH A: 1035.50

ACT CH B<INDEX GMM CH A

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Page 208Sep 03

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring sub-menu.

Discretes.

When ‘Discretes’ is selected from page 2 of the input monitoring menu, 3 separate sub-menus are available to monitor, in near real-time, the data being output by the EEC.

The selected values of engine integers and discretes from the local channel are displayed.

The number (0-16) against the word ‘Regulator’ refers to the fuel control software logic that is currently operating the engine (see the table in the opposite column).

The value of N1 target (a real number computed by the FMC and transmitted by the DEU’s) is also displayed.

Regulator Fuel control mode0 Undefined1 N1 climb limit2 Min PS3 limit3 N1/N2 speed control

4 Max N2 speed limit

5 Max PS3 limit6 Wf decel rate limit7 Wf accel rate limit8 Wf/PS3 Min decel limit9 Wf/PS3 topping accel limit

10 Min Wf limit

11 Max Wf limit12 N1/N2 overspeed limit13 FMV change rate vs. time with min limits14 FMV change rate vs. time with min limits15 N2 rate accel limit16 N2 rate decel limit

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Page 209Sep 03

DISCRETES SUB-MENUSCTC-219-048-01

ENGINE 1 BITE TEST INPUT MONITORING 1/3 GMM DISCRETESREGULATOR : 3N2 AT/ABOVE IDLE: YESSTART LEVER POS : IDLESTART LEVER SEL : IDLEOK TO LOAD GCU : YESN1 TARGET (FMC1): 99.54ALTN MODE SW : OFFALTN MODE SEL : NONE ACT CH B<INDEX GMM CH A

ENGINE 1 BITE TEST INPUT MONITORING 2/3 GMM DISCRETES CONTINUOUS IGN : OFFIGNITER ENERGIZED: NONEENG START FAILED : NOFLAMEOUT PROTECT : OFFOVERTEMP PROTECT : OFFHS STALL PROTECT : OFFLIMIT REV THRUST : NOLIMIT FWD THRUST : NO ACT CH B<INDEX GMM CH A

ENGINE 1 BITE TEST INPUT MONITORING 3/3 GMM DISCRETES L IGNITER 115V : ONR IGNITER 115V : ONSTART LEV SW-LOC : IDLESTART LEV SW-XCH : IDLESTART LEVER-DEU1 : IDLESTART LEVER-DEU2 : IDLESTART LEVER SEL : IDLE

ACT CH B<INDEX GMM CH A

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Page 210Sep 03

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Page 211Sep 03

AIRCRAFT CONDITION MONITORING SYSTEM (ACMS)

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Page 212Sep 03

AIRCRAFT CONDITION MONITORING SYSTEM

FDAU – ACMS common unit.

The Flight Data Acquisition Unit (FDAU) – Airplane Condition Monitoring System (ACMS) receives aircraft data from digital, discrete and analog sources and transmits serial data for the Flight Data Recorder (FDR).

The Data Management Unit (DMU) is the master controller which processes ACMS data. The DMU monitors FDAU inputs for specified ACMS parameters and when the DMU sees a change to a value, the ACMS makes a report of the parameters. Also at various times during flight, the ACMS stores reports in its memory.

The DMU contains the ACMS interface and sends reports to the data loader control panel and the PCMCIA recorder.

Airlines can use a data loader, or PCMCIA card to store the reports.

Reports data can be :- Printed out on the Cockpit Printer.- Down linked via the Aircraft Communication

Addressing Reporting System (ACARS).- Displayed on the Control Display Unit (CDU).- Dumped to the Airborne Data Loader (ADL).- Recorded onto the Digital ACMS Recorder (DAR).- Recorded onto the Smart ACMS Recorder (SAR).- Stored internally within the ACMS’s nonvolatile

storage buffers.- Stored to a Quick Access Recorder (QAR).

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Page 213Sep 03

FDAU - ACMS COMMON UNITCTC-219-096-01

DIGITAL FLIGHT DATARECORDER

FDAUDISCRETES

ANALOG

AIRBORNEDATA

LOADER

CONTROL PANEL

DMU(ACMS)

COCKPITPRINTER

QAR SARCDU orMCDU

ACARSDAR

PCMCIADRIVE

MEMORY

AIRCRAFT

DATA

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Page 214Sep 03

AIRCRAFT CONDITION MONITORING SYSTEM

ACMS reports.

The ACMS can be programmed to monitor aircraft data, collect it, and generate reports when certain events occur, such as an engine temperature exceedance, or a hard landing.

The ACMS function comes with pre-programmed standard reports :

- Engine cruise report.- Engine take-off report.- Engine gas path advisory report.- Engine mechanical advisory report.- Post flight summary report.- FDAMS fault bite history report.

Other reports are optional and totally reconfigurable, with user-defined triggering algorithms for detecting unique events.

These reports include :- Engine divergence report.- Engine abnormal start report.- Engine start report.- Engine run up report.

Readout function.

Data collected by the ACMS can be exploited through the readout function.

The ACMS transfers the stored data to a disk, using an Airborne Data Loader (ADL), or to a PC card.

The readout tool reads the disk or card, and the Smart ACMS Recorder (SAR) data can be retrieved as follows:

- It can be displayed.- It can be printed as a hard copy.- It can be exported as an ASCII text file for analysis.- It can be translated into defined formats for use with

tools such as SAGE.

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Page 215Sep 03

ACMS REPORTSCTC-219-097-01

ENGINE CRUISE REPORT

ENGINE TAKE-OFF REPORT

ENGINE GAS PATH ADVISORY REPORT

ENGINE MECHANICAL ADVISORY REPORT

POST FLIGHT SUMMARY REPORT

FDAMS FAULT BITE HISTORY REPORT

ENGINE DIVERGENCE REPORT

ENGINE ABNORMAL START REPORT

ENGINE START REPORT

ENGINE RUN UP REPORT

PRE-PROGRAMMEDSTANDARDREPORTS

OPTIONALREPORTS

ACMSREPORTS

RECONFIGURATIONFUNCTION :

ACMS READOUTFUNCTION

LOAD DISK ORPC CARD

COCKPITPRINTOUTS

EXPORTTO ASCIIFILE

TRANSLATETO SAGE FILE

DATA DUMP DISKOR PC CARD

(DUMP CRITERIA)

DATA DUMP DISKOR PC CARD

(REPORT, SAR, QAR,AND DAR FILES)

DAR DATA

DATA DISPLAY

HARD COPYPRINTOUTS

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AIRCRAFT CONDITION MONITORING SYSTEM

Engine stable cruise report.

This report is a collection of data over a period of time in which the aircraft met the appropriate stability criteria (Alt, TAT, GS, MACH number, EGT, N1, N2).

The required stability period is 50 seconds (programmable value).

By default, 5 reports maximum are generated per flight (programmable).

If no stability is detected, then a report is generated with the following message:

NO STABLE CONDITION

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ENGINE STABLE CRUISE REPORTCTC-219-106-00

ACMS ENGINE STABLE CRUISE REPORT <x1> REP AC REG AC TYPE DATE FLT NUM DEP DEST FLCT DBID 41101 XXXXXX B737-800 XX1221 XXXXXX OYSN. OYTZ. 2781 IY8001 UTC FM ISFC PALT CAS MACH SAT TAT LATP LONP AGW 06.39.40 CR 5622 18000 301 .630 -06.0 015.2 N1439.8 E04411.0 116233 N1.1 N1.2 N2.1 N2.2 EGT.1 EGT.2 VSV.1 VSV.2 078.1 078.2 091.1 091.1 0626 0627 005.6 005.5 FF.1 FF.2 TLA.1 TLA.2 OIP.1 OIP.2 OIT.1 OIT.2 03136 03139 0058 0058 047 048 094 093 VN1C.1 VN1C.2 VN1T.1 VN1T.2 VN2C.1 VN2C.2 VN2T.1 VN2T.20.56 0.34 0.94 0.82 0.09 0.09 0.04 0.06 N1IM.1 N1IM.2 LTIM.1 LTIM.2 AVMA.1 AVMA.2 AVMS 162 067 171 020 0 0 0 BLEEDS QE N1A.1 N1A.2 VBV.1 VBV.2 1100000011 12 XXX.X XXX.X 003.7 003.5 E270.1 E270.2 E271.1 E271.2 E272.1 E272.2 E273.1 E273.2018CE 018CE 00000 00000 00001 00001 398C6 39806 E274.1 E274.2 E275.1 E275.2 E276.1 E276.2 E277.1 E277.200000 00000 10000 20000 5F092 5F092 00000 00000 E015.1 E015.2 ESN.1 ESN.2 SWV.1 SWV.2 CIC.1 CIC.2 40841 40848 000000 000000 XXXX XXXX A A FMV.1 FMV.2 HPV.1 HPV.2 LPV.1 LPV.2 TBV.1 TBV.2 TC.1 TC.2 039.8 038.9 XXX XXX XXX XXX XXX.X XXX.X XXXX XXXX PT2.1 PT2.2 PS3.1 PS3.2 T25.1 T25.2 T3.1 T3.2 T495.1 T495.20660 0660 152.3 152.3 081 080 0432 0430 XXX.X XXX.X SELECTION STATUS ENG 1 X X XX X X XX X X X X X X X X X XX X X X XX SELECTION STATUS ENG 2 X X XX X X XX X X X X X X X X X XX X X X XX BEST-STABLITY-DATA

ENGINE 1 DATA

ENGINE 2 DATA

CIC.1 AND CIC.2

“A” = EEC CHANNEL A IN CONTROL“B” = EEC CHANNEL B IN CONTROL“N” = NO CHANNEL IN CONTROL“X” = IF NEITHER CHANNEL IN CONTROL AND AT LEAST ONE IS VALID

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AIRCRAFT CONDITION MONITORING SYSTEM

Engine take-off report.

This report is generated while the aircraft is in take-off flight phase, when the sum of the EGT for both engines is maximum.

This report is used to check the trend and track the EGT margin.

One report is generated per flight.

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ENGINE TAKE-OFF REPORTCTC-219-107-00

ACMS ENGINE TAKEOFF REPORT <x3>

REP AC REG AC TYPE DATE FLT NUM DEP DEST FLCT DBID43101 XXXXXX B737-800 XX1226 XXXXXX OYSN. OEJN. 2799 IY8001

UTC FM ISFC PALT CAS MACH SAT TAT LATP LONP AGW04.13.06 CL 5248 07976 157 .275 007.6 011.8 N1529.8 E04413.2 120200

N1.1 N1.2 N2.1 N2.2 EGT.1 EGT.2 VSV.1 VSV.2101.9 101.7 098.5 098.7 0854 0860 001.0 000.6

FF.1 FF.2 TLA.1 TLA.2 OIP.1 OIP.2 OIT.1 OIT.208941 08951 0082 0082 060 060 058 061

VN1C.1 VN1C.2 VN1T.1 VN1T.2 VN2C.1 VN2C.2 VN2T.1 VN2T.20.63 0.89 0.94 1.00 0.02 0.04 0.06 0.04

N1IM.1 N1IM.2 LTIM.1 LTIM.2 AVMA.1 AVMA.2 AVMS147 276 181 326 0 0 0

BLEEDS RALT N1A.1 N1A.2 N1MX.1 N1MX.21100000011 1303 XXX.X XXX.X 099.2 099.2

E270.1 E270.2 E271.1 E271.2 E272.1 E272.2 E273.1 E273.2018CE 018CE 00000 00000 06201 06201 398C6 39806

E274.1 E274.2 E275.1 E275.2 E276.1 E276.2 E277.1 E277.2 CIC.1 CIC.200300 00300 10000 20000 5F092 5F092 40009 40009 ? ?

E015.1 E015.2 N1TR.1 N1TR.2 N1CM.1 N1CM.2 ESN.1 ESN.2 SWV.1 SWV.24084A 40843 XXX.X XXX.X 101.8 101.7 000000 000000 XXXX XXXX

FMV.1 FMV.2 VBV.1 VBV.2 HPV.1 HPV.2 LPV.1 LPV.2 TBV.1 TBV.2077.3 076.9 000.2 -00.1 XXX XXX XXX XXX XXX.X XXX.X

PT2.1 PT2.2 PS3.1 PS3.2 T25.1 T25.2 T3.1 T3.2 T495.1 T495.20793 0793 327.3 328.4 121 121 0549 0546 XXX.X XXX.X

SELECTION STATUS ENG 1X X XX X X XX X X X X X X X X X XX X X X XX

SELECTION STATUS ENG 2X X XX X X XX X X X X X X X X X XX X X X XX

BLEED VALV

E LEFT (

BLV.1,

1=O

N)

BLEED VALV

E RIG

HT (BLV

.2, 1

=ON)

ISOLATIO

N VALV

E (IS

OV, 0=

CLOSED)

ECS FLOW

LEFT (

PCKH.1, 0

=LOW

)

ECS FLOW

RIG

HT (PCKH.2,

0=L

OW)

WIN

G ANTI-I

CE (W

AI, 0=O

FF)

ENGINE A

NTI-ICE L

EFT (EAI.2

, 0=O

FF)

ENGINE A

NTI-ICE R

IGHT (E

AI.1, 0

=OFF)

PACK S

EL LEFT (

PACK.1,

1=ON)

PACK S

EL RIG

HT (PACK.2,

1=ON)

1 1 0 0 0 0 0 0 1 1

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AIRCRAFT CONDITION MONITORING SYSTEM

Engine gaspath exceedance report.

This report is generated by any of the following trigger conditions on one engine:.

- Stall condition detected.- Exceedance detected on one of the primary engine

parameters (EGT, N1, N2).- Fuel shutoff valve closed in flight on one engine.- Flame out for at least 2 seconds.- Hot start.

The report is in 2 pages:

- The first page shows a set of parameters when the exceedance occurred.

- The second page shows a set of parameters recorded on a period of time covering 8 seconds before to 2.5 seconds after the event, every 0.5 second (programmable).

By default, 15 exceedance reports can be generated per flight (programmable).

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Page 221Sep 03

ENGINE GASPATH EXCEEDANCE REPORTCTC-219-108-00

ACMS ENGINE GAS PATH EXCEEDANCE REPORT <x4>

REP AC REG AC TYPE DATE FLT NUM DEP DEST FLCT DBID44x02 AAAAAA B737-999 YYMMDD AAAAAA AAAA. AAAA. 9999 AAAAAA

UTC FM ISFC PALT CAS MACH SAT TAT LATP LONP AGWHH.MM.SS AA 9999 S9999 999 .999 S99.9 S99.9 SDDMM.M SDDDMM.M 999999

N1.1 N1.2 N2.1 N2.2 EGT.1 EGT.2 VSV.1 VSV.2999.9 999.9 999.9 999.9 S999 S999 S99.9 S99.9

FF.1 FF.2 TLA.1 TLA.2 OIP.1 OIP.2 OIT.1 OIT.299999 99999 S999 S999 999 999 999 999

VN1C.1 VN1C.2 VN1T.1 VN1T.2 VN2C.1 VN2C.2 VN2T.1 VN2T.29.99 9.99 9.99 9.99 9.99 9.99 9.99 9.99

N1IM.1 N1IM.2 LTIM.1 LTIM.2 AVMA.1 AVMA.2 AVMS BLEEDS999 999 999 999 1 1 1 1111111111

E270.1 E270.2 E271.1 E271.2 E272.1 E272.2 E273.1 E273.2HHHHH HHHHH HHHHH HHHHH HHHHH HHHHH HHHHH HHHHH

E274.1 E274.2 E275.1 E275.2 E276.1 E276.2 E277.1 E277.2HHHHH HHHHH HHHHH HHHHH HHHHH HHHHH HHHHH HHHHH

E015.1 E015.2 ESN.1 ESN.2 SWV.1 SWV.2 CIC.1 CIC.2HHHHH HHHHH 999999 999999 HHHH HHHH A A

SELECTION STATUS ENG 1H H HH H H HH H H H H H H H H H HH H H H HH

SELECTION STATUS ENG 2H H HH H H HH H H H H H H H H H HH H H H HH

ENG LIM TOL PEAK TTP9 999.9 999 999.9 999

<PAGE BREAK>

<PAGE BREAK>

TRIGGER CODE-REASON9999 AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA

-------------ENGINE 1------------- -------------ENGINE 2--------------RT N1 N2 EGT FF OIP OIT TLA N1 N2 EGT FF OIP OIT TLA–8.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–7.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–7.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–6.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–6.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–5.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–5.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–4.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–4.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–3.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–3.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–2.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–2.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–1.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–1.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999–0.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S99900.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S99900.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S99901.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S99901.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S99902.0 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S99902.5 999.9 999.9 S999 99999 999 999 S999 999.9 999.9 S999 99999 999 999 S999

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AIRCRAFT CONDITION MONITORING SYSTEM

Engine mechanical exceedance report.

This report is generated if an anomaly is detected for one of the following parameters:

- Low or high oil pressure.- High oil temperature.- N1 vibration exceedance.- N2 vibration exceedance.

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Page 223Sep 03

ENGINE MECHANICAL EXCEEDANCE REPORTCTC-219-109-00

ACMS ENGINE MECHANICAL EXCEEDANCE REPORT <x5> REP AC REG AC TYPE DATE FLT NUM DEP DEST FLCT DBID45x02 AAAAAA B737-999 YYMMDD AAAAAA AAAA. AAAA. 9999 AAAAAA

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AIRCRAFT CONDITION MONITORING SYSTEM

System status report.

The system status report contains general information on the ACMS and connected LRU’s.

It is generated once per flight at the transition from Taxi-In to Preflight, or manually via the MCDU or ACARS uplink.

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Page 225Sep 03

POST FLIGHT SUMMARY REPORTCTC-219-110-00

E015.1 E015.2 E150.1 E150.2 E151.1 E151.2 E152.1 E152.240806 4080D XXXX XXXX XXXX XXXX XXXX XXXX

E153.1 E153.2 E154.1 E154.2 E155.1 E155.2 E350.1 E350.2XXXX XXXX XXXX XXXX XXXX XXXX XXXX XXXX

E351.1 E351.2 E352.1 E352.2 E353.1 E353.2 E354.1 E354.2XXXX XXXX XXXX XXXX XXXX XXXX XXXX XXXX

SELECTION STATUS ENG 1X X XX X X XX X X X X X X X X X XX X X X XX

SELECTION STATUS ENG 2X X XX X X XX X X X X X X X X X XX X X X XX

ADC APU APU AVM FMC FSEU ILS1 ILS2 IRS IRS GPWS276 351 352 270 271 350 350 350 270 276 35000000 XXXXX XXXXX 04000 040D0 00000 00080 00080 00004 00000 00000

TCAS VOR1 VOR2350 350 35010000 00040 00040

TRIGGER CODE-REASON4000 END-OF-FLT

ACMS SYSTEM STATUS REPORT <x6>

REP AC REG AC TYPE DATE FLT NUM DEP DEST FLCT DBID56102 XXXXX B737-800 XX1221 XXXXXX OYSN. OYTZ. 2781 IY8001

UTC FM ISFC PALT CAS MACH SAT TAT LATP LONP AGW06.53.03 TA 6422 04411 045 .150 019.3 019.5 N1340.9 E04408.3 115280

DFDAU CAUTION DFDRSTATUS STATUSNORM NORM NORM

BATTERY ACMS PRINTER ACARS ------ PC CARD -----------STATUS STATUS STATUS STATUS USED STATUS LABELNORM NORM FAIL FAIL XXXX XXXX XXXXXXXXXXX

SYSTEM P/N APPL P/N DATABASE P/N9982171513 9982361506 9982877501

DFDAU MANDATORY DB DFDAU 429 BROADCAST DB9982074515 9982072510

FLTT TFC TFQ VGMX VGMN VGTD ESN.1 ESN.2 SWV.1 SWV.20024 02800 012560 01.394 00.613 01.394 000000 000000 XXXX XXXX

E270.1 E270.2 E271.1 E271.2 E272.1 E272.2 E273.1 E273.2 CIC.1 CIC.2018DE 018DE 00000 00000 06231 06231 398C6 398C6 ? ?

E274.1 E274.2 E275.1 E275.2 E276.1 E276.2 E277.1 E277.2 FDCT.1 FDCT.210080 10080 10000 20000 5F092 5F092 60009 60009 XXX XXX

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Page 226Sep 03

AIRCRAFT CONDITION MONITORING SYSTEM

FDAMS fault bite history report.

This report contains DFDAU /ACMS fault codes information and is generated as a result of a fault condition.

It can also be obtained through an MCDU or ACARS request.

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FDAMS FAULT BITE HISTORY REPORTCTC-219-111-00

ACMS FDAMS fAULT BITE HISTORY REPORT <x3> REP AC REG AC TYPE DATE FLT NUM DEP DEST FLCT DBID63101 AAAAA B737-999 YYMMDD AAAAAA AAAA. AAAA. 9999 AAAAAA

UTC FM ISFC PALT CAS MACH SAT TAT LATP LONP AGWHH.MM.SS AA 9999 S9999 999 .999 S99.9 S99.9 SDDMM.M SDDDMM.M 999999

ACMS BITE HISTORYl301 l302 l303 l304 l305 l306 l307 AFC999 999 999 999 999 999 999 9

DFDAU BITE HISTORYFC1 FC2 FC3 FC4 FC5 FC6 FC7 FC8999 999 999 999 999 999 999 999

ACMS TIMING STATUST1FN T1HZ T2HZ T4HZ T8HZ O1HZ O2HZ O4HZ O8HZHH 999 999 999 999 9 9 9 9

TRI-AXIAL ACCELEROMETER STATUSVERTICAL LONGITUDINAL LATERALAAAA AAAA AAAA

TRIGGER CODE TRIGGER REASON9999 AAAAAAAAAAAAAAAAAAAAAAAAAAAAA

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Page 228Sep 03

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Page 229Sep 03

AIRBORNE VIBRATION MONITORING SYSTEM (AVMS)

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Page 230Sep 03

AIRBORNE VIBRATION MONITORING SYSTEM

System components.

The Airborne Vibration Monitoring (AVM) system continuously supplies engine vibration data to the CDS/DEU and the Flight Data Acquisition Unit (FDAU).

The AVM system consists of :- AVM signal conditioner.- N1 speed sensor.- N2 speed sensor.- No 1 bearing vibration sensor.- Fan Frame Compressor Case Vertical (FFCCV)

vibration sensor.

The N1 and N2 speed sensors send data to the EEC for internal logic calculations, to the DEU’s and to the AVM signal conditioner.

The No 1 bearing and FFCCV accelerometers send data to the AVM signal conditioner for vibration analysis.

AVM signal conditioner.

The signal conditioner holds vibration data for the last 32 flights in its NVM. A new flight starts when both engines are less than 45% N2 and one engine goes more than 45% N2. A flight ends when both engines are less than 45% N2.

The AVM signal conditioner continuously calculates vibration data for several areas of each engine and uses BITE to :

- Troubleshoot system faults.- Read and erase vibration data in the signal

conditioner’s NVM.- Calculate a balance solution for engine vibration.

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Page 231Sep 03

VIBRATION MONITORING SYSTEMCTC-219-094-00

N1 SPEEDSENSOR

No 1 BEARINGVIB SENSOR

FDAUDEU 1

N2 SPEEDSENSOR FFCCV

SENSOR

DEU 2

EEC

AVM SIGNAL

CONDITIONER

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Page 232Sep 03

AIRBORNE VIBRATION MONITORING SYSTEM

AVM system BITE

The AVM signal conditioner, located in the EE compartment on the E3-2 shelf, has a front panel LED display and four switches to navigate through the BITE menus. The LED display is normally off and comes on when any one of the four BITE switches is selected and the engines are not running.

The BITE main menu includes the following selections :- Self test : This causes the signal conditioner to do

an internal self test.- Fault history : Allows access to fault messages

stored in NVM.- Flight history : Allows vibration data for the last 32

flights for each engine to be viewed.- Balance : Enables maintenance staff to :

- View fan and LPT imbalance data for the last 6 flights.

- View and modify balance weight information in the NVM.

- Calculate balance solutions for the fan.- Calculate balance solutions for the fan and

low pressure turbine.

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Page 233Sep 03

AVM SYSTEM BITECTC-219-095-00

EE COMPARTMENT(LOOKING AFT)

NOYES

AIRBORNE VIBRATION MONITOR(AVM) SIGNAL CONDITIONER

ANYONE

NO

YES

SELF

TEST

?

INTERNAL SELF TEST

NO

YES

FAULT

HISTORY

?

FAULT MESSAGES STOREDIN NVM

NO

YES

FLIGHT

HISTORY

?

VIBRATION DATAFOR LAST 32 FLIGHTS

YES

BALANCE

?

IMBALANCE DATAAND BALANCE SOLUTIONS

BITE SWITCHES

LED DISPLAY

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Page 234Sep 03