CFM FADEC System Fault Strategy and Troubleshooting

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1 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FADEC System Fault Strategy and Troubleshooting Presented by Bill Benham CFM Product Support Engineering 2 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CCFFMM5566--77BB FADEC SYSTEM FAULT STRATEGY & TROUBLESHOOTING FADEC SYSTEM FAULT STRATEGY & TROUBLESHOOTING CFM International Proprietary Information – The information contained in this document is CFM International (CFM) proprietary information and is disclosed in confidence. It is the property of CFM and shall not be used, disclosed to others or reproduced without the express written consent of CFM, including, but without limitation, it is not to be used in the creation, manufacture, development, or derivation of any repairs, modifications, spare parts, designs, or configuration changes or to obtain FAA or any other government or regulatory approval to do so. If consent is given for reproduction in whole or in part, this notice and the notice set forth on each page of this document shall appear in any such reproduction in whole or in part. The information contained in this document may also be controlled by the U.S. export control laws. Unauthorized export or re-export is prohibited. 3 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information !!! NOTICE !!! This document is intended for TRAINING purposes only and does not replace the pertinent manufacturer's Maintenance Manual. The information was accurate at time of the compilation, however, the data will not be updated to maintain accuracy. 4 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FADEC SYSTEM FAULT STRATEGY CFMI Proprietary Information The information contained in this document is CFMI Proprietary Information and is disclosed in confidence. It is the property of CFMI and shall not be used, disclosed to others or reproduced without the express written consent of CFMI. If consent is given for reproduction in whole or in part, this notice and the notice set forth on each page of this document shall appear in any such reproduction in whole or in part. The information contained in this document may also be controlled by the U.S. export control laws. Unauthorized export or re-export is prohibited. 5 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FAULT MANAGEMENT • Detection – Control Loop Faults – Input Sensor Faults – Filter Switch Faults – ID Plug Faults • Storage • Accommodation / Selection • Dispatch Levels • Annunciation 6 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FAULT DETECTION • The engine control system maintenance is assisted by extensive EEC internal Built-In-Test logic providing efficient fault detection. During Normal Mode operation, the EEC: » Monitors engine data and EEC status flags to detect engine failures » Determines engine dispatch level based on current faults » Stores in the EEC BITE memory the  dispatch level  fault code  fault data 7 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FADEC System Overview FAULT DETECTION AIRFRAME Start Lever Thrust-Lever Resolver Bleed Data Flight Data Autothrottle Data Start/Ignition commands Thrust-Lever Interlock Thrust Reverser LVDT’s Status reporting Maintenance Reporting Engine reporting Alternate EEC Power Ignition Power Electronic Engine Control (EEC) Upper Ignition Exciter Lower Ignition Exciter Fuel Metering Valve Overspeed Governor Hydraulic Interface Electrical Interface METERED FLOW Primary Air Flow Active Clearance Control Stability Bleed VBV Actuators HPTACC Valve LPTACC Valve TB Valve VSV Actuators Position Feedbacks Hydro-Mechanical Unit (HMU) HPSOV EEC Alternator Engine Speeds Engine Pressures Engine Temps Fuel Flow ID Plug 8 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Typical Control Loop FAULT DETECTION Hydraulic Electric • EEC » 2 independent channels  ACTIVE - drives control current to the HMU until feedback indicates actuator is in proper position  STANDBY - does not drive control current, but able to take control instantaneously » Communication through Cross Channel Data Link (CCDL) • HMU » Converts EEC control current input into fuel pressure output to the actuator • ACTUATOR » Positioned by HMU output pressure » Two independent channels of feedback to the EEC » Feedback shared between channels through Cross Channel Data Link ACTUATOR EEC HMU CCDL Torque Motor Channel A Channel B Pilot Valve Demand Position Feedback Position Feedback 9 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Types of Faults FAULT DETECTION 1. Control Current Out of Range 2. Demand and Position Signals Disagree 3. Position Signal Out of Range 4. Position Signals Disagree 5. Sensor Out of Range 6. Sensor Disagree 7. ID Plug 8. Excitation Circuit (Multiple Position Signal Out of Range Faults) 1. Control Current Out of Range 2. Demand and Position Signals Disagree 3. Position Signal Out of Range 4. Position Signals Disagree 5. Sensor Out of Range 6. Sensor Disagree 7. ID Plug 8. Excitation Circuit (Multiple Position Signal Out of Range Faults) 10 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Control Loop Faults FAULT DETECTION • Control Current out of Range Fault Potential causes - HMU (Electrical portion) - EEC - Harness POTENTIAL CAUSES Channel A ACTUATOR Channel B CCDL EEC Torque Motor Pilot Valve HMU MAINT MSG 73-x032n 75-x037n 75-x042n 75-x047n 75-x052n 75-x056n 75-x057n 73-x062n MAINT MSG 73-x032n 75-x037n 75-x042n 75-x047n 75-x052n 75-x056n 75-x057n 73-x062n 11 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • Control Current out of Range Fault - torque motor {FMV, VSV, VBV, HPTACC, LPTACC, TBV} » EEC checks torque motor / solenoid circuit integrity » Control Current Out of Range Fault generated on the active channel if:  difference between i1 and i2 is greater than 50 mA  or i2 > 365 mA  and fault persists for more than 4.8 seconds EEC active channel i 1 i 2 TORQUE MOTOR / SOLENOID - Normal operation i1 = i2 Control Loop Faults FAULT DETECTION NOTE : THESE TYPES OF FAULT LEAD TO A CHANGE IN ACTIVE CHANNEL 12 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Control Loop Faults FAULT DETECTION • Control Current out of Range Fault EXAMPLE # 1 : Short circuit to ground » Current flows through ground path back to the EEC » EEC detects i1 = i2  A control current out of range fault message is generated  Fault detection leads to change of channel in control EEC TORQUE MOTOR / SOLENOID i1 i2 SHORT CIRCUIT TO GROUND 13 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • Control Current out of Range Fault EXAMPLE # 2 : Open circuit » i1 = i2 = 0 under all condition » EEC tries to generate a current i1 but can't because of the open circuit  A control current out of range fault message is generated  Fault detection leads to change of channel in control EEC TORQUE MOTOR i1 i2 Control Loop Faults FAULT DETECTION 14 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • Control Current out of Range Fault EXAMPLE # 3 : Line to line short circuit » EEC detects i1 = i2 » EEC cannot detect if this short circuit exists  NO control current out of range fault message generated  No change of channel in control » EEC loses control over torque motor / solenoid function  A servo/solenoid Demand/Position Disagree Fault will be generated EEC i1 TORQUE MOTOR i2 Control Loop Faults FAULT DETECTION 15 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Control Loop Faults FAULT DETECTION • Demand and Position Signals Disagree • Potential causes - HMU (hydraulic portion) - Actuator - Fuel lines MAINT MSG (SERVO) 73-x033n 75-x038n 75-x043n 75-x048n 75-x053n 75-x058n MAINT MSG (SERVO) 73-x033n 75-x038n 75-x043n 75-x048n 75-x053n 75-x058n POTENTIAL CAUSES Channel A ACTUATOR Channel B CCDL EEC Torque Motor Pilot Valve HMU MAINT MSG (SOLENOID) 73-x063n 73-x064n MAINT MSG (SOLENOID) 73-x063n 73-x064n 16 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • Demand and Position Signals Disagree (SERVO) {FMV, VSV, VBV, HPTACC, LPTACC, TBV} » EEC checks if the sensed (measured) actuator position agrees with demanded position. » Servo position fault generated on the active channel if :  Sensed actuator position disagrees with demanded actuator position by more than 5% (10% for TBV with 7BQ).  Fault persists for more than 4.8 seconds (9.6 sec for TBV with 7BQ)  N2 is greater than 22 %  There is no Position Signal Fault at that moment  There is no torque motor Control Current Out of Range Fault at that moment Control Loop Faults FAULT DETECTION 17 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Control Loop Faults FAULT DETECTION • Position Signal Out of Range Fault • Potential causes - Actuator LVDT/RVDT/Resolver - EEC - Harness MAINT MSG (LVDT/RVDT) 75-x039n 75-x044n 75-x049n 75-x054n 75-x059n 79-x109n MAINT MSG (LVDT/RVDT) 75-x039n 75-x044n 75-x049n 75-x054n 75-x059n 79-x109n MAINT MSG (Resolver) 73-x034n MAINT MSG (Resolver) 73-x034n Channel A ACTUATOR Channel B CCDL EEC Torque Motor Pilot Valve HMU POTENTIAL CAUSES 18 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Control Loop Faults FAULT DETECTION • Position Signal Out of Range Fault RVDT / LVDT {VSV, VBV, HPTACC, LPTACC, TBV, PEO} RVDT / LVDT Consists of :  1 primary winding  2 secondary windings  1 moveable core » EEC inputs constant voltage to primary winding » Secondary voltages change as a function of core position V1 V2 V1 = V2 0% 50% 100% 0 V ACTUATOR POSITION V1 V2 VEX V V EX RMS  7.07  0.16 Secondary 1 Secondary 2 Primary 5-wire LVDT 19 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • Position Signal Out of Range Fault Resolver {FMV} Resolver used for better accuracy compared to RVDT / LVDT » Resolver consists of :  1 Primary winding (rotating)  2 secondary windings (sine and cosine) » EEC inputs constant voltage to primary winding » Secondary voltage (sine and cosine) change as a function of core position Control Loop Faults FAULT DETECTION COSINE SINE ROTATING PART 90 SINE COSINE 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 0 10 20 30 40 45 50 60 70 80 90 Angular position V 20 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Control Loop Faults FAULT DETECTION • Position Signal Out of Range Fault » EEC checks output voltage validity » Position Signal Out of Range Fault generated if : – V1 or V2 is out of range – Sum of V1+V2 out of range (RVDT/LVDT) or – (sine voltage)2 + (cosine voltage)2 is out of range (Resolver) – Calculated position out of range – Fault persists for more than 4.8 seconds 21 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Control Loop Faults FAULT DETECTION • Position Signals Disagree Fault Potential causes - Actuator LVDT/RVDT/Resolver - EEC - Harness MAINT MSG (LVDT/RVDT) 75-x040n 75-x045n 75-x050n 75-x055n 75-x060n MAINT MSG (LVDT/RVDT) 75-x040n 75-x045n 75-x050n 75-x055n 75-x060n EEC Channel A ACTUATOR Channel B CCDL Torque Motor Pilot Valve HMU POTENTIAL CAUSES MAINT MSG (Resolver) 73-x035n MAINT MSG (Resolver) 73-x035n 22 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • Position Signals Disagree Fault (RVDT / LVDT / Resolver) {VSV, VBV, HPTACC, LPTACC, TBV, FMV} » EEC checks that the position sensed by channel A agrees with the position sensed by channel B. » Position Signal Disagree Fault generated if :  the absolute difference of the positions sensed by channels A and B is greater than a certain value.  there is no Position Signal Fault at that moment.  fault persists for more than 4.8 seconds. Control Loop Faults FAULT DETECTION DIFF Fault absolute difference FMV: >2.0 % VSV: >0.3 in VBV: >4.0 deg HPTACC: >8.7% LPTACC: >3.0% TBV: >8.7% NOTE: THIS FAULT SHOULD BE SET ON BOTH CHANNELS. IF NOT, THERE IS AN ADDITIONAL INTERNAL EEC FAILURE. 23 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Control Loop Faults FAULT DETECTION • Position Signals Disagree Fault (SWITCH) Potential causes - BSV Switch - EEC - Harness MAINT MSG 73-x065n MAINT MSG 73-x065n Channel A Channel B CCDL EEC BURNER STAGING VALVE Torque Motor Pilot Valve HMU POTENTIAL CAUSES 24 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • SENSOR OUT OF RANGE FAULT - Pressure sensors: P0, P25, PS13, PS3. NOTE: PEO is a simulated LVDT, thus fault detection is done as described on page 17. - VRT Temperature sensors: T12, T25, TEO, TEEC. - Thermocouple Temperature sensors: T3, EGT, TCC, T5. - Speed sensors: N1, N2. » EEC checks output signal validity » Sensor fault generated if:  the sensed pressure/temperature is out of range.  fault persists for more than 4.8 seconds. » EEC sets the fault on the faulty channel MAINT MSG 73-x017n 73-x018n 73-x075n 73-x076n 73-x077n 73-x081n 73-x082n 75-x083n 77-x084n 77-x085n 77-x086n 77-x087n 75-x088n 75-x089n 79-x110n 77-x117n 77-x118n MAINT MSG 73-x017n 73-x018n 73-x075n 73-x076n 73-x077n 73-x081n 73-x082n 75-x083n 77-x084n 77-x085n 77-x086n 77-x087n 75-x088n 75-x089n 79-x110n 77-x117n 77-x118n Input Sensor Faults FAULT DETECTION 25 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • SENSOR DISAGREE FAULT - Sensors: T12, TAT, Po, N2 » Sensor Disagree Fault generated if:  the absolute difference of the compared signals is greater than a certain value.  fault persists for more than 4.8 seconds. » EEC checks that channel A T12 signal agrees with channel B T12 signal. » EEC checks that TAT1 and TAT2 signal agrees with the local T12 signal. » EEC checks that PS1 and PS2 signals agrees with Po signal. » EEC checks that channel A N2 signal agrees with channel B N2 signal. » EEC sets the fault on both channels Input Sensor Faults FAULT DETECTION MAINT MSG 73-x090n 73-x168n 73-x170n 77-x113n MAINT MSG 73-x090n 73-x168n 73-x170n 77-x113n 26 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Filter Switch Faults FAULT DETECTION • FILTER SWITCH DISAGREE FAULT {Fuel and Oil Filters} » EEC checks if both position switches agree (one switch open / one switch closed) » Switch Disagree fault generated if:  airplane is on the ground for more than 90 seconds AND  the position sensed by switch 1 and 2 are the same OR  the active and standby EEC channels disagree.  fault persists for more than 30 seconds. MAINT MSG 73-x107n 79-x112n MAINT MSG 73-x107n 79-x112n EEC SWITCH 1 SWITCH 2 Channel B CCDL Channel A 27 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • Identification plug » includes the engine identification/configuration:  Engine Thrust Rating and Parity  N1 Trim Level and Parity  Engine Combustor Configuration (SAC/DAC) and Parity  Engine Condition Monitoring (PMUX) » each identification/configuration infomation:  is coded by a combination of closed/open discretes  has an additional discrete for fault detection (parity discretes, except PMUX)  coded such way that the total number of closed discretes is odd (odd parity check) Identification Plug Faults FAULT DETECTION 28 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Identification Plug Faults FAULT DETECTION • Identification plug parity check (N1 Trim) » There must be an odd number of closed circuits to pass odd parity 29 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • ID Plug Fault (73-x132n) » Fault is generated if  configuration and rating parity checks are not ODD *  plug type is not valid • N1 Trim Fault (73-x133n) » Fault is generated if trim parity check is not ODD * • Engine Rating Out Of Range Fault (73-x141n) » Fault is generated if  there is no "ID Plug" Fault  engine rating is not valid. * odd parity check: see page 29 Identification Plug Faults FAULT DETECTION 30 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information Identification Plug Faults FAULT DETECTION • Airplane Model and Engine Rating Disagree (73-x142n) » Fault is 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  combination of engine rating and aircarft model is not valid. • EEC also monitors airplane discretes; » Airplane Model Out Of Range Fault (73-x139n)  Fault is generated if airplane model is not valid. » Engine Position Error Fault (73-x138n)  Fault is generated if engine position is neither 1 nor 2. 31 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FLIGHT LEG STORAGE PROCESSING • Fault storage » is a function of A/C and engine status » at GRD to FLT transition, all leg 0 faults are transferred to leg 1 GROUND -> FLIGHT > FLIGHT -> GROUND > EEC POWER UP > FLIGHT IND = GROUND ENG START > FLIGHT IND = FLIGHT > FLIGHT IND = GROUND > (for at least 30 sec) ENGINE SHUTDOWN > EEC POWER OFF > ENGOFF ENGON FLTCYC N2 > 40% GROUND RUN FAILURES FLIGHT 0 FLIGHT 1 GROUND FLIGHT GROUND Faults Not Stored in “NVM” Faults Not Stored in “NVM” (Increment Flight Leg) ENGINE 1 BITE TEST FAULT HISTORY SHORT TIME 3/5 HISTORY > MSG NBR: 75-10601 THE TBV POSITION SIGNALS DISAGREE FLIGHT LEG (X=FAULT SET) 0 1 2 3 4 5 6 7 8 9 10 X X X < INDEX 32 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FAULT ACCOMMODATION / SELECTION • Both Channels in Range and In Agreement » Value = (Channel A + Channel B) / 2 • One Channel in Range and One Channel Out of Range (Single Channel Fault Accommodation) » Airplane input signal (P0, TAT, PT)  a correlation input between engine sensors and remaining ADIRU is selected. » Engine input signals and TRA airplane input  the valid signal is used » EEC Internal Fault  the stand-by channel assumes the role of the in-control channel. 33 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FAULT ACCOMMODATION / SELECTION • Both Channels In Range But Not In Agreement » N1, N2, Ps3, T25 - Channel Closest to Model selected – Model based on other inputs - e.g. N2 Model = fn(Ps3, T25, Mo, N1, TAT) » VSV, VBV - Channel Closest to Servo Actuator Model selected – Servo Model based on history of control current inputs » FMV - Uses a Delta Sum-of-Squares Weighted Average Algorithm » TBV, HPTACC, LPTACC - The higher of the two channels is selected » TRA - The lower of the two channels is selected • Both Channels In Range But Not In Agreement » N1, N2, Ps3, T25 - Channel Closest to Model selected – Model based on other inputs - e.g. N2 Model = fn(Ps3, T25, Mo, N1, TAT) » VSV, VBV - Channel Closest to Servo Actuator Model selected – Servo Model based on history of control current inputs » FMV - Uses a Delta Sum-of-Squares Weighted Average Algorithm » TBV, HPTACC, LPTACC - The higher of the two channels is selected » TRA - The lower of the two channels is selected 34 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • Both Channels Out of Range (Dual Channel Fault Accommodation) » Thrust control input signals (T25, PS3, N1, N2, FMV, VSV, VBV)  a synthesis model is selected. – Thrust control input signal (TRA airplane input)  a fail-safe of idle is selected » Indication inputs, non-critical systems control inputs (TC, TEO, TECU, HPTC, TBV, PEO, LPTC)  a fail-safe is selected. » EGT input (4 inputs total - 2 per channel)  a weighted average of the remaining valid signals is selected » WFM indication input  a calculated value is selected (based on FMV). FAULT ACCOMMODATION / SELECTION (cont'd) 35 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information DISPATCH LEVELS • EEC automatically determines » criticality level of the fault or combination of faults » the dispatch state of the propulsion system to comply with the engine and airplane safety objectives • The fault-dispatch levels are defined as follow: » Level A: "Engine Control Light". Fault correction prior A/C dispatch » Level B: "Short-Time". Fault correction within next 150 - I FH » Level C: "Long-Time". Fault correction within next 500 - I/2 FH » Level D: "Economic". No time limitation. » Level E: "Alternate-Mode Light". Check Dispatch Deviation Guide/MMEL I = fault inspection interval 36 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information group D fault NO Time Limit group E fault See DDG/MMEL ALTN MODE FAULTS DISPATCH LEVEL CRITERIA SHORT Time Dispatch LONG Time Dispatch group B fault group C fault NO Dispatch group A fault group  fault group  fault group  fault group T495 fault YES YES YES YES NO NO NO NO EEC CCDL ACTIVE   faults STANDBY inop EEC CCDL ACTIVE  fault STANDBY any other  fault EEC CCDL ACTIVE  fault STANDBY same  fault EEC CCDL ACTIVE  fault STANDBY same  fault EEC fault on ACTIVE or STANDBY EEC more than 2 faults ACTIVE and STANBY EEC CCDL ACTIVE STANDBY inop faults EEC CCDL ACTIVE STANDBY inop T495 faults group  fault YES NO 37 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FAULT ANNUNCIATION ENGINE REVERSER 1 REVERSER 2 EEC ALTN ON EEC ALTN ON ENGINE CONTROL ENGINE CONTROL • In-Flight » Level A Fault  CDS DOES NOT turn on the amber ENGINE CONTROL » Level B through D faults (Dispatch)  not actively annunciated in the flight compartment  to be periodically checked for by the maintenance crew » Level E fault (alternate thrust-setting mode)  annunciated by the ALTN indicator light. 38 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information ENGINE REVERSER 1 REVERSER 2 EEC ALTN ON EEC ALTN ON ENGINE CONTROL ENGINE CONTROL FAULT ANNUNCIATION • On Ground* » Level A Fault (No-Dispatch)  CDS turns on the amber ENGINE CONTROL » Level B through D faults (Dispatch)  not actively annunciated in the flight compartment  to be periodically checked for by the maintenance crew » Level E fault (alternate thrust-setting mode)  annunciated by the ALTN indicator light. * On Ground Taxi/Takeoff: Less than 80 kt, * On Ground Landing: A/C on GRD Less than 80 kt for 30 seconds 39 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FAULT ANNUNCIATION • OIL FILTER BYP LIGHT » Provide flight crew with an impending engine oil filter bypass indication » EEC constantly provides CDS with sensed filter condition » In flight, light is illuminated if » an impending bypass is detected for more than 60 seconds BUT » there is no oil filter delta P switch fault (ref page 26) » On ground, light is illuminated if » an impending bypass is detected for more than 60 seconds AND/OR » there is an oil filter delta P switch fault (ref page 26) 40 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FAULT ANNUNCIATION • FUEL FILTER BYP LIGHT » Provide flight crew with an impending engine fuel filter bypass indication » EEC constantly provides CDS with sensed filter condition » In flight, light is illuminated if » an impending bypass is detected for more than 60 seconds BUT » there is no fuel filter delta P switch fault (ref page 27) » On ground, light is illuminated if » an impending bypass is detected for more than 60 seconds AND/OR » there is a fuel filter delta P switch fault (ref page 27) 41 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information HPSOV: High Pressure Shutoff Valve FAULT ANNUNCIATION Provides fuel shutoff capability independent of the FADEC System, wired directly between HMU and A/C Light Valve Position Bright Not in Commanded Position Off Open Dim Closed HPSOV: High Pressure Shutoff Valve Provides fuel shutoff capability independent of the FADEC System, wired directly between HMU and A/C Light Valve Position Bright Not in Commanded Position Off Open Dim Closed 42 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information HHPPSSOOVV:: HHigighhPPrreessssuurreeSShhuuttooffffVVaalvlvee »Starts: When the Engine Start Lever is moved from CUTOFF to IDLE, this removes the 28 Vdc from the HPSOV Close Solenoid. Simultaneously, the EEC commands the FMV to open which then provides pressure to open the HPSOV »Shutdown: When the Engine Start Lever is moved to the CUTOFF position or the Engine Fire Switch Handle is pulled, 28 Vdc is supplied to the HPSOV solenoid which causes the HPSOV to close »Starts: When the Engine Start Lever is moved from CUTOFF to IDLE, this removes the 28 Vdc from the HPSOV Close Solenoid. Simultaneously, the EEC commands the FMV to open which then provides pressure to open the HPSOV »Shutdown: When the Engine Start Lever is moved to the CUTOFF position or the Engine Fire Switch Handle is pulled, 28 Vdc is supplied to the HPSOV solenoid which causes the HPSOV to close 43 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FAULT ANNUNCIATION EEnngginineeFFaailil • An amber ENG FAIL alert is displayed if: - The engine is already started and - N2 is below a sustainable idle speed (50%) and - Engine Start Lever is at IDLE • The alert remains set until: - The engine recovers or - The Engine Start Lever is moved to the CUTOFF position • An amber ENG FAIL alert is displayed if: - The engine is already started and - N2 is below a sustainable idle speed (50%) and - Engine Start Lever is at IDLE • The alert remains set until: - The engine recovers or - The Engine Start Lever is moved to the CUTOFF position 44 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CFMI Proprietary Information The information contained in this document is CFMI Proprietary Information and is disclosed in confidence. It is the property of CFMI and shall not be used, disclosed to others or reproduced without the express written consent of CFMI. If consent is given for reproduction in whole or in part, this notice and the notice set forth on each page of this document shall appear in any such reproduction in whole or in part. The information contained in this document may also be controlled by the U.S. export control laws. Unauthorized export or re-export is prohibited. FADEC SYSTEM FAULT TROUBLESHOOTING 45 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FADEC GROUND MAINTENANCE FUNCTIONS • Fault Reporting – CDU Interrogation • Ground Tests • Faults List & Dispatch Level 46 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information FAULT REPORTING • EEC-detected faults » stored in EEC memory » available on request through the Ground Maintenance Mode • NVM data display » at the flight-compartment Control Display Units (CDUs) through different menus:  Recent Faults Menu  Fault History Menu  Identification and Configuration Menu  Input Monitoring Menu (real time data)  Control Loops  Control Pressures  Control Temperature  Fuel System  Oil System  Engine Speed  Discretes 47 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CDU INTERROGATION • Main Menu access  MAINT >  ENGINE >  ENGINE # >  FMC establishing communications with EEC  EEC sorting fault history data DIR INTC LEGS HOLD PROG DE P AR N1 R LIMI T FIX PREV PAGE NEXT PAGE EXE C A B C D E F G H I J K L M N O P Q R S T U V W X Y +/- Z DEL / CLR 1 2 4 5 7 8 3 6 9 0 INI BRT T RE F RTE CLB CRZ DES < IDENT < POS < PERF < TAKEOFF < APPROACH NAV DATA > MAINT > INIT REF INDEX ENGINE 1 BITE TEST INITIALIZING EEC 1 EXCEEDANCE > ENGINE/EXCEED BITE INDEX < ENGINE 1 < ENGINE 2 < ENGINE 1 CH A ONLY < ENGINE 2 CH A ONLY < INDEX ENGINE 1 BITE TEST ENGINE MAINTENANCE CAN NOT BE ACCESSED THE ENGINE'S FLIGHT INDICATOR < INDEXSHOWS FLIGHT ENGINE 1 BITE TEST EEC SORTING FAULT HISTORY DATA THIS TAKES ABOUT 45 SECONDS < RECENT FAULTS < FAULT HISTORY < IDENT/CONFIG < GROUND TEST < INPUT MONITORING < INDEX ENGINE I BITE TEST MAIN MENU 1/1 MAINT BITE INDEX 1/1 < FMCS < DFCS < AT < ADIRS < CDS < INDEX ENGINE > APU > FQIS > 48 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CDU INTERROGATION (cont'd) • Recent Fault Menu access and Features » Reports faults stored in NVM over last 3 flight legs » 1 fault per page  sorted by dispatch level (most critical first) » display details as  message number  brief fault description  recent flight legs fault history ENGINE 1 BITE TEST RECENT FAULTS ENGINE CONTROL LIGHT 1/5 HISTORY > MSG NBR: 73-10331 THE FMV DEMAND AND POSITION SIGNALS DISAGREE FLIGHT LEG (X=FAULT SET) 0 1 2 3 X X < INDEX ENGINE 1 BITE TEST RECENT FAULTS ALTERNATE MODE LIGHT 2/5 HISTORY > MSG NBR: 73-11631 THE ADIRU2 TOTAL PRESSURE DATA IS MISSING FROM DEU2 FLIGHT LEG (X=FAULT SET) 0 1 2 3 X X X < INDEX ENGINE 1 BITE TEST RECENT FAULTS SHORT TIME 3/5 HISTORY > MSG NBR: 75-10601 THE TBV POSITION SIGNALS DISAGREE FLIGHT LEG (X=FAULT SET) 0 1 2 3 X X < INDEX ENGINE 1 BITE TEST RECENT FAULTS LONG TIME 4/5 HISTORY > MSG NBR: 74-11001 THE APL INPUT VOLTAGE FOR THE R EXCITER IS ALWAYS ON FLIGHT LEG (X=FAULT SET) 0 1 2 3 X < INDEX ENGINE 1 BITE TEST RECENT FAULTS ECONOMIC 5/5 HISTORY > MSG NBR: 75-10531 THE LPTACC DEMAND AND POSTION SIGNALS DISAGREE FLIGHT LEG (X=FAULT SET) 0 1 2 3 X X X < INDEX 1/1 < RECENT FAULTS < FAULT HISTORY < IDENT/CONFIG < GROUND TEST < INPUT MONITORING < INDEX ENGINE 1 BITE TEST MAIN MENU ENGINE 1 BITE TEST RECENT FAULTS ENGINE CONTROL LIGHT 1/5 HISTORY > MSG NBR: 73-10331 THE FMV DEMAND AND POSITION SIGNALS DISAGREE FLIGHT LEG (X=FAULT SET) 0 1 2 3 4 5 6 7 8 9 10 X X X < INDEX 49 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CDU INTERROGATION (cont'd) • Fault History Menu access and Features » Reports faults stored in NVM over last 10 flight legs » 1 fault per page  sorted by dispactch level (most critical first) » display details as  message number  brief fault description  most recent flight legs fault history » message number: AA-xDDDn  AA = ATA Chapter  x = EEC channel; 1=A, 2=B, 3=A and B  DDD = unique fault code number  n = Engine position; 0=Error, 1=ENG 1, 2=ENG 2 ENGINE 1 BITE TEST FAULT HISTORY SHORT TIME 2/4 HISTORY > MSG NBR: 75-10601 THE TBV POSITION SIGNALS DISAGREE FLIGHT LEG (X=FAULT SET) 0 1 2 3 4 5 6 7 8 9 10 X X X < INDEX ENGINE 1 BITE TEST FAULT HISTORY LONG TIME 3/4 HISTORY > MSG NBR: 74-11001 THE APL INPUT VOLTAGE FOR THE R EXCITER IS ALWAYS ON FLIGHT LEG (X=FAULT SET) 0 1 2 3 4 5 6 7 8 9 10 X X X X X X X X X X < INDEX ENGINE 1 BITE TEST FAULT HISTORY ECONOMIC 4/4 HISTORY > MSG NBR: 75-10531 THE LPTACC DEMAND AND POSTION SIGNALS DISAGREE FLIGHT LEG (X=FAULT SET) 0 1 2 3 4 5 6 7 8 9 10 X X X X X X X < INDEX 1/1 HISTORY > < RECENT FAULTS < FAULT HISTORY < IDENT/CONFIG < GROUND TEST < INPUT MONITORING < INDEX ENGINE 1 BITE TEST MAIN MENU ENGINE 1 BITE TEST FAULT HISTORY ENGINE CONTROL LIGHT 1/4 HISTORY > MSG NBR: 73-10331 THE FMV DEMAND AND POSITION SIGNALS DISAGREE FLIGHT LEG (X=FAULT SET) 0 1 2 3 4 5 6 7 8 9 10 X X < INDEX 50 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CDU INTERROGATION (cont'd) • Identification - Configuration Menu access and Features » display details as shown in example below » displayed data are outputs from  Aircraft  EEC  I.D plug ENGINE 1 BITE TEST IDENT / CONFIG 1/2 AIRPLANE MODEL: 737-700 ENGINE MODEL: 7B22 BUMP 0 N1 TRIM: 3 EEC P/N 123456789A EEC S/W VER: 7B2A START MODE: ENHANCED <ENG S/N: 874-101 < INDEX ERASE > 1/1 HISTORY > < RECENT FAULTS < FAULT HISTORY < IDENT/CONFIG < GROUND TEST < INPUT MONITORING < INDEX ENGINE 1 BITE TEST MAIN MENU ENGINE 1 BITE TEST IDENT / CONFIG 2/2 PMUX INSTALLED: NO DMS KIT INSTALLED: YES BSV ENABLED YES IGNITION MODE: STANDARD < INDEX ENGINE 1 BITE TEST IDENT / CONFIG ENG S/N CONTINUE > TO CHANGE THE ENG S/N: - TYPE 6 DIGITS S/N - PUSH CONTINUE < GO BACK 51 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CDU INTERROGATION (cont'd) • Input Monitoring Menu access and Features » allows monitoring of engine control input/output conditions in near real time » 7 sub-menus are available  Control Loops  Control Pressures  Control Temperature  Fuel System  Oil System  Engine Speed  Discretes ENGINE 1 BITE TEST INPUT MONITORING 2/2 < SPEEDS <DISCRETES <INDEX ENGINE 1 BITE TEST INPUT MONITORING 1/2 < CONTROL LOOPS < CONTROL PRESSURES < CONTROL TEMPERATURES < FUEL SYSTEM < OIL SYSTEM < INDEX 1/1 HISTORY > < RECENT FAULTS < FAULT HISTORY < IDENT/CONFIG < GROUND TEST < INPUT MONITORING < INDEX ENGINE 1 BITE TEST MAIN MENU ENGINE 1 BITE TEST INPUT MONITORING ! ! ! NOTICE ! ! ! THIS IS NOT AN APPROVED PRIMARY PROCEDURE USED TO ISOLATE FAULTS <GO BACK CONTINUE> 52 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CDU INTERROGATION (cont'd) • Input Monitoring Sub-Menu access and Features (cont'd) » Control Pressures  Display PO, PS3 and PT.  Display PS13 and P25 (if PMUX installed). 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 PRESSURES - PSIA 1/1 < PO : P0.sx < PS13 : p13.fl < P25 : p25.fl < PS3 : ps3.sx < INDEX ENGINE 1 BITE TEST INPUT MONITORING PO SELECTION - PSIA 1/1 SEL P0 : 14.5 P0 CH B : 14.4 P0 CH A : 14.6 PS ADIRU 1: 14.5 PS ADIRU 2: 12.1 ACT CH B< INDEX 53 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information 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 RTD TEMPERATURES - DEG C 1/2 < TAT : tat.sx < T25 : t25.sx < INDEX ENGINE 1 BITE TEST INPUT MONITORING T/C TEMPERATURES - DEGC2/2 < T3 : t3.sx < TCC : tc.sx < T495 : t495.sx < T5 : t5.fl < INDEX ENGINE 1 BITE TEST INPUT MONITORING T495 SELECTION - DEG C 1/1 SEL T495 : 101 T495S1 CH A: 102 T495S2 CH A: 99 T495S3 CH B: 572 T495S4 CH B: 103 ACT CH B < INDEX • Input Monitoring Sub-Menu access and Features (cont'd) » Control Temperatures  Display TAT, T12, T25, T3, TCC and T49.5.  Display T5 (if PMUX installed) CDU INTERROGATION (cont'd) 54 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CDU INTERROGATION (cont'd) • Input Monitoring Sub-Menu access and Features (cont'd) » Fuel System Data Monitoring  Display selected values of  Fuel Flow (WFM)  Fuel Metering Valve position (FMV)  Fuel Filter Impending bypass Switch status 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 FUEL SYSTEM 1/1 FUEL FLOW: wfm.sx PPH FMV POS : fmv.sx % < FILTER BYPASSED : NO < INDEX ENGINE 1 BITE TEST INPUT MONITORING FUEL FILTER 1/1 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 55 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information CDU INTERROGATION (cont'd) • Input Monitoring Sub-Menu access and Features (cont'd) » Oil System Data Monitoring  Display selected values of  Oil Pressure (PEO)  Oil Temperature (TEO)  Oil Filter Impending bypass Switch status  Debris Monitoring System Detector status (if DMS kit installed) 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 OIL SYSTEM FILTER BYPASSED : NO 1/1 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 ENGINE 1 BITE TEST INPUT MONITORING OIL SYSTEM 1/1 < PEO : peo.sx PSIG < TEO : teo.sx C < FILTER BYPASSED: NO < DEBRIS DETECTED : NO ACT CH B < INDEX 56 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information GROUND TESTS • Ground test » used to support maintenance repair verification of engine LRUs » tests the entire engine control system with engine not running » selected from the flight compartment » 4 different Tests  EEC Test  T/R Lever Interlock Test  Actuator Test  Igniter Test 57 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information • EEC Test (FIM 73-00 Task 801) GROUND TESTS » control light checks » each channel performs  EEC internal test  engine sensors interface test  engine electro-hydraulic interface test » detected faults displayed upon test completion Channel B EEC Channel A SPEED SENSORS TEMPERATURE SENSOR TORQUE MOTORS SOLENOIDS ELECTRO-HYDRAULIC EQUIPt PRESSURE SENSOR FMV SWITCHES RESOLVER POSITION SENSORS RVDTs LVDTs 58 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information GROUND TESTS • T/R Lever Interlock Test (AMM 73-21-00-700-805-F00 p501) » each channel tests the ability of the EEC  to enable T/R Lever Interlock  to disable T/R Lever Interlock » detected faults displayed upon completion of the test » WARNING: This test can cause the Reverser to move 59 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information GROUND TESTS • Actuator Test (AMM 71-00-00-700-807-F00 p501) » check the functionality of all hydraulic and electrical control loops » each channel  cycles all control loops from Min to Max to Min positions  monitor position sensors  check command / feedback correllation » detected faults displayed upon completion of the test » WARNING: This test will cause the engine to turn Channel A Channel B EEC HMU VSV ACTUATORS FEEDBACK FEEDBACK COMMAND COMMAND 60 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information GROUND TESTS • Igniters Test (AMM 74-00-00-750-801-F00 p501) » check the functionality of the left or right igniter » each channel energizes the selected igniter » maintenance personnel  listen for igniter arcing noise » detected faults displayed upon completion of the test 61 CFM International CFM Product Support Engineering - February 24, 2006 Proprietary Information ACRONYMS AND ABBREVIATIONS • ADIRU: Air Data / Inertial Reference Unit • BTE: Built-In Test Equipment • BSV: Burner Staging Valve • CDS-DEU: Common Display System Display Electronic Unit • CDU: Control Display Unit • DFDAE: Digital Flight Data Acquisition Unit • EAU: Engine Accessory Unit • ECS: Environmental Control System • EEC: Electronic Engine Control • FADEC: Full Authority Digital Electronic engine Control • FMC: Flight Management Computer • FMV: Fuel Metering Valve • HMU: Hydro-Mechanical Unit • HPTACC: High Pressure Turbine Clearance Control • LPTACC: Low Pressure Turbine Clearance Control • LVDT: Linear Variable Differential Transformer • NVM: Non-Volatile Memory • RVDT: Rotary Variable Differential Transformer • TBV: Transient Bleed Valve • TLA: Thrust-Lever Resolver Angle • VBV: Variable Bleed Valve • VSV: Variable Stator Vane

show616 发表于 2011-4-12 11:13:56

fadddddddddddddddd

979199501 发表于 2011-4-12 14:22:49

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CFM56-7 Starter Reliability

kinran 发表于 2011-6-4 23:36:37

:victory: :victory:

bocome 发表于 2011-7-31 04:25:09

CFM FADEC System Fault Strategy and Troubleshooting

Skydrolor5606 发表于 2011-10-13 10:35:28

fantasic, great, thanks again

醉酒的西门 发表于 2012-4-19 21:20:14

谢谢楼主正需要这方面的资料呢 :lol

titanium 发表于 2016-4-16 14:01:43

符合法规和复合管

YYYYY 发表于 2016-4-25 16:54:37

这么好的东西，历尽千辛万苦也要看到

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CFM FADEC System Fault Strategy and Troubleshooting

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