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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 |
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