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EF G C F M 5 6

FAULT DETECTION
& ANNUNCIATION

CFM56-7B

July 2001
ATA level 4
CTC-219
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CFM56-7B TRAINING MANUAL

FAULT DETECTION & ANNUNCIATION

Published by CFMI

CFMI Customer Training Center CFMI Customer Training Services


Snecma Services - Snecma Group GE Aircraft Engines
Direction de l’Après-Vente Civile Customer Technical Education Center
MELUN-MONTEREAU 123 Merchant Street
Aérodrome de Villaroche B.P. 1936 Mail Drop Y2
77019 - MELUN-MONTEREAU Cedex Cincinnati, Ohio 45246
FRANCE USA

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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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TABLE OF CONTENTS

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FAULT DETECTION
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Chapter Page

Table of Contents 1 to 2

Lexis 1 to 8

Architecture 1 to 14

Interfaces 1 to 8

EEC Signals 1 to 16

Fault Detection 1 to 58

Warning Indications 1 to 18

Message Interrogation 1 to 58

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ABBREVIATIONS & ACRONYMS

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A B
A/C AIRCRAFT BITE BUILT IN TEST EQUIPMENT
AC ALTERNATING CURRENT BMC BLEED MANAGEMENT COMPUTER
ACARS AIRCRAFT COMMUNICATION BSI BORESCOPE INSPECTION
ADRESSING and REPORTING SYSTEM BSV BURNER STAGING VALVE
ACMS AIRCRAFT CONDITION MONITORING BVCS BLEED VALVE CONTROL SOLENOID
SYSTEM
ACS AIRCRAFT CONTROL SYSTEM C
ADC AIR DATA COMPUTER CAS CALIBRATED AIR SPEED
ADEPT AIRLINE DATA ENGINE PERFORMANCE CBP (HP) COMPRESSOR BLEED PRESSURE
TREND CCDL CROSS CHANNEL DATA LINK
ADIRS AIR DATA AND INERTIAL REFERENCE CCFG COMPACT CONSTANT FREQUENCY
SYSTEM GENERATOR
AGB ACCESSORY GEARBOX CCU COMPUTER CONTROL UNIT
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CCW COUNTER CLOCKWISE
ALF AFT LOOKING FORWARD CDP (HP) COMPRESSOR DISCHARGE
ALT ALTITUDE PRESSURE
AMB AMBIENT CDS COMMON DISPLAY SYSTEM
AMM AIRCRAFT MAINTENANCE MANUAL CFDIU CENTRALIZED FAULT DISPLAY
AOG AIRCRAFT ON GROUND INTERFACE UNIT
APU AUXILIARY POWER UNIT CFDS CENTRALIZED FAULT DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CFMI JOINT GE/SNECMA COMPANY (CFM
(SPECIFICATION) INTERNATIONAL)
ATA AIR TRANSPORT ASSOCIATION Ch A channel A
ATC AUTO-THROTTLE COMPUTER Ch B channel B
ASM AUTOTHROTTLE SERVO MECHANISM CMC CENTRALIZED MAINTENANCE
ATHR AUTO THRUST COMPUTER
ATO ABORTED TAKE OFF CMM COMPONENT MAINTENANCE MANUAL
AVM AIRCRAFT VIBRATION MONITORING CMS CENTRALIZED MAINTENANCE SYSTEM
CG CENTER OF GRAVITY

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cm.g CENTIMETER X GRAMS E


CHATV CHANNEL ACTIVE EBU ENGINE BUILDUP UNIT
CIP(HP) COMPRESSOR INLET PRESSURE ECA ELECTRICAL CHASSIS ASSEMBLY
CIT(HP) COMPRESSOR INLET TEMPERATURE ECAM ELECTRONIC CENTRALIZED
CODEP HIGH TEMPERATURE COATING AIRCRAFT MONITORING
CPU CENTRAL PROCESSING UNIT ECS ENVIRONMENTAL CONTROL SYSTEM
CRT CATHODE RAY TUBE EEC ELECTRONIC ENGINE CONTROL
CSD CONSTANT SPEED DRIVE EPROM ERASABLE PROGRAMMABLE READ
CSI CYCLES SINCE INSTALLATION ONLY MEMORY
CTAI COWL THERMAL ANTI-ICING EFH ENGINE FLIGHT HOURS
CSN CYCLES SINCE NEW EFIS ELECTRONIC FLIGHT INSTRUMENT
Cu.Ni.In CUPPER.NICKEL.INDIUM SYSTEM
CW CLOCK WISE EGT EXHAUST GAS TEMPERATURE
EICAS ENGINE INDICATING AND CREW
D ALERTING SYSTEM
DC DIRECT CURRENT EHSV ELECTRO-HYDRAULIC SERVO VALVE
DCU DATA CONVERSION UNIT EIS ELECTRONIC INSTRUMENT SYSTEM
DEU DISPLAY ELECTRONIC UNIT EIU ENGINE INTERFACE UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM EMF ELECTROMOTIVE FORCE
DFDAU DIGITAL FLIGHT DATA ACQUISITION UNIT EMI ELECTRO MAGNETIC INTERFERENCE
DISC DISCRETE EMU ENGINE MAINTENANCE UNIT
DIU DIGITAL INTERFACE UNIT ESN ENGINE SERIAL NUMBER
DMC DISPLAY MANAGEMENT COMPUTER EIU ENGINE INTERFACE UNIT
DMU DATA MANAGEMENT UNIT
DMS DEBRIS MONITORING SYSTEM F
DPU DIGITAL PROCESSING MODULE FAA FEDERAL AVIATION AGENCY

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FADEC FULL AUTHORITY DIGITAL g.in GRAM X INCHES


ENGINE CONTROL GMT GREENWICH MEAN TIME
FAR FUEL AIR RATIO GPU GROUND PPOWER UNIT
FDAMS FLIGHT DATA ACQUISITION & GSE GROUND SUPPORT EQUIPMENT
MANAGEMENT SYSTEM
FDRS FLIGHT DATA RECORDING SYSTEM H
FEIM FIELD ENGINEERING INVESTIGATION HCF HIGH CYCLE FATIGUE
MEMO HMU HYDROMECHANICAL UNIT
FFCCV FAN FRAME/COMPRESSOR CASE HP HIGH PRESSURE
VERTICAL (VIBRATION SENSOR) HPC HIGH PRESSURE COMPRESSOR
FI FLIGHT IDLE (F/I) HPCR HIGH PRESSURE COMPRESSOR
FLA FORWARD LOOKING AFT ROTOR
FLX TO FLEXIBLE TAKE OFF HPSOV HIGH PRESSURE SHUTOFF VALVE
FMC FLIGHT MANAGEMENT COMPUTER HPT HIGH PRESSURE TURBINE
FMGC FLIGHT MANAGEMENT AND GUIDANCE HPTC HIGH PRESSURE TURBINE
COMPUTER CLEARANCE
FMS FLIGHT MANAGEMENT SYSTEM HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
FMV FUEL METERING VALVE CLEARANCE CONTROL
FOD FOREIGN OBJECT DAMAGE HPTCCV HIGH PRESSURE TURBINE
FPA FRONT PANEL ASSEMBLY CLEARANCE CONTROL VALVE
FPI FLUORESCENT PENETRANT HPTR HIGH PRESSURE TURBINE ROTOR
INSPECTION Hz HERTZ (CYCLE PER SECOND)
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER I
FWD FORWARD IDG INTEGRATED DRIVE GENERATOR
ID PLUG IDENTIFICATION PLUG
G IFSD IN FLIGHT SHUT DOWN
GE GENERAL ELECTRIC IGB INLET GEARBOX
GEM GROUND-BASED ENGINE MONITORING IGN IGNITION
GI GROUND IDLE (G/I) IGV INLET GUIDE VANE

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in. INCH mm. MILLIMETERS


I/O INPUT/OUTPUT MMEL MAIN MINIMUM EQUIPMENT LIST
IOM INPUT OUTPUT MODULE MTBF MEAN TIME BETWEEN FAILURES
IR INFRA RED MTBR MEAN TIME BETWEEN REMOVALS

K N
K 1000 X N1 (NL) LOW PRESSURE ROTOR
L ROTATIONAL SPEED
lbs. POUNDS, WEIGHT N1ACT ACTUAL N1
LCF LOW CYCLE FATIGUE N1DMD DEMANDED N1
LE (L/E) LEADING EDGE N1CMD COMMANDED N1
L/H LEFT HAND N1TARGET TARGETED FAN SPEED
LP LOW PRESSURE N2 (NH) HIGH PRESSURE ROTOR
LPC LOW PRESSURE COMPRESSOR ROTATIONAL SPEED
LPT LOW PRESSURE TURBINE N2ACT ACTUAL N2
LPTC LOW PRESSURE TURBINE CLEARANCE NVM NON VOLATILE MEMORY
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL O
LPTR LOW PRESSURE TURBINE ROTOR OAT OUTSIDE AIR TEMPERATURE
LRU LINE REPLACEABLE UNIT OGV OUTLET GUIDE VANE
LVDT LINEAR VARIABLE DIFFERENTIAL OSG OVERSPEED GOVERNOR
TRANSFORMER
M P
MO AIRCRAFT SPEED MACH NUMBER P0 AMBIENT STATIC PRESSURE
MCD MAGNETIC CHIP DETECTOR P25 HP COMPRESSOR INLET TOTAL AIR
MCDU MULTIPURPOSE CONTROL AND TEMPERATURE
DISPLAY UNIT PCU PRESSURE CONVERTER UNIT
MCL MAXIMUM CLIMB
MCT MAXIMUM CONTINUOUS
MDDU MULTIPURPOSE DISK DRIVE UNIT

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PLA POWER LEVER ANGLE RTV ROOM TEMPERATURE VULCANIZING


PMC POWER MANAGEMENT CONTROL (MATERIAL)
PMUX PROPULSION MULTIPLEXER RVDT ROTARY VARIABLE DIFFERENTIAL
PS12 FAN INLET STATIC AIR PRESSURE TRANSFORMER
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP COMPRESSOR DISCHARGE STATIC AIR S
PRESSURE SAV STARTER AIR VALVE
PSI POUND PER SQUARE INCH SB SERVICE BULLETIN
PSIA POUND PER SQUARE INCH ABSOLUTE SCU SIGNAL CONDITIONING UNIT
PSID POUND PER SQUARE INCH SDI SOURCE/DESTINATION IDENTIFIER
DIFFERENTIAL (BITS) (CF ARINC SPEC)
PSM POWER SUPPLY MODULE SDU SOLENOID DRIVER UNIT
PSS PRESSURE SUB-SYSTEM SER SERVICE EVALUATION REQUEST
PSU POWER SUPPLY UNIT SFC SPECIFIC FUEL CONSUMPTION
PT TOTAL PRESSURE SG SPECIFIC GRAVITY
PT2 FAN INLET TOTAL AIR PRESSURE SLS SEA LEVEL STANDARD
(PRIMARY FLOW) (CONDITIONS : 29.92 in. Hg/59 F)
SMM STATUS MATRIX
Q SMP SOFTWARE MANAGEMENT PLAN
QAD QUICK ATTACH DETACH S/N SERIAL NUMBER
QTY QUANTITY SNECMA SOCIETE NATIONALE D’ETUDE ET DE
QWR QUICK WINDMILL RELIGHT CONSTRUCTION DE MOTEURS
D’AVIATION
R SOL SOLENOID
RACC ROTOR ACTIVE CLEARANCE CONTROL S/R SERVICE REQUEST
RAM RANDOM ACCESS MEMORY S/V SHOP VISIT
R/H RIGHT HAND SVR SHOP VISIT RATE
RPM REVOLUTION PER MINUTE SW SOFTWARE
RTD RESISTIVE THERMAL DEVICE

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T TPU TRANSIENT PROTECTION UNIT


T12 FAN INLET TOTAL AIR TEMPERATURE T/R THRUST REVERSER
T25 HP COMPRESSOR INLET AIR TRA THROTTLE RESOLVER ANGLE
TEMPERATURE TRDV THRUST REVERSER DIRECTIONAL
T3 HP COMPRESSOR DISCHARGE AIR VALVE
TEMPERATURE TRPV THRUST REVERSER PRESSURIZING
T49.5 EXHAUST GAS TEMPERATURE VALVE
T5 LOW PRESSURE TURBINE DISCHARGE TSI TIME SINCE INSTALLATION (HOURS)
TOTAL AIR TEMPERATURE TSN TIME SINCE NEW (HOURS)
TAT TOTAL AIR TEMPERATURE TTL TRANSISTOR TRANSISTOR LOGIC
TBD TO BE DETERMINED
TBV TRANSIENT BLEED VALVE U
T/E TRAILING EDGE UER UNSCHEDULED ENGINE REMOVAL
T/C THERMOCOUPLE
TC HP TURBINE CASE TEMPERATURE V
TCase HP TURBINE CASE TEMPERATURE VAC VOLTAGE, ALTERNATING CURRENT
TCC TURBINE CLEARANCE CONTROL VBV VARIABLE BLEED VALVE
TCJ TEMPERATURE COLD JUNCTION VDC VOLTAGE, DIRECT CURRENT
TEO ENGINE OIL TEMPERATURE VDT VARIABLE DIFFERENTIAL
TGB TRANSFER GEARBOX TRANSFORMER
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE VSV VARIABLE STATOR VANE
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT W
TO/GA TAKE OFF/GO AROUND WDM WATCHDOG MONITOR
T/O TAKE OFF WFM WEIGHT OF FUEL METERED
T oil OIL TEMPERATURE WOW WEIGHT ON WHEEL
WTAI WING THERMAL ANTI-ICING

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ENGLISH/METRIC CONVERSIONS
METRIC/ENGLISH CONVERSIONS

1 mile = 1.609 km 1 lb. = 0.454 kg


1 km = 0.621 mile 1 kg =2.205 lbs

1 foot = 0.3048 m or 30.48 cm 1 psi. = 6.890 kPa or 6.89 10-2 bar


1 m = 3.281 ft. or 39.37 in. 1 Pa = 1.45 10-4 psi.
1 kPa = 0.145 psi or 0.01 bar
1 in. = 0.0254 m or 2.54 cm 1 bar = 14.5 psi
1 cm = 0.3937 in.
°F = 1.8 x °C + 32
1 mil. = 25.4 10-6 m or 25.4mm °C = ( °F - 32 ) /1.8
1 mm = 39.37 mils.

1 sq.in. = 6.45 cm²


1 m² = 10.76 sq. ft.

1 USG = 3.785 l ( dm³ )


1 cm² = 0.155 sq.in.

1 cu.in. = 16.39 cm³


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

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ARCHITECTURE

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ENGINE CONTROL SYSTEM

System components. Electronic Engine Control (EEC).

The CFM56-7B engine incorporates a computer-based The EEC is the prime component of the engine control
Full Authority Digital Engine Control (FADEC) system. system.

The engine control system is composed of the following The EEC governs the engine in response to thrust
elements : command inputs from the airplane and provides
- Electronic Engine Control (EEC), containing two information to the airplane for flight compartment
identical computers, designated channel A and indication, maintenance reporting and, optionally, engine
channel B. condition monitoring.
- Hydro-mechanical Unit (HMU), which converts
electrical signals from the EEC into hydraulic Control system maintenance is assisted by extensive
pressures to drive the engine’s valves and EEC internal Built-In-Test logic (BITE), which monitors
actuators. engine data and EEC status flags to detect engine
- EEC alternator. failures.
- 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.
- Inter-component wiring.

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CONTROL SIGNALS

T12 T25 T3 T49.5 TCASE Ps3 N1 N2 P0

115V FEEDBACK SIGNALS


400Hz

SIGNALS

EEC IGNITION HPT LPT


VBV VSV TBV
CC CC

ID PLUG ALTERNATOR FUEL HYDRO-


MECHANICAL
UNIT (HMU)

T/R
FUEL P T P25 Ps13 T5
TRANSLATING
FLOW OIL OIL (PMUX) (PMUX) (PMUX)
SLEEVE LVDT

CTC-219-001-02
CONTROL SYSTEM COMPONENTS

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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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P11
J10
J1
J3 J9
J4
J7 J2
J5
J6
J8
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, FUEL FLOW METER (CH.A).
J6 : HMU, N2 SENSOR, TEO SENSOR (CH.B).
J7 : ALTERNATOR, OIL PRESSURE, T12 SENSOR, N1 SENSOR, OIL FILTER DELTA P (CH.A).
J8 : ALTERNATOR, OIL PRESSURE, T12 SENSOR, N1 SENSOR, DMS, FUEL FILTER DELTA P (CH.B).
J9 : T25, T3, TC, 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.

CTC-219-017-02
EEC ELECTRICAL INTERFACES

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ENGINE TESTS

EEC initialization. Built-In-Tests.

If the engine is not running, the EEC becomes fully Built-In-Test-Equipment (BITE) monitors the system and
operational within a maximum of three seconds after memorizes failures.
application of airplane power, or an external reset.
The BITE system detects and isolates failures, or
If the core speed is greater than 10% N2, the EEC combinations of failures, in order to determine the health
performs a short intialization and is fully functional in less status of the channels and to transmit maintenance data
than 1.2 seconds after application of airplane power, or to the aircraft.
an external reset.
There are two types of Built-In-Test : Power-up test and
Each EEC channel performs a reset initialization cyclic test.
sequence in response to aircraft-generated resets, or at
power-up. The power-up test is part of the EEC initialization and
covers functions which cannot be continually tested
An aircraft-commanded reset occurs when the Engine without disturbing the EEC system operation. The test
Start Lever is moved from IDLE to CUTOFF. 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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POWER UP

POWER UP TEST

OPERATIONAL
FUNCTION

CYCLIC TESTS
PERMANENT
MONITORING
T/R LEVER INTERLOCK
SPECIFIC TESTS ACTUATOR TEST
IGNITER TEST
NO
ENGINE RUN

SIMILAR TO POWER UP TEST :


YES EEC TEST - INTERNAL CHECKS
- ELECTRICAL INTERFACES

CTC-219-004-01
TESTS

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ENGINE CONTROL SYSTEM

Electronic Engine Control unit (EEC). Channel selection and fault strategy.

The EEC has two channels, A and B, and both channels Active and Stand-by channel selection is performed at
are capable of controlling the engine. EEC power-up and during operation.

The two channels are identical and permanently Active and Stand-by selection is based upon the health of
operational, but they operate independently from each the channels and each channel determines its own health
other. Each channel has a full complement of sensors, status. The healthiest is selected as the Active channel.
interfaces to the engine and aircraft, central processor
and output drivers. When both channels have an equal health status,
Active / Stand-by channel selection alternates with every
The two EEC channels operate as an active/standby engine start, if N2 was greater than 10,990 RPM during
architecture. Both channels always receive inputs and the last run.
process them, but only the channel in control, called the
Active channel, delivers outputs. 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.

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EEC
CHANNEL ACTIVE
A

EEC
CHANNEL STAND BY
B

CTC-219-003-01
EEC DESIGN

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CHANNEL SELECTION

Channel selection determination.

Each EEC channel determines whether to be in the active The internal logic of the EEC ensures that each channel
state, or the standby state, based on a comparison of its achieves an active status on an alternating basis. An
health with that of the cross channel. NVM flag is assigned to identify the channel that is
presently active. This last-active flag is only set when N2
The channel with the better health status becomes the becomes less than 35% speed.
active channel. When both channels are of equal health,
the channel selection state remains as the previous The NVM last-active flag becomes the lowest priority
selection state. status in channel health determination.

A hierarchy is assigned to the list of possible faults that The occurrence of any higher priority faults overrides the
could lead to a channel switch. last-active flag to ensure the healthier channel is made
the active channel.
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.

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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 SPARE
10 THRUST-LEVER-INTERLOCK FAULT
11 NVM FAULT
12 BSV WRAPAROUND FAULT
13 TBV SOLENOID WRAPAROUND FAULT (DAC)
14 HPTC WRAPAROUND FAULT
15 WRAPAROUND FAULT (TBV-SAC, DMV-DAC)
16 LPTC WRAPAROUND FAULT
17 ARINC-429 OUTPUT WRAPAROUND FAULT
18 CHANNEL OPERATING ON AIRCRAFT 115 VAC
19 LAST-ACTIVE-CHANNEL FLAG
20 CHANNEL STANDBY FLAG
21 CHANNEL DESIGNATION FLAG

CTC-219-052-01
FAULT HIERARCHY

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CFM56-7B TRAINING MANUAL

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.

EFFECTIVITY ARCHITECTURE Page 12


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ACTIVE K1 FMV
CHANNEL TORQUE MOTOR DRIVER

K2 VSV
TORQUE MOTOR DRIVER

K3 VBV
TORQUE MOTOR DRIVER

OUTPUT K4 HPTC
TORQUE MOTOR DRIVER
DATABUS
K4 TBV
TORQUE MOTOR DRIVER

K5 LPTC
TORQUE MOTOR DRIVER

K6 BSV
SOLENOID DRIVER

CCDL
STAND-BY K1 FMV
CHANNEL TORQUE MOTOR DRIVER

K2 VSV
TORQUE MOTOR DRIVER

K3 VBV
TORQUE MOTOR DRIVER

OUTPUT K4 HPTC
TORQUE MOTOR DRIVER
DATABUS
K4 TBV
TORQUE MOTOR DRIVER

K5 LPTC
TORQUE MOTOR DRIVER

K6 BSV
SOLENOID DRIVER

CTC-219-053-02
OUTPUT DRIVER DISCONNECT

EFFECTIVITY ARCHITECTURE Page 13


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INTERFACES

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INTERFACES

Aircraft / Engine EEC. Engine EEC / Aircraft.

The aircraft provides the EEC with engine thrust and The EEC provides operational status, engine parameters
control commands, and aircraft flight and status and control signals :
information :
- To the CDS DEU, for cockpit display and aircraft
- Thrust-lever position in terms of electrical resolver system-interface purposes :
angle. A dual resolver is mechanically linked to the - Through the Flight Management Computer
thrust levers in the flight compartment. (FMC), for Control Display Unit (CDU)
interrogation.
- Air data information and engine specific commands - To the Flight Data Acquisition Unit (FDAU),
and data are transmitted from the Common Display for engine operational and fault data
System Display Electronic Units (CDS DEU’s), via recording.
an ARINC-429 serial databus.
- To the autothrottle computer, for automatic thrust
- Selected aircraft discrete command and data signals setting.
are hardwired to the EEC.
- To the thrust-lever interlock solenoid.
- T/R position signals from each translating sleeve, left
and right, are wired to the EEC.

- Bleed-discrete information.

- Air/on ground status from the landing gear.

- Flight configuration data (flight/ground and flap


position) for thrust-setting compensation.

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115-VAC
EEC A/T COMPUTER
THRUST T/R
REVERSER POSITION
AUTOTHROTTLE
SERVO CMD

START THRUST LEVER


TRA
LEVER INTERLOCK CMD

START
CONTROL STAND
SWITCHES

START
LEVER N1 TARGET
FMC

AIR GROUND STATUS CDU


LANDING GEAR
AIR DATA CDS
ADIRU'S
DEU'S
BLEED FLIGHT DATA
ECS FDAU
CONFIGURATION RECORDING
FLIGHT DATA

CTC-219-005-01
AIRCRAFT / EEC INTERFACES

EFFECTIVITY INTERFACES Page 3


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INTERFACES

Aircraft / EEC maintenance communication. EEC fault reporting.

The EEC sends indication data to the aircraft flight- The EEC transmits current fault status to the airplane
compartment via ARINC429 databuses, to keep the crew using ARINC-429. This data is intended for use by the
informed of the operational status of system components real time recording systems on the plane such as the
and EEC-controlled engine parameters. ACMS.

Maintenance data is sent via the same databuses to the When accessing the ground maintenance functions, the
FMC and the Aircraft Condition Monitoring System EEC interfaces with FMC CDU to provide an English text
(ACMS), to help maintenance personnel identify and description of fault status, support interactive tests and
isolate system faults to the correct Line-Replacable Unit allow the monitoring of functions by ground maintenance
(LRU), or system interface. The maintenance messages personnel.
are displayed on the CDU in the cockpit.
The FMC CDU communicates with the EEC via the CDS/
The EEC exchanges data with the aircraft computers and DEU over ARINC-429 databuses.
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.

EFFECTIVITY INTERFACES Page 4


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ENGINE 1
EEC

DISPLAY ELECTRONIC UNITS (DEU'S)

AIRCRAFT FLIGHT
CONDITION MANAGEMENT
MONITORING COMPUTER
SYSTEM (ACMS) (FMC)

CONTROL DISPLAY UNIT (CDU)

CTC-219-006-01
AIRCRAFT / EEC MAINTENANCE COMMUNICATION

EFFECTIVITY INTERFACES Page 5


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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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CDS/DEU

DATA PROCESSING
DIGITAL/ANALOG CENTER ENGINE
AND
OPERATING DATA DISPLAY
FORMATTING

DIGITAL DATA FLIGHT COMPARTMENT


SIGNAL CONVERSION
SWITCHES

DIGITAL DATA AND SIGNAL PROCESSING FLIGHT COMPARTMENT


DISCRETE OUTPUT INDICATIONS

DIGITAL DATA DATA SELECTION FMC AND ADIRU

ACTIVE CHANNEL FLIGHT MANAGEMENT


BUFFER
DATA COMPUTER

ENGINE AIRCRAFT

CTC-219-007-01
CDS/DEU COMMUNICATION

EFFECTIVITY INTERFACES Page 7


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EEC SIGNALS

EFFECTIVITY EEC SIGNALS Page 1


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CATEGORIES

Two types of data and command values are transmitted Parametric values.
between the aircraft systems and the engine controls
using dedicated wiring. Unlike discretes, parametric values are not fixed, but can
vary over a specified range.
Discrete values. For example, parametric values include :

Discretes have one of two values, i.e. on/off, open/closed. - Thrust-lever resolver angle (6° - 87°).
- N1 fan speed sensing (0 - 5382 rpm).
Discretes that supply aircraft configuration data and - Oil quantity (0 - 100%).
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.

EFFECTIVITY EEC SIGNALS Page 2


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OIL FILTER
BYPASS SWITCH OPEN

CLOSED

DISCRETE

OIL QUANTITY 100


TRANSMITTER

50
%

0
PARAMETRIC

CTC-219-076-00
CATEGORIES

EFFECTIVITY EEC SIGNALS Page 3


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SIGNAL TYPES

Analog signals. ARINC-429

The EEC receives and transmits discrete and parametric Communications between the engine control system and
electrical values through dedicated wiring. These values aircraft systems are largely carried out using digital
can be those received from various sensors and switches, signals.
or those sent to control engine components, such as
torque motors. The digital signals are sent across serial databuses in a
particular format, which can be recognized and decoded
Because the values rarely have the same range and vary at either end of the communications link. Defined by
depending on the particular component, they are known Aeronautical Radio Inc, this format follows a particular
as analog signals. protocol and is known as ARINC-429.

Digital signals. Although these signals are digital, they do not use the
same format as those internal to the EEC and therefore,
Like all computers, the EEC contains logic boards to have to be processed before being received, or
process the data received and transmitted, but they use a transmitted.
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.

EFFECTIVITY EEC SIGNALS Page 4


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EEC

ANALOG
0 1 0 0 1 0 1 0 1 0
TO
DIGITAL
ANALOG SIGNAL 'IN' CONVERTER
DIGITAL DATA FOR PROCESSING
(SENSOR INPUT)
DEDICATED
WIRING
DIGITAL
1 0 1 0 0 0 1 0 1 0
TO
ANALOG
ANALOG SIGNAL 'OUT' CONVERTER
PROCESSED DIGITAL DATA
(T.M. CONTROL)

0 1 0 1 0 1 0 0 1 0 0 1 0 1 0 1 0 0 1 0
ARINC
ARINC PROCESSOR
DATABUS DIGITAL DATA DIGITAL DATA
(ARINC PROTOCOL)

CTC-219-077-00
SIGNAL TYPES

EFFECTIVITY EEC SIGNALS Page 5


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DIGITAL SIGNAL INTERFACES

ARINC-429 databuses. 32-bit words.

Digital communication between the aircraft and the Each 32-bit word is made up of 5 sections that serve
engine is in the form of a serial group of 32 data bits, different purposes :
arranged in a predefined order (ARINC-429 protocol), that
can be considered as a coded sentence. - The section using bits 1-8 is known as the label and
is used to categorize the word, corresponding to
This coded sentence is known as a 32-bit digital ‘word’. ARINC-429 definitions.
The word is transmitted, or received through ARINC-429 - Bits 9 and 10, are used as the Source/Destination
databuses. 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.

EFFECTIVITY EEC SIGNALS Page 6


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CTC-219-010-02

EFFECTIVITY
P
SM
EG
EGT S
TA
OST S RT
TA I
SP G S RT NG
A W R
RE RE ITC MA ED
S H I N L
RE ER CL TENINE
S V

CFMI PROPRIETARY INFORMATION


LO ER ED OS A EX
W VE ED NC CE
EN O D E E
LI DE
GI IL M D
EG N P IT
T E R E EX
H
EG N O SS
O T U
CE

DATA
N2 T N RM ST RE ED

P : PARITY (ODD)

B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL


R OR A A C
L
N1 ED M A T A R
ED
A M D U
FU REDLIN L R BE ET TIO
EL LI E E ED R EC N
OI F N X L LI T
L I E C IN M E
OI SY LTE EX EE E IT D
L S R C D E E
CFM56-7B

OI FIL TE IM EE ED XCE XCE


L T M P D ED ED

LABEL : WORD-TYPE IDENTIFIER


OI PR ER CH EN ED ED ED
L ES IM IP DI
OI PR S P D NG
L E U E E
OI TE SS RE ND TE BY
SDI : SOURCE/DESTINATION IDENTIFIER
L MP UR A IN CT PA
TE E E M G E S

ARINC 429 MESSAGE


M RA R BE BY D S
SDI

PE T E R P
RA UR DL LIM AS
TU E INE IT S
SM : STATUS MATRIX (DATA CONDITION/VALIDITY)

RE AM R R
A A
RE BER NG NG
DL L E E
IN IMI
E T
EX EX
CE CE
LABEL

ED ED
ED ED
32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
0 1 1 0 0 1 0 0 0 0 0 0 1 0 0 0 1 1 0 0 1 0 0 1 1 1 1 0 1 0 1 0

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EEC SIGNALS
July 01
Page 7
TRAINING MANUAL

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EEC INPUTS

Each EEC channel receives very critical engine signal When the signal is less critical, only one source sends a
inputs from separate sources. signal, which is connected to both channels.

Dual inputs : Shared inputs :

LVDT/RVDT and resolver - VSV, VBV, LPTACC, Fuel flowmeter.


HPTACC, TBV, FMV, DAMV (DAC). Oil filter clog switch.
PS3. Fuel filter clog switch.
T25. Alternate mode switch.
T12. TCC sensor.
T3. HMU OSG switch.
PEO. ID plug inputs.
TEO.
N1 and N2 signals.
BSV (DAC / Old SAC). Non-critical control inputs are only sent to one channel.
P0
Single inputs :

Quad inputs : DMS detectors signal to channel B.


PS13 to channel A (PMUX option).
Exhaust Gas Temperature (EGT) P25 to channel B (PMUX option).
T5 to channel A (PMUX option).

Dual power :

Engine alternator.

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SINGLE

PS13 (PMUX)
T5 (PMUX) EEC

DUAL
CHANNEL
A
LVDT/RVDT (e.g. VSV)
PS3
T25 SHARED
T12
T3 FUEL FLOWMETER
QUAD
PEO OIL/FUEL FILTER CLOG SW
TEO ALT MODE SW
EGT
N1 TCC
N2 HMU OSG SW
BSV (DAC/OLD SAC) ID PLUG
P0
CHANNEL
B
ENGINE ALTERNATOR

SINGLE

DMS DETECTOR
P25 (PMUX)

CTC-219-011-01
ENGINE INPUTS TO THE EEC

EFFECTIVITY EEC SIGNALS Page 9


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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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ENGINE RATING 1 48 FUSIBLE LINK


ENGINE RATING 2 55
ENGINE RATING 3 56
RETURN 53
ENGINE RATING 4 12
SPARE 19
ENGINE CONFIG. PARITY 22
RETURN 14
PMUX INHIBIT 27 PUSH-PULL LINK (DEPENDING ON
SPARE 31 HARDWARE CONFIGURATION)
SPARE 36
PLUG TYPE (5C / 7B / CF6-80) 40
RETURN 45
BUMP 1 26
BUMP 2 44
SPARE 52
RETURN 35
THRUST CONFIG. PARITY 15
PLUG TYPE (5C / 7B / CF6-80) 41
RETURN 23
BSV CONFIG. 20
ENG. CONFIG. (SAC/DAC) 21
SPARE 28
SPARE 30
RETURN 29
N1 TRIM 1 54
N1 TRIM 2 37
N1 TRIM 3 46
N1 TRIM PARITY 47
RETURN 38

CTC-219-012-02
ID PLUG (P11) PARAMETERS

EFFECTIVITY EEC SIGNALS Page 11


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AIRCRAFT TO EEC INPUTS

The aircraft/EEC electrical interface includes the aircraft The aircraft provides engine thrust and control commands
power supplies for the EEC and also the ignition system. and aircraft flight and status information to the EEC as
follows :
The 115Vac, 400Hz supply to each of the ignition exciters
is routed from the aircraft through the EEC, where it is - Thrust-lever position is provided to the EEC in terms
switched on and off to control the operation of the of electrical resolver angle. A dual resolver is
exciters. mechanically linked to the thrust levers in the flight
compartment.
The ARINC429 databusses and some aircraft discretes
are wired to the engine as simplex connections and split - Air-data information and engine-specific commands
into duplex connections on the engine. The actual split is and data are transmitted to each engine from the
implemented within the EEC. aircraft CDS DEU’s via an ARINC-429 serial
databus.

- Selected aircraft discrete command and data signals


are hardwired to the EEC.

- Thrust-reverser position signals from each translating


sleeve, left and right, are hardwired to the EEC.

- The EEC uses bleed-discrete information and flight-


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

EFFECTIVITY EEC SIGNALS Page 12


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115 VAC 400 Hz LEFT IGN.


CHANNEL A START LEVER/RESET
EEC

CDS DEU 1 DATABUS


CHANNEL
A

T/R LEFT TRANSCOWL POSITION


T/R RIGHT TRANSCOWL POSITION AIRPLANE MODEL DISCRETES
115 VAC 400 Hz A/C POWER ENGINE POSTION: 1 OR 2
THRUST LEVER RESOLVER ANGLE

CHANNEL
B
CDS DEU 2 DATABUS

115 VAC 400 Hz RIGHT IGN.


CHANNEL B START LEVER/RESET

CTC-219-013-01
AIRCRAFT INPUTS TO THE EEC

EFFECTIVITY EEC SIGNALS Page 13


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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.

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.

The two EEC channels control torque motor and solenoid


output loads. Only the active channel supplies the 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.

EFFECTIVITY EEC SIGNALS Page 14


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EEC

AIRCRAFT

CH. A T/L INTERLOCK ENGINE

CHANNEL ACTIVE FMV


ALTERNATE MODE INDICATION A HPTC
LPTC
DATA TO CDS DEU'S, VSV
AUTO THROTTLE VBV
BSV (DAC/OLD SAC)
DATA TO CDS DEU'S, TBV
AUTO THROTTLE
STAND-BY
STAND-BY IGNITERS
ALTERNATE MODE INDICATION CHANNEL
B
STAND-BY
CH. B T/L INTERLOCK

CTC-219-014-01
EEC OUTPUTS

EFFECTIVITY EEC SIGNALS Page 15


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EFFECTIVITY EEC SIGNALS Page 16


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FAULT DETECTION

FAULT Page 1
EFFECTIVITY DETECTION
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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 to the output
stage for transmission to engine, or aircraft systems.

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CFM56-7B TRAINING MANUAL

LOCAL CHANNEL

PARAMETRIC
SIGNAL
CHECK S/TM
DISCRETE PARAMETER OUTPUT
CONTROL
SELECTION LAW CONTROL
ARINC
RANGE CALCULATIONS
ARINC
CHECK

CCDL

CROSS CHANNEL

PARAMETRIC
S/TM
DISCRETE AS AS AS
ABOVE ABOVE AS ABOVE ARINC
ARINC ABOVE

CTC-219-078-01
SIGNAL PROCESSING
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CFM56-7B TRAINING MANUAL

INPUT VALIDATION

The EEC provides fault accommodation for all engine The digital words are considered active and valid if the
control signals. This includes the engine sensors and following conditions exist :
position feedbacks and the CDS/DEU databus inputs. - The word is updated at least once in three transmit
intervals.
The EEC converts parametric analog inputs into a digital - The status matrix (SM) indicates normal operation, or
format and then checks if the conversion has been functional test. (The SM is defined below).
successful. If the conversion test fails, the EEC sets a - The parity for the word is correct (odd).
fault flag and generates a message which appears on the
CDU as an ‘INTERNAL EEC FAULT’. If the signal SM definitions :
passes the conversion test, it is considered valid and
passes onto the next stage for a data validity and range Condition / Validity SM
check. Failure warning 00
No computed data 01
As most discrete inputs are treated as digital signals, they Functional test 10
pass directly to the data validity and range test logic. Normal operation 11

The EEC monitors all ARINC-429 inputs from the CDS/ If the word fails the basic validity check, the EEC sets a
DEU for presence (activity). ARINC-429 words pass fault flag and generates a fault message.
through an ARINC processor and the converted word is
then checked for basic validity, before the data contained Typical fault message.
in the word is passed to the next check logic which tests it
for validity and range. - 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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FAIL
FAULT MESSAGE GENERATION
PARAMETRIC A/D CONVERSION "INTERNAL EEC FAULT"
CONVERTER TEST VALID

DATA
DISCRETE VALIDITY
AND
RANGE
TEST
VALID
ARINC WORD
ARINC
VALIDITY
PROCESSOR FAIL
TEST FAULT MESSAGE GENERATION
"INTERNAL EEC FAULT, ARINC RECEIVER 1"
"DEU 1 DATA IS MISSING"
"ADIRU 1 DATA FROM DEU 1 IS MISSING"

CTC-219-079-00
INPUT VALIDATION
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RANGE TESTING

The EEC carries out range tests on the inputs after they For the following inputs, however, other parameters are
have passed the validation tests. taken into consideration in the calculations, making fault
isolation more difficult.
The tests are managed by the EEC internal software and
vary depending on the engine status. Pressure sensors : P25, PS13, PS3.
Thermocouple temp sensors : T3.
The simplest range test on a parameter is a check of Speed sensors : N2.
maximum and minimum limits against predefined values.
For example, the T3 sensor is a control input used to
Pressure sensors : P0. calculate the demand on the HPTACC valve.
VRT temp sensors : T12, T25, TEO, TEEC.
Thermocouple temp sensors : TCC, T5. When the engine is not running, the EEC only checks the
Speed sensors : N1. minimum limit (below -60.0°C for more than 4.8 seconds).

The EEC checks the sensor output signal, against However, if the engine is running, the range check is not
predetermined parameters, and generates a sensor fault the same. A fault message is generated if T3 is less than,
message for the faulty channel if : or equal to the selected value of T25, or T3 is sensed as
- The sensed pressure/temperature is not within the being above 725.0°C. The fault must persist for more than
maximum and minimum ranges. 4.8 seconds.
- The fault persists for more than 4.8 seconds.
Typical fault message.
When a parameter passes the range tests, the EEC sets
the validation status to ‘Valid’. If a parameter fails the - THE PS13 SIGNAL IS OUT OF RANGE.
tests, the EEC sets the validation status to ‘Invalid’ and - THE T12 SIGNAL IS OUT OF RANGE.
holds the parameter at its last valid value. - THE N2 SIGNAL IS OUT OF RANGE.

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FAIL
PARAMETRIC A/D CONVERSION
CONVERTER TEST VALID

VALID
DATA VALUE FOR FURTHER
DISCRETE VALIDITY PROCESSING
AND
RANGE INVALID
TEST HOLD LAST VALID VALUE
VALID
ARINC WORD
ARINC FAULT MESSAGE GENERATION
VALIDITY
PROCESSOR FAIL "SIGNAL OUT OF RANGE"
TEST

CTC-219-080-00
DATA VALIDATION AND RANGE TEST
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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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FAIL
PARAMETRIC A/D CONVERSION
CONVERTER TEST VALID

VALID
DATA VALUE FOR FURTHER
DISCRETE VALIDITY PROCESSING
AND
RANGE INVALID
TEST FAULT MESSAGE GENERATION
VALID
WORD "THE START LEVER SIGNAL
ARINC ARINC AND DEU 2 DATA DISAGREE"
VALIDITY
PROCESSOR FAIL
TEST
"DEU 1 BLEED DATA AND
DEU 2 BLEED DATA DISAGREE"

"AIR GROUND SYSTEM 1 AND


AIR GROUND SYSTEM 2
DISAGREE"

CTC-219-081-00
DIGITAL DATA VALIDATION
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RANGE TESTING

EGT (quad) inputs.

The EEC carries out range tests on the inputs received If the engine is not running, the EEC checks if the
from the EGT thermocouple probes installed around the temperature sensed by any of the sectors is below -60°C.
engine. If a sector is below this value, the EEC sets a fault flag for
the relevant channel and generates a ‘SIGNAL OUT OF
The 8 probes are grouped in pairs to make up 4 sectors, RANGE’ message.
numbered 1 to 4 in the clockwise direction ALF.
If the engine is running, the EEC carries out further
Each sector has two connections to the EEC. Sectors 1 checks on the sectors. If the temperature sensed by any of
and 2 (top right and bottom right) are connected to the sectors is below the selected value of T25, or above
channel A and sectors 3 and 4 (bottom left and top left) 1365°C, or the sector has shifted by at least 200°C, the
are connected to channel B. EEC sets a fault flag for the relevant channel and
generates a ‘SIGNAL OUT OF RANGE’ message.
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.

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EEC

CHANNEL
A
S4

S1

ENGINE YES BELOW T25 NO ABOVE NO SECTOR VALID


ALF SELECTED SHIFT
RUNNING 1365˚C
VALUE >200˚C
S3

S2

NO YES YES YES

BELOW
CHANNEL -60˚C
B
YES

CHANNEL A FAULT
"THE TOP RIGHT EGT SIGNAL (S1) IS OUT OF RANGE"
"THE BOTTOM RIGHT EGT SIGNAL (S2) IS OUT OF RANGE"

CHANNEL B FAULT
"THE BOTTOM LEFT EGT SIGNAL (S3) IS OUT OF RANGE"
"THE TOP LEFT EGT SIGNAL (S4) IS OUT OF RANGE"

CTC-219-082-00
EGT SIGNAL OUT OF RANGE
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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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FEEDBACK SIGNALS

+ V1 HMU
-
+ V2
PILOT SECONDARY
TM
VALVE COILS
(V1 AND V2)

EEC
CHANNEL
PRIMARY
COIL

EXCITATION VOLTAGE
+
-

CTC-219-062-02
VDT AND RESOLVER
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FEEDBACK LOOPS

RVDT/LVDT. Resolver.

The EEC checks the output voltage validity and The EEC checks the output voltage validity and
generates a ‘POSITION SIGNAL OUT-OF-RANGE’ generates a ‘POSITION SIGNAL OUT-OF-RANGE’
fault if: fault if:

- V1 or V2 is out of range. - V1 or V2 is out of range.


- the sum of V1 + V2 is out of range. - the sum of V1² + V2² is out of range.
- the calculated position is out of range. - the calculated position is out of range.
- the input circuitry internal to the EEC has failed. - the input circuitry internal to the EEC has failed.
- the fault persists for more than 4.8 seconds. - the fault persists for more than 4.8 seconds.

Typical fault message. Typical fault message.

- THE VSV POSITION SIGNAL IS OUT OF RANGE. - THE FMV POSITION SIGNAL IS OUT OF RANGE.
- THE HPTACC POSITION SIGNAL IS OUT OF
RANGE.

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+ +
V SECONDARY 1
V1 (VOLTAGE V1)
PRIMARY -
V1=V2 SECONDARY 2
V2 - + (VOLTAGE V2)
0
0% 50% 100%
ACTUATOR POSITION MOVEABLE
CORE
RVDT / LVDT

TYPICAL FAULT MESSAGE:


"THE VSV POSITION SIGNAL IS OUT OF RANGE"

V V2
1
ROTATING 0.9
PRIMARY 0.8
V1 0.7
SINE 0.6
0.5
0.4
90˚ 0.3
0.2
0.1 V1
V2 0
0 10 20 30 40 45 50 60 70 80 90
COSINE ANGULAR POSITION
RESOLVER

TYPICAL FAULT MESSAGE:


"THE FMV POSITION SIGNAL IS OUT OF RANGE"

CTC-219-065-01
POSITION SIGNAL 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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HMU
EEC

OPEN CLOSED
CHANNEL
A
OSG
SWITCH

CHANNEL
B

TYPICAL FAULT MESSAGE


"THE MECHANICAL OVERSPEED PROTECTION SIGNAL IS OUT OF RANGE"

CTC-219-073-01
OSG SWITCH
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IDENTIFICATION PLUG (P11) VALIDATION

The information contained in the engine ID plug is coded THE N1 TRIM SIGNAL IS OUT OF RANGE.
by a combination of open/closed discretes and includes
identification and configuration for : Fault generated if the :
- engine thrust rating. - Trim parity check is not odd.
- N1 trim level.
- combustor configuration (SAC/DAC).
- engine condition monitoring (PMUX). THE ENG RATING SIGNAL IS OUT OF RANGE.

The information is coded in such a way that the total Fault generated if :
number of closed discretes for a particular configuration is - There is no ID plug fault.
odd, in order for the EEC to check the information for - Engine rating is not valid.
correct parity (odd).

THE AIRPLANE MODEL AND ENG MODEL SIGNALS


Typical fault messages. DISAGREE.

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


- There is no ‘Airplane model out of range’ fault.
Fault generated if the : - There is no ‘Engine rating out of range’ fault.
- Configuration and rating parity checks are not odd. - There is no ‘ID plug’ fault.
- Plug type is not valid. - A combination of engine rating and aircraft model is
not valid.

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PUSH - PULL
EEC
LINKS
N1 TRIM 1

N1 TRIM 2

N1 TRIM 3 CHANNEL
A
N1 TRIM PARITY

N1 TRIM -

TYPICAL FAULT MESSAGES


"THE ENG IDENT SIGNAL IS OUT OF RANGE"
"THE N1 TRIM SIGNAL IS OUT OF RANGE" CHANNEL
"THE ENG RATING SIGNAL IS OUT OF RANGE" B
"THE AIRPLANE MODEL AND ENG MODEL SIGNALS DISAGREE"

CTC-219-074-01
ID PLUG - N1 TRIM CHECK
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INPUT SELECTION

Cross channel validation. A failsafe value is one that has been predetermined and
stored in the EEC memory. There are 2 failsafe values
Validated input signals and validation status data are that can be selected : failsafe 1 and failsafe 2.
transmitted from one channel of the EEC to the other.
This cross channel data is then available for use in the Failsafe 1 is a predetermined minimum, or maximum
data selection process. value. Failsafe 2 is a predetermined fixed value.

If the local channel digital data is invalid, or fails a A model is a value which is mathematically calculated by
maximum/minimum range check, then that channel uses the EEC from other parameter values.
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.

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LOCAL CHANNEL

PARAMETRIC
SIGNAL
PARAMETER
CHECK S/TM
SELECTION
DISCRETE OUTPUT
CONTROL
LAW CONTROL
ARINC
RANGE CALCULATIONS
ARINC FAILSAFE
CHECK OR MODEL

CCDL

CROSS CHANNEL

PARAMETRIC
S/TM
DISCRETE AS AS AS
ABOVE ABOVE AS ABOVE ARINC
ARINC ABOVE

CTC-219-055-02
SIGNAL PROCESSING
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PARAMETER SELECTION

When both channels are operational and cross-channel TC, TEO, TEEC, HPTC, TBV, PEO and LPTC are
data is available, the validity of channel A and B dual parameters without EEC-calculated models.
sensor measured values and the absolute difference
between the two inputs are checked. The outcome of Input. F/S 1. F/S 2.
these tests determines the selected value and the
corresponding selection status. TC Min -60.0°C
TEO Max 170°C
If one channel’s input is invalid, then the other channel’s TEEC Max 65.0°C
value is selected. If both channels’ inputs are invalid, and HPTC Max 101.0%
the sensor has an EEC calculated model, then the model TBV Max 101.0%
value is selected. If the sensor does not have a calculated PEO Max 101.5 PSI
model, then failsafe value 2 is selected. LPTC Max 96.0%

If channel A and B measured values are considered valid, Sensor inputs PS3, N1, N2, T3, T25, FMV, VSV and VBV
the EEC checks that the absolute difference between the have EEC-calculated models.
two inputs is within a predetermined range.
For persistent or intermittent failures, the EEC sets latch
If the delta between the two inputs is outside the flags after a specific number of fault counts are exceeded
predetermined range and the inputs have a model, then to prevent repeated switching between sensor values and
the value that is closest to that model is selected. If the modeled values. The dual sensor fault is latched until the
sensor does not have a model, failsafe value 1 is next EEC reset.
selected.

In both cases, the EEC will generate a ‘SIGNAL


DISAGREE’ fault message.

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CHANNEL A
VALUE YES DELTA YES
VALID WITHIN AVERAGE SELECTED
CHANNEL B RANGE
VALUE

NO NO

VALUE CLOSEST TO MODEL


OR FAILSAFE 1 SELECTED
"SIGNAL DISAGREE"

1 CHANNEL
VALUE OTHER CHANNEL VALUE SELECTED
INVALID

INPUT F/S1 F/S2


TC MIN. -60˚C 2 CHANNEL
TEO MAX. 170˚C VALUES MODEL OR FAILSAFE 2 SELECTED
TEEC MAX. 65.0˚C INVALID
HPTC MAX. 101.0%
TBV MAX. 101.0%
PEO MAX. 101.5 PSI
LPTC MAX. 96%

CTC-219-056-01
INPUT DATA SELECTION AND FAULT SETTING
FAULT Page 23
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SIGNALS DISAGREE

Sensor signals disagree. Position signals disagree.

Dual sensors. RVDT/LVDT/resolver.

After the sensor inputs in both channels have been The EEC checks that the position sensed by channel A
validated across the CCDL, the EEC checks that the agrees with the position sensed by channel B.
absolute difference between the two values is within a
predetermined range. The EEC generates a ‘POSITION SIGNAL DISAGREE’
fault if :
A ‘SENSOR DISAGREE’ fault is generated and the fault - the absolute difference of the positions sensed by
set on both channels if : channels A and B is greater than a certain value.
- The absolute difference of the compared signals is - there is no position signal fault at that moment.
greater than a certain value. - the fault persists for more than 4. 8 seconds.
- The fault persists for more than 4.8 seconds.
This fault should be set on both channels. If not, there is
Typical fault message : an additional internal EEC failure.

- T12 SIGNALS DISAGREE. Typical fault message.


- N2 SPEED SENSOR SIGNALS DISAGREE.
- THE ENGINE OIL PRESSURE SIGNALS (PEO) - THE FMV POSITION SIGNALS DISAGREE.
DISAGREE. - THE VBV POSITION SIGNALS DISAGREE.
- THE THRUST LEVER ANGLE POSITION SIGNALS
DISAGREE.

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EEC

CHANNEL SENSOR SIGNALS DISAGREE


A
TYPICAL FAULT MESSAGES:
DUAL SENSORS "T12 SIGNALS DISAGREE"
"N2 SPEED SENSOR SIGNALS DISAGREE"
"THE ENGINE OIL PRESSURE SIGNALS
CHANNEL (PEO) DISAGREE"
B

EEC
+ +

SECONDARY 1
PRIMARY - CHANNEL
A POSITION SIGNALS DISAGREE
SECONDARY 2
- +
TYPICAL FAULT MESSAGES:
MOVEABLE "THE FMV POSITION SIGNALS DISAGREE"
RVDT / LVDT
CORE "THE VBV POSITION SIGNALS DISAGREE"
+ +
"THE THRUST LEVER ANGLE POSITION
SIGNALS DISAGREE"
SECONDARY 1
- CHANNEL
PRIMARY
B
SECONDARY 2
- +

CTC-219-069-01
SIGNALS DISAGREE
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SIGNALS DISAGREE

Filter switch disagree. Start lever switch disagree.

The EEC checks the fuel and oil filter switches to see if The EEC checks the start lever switch position signals
both position switches agree (i.e. one switch open / one across the CCDL.
switch closed).
A fault message is generated if the start lever hard-wired
A switch disagree fault is generated if : signal on channel A is not the same as on channel B, and
the fault persists for more than 4.8 seconds.
- The A/C is on ground for more than 90 seconds
and Typical fault message.
The position sensed from switch 1 and 2 is the same.
or - THE START LEVER SIGNALS DISAGREE.
The active and standby EEC channels disagree.

- The fault persists for more than 30 seconds.

Typical fault message.

- THE FUEL FILTER SIGNALS DISAGREE.


- THE OIL FILTER SIGNALS DISAGREE.

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FILTER SWITCH
EEC

1 NOT CLOGGED +
- CHANNEL
+ A
2 CLOGGED TYPICAL FAULT MESSAGES
"THE FUEL FILTER SIGNALS DISAGREE"
"THE OIL FILTER SIGNALS DISAGREE"

CHANNEL
B

START LEVER
EEC

IDLE CUTOFF
RESET CHANNEL
CHANNEL A A

TYPICAL FAULT MESSAGE


"THE START LEVER SIGNALS DISAGREE"
IDLE CUTOFF
RESET CHANNEL
CHANNEL B B

CTC-219-070-01
SWITCH SIGNALS DISAGREE
FAULT Page 27
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CFM56-7B TRAINING MANUAL

SIGNALS DISAGREE

BSV switch disagree (older SAC engines only).

If included on the engine, the EEC checks the burner


staging valve switch positions for a signal disagree.

A fault message is generated if :

- The valid configuration is SAC.


- Switch 1 signals agree between channel A and B.
- Switch 2 signals agree between channel A and B.
- Switch 1 signals disagree with switch 2 signals.
- The fault persists for more than 4.8 seconds.

Typical fault message.

- THE BSV POSITION SIGNALS DISAGREE.

FAULT Page 28
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CFM56-7B TRAINING MANUAL

BSV
EEC
OPEN CLOSED

SWITCH 1
CHANNEL
A

TYPICAL FAULT MESSAGE


"THE BSV POSITION SIGNALS DISAGREE"

OPEN CLOSED CHANNEL


B
SWITCH 2

CTC-219-072-01
POSITION SIGNALS DISAGREE (BSV)
FAULT Page 29
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OUTPUTS

Wraparound.

The EEC uses a current-driver-wraparound test to check On a transition of channel selection state from standby to
correct operation of the torque motors, solenoid drivers, active, the EEC clears all wraparound faults and sets the
output databuses and certain relays. fault-delay timers to zero.

To check the integrity of the circuits, the EEC outputs a A ‘CONTROL CURRENT OUT OF RANGE’ fault is
calculated current and compares it to the sensed return generated if :
current (wraparound). - The difference between i1 and i2 is greater than
50mA.
In normal operation, the output current value should be - i2 > 365 mA.
the same as the return current value. - The fault persists for more than 4.8 seconds.

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


Control current out-of-range.
Typical fault message :
The EEC checks the integrity of the FMV, VSV, VBV,
HPTACC, LPTACC and TBV torque-motor and solenoid - THE HMU FMV CONTROL CURRENT IS OUT OF
circuits, using the current-driver-wraparound test. RANGE.
- THE HMU VSV CONTROL CURRENT IS OUT OF
If there is a difference between the output and return RANGE.
current, it must exceed a defined value for a specific time - THE HMU HPTC CONTROL CURRENT IS OUT OF
interval in order for a fault to be declared. RANGE.

If this kind of fault is declared, a ‘CONTROL CURRENT


IS OUT OF RANGE’ message is generated.

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CFM56-7B TRAINING MANUAL

HMU

PILOT
TM
VALVE

i1 i2

i1 - i2 > 50mA
FOR 4.8 SECS YES
TYPICAL FAULT MESSAGES
NO "THE HMU FMV CONTROL CURRENT IS OUT OF RANGE"
"THE HMU VSV CONTROL CURRENT IS OUT OF RANGE"
YES "THE HMU HPTC CONTROL CURRENT IS OUT OF RANGE"

i2 > 365mA
FOR 4.8 SECS

CTC-219-058-02
CURRENT DRIVER WRAPAROUND TESTS
FAULT Page 31
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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.

FAULT Page 32
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SHORT CIRCUIT TO GROUND

i1

EEC TORQUE MOTOR / SOLENOID

i2

SHORT CIRCUIT TO GROUND : i1 = i2

OPEN CIRCUIT

i1

EEC TORQUE MOTOR / SOLENOID

i2

OPEN CIRCUIT : i1 AND i2 = 0

CTC-219-060-02
WRAPAROUND FAULT DETECTION
FAULT Page 33
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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.

FAULT Page 34
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LINE TO LINE SHORT CIRCUIT

i1

EEC TORQUE MOTOR / SOLENOID

i2

NO "SHORT CIRCUIT" DETECTION


NO TORQUE MOTOR CONTROL = "DEMAND / POSITION DISAGREE"

CTC-219-061-02
WRAPAROUND FAULT DETECTION
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OUTPUTS

ARINC output tests. EEC - CDS/DEU communications check.


The integrity of the ARINC outputs of each EEC channel During normal ARINC communications with the CDS/
is verified in different ways. DEU, the datawords received from the EEC channels A
and B are checked to confirm that the words received on
ARINC transmitter check. DEU1 have also been received on DEU2 and vice-versa.
If the EEC detects a failure in the ARINC transmitter on
channel A or B, it generates an ‘INTERNAL EEC FAULT’ If the EEC internal wraparound test has not failed and
message to indicate a communications interface fault. there is no communications interface fault set, then a
‘CANNOT READ DATA’ fault message is generated.
ARINC wraparound test.
The EEC also verifies the databus outputs of each There are 4 possible messages :
channel by looping the outputs back to internal, dedicated
input ports (wraparound test). Specifically chosen - DEU1 CANNOT READ EEC CHANNEL A DATA.
datawords are stored in a source data buffer and - DEU2 CANNOT READ EEC CHANNEL A DATA.
continuously transmitted. These faults are set on channel A only.

The looped-back datawords pass through an ARINC - DEU1 CANNOT READ EEC CHANNEL B DATA.
receiver and the datawords received are compared with - DEU2 CANNOT READ EEC CHANNEL B DATA.
the corresponding datawords stored in the source data These faults are set on channel B only.
buffer.
The probable causes of these fault messages are the
The EEC confirms the accuracy of the data, the SDI, the aircraft components or electrical interfaces.
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’.

FAULT Page 36
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EEC

CHANNEL A

ARINC BUFFER ARINC


RX TX OUTPUT DEU1
DATA BUS

X-TALK
DATABUS

CHANNEL B

BUFFER DEU2
ARINC ARINC
RX TX OUTPUT
DATA BUS

TYPICAL FAULT MESSAGE :


"DEU2 CANNOT READ EEC
CHANNEL B DATA"

"EEC OUTPUT BUS NOT AVAILABLE"


"INTERNAL EEC FAULT"

CTC-219-083-00
ARINC OUTPUT TESTS
FAULT Page 37
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CONTROL LOOPS

LPTACC, HPTACC, TBV & FMV control. Demand and position signals disagree.

The LPTACC, HPTACC, TBV and FMV have dual The EEC checks if the sensed (measured) actuator
sensors providing feedback of the actuator position. position agrees with the demanded position.

Only the active channel provides an excitation voltage to A fault message is generated if :
drive its torque motor, because the other channel’s output - the absolute value of the difference between the
drivers are disconnected when in standby mode. demand and valid position is greater than 5%.
- there is not a wrap fault on the local channel.
Both channels, active and standby, provide excitation - N2 is greater that 3181 rpm (22% N2).
signals for the primary windings of the position sensors. - the channel is active.
- the fault persists for more that 4.8 seconds.
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. Typical fault message.

The signals input to each channel is also compared - THE FMV DEMAND AND POSITION SIGNALS
across the CCDL to make sure that there is not a position DISAGREE.
disagree. - THE TBV DEMAND AND POSITION SIGNALS
DISAGREE.

FAULT Page 38
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SECONDARY COILS FEEDBACK (LVDT1)

PRIMARY COIL EXCITATION (LVDT2)


+ -
- +
+

STANDBY
CHANNEL
HMU
+
TM
-
PILOT
CCDL
VALVE
-
TM
+

ACTIVE
CHANNEL

+ PRIMARY COIL EXCITATION (LVDT1)


- +
+ -

SECONDARY COILS FEEDBACK (LVDT2)

CTC-219-063-02
LPTACC, HPTACC, TBV AND FMV CONTROL
FAULT Page 39
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CONTROL LOOPS

VBV & VSV control.

Both the VBV and VSV systems have two actuators, one A fault message is generated if :
on either side of the engine. Each actuator contains an
LVDT to provide position feedback signals. - the absolute value of the difference between the
demand and valid position is greater than 5%.
One LVDT is connected to EEC channel A and the other - there is not a wrap fault on the local channel.
LVDT is connected to channel B. - N2 is greater that 3181 rpm (22% N2).
- the channel is active.
Both channels, active and standby, provide excitation - the fault persists for more that 4.8 seconds.
signals for their respective primary winding and the
signals induced into the secondary windings provide
position feedback signals. Typical fault message.

The feedback signals are subjected to validation checks - THE VBV DEMAND AND POSITION SIGNALS
and the inputs to each channel are also compared, across DISAGREE.
the CCDL, to make sure that there is not a position - THE VSV DEMAND AND POSITION SIGNALS
disagree. DISAGREE.

FAULT Page 40
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SECONDARY COILS FEEDBACK

PRIMARY COIL EXCITATION


+ -
- +
+
STANDBY
CHANNEL
HMU
+
TM
-
PILOT
CCDL
VALVE
-
TM
+

ACTIVE
CHANNEL

+ PRIMARY COIL EXCITATION


- +
+ -

SECONDARY COILS FEEDBACK

CTC-219-064-02
VBV AND VSV CONTROL
FAULT Page 41
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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 1 (TRA), oil pressure.


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

Channel B.

Group 1. Resolver 1 (TRA), oil pressure.


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

FAULT Page 42
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CFM56-7B TRAINING MANUAL

PRIMARY
EXCITATION
+
EEC FMV
-

HPTC
CHANNEL A CHANNEL B

RESOLVER 1 (TRA), RESOLVER 1 (TRA),


GROUP 1
OIL PRESSURE OIL PRESSURE

RESOLVER 2 (FMV), RESOLVER 2 (FMV),


T/R GROUP 2
HPTC, T/R RIGHT VSV, T/R LEFT
RIGHT

GROUP 3 VSV, VBV, T/R LEFT VBV, LPTC, BSV (DAC)

GROUP 4 LPTC, BSV (DAC), TBV HPTC, TBV, T/R RIGHT

CTC-219-084-01
PRIMARY EXCITATION GROUPS
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CONTROL LOOPS

Demand and position signals disagree.

(Older SAC engines).

The Burner Staging Valve is no longer included on newer


SAC engines.

If there is a BSV on the engine, the EEC checks if the


solenoid valve switch positions agree with the demanded
position.

A fault message is generated if :

- The actual valve position disagrees with the


demanded position.
- The fault persists for more than 4.8 seconds.
- There is no solenoid control current out-of-range fault
at that moment.
- The channel is active and N2 > 3181 rpm.

Typical fault message.

- THE BSV IS ALWAYS OPEN.


- THE BSV IS ALWAYS CLOSED.

FAULT Page 44
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CFM56-7B TRAINING MANUAL

STAND-BY HMU
CHANNEL

TM

PILOT
CCDL
VALVE

TM

ACTIVE
CHANNEL

CTC-219-068-02
BURNER STAGING VALVE CONTROL
FAULT Page 45
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IGNITION MONITORING

The EEC controls the on/off operation of each of the 2 If the 115 volts supplied to the EEC is greater than, or
ignition systems based on command inputs from the equal to 89 volts when the start lever signal is equal to
CDS/DEU and a hardwired analog discrete from the CUTOFF and the fault persists for more than 4.8 seconds
Engine Start Switch. the EEC generates the message :

When the flight compartment Engine Start Lever is in the - THE APL INPUT VOLTAGE FOR THE L/R
IDLE position, 115Vac power is available provided that EXCITER (IGN 1/2) IS ALWAYS ON.
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 If the 115 volts supplied to the EEC is less than 89 volts,
CUTOFF position. or greater than 141 volts when the start lever signal is
equal to IDLE and the fault persists for more than 4.8
Each EEC channel has a software-operated ignition on/ seconds, the EEC generates the message :
off switch to operate one exciter/igniter. Each channel can
control the operation of both of these switches. - THE APL INPUT VOLTAGE FOR THE L/R
EXCITER (IGN 1/2) IS OUT OF RANGE.
A software monitor in each system keeps both EEC
channels informed of the status, and messages are
generated if faults are detected. If the start lever signal is equal to IDLE, there is no FMV
position error, the voltage is in range, the engine did not
start when the igniter was selected and the fault persists
for more than 0.960 seconds, the EEC generates the
message :

- IGN L/R (IGN1/2) IS FAILED.

FAULT Page 46
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ENGINE START
EEC
LEVER SWITCHES
SYSTEM 1

MONITOR STATUS
115 V IDLE
TRANSFER BUS

CHANNEL A COMMAND
LEFT
IGNITER
(IGN1)
CHANNEL B COMMAND

SYSTEM 2

MONITOR STATUS
115 V
STANDBY BUS

CUTOFF CHANNEL A COMMAND


RIGHT
IGNITER
(IGN2)
CHANNEL B COMMAND

AIRCRAFT ENGINE

CTC-219-085-01
IGNITION MONITORING
FAULT Page 47
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THRUST REVERSER

Thrust reverser position is sensed by LVDT’s installed on The EEC detect faults in the thrust reverser LVDT, its
the upper locking actuators on the left and right thrust related wiring and EEC interface electronics by the
reverser translating sleeves. following methods :

Each EEC channel receives feedback from each LVDT Range testing.
for : Minimum in-range : -5.0% deployed.
- the thrust limiting function. Maximum in-range : 112.0% deployed.
With TRA in the forward region, the thrust command is
limited to idle if either T/R sleeve is deployed. With TRA Constant sum monitoring.
in the reverse region, the thrust command is limited to idle The EEC monitors the sum of the 2 secondary voltages
unless both T/R sleeves are deployed. (V1 + V2) to determine the validity of the inputs. If the sum
falls outside specified limits, the input is considered
- operation of the thrust-lever-interlock. invalid.
This prevents the flight crew from moving the reverse
thrust lever beyond the reverse-idle position until both T/R Cross channel checking.
sleeves have deployed more than 60% of full deploy. Local-to-cross channel tolerance : 12% of travel max.
When the EEC detects that the T/R sleeves have
deployed more than 60%, it energizes a solenoid to
remove the interlock.

- 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.

FAULT Page 48
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CHANNEL A

LEFT
SAME CHECKS AS CHANNEL B
SLEEVE

THRUST LIMITING
T/L INTERLOCK
"REV" INDICATION
POSITION DATA
CHANNEL B

RANGE TESTING
RIGHT
SLEEVE SECONDARY VOLTAGE MONITORING

CROSS CHANNEL CHECKING

CTC-219-086-01
THRUST REVERSER CHECKS
FAULT Page 49
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CFM56-7B TRAINING MANUAL

THRUST REVERSER

Fault messages.

One or both LVDT position signals on the right, or left T/R If the TRA value is greater than idle (forward thrust
sleeves indicates : commanded) and the selected value of the T/R position is
the position is either <-5.0%, or >112.0%, >10% deployed and the fault persists for more than
or 10.560 seconds.
the signal level of V1 or V2 is either <0.313 volts, or
>7.205 volts, - THE REVERSER CONTROL AND POSITION
or SIGNALS DISAGREE.
the sum of the position signals V1, V2 is either <2.0 volts,
or >4.5 volts, Note : Operating on standby hydraulics, the T/R can take
or up to 10 secs to deploy. To verify this fault using the T/R
the input circuitry internal to the EEC has failed Lever Interlock Test, set the TRA greater than idle on the
and first test screen for at least 5 seconds.
the fault persist for more than 4.8 seconds.

- THE R/L REVERSER SLEEVE POSITION SIGNAL


IS OUT OF RANGE. 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.
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 - THE L/R REVERSER SLEEVE POSITION
above tests. SIGNALS DISAGREE.
- EACH REVERSER SLEEVE HAS ONE POSITION
SIGNAL OUT OF RANGE.

FAULT Page 50
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CHANNEL A

LEFT
SAME CHECKS AS CHANNEL B
SLEEVE

FAULT MESSAGES

CHANNEL B

RANGE TESTING
RIGHT
SLEEVE SECONDARY VOLTAGE MONITORING

CROSS CHANNEL CHECKING

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"

CTC-219-087-01
THRUST REVERSER FAULT MESSAGES
FAULT Page 51
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T/R LEVER INTERLOCK

Fault messages.

An open circuit fault is set if the T/R lever interlock voltage An out of range fault is set if the interlock voltage is
is in range, sensed as being less than, or equal to 10 VDC,
and and
the interlock relay is demanded closed, the interlock relay is demanded open,
and and
the interlock relay is not failed open, the local channel interlock relay is not failed closed,
and and
the local channel is active, the cross channel interlock relay is not failed closed,
and and
the fault persist for more than 4.8 seconds. the fault persists for more than 7.680 seconds.

- T/R LEVER INTLK VOLTAGE NOT AVAILABLE. - THE T/R LEVER INTLK VOLTAGE INPUT TO THE
OPEN GROUND CIRCUIT. EEC IS OUT OF RANGE.

FAULT Page 52
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WHEN RELAY OPEN

V1-V2 > 10V : NORMAL OPERATION


V1-V2 <= 10V : OUT OF RANGE

WHEN RELAY CLOSED

EEC V1-V2 = 0V AND


V2 = 0V : NORMAL OPERATION
CHANNEL A V2 > 10V : OPEN GROUND CIRCUIT

V1 DC (AIRCRAFT)
+28VDC V2
(AIRCRAFT) T/R LEVER
INTERLOCK
SOLENOID
CHANNEL B

V1 DC (AIRCRAFT)
V2

TYPICAL FAULT MESSAGES :


"THE T/R LEVER INTERLOCK VOLTAGE INPUT TO THE EEC IS OUT OF RANGE"
"T/R LEVER INTERLOCK VOLTAGE NOT AVAILABLE. OPEN GROUND CIRCUIT"

CTC-219-088-01
T/R INTERLOCK SOLENOID FAULTS
FAULT Page 53
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CFM56-7B TRAINING MANUAL

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.

FAULT Page 54
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CFM56-7B TRAINING MANUAL

CHANNEL A

HARDWARE FAULT INTERNAL FAULT


PROCESSING PROCESSING

INPUT FAULT
PROCESSING
CHANNEL SELECTION
LOGIC
OUTPUT WRAP
FAULT DETECTION

32-BIT WORD - CHANNEL HEALTH REPORT

OUTPUT WRAP
FAULT DETECTION
CHANNEL SELECTION
LOGIC

INPUT FAULT
PROCESSING

HARDWARE FAULT INTERNAL FAULT


PROCESSING PROCESSING

CHANNEL B

CTC-219-054-02
FAULT PROCESSING
FAULT Page 55
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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, a null current is supplied to the torque motor,


or solenoid driver of the pilot valve in the HMU. The pilot
valve will then hydraulically move the valve (VSV, VBV,
HPTC, etc) to a position, which protects the engine.

FAULT Page 56
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ACTIVE K1 FMV
CHANNEL TORQUE MOTOR DRIVER

K2 VSV
TORQUE MOTOR DRIVER

K3 VBV
TORQUE MOTOR DRIVER
HPTC NO CURRENT
OUTPUT K4
TORQUE MOTOR DRIVER (NO CONTROL) FAILSAFE POSITION
DATABUS
K4 TBV
TORQUE MOTOR DRIVER FMV CLOSED
(NO CONTROL)
K5 LPTC
TORQUE MOTOR DRIVER VSV CLOSED

K6 BSV
SOLENOID DRIVER VBV OPEN

CCDL HPTC CLOSED


STAND-BY K1 FMV
CHANNEL TORQUE MOTOR DRIVER TBV OPEN
K2 VSV
TORQUE MOTOR DRIVER (FAULT DETECTED) LPTC CLOSED
K3 VBV
TORQUE MOTOR DRIVER BSV OPEN
OUTPUT K4 HPTC
TORQUE MOTOR DRIVER
DATABUS
K4 TBV
TORQUE MOTOR DRIVER

K5 LPTC
TORQUE MOTOR DRIVER

K6 BSV
SOLENOID DRIVER

CTC-219-089-01
NO CONTROL - FAILSAFE POSITION
FAULT Page 57
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WARNING INDICATIONS

WARNING Page 1
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FLIGHT COMPARTMENT ANNUNCIATION

Systems communications links. Some engine components are directly connected to the
aircraft computers.
The aircraft CDS/DEU receives specific engine
parameters from the EEC and displays their values on the The engines provide analog output signals to the aircraft
upper-center display unit in the flight compartment. systems for N1, N2 and oil quantity. These signals do not
interface with the EEC and are inputs to the Engine
The EEC transmits operating limits and exceedance Vibration Monitor (EVM) and to each of the CDS/DEU’s.
status discretes for most of the displayed engine The CDS/DEU’s are able to use these inputs as a backup
parameters. The CDS/DEU uses this information to scale for flight compartment displays.
each parameter display, set the amber and redline limits
on the display and to change the color of the display to A signal from the High Pressure Shut-off Valve (HPSOV)
alert the crew if the limit is exceeded. position switch is used to operate a flight compartment
indication of the valve position.
The EEC also provides status information to control the
operation of flight compartment indicator lights which The HPSOV position switch is magnetically operated and
indicate system status and/or health. This status/health is open when the valve is open and closed when the
information is transmitted via the ARINC-429 digital valve is closed. The switch is wired on one side to
databuses. ground, with the other side wired to the fuel panel, located
in the flight compartment forward overhead panel.

WARNING Page 2
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FUEL CONTROL MODULE


P5 FWD OVERHEAD PANEL
ENG VALVE ENG VALVE
ENGINES CLOSED 0 CLOSED
SPAR VALVE -20FUEL 20 SPAR VALVE
TEMP
CLOSED CLOSED
-40 40
HPSOV C

CHANNEL A FILTER VALVE FILTER


BY PASS OPEN BY PASS

CHANNEL B OIL CROSS FEED


N1 N2
QTY
LOW LOW
PRESSURE PRESSURE

UPPER-CENTER
DISPLAY UNIT
CRZ START VALVE
OPEN
START VALVE
OPEN
OIL FILTER OIL FILTER
BYPASS BYPASS

CDS-DEU'S 10 73.2 10 73.2 LOW OIL


PRESSURE
LOW OIL
PRESSURE
0 0
8 8
2 2
6 4 6 4 100 100
N1 50 50
0 0
OIL P
620 620
200 200
EGT 100 100
ENGINE MODULE 0
OIL T
0
89.1 89.1
P5 AFT OVERHEAD PANEL 98 OIL Q % 97
1 ENGINE 2 N2 2 3 4 2 3 4
1 1
6 6
REVERSER REVERSER
1.54 1.54 0
5
VIB 0
5
0 0
EEC EEC 4 4
2 FF/FU 2 A B
KG X 1000
3 4 3 4
ENGINE ON ON ENGINE CTR 2 2
CONTROL CONTROL 0 0
ALTN ALTN 1 2 1 1
0 HYD P
3410 3410 99 HYD Q % 99
FUEL KG

CTC-219-018-01
SYSTEMS COMMUNICATION LINKS
WARNING Page 3
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FLIGHT COMPARTMENT ANNUNCIATION

Engine Module : P5 AFT Overhead Panel. Fuel Control Module : P5 FWD Overhead Panel.

Engine control light. Filter bypass.

When the light comes on amber, it indicates that the EEC This amber light illuminates to indicate there is an
has detected an engine-control-system failure (or impending bypass of the engine fuel filter. When the
combination of failures) which has caused a ‘no-dispatch’ engine is running, the fuel-filter-clogged sensor actuates
configuration. when the pressure drop across the fuel filter exceeds 11.6
The CDS/DEU operates the engine control light based on psid for a duration of 60 seconds.
a discrete signal from the EEC, or loss of ARINC data The CDS provides two switches per engine (one per
from the EEC. Illumination of the light is inhibited during DEU), which are switched to ground to illuminate the
flight. light.

ALTN (Alternate Mode) alert. Eng valve closed.

The -7B engine has three thrust-control operating modes : This blue indication shows the status of the High
- The normal thrust control mode and two alternate Pressure Shut Off Valve (HPSOV).
thrust-control modes, which provide fault The light has three illumination states :
accommodation for the loss of ADIRU total- - The light is off when the valve is open and the
pressure data. engine is running.
- This amber light illuminates when the engine control - It comes on brightly if the valve position is not in
is operating in the Alternate thrust-control mode. agreement with the flight-compartment commands.
It illuminates dimly when the valve has been
commanded to close and has closed.

WARNING Page 4
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ENGINE HIGH PRESSURE


FUEL SHUTOFF VALVE
INDICATION FUEL CONTROL PANEL IN P5 FWD
OVERHEAD PANEL

ENG VALVE ENG VALVE


CLOSED 0 CLOSED
SPAR VALVE -20 FUEL 20 SPAR VALVE
TEMP
ENGINE CONTROL LIGHT (NO DISPATCH) CLOSED CLOSED
-40 40

P5 AFT OVERHEAD PANEL ˚C

1 ENGINE 2
FILTER VALVE FILTER
REVERSER REVERSER BY PASS OPEN BY PASS

CROSS FEED
EEC EEC

ENGINE ON ON ENGINE
CONTROL CONTROL
ALTN ALTN
LOW LOW
PRESSURE PRESSURE

ALTN LIGHT ENGINE FUEL FILTER


(ALTERNATE THRUST CONTROL MODE) BYPASS (+ 11.6 PSID SENSED)

CTC-219-019-01
INDICATING LIGHTS
WARNING Page 5
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FLIGHT COMPARTMENT ANNUNCIATION

The CDS/DEU provides engine crew alerting messages Start valve open.
on the center display unit for starter valve open, oil filter
bypass and low oil pressure. An amber message appears when the engine Start Valve
is open. The CDS/DEU flashes the display for the non-
The messages are displayed in a dedicated area for each normal condition of the start valve in the open position
respective engine above the oil-pressure indication. with the EEC commanding the valve closed, per EEC
‘Engine starter cutout’ discrete.
Each message, when first activated, is either displayed
statically for a normal alert, or flashes for 10 seconds for a Oil filter bypass.
non-normal alert, and then reverts to a steady display until
the condition no longer exists, when the message clears. An amber message appears when there is an impending
bypass of the engine oil filter. The display flashes any
During this flashing, the other neighbouring messages for time the EEC reports an oil filter bypass condition. When
the same engine also flash concurrently without text. the engine is running, the oil-filter-clogged sensor
actuates when the pressure drop across the oil filter
The flashing, but not the message, is inhibited during exceeds 29/33 psid for a duration of 60 seconds.
takeoff and landings.
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.

WARNING Page 6
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AMBER : OPEN POSITION


AMBER FLASHING : OPEN POSITION BUT COMMANDED TO CLOSE

START VALVE START VALVE


OPEN OPEN
OIL FILTER OIL FILTER
BYPASS BYPASS
LOW OIL LOW OIL PRESSURE DROP ACROSS
PRESSURE PRESSURE FILTER EXCEEDS 29/33 PSID

ENGINE OPERATING >= IDLE AND OIL PRESSURE < 13 PSI


OR
N2 < 6500 RPM AND OIL PRESSURE < 13 PSI

CTC-219-020-01
CENTER DISPLAY UNIT
WARNING Page 7
EFFECTIVITY INDICATIONS
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FLIGHT COMPARTMENT ANNUNCIATION

Range alerts - N1 and N2. N1 and N2 redline exceedance is indicated by the dial,
digital readout, outline box and pointer changing from
The EEC continuously transmits the display limits used to white to red. The exceedance color change occurs when
define the individual display redlines. The CDS/DEU either EEC reports a redline exceedance.
reads the limits data from both left and right engine EEC’s
and stores them separately in internal NVM. 100% N1 is equal to 5175 rpm.
N1 redline exceedance is indicated when N1 is greater
N1 (fan speed) is the thrust setting parameter. than 5388 rpm (104%). Once set, the N1 indicated must
N2 (core rotor speed) is used by the flight crew during become less than 5382 rpm to reset the display.
engine starts and as a general indication during normal
engine operation. Note : A 29 rpm transient N1 exceedance is allowed for 5
seconds.
N1 and N2 actual is the real-time display of the speeds in
units of percent. They are displayed by a pointer on a 100% N2 is equal to 14460 rpm.
round dial, with an accompanying digital readout N2 redline exceedance is indicated when N2 is greater
enclosed in a box. that 15198 rpm (105%). Once set, N2 must become less
than 15183 rpm to reset the display.
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’.

WARNING Page 8
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REDLINE EXCEEDANCE
N1 > 5388 RPM (104%)
10 73.2 10 73.2
0 0
8 8
2 2
6 4 6 4
N1 REFERENCE BUG N1
(TARGET N1)

620 620

REDLINE EXCEEDANCE EGT


N2 > 15198 RPM (105%)

89.1 89.1

N2

CTC-219-022-01
N1 & N2 INDICATIONS
WARNING Page 9
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FLIGHT COMPARTMENT ANNUNCIATION

Range alerts - EGT. Amber limit is exceeded when the EGT is greater than
925° C (MCT & MCL).
The flight crew uses EGT to assess the gerneral health of
the engine. The EGT display is a round dial providing a Redline limit is exceeded when the EGT is greater than
linearly proportional display starting at 0 deg C and 950° C (MTO & GA).
extending to the highest value of the EGT redline limit.
Start redline is exceeded when the EGT is greater than
The EGT starting redline limit and EGT start maintenance 725° C (ground & in-flight).
limit can vary based on several engine factors, therefore
the CDS/DEU continuously monitors the limits received Note : A 10° C transient EGT exceedance is allowed for
from the EEC, rather than storing them. 20 seconds.

The CDS/DEU receives the digital EGT signal from the The flight crew is responsible for assuring that the EGT
EEC’s to display the actual indication in real-time. does not exceed the defined EGT starting limit during
both ground and in-flight engine starts.
The EGT amber limit defines the lower end of the
cautionary operating range of the EGT. If the engine control detects a hot start condition for
ground engine starts, the EEC outputs a discrete and the
The CDS/DEU changes the color of the EGT dial, pointer box around the EGT digital readout flashes to alert the
and digital readout and its outline box from white to amber flight crew of the condition.
if the EGT is greater than the amber limit, but less than the
redline. The hot start discrete is reset if the Engine Start Lever is
placed in CUTOFF, or if the engine manages to complete
EGT redline is the certified engine operating limit and is the start to idle. This causes the CDS/DEU to stop
displayed as a red radial mark on the dial. When either flashing the box around the EGT digital readout.
EEC reports a redline exceedance, the dial, digital
readout, outline box and pointer change to red.
WARNING Page 10
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REDLINE LIMIT EGT ACTUAL DIGITAL


EGT > 950˚ READOUT BOX
(MTO & GA)
WHITE - NORMAL,
AMBER - AMBER LIMIT REACHED
AMBER LIMIT
EGT > 925˚
(MCT & MCL) 620 620 RED - REDLINE REACHED
RED, BOX ONLY - EXCEEDANCE
DATA RECORDED

START REDLINE
EGT > 725˚ EGT
(GND/FLIGHT)

EGT ACTUAL POINTER

CTC-219-090-00
EGT INDICATION
WARNING Page 11
EFFECTIVITY INDICATIONS
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FLIGHT COMPARTMENT ANNUNCIATION

Range alerts - oil pressure and temperature. Oil temperature.


The amber limit is the lower end of the cautionary
Oil pressure. operating temperature range of the engine lubrication
The amber range is the cautionary operating pressure system.
range of the engine lubrication system. The oil pressure
amber threshold limit can vary based on several engine The display is a circumferential amber arc that extends
factors, therefore the CDS/DEU continuously monitors the from the amber limit up to the redline limit along the edge
limit, rather than storing it. of the oil temperature dial.

The display is a circumferential amber arc extending from The oil temperature redline limit defines the maximum
the amber threshold down to the redline limit on the safe operating temperature of the lubrication system.
outside of the oil pressure dial. Prolonged operation above this temperature can result in
engine damage.
The CDS/DEU indicates that the oil pressure is less than
the redline limit by displaying a red radial mark on the The redline is displayed as a red radial mark on the
outside of the dial. A red arc then extends from the redline outside of the dial and a circumferential red arc that
limit down to 0 lb/in along the edge of the dial. extends from the redline limit up to the 200° C dial
endpoint.
Pressure amber limit :
N2 ≥ 9666 rpm and oil = 13 psi. Temperature amber limit :
N2 = 12725 rpm and oil ≤ 23.2 psi. 140° C (selected).
N2 ≥ 15183 rpm and oil ≤ 36.3 psi.
Temperature redline limit :
Pressure redline limit : 155° C (selected) or 140° C (selected) for a duration of
N2 ≥ Idle and oil < 13 psi. 15 minutes.

WARNING Page 12
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PSI

36.3

23.2
OIL PRESSURE ACTUAL POINTER
13

N2
9666 12725 15183

100 100
50 50
0 0
OIL P PRESSURE
REDLINE LIMIT
TEMPERATURE AMBER LIMIT N2 >= IDLE AND
140˚C (SELECTED) OIL < 13 PSI

200 200
TEMPERATURE
100 100 REDLINE LIMIT
155˚C (SELECTED)
OIL TEMPERATURE ACTUAL POINTER OR 140˚C (SELECTED)
0 0 FOR 15 MINS.
OIL T

CTC-219-023-02
OIL PRESSURE AND TEMPERATURE ALERTS
WARNING Page 13
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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, operates below a
sustained idle condition and the crew has not
commanded the engine to shut down.

If the aircraft is on the ground (Flight mode discrete is


false), the engine reached idle but has subsequently
spooled back to less than 50% N2 and EGT exceeds the
Start-EGT limit, the EEC :
- Turns off ignition.
- Commands the Fuel Metering Valve (FMV) to the
fully closed position to stop the fuel flow.
- Latches the ignition off and the FMV closed.

The alert remains set until either the engine recovers, or


the Engine Start Lever is moved to the CUTOFF position.

WARNING Page 14
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620 620
ENG FAIL

EGT

ENGINE FAILURE ALERT


(AMBER)

CTC-219-021-00
ENGINE FAIL INDICATION
WARNING Page 15
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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.

WARNING Page 16
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RED BUTTON OUT


(26 / 29 PSID)

RED BUTTON IN

SUPPLY OIL FILTER


(INSIDE THE HOUSING) SIGHT GLASS

DRAIN PLUG

COVER

CTC-219-024-01
OIL SUPPLY FILTER POP-OUT INDICATOR
WARNING Page 17
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MESSAGE INTERROGATION

MESSAGE Page 1
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THE CONTROL DISPLAY UNIT (CDU)

Ground maintenance processing.

The EEC ground maintenance processing consists of The main menu provides access to various sub-menus :
menu/sub-menu displays, reporting functions, test
functions and several input monitoring displays. - Recent Faults. (legs 0-3).
- Fault History (legs 0-10)
The FMC CDU controls EEC BITE testing and fault - Identification and Configuration.
reporting. When EEC BITE has been selected, the FMC - Ground Tests.
transmits messages, through the ARINC-429 databuses, EEC Test.
to the EEC and displays character strings received from T/R Lever INTLK Test.
the EEC on the CDU. Actuators Test.
Left Igniter Test.
The EEC BITE is accessed by selecting Engine 1 or 2 on Right Igniter Test.
the ‘ENGINE/EXCEED BITE INDEX’ screen which brings - Input Monitoring.
up the EEC BITE main menu screen.

MESSAGE Page 2
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MAINT BITE INDEX ENGINE/EXCEED BITE INDEX


<FMCS ENGINE> <ENGINE 1
<DFCS APU> <ENGINE 2
<AT FQIS> <ENGINE 1 CH A ONLY
<ADIRS <ENGINE 2 CH A ONLY
<CDS

<INDEX <INDEX EXCEEDANCES>

ENGINE 1 BITE TEST ENGINE 1 BITE TEST


MAIN MENU 1/1
<RECENT FAULTS
<FAULT HISTORY

INITIALIZING EEC 1 <IDENT/CONFIG


<GROUND TESTS
<INPUT MONITORING
<INDEX

CTC-219-026-01
GROUND MAINTENANCE PROCESSING
MESSAGE Page 3
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DISPATCH CRITERIA

Fault levels. Level C.

The EEC automatically determines the criticality level of Level C (long-time dispatch) faults have an indirect
the fault, or combination of faults to establish the dispatch impact on the probability of loss of thrust control. The
state of the control/indication system, to comply with the system complies with the engine and aircraft safety
engine and aircraft safety objectives. objectives, but once detected, the fault condition must be
The fault dispatch levels are available through the corrected within the time limitation specified in the MMEL
Ground Maintenance Mode EEC Current Faults and Fault and DDG.
History functions and are defined as follows :
Level D.
Level A (Engine Control Light).
Level D (economic) faults have no safety implications
Level A (no dispatch) conditions exist when the EEC has and, therefore, no impact on aircraft dispatch. The faults
detected a fault, or faults, in the EEC system which cause may remain unrepaired during the entire aircraft life, at the
that system to be out of compliance with agreed engine discretion of the operator.
and airplane certification. The faults must be corrected
before the aircraft can be dispatched. Level E.

Level B. Level E (Alternate-mode light) cause the engine to


operate in the Alternate (thrust-setting) mode. Airplane
Level B (short-time dispatch) faults have no immediate dispatch is allowed without time limitation.
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 Master
Minimum Equipment List (MMEL) and Dispatch Deviation
Guide (DDG).
MESSAGE Page 4
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FAULT LEVEL EXAMPLES

• FMV POSITION SIGNAL OUT OF RANGE


A
• TBV DEMAND AND POSITION SIGNALS DISAGREE
NO DISPATCH
• REVERSER CONTROL AND POSITION SIGNALS DISAGREE

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

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

D • PS13 SIGNAL OUT OF RANGE


ECONOMIC • N1 TARGET DATA FROM DEU 1 MISSING

E
• ALTN MODE LIGHT ALWAYS ON ENGINE 1 BITE TEST
ALTERNATE MODE
• DEU2 DATA MISSING RECENT FAULTS 3/5
LIGHT SHORT TIME

MSG NBR: 75-10601


THE TBV POSITION
SIGNALS DISAGREE
FLIGHT LEG (X=FAULT SET)
0 1 2 3
X X
<INDEX HISTORY>

CTC-219-049-02
FAULT LEVELS
MESSAGE Page 5
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CFM56-7B TRAINING MANUAL

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 Dispatch (level B) fault.

However, if this fault is set on the active channel and the


standby channel is inoperative
or,
the same fault is set on both active and standby channels,
the EEC will re-evaluate the situation and change the
fault level to a No Dispatch (level A) fault.

MESSAGE Page 6
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CFM56-7B TRAINING MANUAL

THE HMU VBV CONTROL CURRENT


IS OUT OF RANGE (WRAP FAULT)

FAULT DETECTED ON SHORT TIME DISPATCH


CHANNEL A OR CHANNEL B

BUT

FAULT DETECTED ON ACTIVE CHANNEL


NO DISPATCH
AND STANDBY CHANNEL

FAULT DETECTED ON ACTIVE CHANNEL NO DISPATCH


AND STANDBY CHANNEL INOPERATIVE

CTC-219-091-00
EEC FAULT LEVEL EVALUATION
MESSAGE Page 7
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CFM56-7B TRAINING MANUAL

FAULT STORAGE

All EEC-detected fault data is stored in BITE memory for Flight leg 0 can show maintenance messages that
dispatch level A, B, C, D and E faults and is available on occurred more than 30 seconds after landing from the last
request, through the FMC CDU in Ground Maintenance flight leg, or the most recent ground run of the engine.
Mode - EEC Current Faults and Fault History functions.
If the engine is started and stopped more than once
The BITE memory structure is divided into 5 zones, which between flights, leg 0 will contain data from the last
provide memory for storing the fault code and flight leg ground run of the engine.
history associated with the 10 most-recent failures
detected over the last 10 flight legs. The flight-leg-counting processing begins when the
FLIGHT INDICATOR transitions from ground to flight.
When the dispatch level A, B, C, D and E memory zones
are full, the oldest data is overwritten first. This applies to The last flight leg is identified as 1 and the previous flight
faults from previous flight legs only. No overwriting of legs are identified as 2 through 10.
current leg faults is permitted.
The ‘X’ below the flight leg number indicates that the fault
The flight-leg storage processing begins at the initiation of occurred on that flight leg. For flight legs that did not thave
engine start (N2>40%), when the EEC BITE phase the fault, the space below the flight legs number is blank.
transitions from ENGOFF to ENGON.

MESSAGE Page 8
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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


FAULT HISTORY
ENGINE CONTROL LIGHT
MSG NBR: 73-10331
THE FMV DEMAND
AND POSITION SIGNALS
DISAGREE
GROUND RUN FLIGHT LEG (X=FAULT SET)
0 1 2 3 4 5 6 7 8 9 10
X X X
<INDEX
LAST FLIGHT LEG

LAST RECORDED FAULT

CTC-219-050-01
FAULT STORAGE - FLIGHT LEGS
MESSAGE Page 9
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CFM56-7B TRAINING MANUAL

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.

FLTCYC - Dispatch level A, B, C, D and E faults are


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

MESSAGE Page 10
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CFM56-7B TRAINING MANUAL

ENGINE ON ENGINE ON FLIGHT


ENGINE OFF
N2 < 40% N2 > 40% CYCLE
EEC POWER UP
FLIGHT IND=GROUND G
R
ENG START O
U
N
D
FLIGHT IND = FLIGHT
(INCREMENT FLIGHT LEG) F
L
I
G
H
T
FLIGHT -> TOUCHDOWN

FLIGHT IND = GROUND G


R
(FOR AT LEAST 30 SEC) O
U
ENGINE SHUTDOWN N
D

EEC POWER OFF


FLIGHT 0 FLIGHT 1
"RAM" "RAM"
"NVM" "NVM"

CTC-219-051-02
FAULT STORAGE
MESSAGE Page 11
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CFM56-7B TRAINING MANUAL

THE CONTROL DISPLAY UNIT (CDU)

Recent Faults menu selection.

The ‘RECENT FAULTS’ menu is used to view faults from Each page contains a brief description of the fault and a
channel A and B which have occurred since the most message number (MSG NBR).
recent ground run, through the three most recent flight
legs. The page displays the three most recent flight legs and an
‘X’ denotes on which flight legs the fault was seen.
The Recent Faults menu can only be accessed when the
engine is off (N2 less than, or equal to 5%). Any attempt to Flight leg 0 is the most recent ground run and flight leg 1
access recent faults on the ground when N2 is greater is the most recent flight leg.
than 5% results in a ‘CAN NOT BE ACCESSED’
message appearing on the screen. If there are no faults stored for flight legs 0 through 3, the
screen will show NO RECENT FAULTS STORED.
The dispatch level will show at the top of the screen and
the CDU will display the faults in order of their dispatch If recent fault data is not available from both channels, a
level. ENGINE CONTROL light faults will show first, then message appears to alert maintenance personnel that the
ALTERNATE MODE LIGHT faults, then SHORT TIME recent faults being displayed are for a particular channel
faults, then LONG TIME faults and lastly ECONOMIC only.
faults.
Selecting the HISTORY key enables access to another
Only one fault is displayed per page, but each dispatch menu, which shows if that particular fault has appeared
level can have as many as 10 pages, making a possible over the last 10 flight legs.
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.
MESSAGE Page 12
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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


RECENT FAULTS 1/X X = 50 PAGES MAX.
ENGINE CONTROL LIGHT

MSG NBR: 73-10331


THE FMV DEMAND
AND POSITION SIGNALS
DISAGREE
FLIGHT LEG (X=FAULT SET)
0 1 2 3
X X
<INDEX HISTORY>

CTC-219-027-02
RECENT FAULTS MENU
MESSAGE Page 13
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CFM56-7B TRAINING MANUAL

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.

MESSAGE Page 14
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CFM56-7B TRAINING MANUAL

N = ENGINE POSITION
ATA CHAPTER • 0 = ERROR
• 1 = ENG 1
• 2 = ENG 2

73-X033N
X = EEC CHANNEL FAULT CODE
• 1= A
• 2= B
• 3 = A AND B

CTC-219-028-01
MESSAGE NUMBER FORMAT
MESSAGE Page 15
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CFM56-7B TRAINING MANUAL

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.

MESSAGE Page 16
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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


FAULT HISTORY 1/X
ENGINE CONTROL LIGHT
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

CTC-219-029-01
FAULT HISTORY MENU
MESSAGE Page 17
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CFM56-7B TRAINING MANUAL

THE CONTROL DISPLAY UNIT (CDU)

Identification and Configuration menu selection.

The ‘IDENT/CONFIG’ menu selection is used to identify When the EEC is moved from airplane-to-airplane, or
the current engine configuration. from engine-to-engine, two of the options allow the
operator to clear faults and change the engine serial
There are 2 menus and the information displayed number.
includes :
Selecting the ERASE key will enable the operator to
- The airplane model. erase all of the faults that are stored in Recent Faults,
- Engine model. Fault History and will reset the HPTACC thermal history
- Bump. that is stored in NVM to zero.
- N1 Trim.
- EEC part number. Once this task is initialized, there are no other options. All
- EEC software version number. five EEC memory zones are set to zero and the data will
- Start mode. be lost.
- 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.

MESSAGE Page 18
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CFM56-7B TRAINING MANUAL

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
ENGINE 1 BITE TEST
<INDEX ERASE> IDENT/CONFIG 2/2
PMUX INSTALLED : YES
DMS KIT INSTALLED: YES
BSV INSTALLED : YES
IGNITION MODE: STANDARD

<INDEX

CTC-219-030-02
IDENTIFICATION AND CONFIGURATION MENUS
MESSAGE Page 19
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CFM56-7B TRAINING MANUAL

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.

MESSAGE Page 20
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CFM56-7B TRAINING MANUAL

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

CTC-219-031-01
CHANGING SERIAL NUMBERS
MESSAGE Page 21
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CFM56-7B TRAINING MANUAL

THE CONTROL DISPLAY UNIT (CDU)

Ground Test menu selection. Actuators Test.

The ‘GROUND TESTS’ menu selection is used to This selection cycles all hydraulic and electrical control
support maintenance repair verification of EEC LRU’s. loops to their minimum and maximum positions, to test
their functionality. During the execution of this test, the
Selecting this menu provides access to a sub-menu of control loops are cycled by each channel.
five different tests. All faults detected during the tests are
displayed upon completion of the test. The engine is dry motored to provide the hydraulic
pressure necessary to power each function.
EEC Test.

This selection causes each channel to perform an EEC L or R Igniter Test.


internal test and a general sensor interface test. During
the test, certain EEC driven flight deck effects are enabled These two selections test the functionality of either the left
by each channel, so maintenance personnel can verify or right igniters. During the test the igniters are energized
proper operation. by each channel.

T/R Lever Intlk Test. Note : These tests can only be selected if N2 is less than
5% and the Start Lever is in the CUTOFF position. If this
This selection tests the ability of the EEC to enable and is not the case, a CAN NOT BE ACCESSED message is
disable the T/R Lever Interlock. Each time this test is run displayed.
to completion each channel has enabled and disabled
the interlock.

MESSAGE Page 22
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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


GROUND TESTS 1/1
<EEC TEST
<T/R LEVER INTLK TEST

<ACTUATORS TEST
<L IGNITER TEST
<R IGNITER TEST
<INDEX

CTC-219-032-01
GROUND TEST MENU
MESSAGE Page 23
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CFM56-7B TRAINING MANUAL

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.
MESSAGE Page 24
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CFM56-7B TRAINING MANUAL

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>

CTC-219-033-01
EEC TEST SELECTION
MESSAGE Page 25
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CFM56-7B TRAINING MANUAL

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.

MESSAGE Page 26
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CFM56-7B TRAINING MANUAL

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 SAFE
DISTANCE 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>

CTC-219-034-01
T/R LEVER INTERLOCK TEST SELECTION
MESSAGE Page 27
EFFECTIVITY INTERROGATION
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CFM56-7B TRAINING MANUAL

THE CONTROL DISPLAY UNIT (CDU)

T/R Lever Interlock Test.

After the operator has typed ‘OK’ on the keypad and Once the 5 seconds have elapsed, pressing the Continue
pressed the Continue button, a ‘TEST IN PROGRESS, button displays the next screen which instructs the
THRUST LEVER IS BLOCKED’ message is displayed. operator to move the Reverse-Thrust Lever to the stow
position.
The screen also displays a series of instructions. The
operator is instructed to raise the Reverse Thrust Lever to After the Reverse-Thrust Lever has been placed in stow,
the aft mechanical stop and wait for 5 seconds. pressing the Continue button causes a new screen to be
displayed, which is a repeat of the test, but on the other
In this configuration, the T/R interlock solenoid is not EEC channel.
energized and the T/R lever must be placed at the
reverse idle position. If any faults were detected during the test, a screen is
displayed informing the operator of the message number
Once the 5 seconds have elapsed, pressing the Continue and giving a brief description of the fault.
button displays the next screen.
The operator then has the option of either repeating, or
A ‘THRUST LEVER NOT BLOCKED’ message appears ending the test.
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.

MESSAGE Page 28
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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


GROUND TESTS
T/R LEVER INTLK TEST
CH A TEST IN PROGRESS
THRUST 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 PROGRESS
THRUST LEVER NOT BLOCKED
- RAISE REVERSE THRUST
LEVER TO THE FULL
REVERSE POSITION
- WAIT 5 SEC
- PUSH CONTINUE
<ABORT CONTINUE>

CTC-219-035-01
T/R LEVER INTERLOCK TEST
MESSAGE Page 29
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THE CONTROL DISPLAY UNIT (CDU)

Actuators Test Selection.

Like the interlock test, the first screen that appears is only The operator must select ‘CONTINUE’ for actuator testing
a warning and for information only and no tests run, or to begin.
actuators move, when this screen is displayed.
When actuator testing begins, six screens (3 for each
Selecting ‘START TEST’, displays a screen referring the EEC channel), are displayed to inform the operator of the
maintenance personnel to the procedures defined in the time remaining and the demanded position of the
AMM. actuators.

The operator then types ‘OK’ on the key pad and pushes On completion of the test, a screen appears which
‘CONTINUE’ to perform the test. instructs the operator to shut down the engine by putting
the Start Switch to the OFF position.
The first screen instructs the operator to put the Start
Switch to the GRD position. The operator is then able to view the test results.

At any time during the tests, an inhibit ‘CAN NOT BE


Caution : As soon as the Start Switch is moved to GRD, ACCESSED’ screen will appear if N2 is greater than
the SAV is open and the engine rotates. Use a 40%.
chronometer to check the time the starter runs and that the
limitations are respected.

MESSAGE Page 30
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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST CH A TEST IN PROGRESS 1 OF 6


GROUND TESTS
ACTUATORS TEST TIME REMAINING : 90 SEC
DEMAND OPEN : 15 SEC
- START SWITCH: GRD
- PUSH CONTINUE AFTER
N2 HAS STABILIZED AT CH B TEST IN PROGRESS 6 OF 6
A VALUE MORE THAN
20 % TIME REMAINING : 15 SEC
- OBSERVE STARTER DEMAND OPEN : 15 SEC
OPERATING TIME LIMIT
<ABORT CONTINUE>

ENGINE 1 BITE TEST


GROUND TESTS
ACTUATORS TEST
- START SWITCH : OFF

<ABORT TEST RESULTS>

CTC-219-036-01
ACTUATORS TEST
MESSAGE Page 31
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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 The test for either the left, or right igniter is identical. The
maintenance personnel that, during the test, an igniter will first screen informs the operator of the time remaining to
be active (energized) and people and equipment should complete the test and the length of time the igniter is
be at a safe distance from the engine. energized by channel A.

The screen is for information only and no igniter will be After the required amount of time has elapsed the screen
active when this screen is displayed. informs the operator of the length of time remaining to
complete the test and the length of time the igniter is de-
Selecting ‘START TEST’, displays a screen referring the energized.
maintenance personnel to the procedures defined in the
AMM. The same process is then repeated using channel B.

The operator then types ‘OK’ on the key pad and pushes At the end of the test, if any faults were detected, a screen
‘CONTINUE’ to perform the test. displays a message number and gives a brief description
of the fault. If no faults were detected, a ‘NO ‘x’ IGNITER
Note : This test must be run with the T/R cowls open in TEST FAULTS’ message is displayed.
order to perform a visual check of the harnesses. If a
harness is damaged, an arc will be visible somewhere At the end of the test, as part of the ‘Return Airplane to
along the harness. 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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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


GROUND TESTS
L IGNITER TEST
ENERGIZED BY EEC CH A
TIME REMAINING : 25 SEC 1 OF 2
L IGNITER IS ON : 10 SEC TIME REMAINING : 15 SEC
L IGNITER IS OFF : 5 SEC
- LISTEN FOR IGNITER

<ABORT

ENGINE 1 BITE TEST


GROUND TESTS 1/1
L IGNITER TEST
MSG NBR : 74-30971
THE APL INPUT VOLTAGE
FOR THE L EXCITER
(IGN 1) IS OUT OF RANGE

<ABORT REPEAT TEST>

CTC-219-037-01
IGNITER TEST
MESSAGE Page 33
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CFM56-7B TRAINING MANUAL

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.

MESSAGE Page 34
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CFM56-7B TRAINING MANUAL

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> MENU PAGES 1 AND 2

CTC-219-075-01
INPUT MONITORING MENU SELECTION
MESSAGE Page 35
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CFM56-7B TRAINING MANUAL

THE CONTROL DISPLAY UNIT (CDU)

Input Monitoring menu (page 1). Input Monitoring menu (page 2).

Control Loops. Speeds.


For monitoring of the FMV, VSV, VBV, HPTACC, For monitoring of the physical speeds of N1 and N2 on
LPTACC and TBV control loops. the local and cross channel.
This selection also allows personnel to monitor TRA and
thrust reverser sleeve position inputs. Discretes.
For monitoring of discrete, integer and N1 target data on
Control Pressures. the local channel.
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).

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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST ENGINE 1 BITE TEST


INPUT MONITORING 1/2 INPUT MONITORING 2/2
<CONTROL LOOPS <SPEEDS

<CONTROL PRESSURES <DISCRETES

<CONTROL TEMPERATURES

<FUEL SYSTEM
<OIL SYSTEM

<INDEX <INDEX

PAGE 1 PAGE 2

CTC-219-038-01
INPUT MONITORING MENU
MESSAGE Page 37
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CFM56-7B TRAINING MANUAL

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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CFM56-7B TRAINING MANUAL

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

CTC-219-039-01
CONTROL LOOPS SUB-MENU
MESSAGE Page 39
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CFM56-7B TRAINING MANUAL

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.
MESSAGE Page 40
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CFM56-7B TRAINING MANUAL

FMV SELECTED

ENGINE 1 BITE TEST


INPUT MONITORING 1/2
FMV DATA
DEMAND : 8.09 %
POSITION : 8.12 %
ERROR : -0.01 %
POSITION CH B: 8.10
SIN/COS: 0.06/ 3.28
POSITION CH A: 8.18
SIN/COS: 0.08/ 3.31
ACT CH B ENGINE 1 BITE TEST
<INDEX GMM CH A INPUT MONITORING 2/2
FMV DEM : 8.09 %
FMV CONTROL CURRENT
OUT CH B: 31.53 MA
IN CH B: 27.31 MA
OUT CH A: 0.00 MA
IN CH A: -0.43 MA
ACT CH B
<INDEX GMM CH A

CTC-219-040-01
FMV SELECTION SUB-MENUS
MESSAGE Page 41
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CFM56-7B TRAINING MANUAL

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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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


INPUT MONITORING 1/2
PRESSURES - PSIA
<PO : 14.38
<PS13: 14.85

<P25 : 15.23
<PS3 : 36.37

<INDEX

DISPLAYED ONLY IF ENGINE 1 BITE TEST


PMUX KIT INSTALLED INPUT MONITORING 2/2
PRESSURES - PSIA
<PT : 14.69

<INDEX

CTC-219-041-02
CONTROL PRESSURES SUB-MENUS
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CFM56-7B TRAINING MANUAL

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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CFM56-7B TRAINING MANUAL

P0 SELECTED

ENGINE 1 BITE TEST


INPUT MONITORING 1/1
PO SELECTION - PSIA
SEL PO : 14.69

PO CH B : 14.68
PO CH A : 14.68
PS ADIRU 1: 14.69
PS ADIRU 2: 14.69
ACT CH B
<INDEX GMM CH A

CTC-219-042-01
P0 SELECTION SUB-MENU
MESSAGE Page 45
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CFM56-7B TRAINING MANUAL

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, T495 and T5 (optional


PMUX kit) are displayed on page 2.

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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


INPUT MONITORING 1/2
RTD TEMPERATURES - DEG C
<TAT: 16.76
<T25: 20.85

<INDEX

ENGINE 1 BITE TEST


INPUT MONITORING 2/2
T/C TEMPERATURES - DEG C

<T3 : 149.87

<TCC : 102.06
<T495: 463.75
DISPLAYED ONLY IF
<T5 : 448.40
PMUX KIT INSTALLED
<INDEX

CTC-219-043-02
CONTROL TEMPERATURES SUB-MENUS
MESSAGE Page 47
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CFM56-7B TRAINING MANUAL

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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CFM56-7B TRAINING MANUAL

TAT SELECTED

ENGINE 1 BITE TEST


INPUT MONITORING 1/1
TAT SELECTION - DEG C
SEL TAT : 16.76

T12 CH B : 16.72
T12 CH A : 16.80
TAT ADIRU 1: 17.56
TAT ADIRU 2: 17.96
ACT CH B
<INDEX GMM CH A

CTC-219-044-01
TAT SELECTION SUB-MENU
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CFM56-7B TRAINING MANUAL

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.

MESSAGE Page 50
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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


INPUT MONITORING 1/1
FUEL SYSTEM

FUEL FLOW : 608.00 PPH

FMV POS : 7.98 %

<FILTER BYPASSED : NO

ENGINE 1 BITE TEST <INDEX


INPUT MONITORING 1/1
FUEL FILTER
FILTER BYPASSED : NO
FILTER INPUTS:
SW 1 CH B: CLOSED
SW 2 CH B: OPEN
SW 1 CH A: CLOSED
SW 2 CH B: OPEN

ACT CH B
<INDEX GMM CH A

CTC-219-045-01
FUEL SYSTEM SUB-MENUS
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CFM56-7B TRAINING MANUAL

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

MESSAGE Page 52
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ENGINE 1 BITE TEST


INPUT MONITORING 1/1
OIL SYSTEM
<PEO : 23.79 PSIG
<TEO : 72.06 C
DISPLAYED ONLY IF <FILTER BYPASSED : NO
DMS INSTALLED
DEBRIS DETECTED : NO

ENGINE 1 BITE TEST <INDEX


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

CTC-219-046-01
OIL SYSTEM SUB-MENUS
MESSAGE Page 53
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CFM56-7B TRAINING MANUAL

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.

MESSAGE Page 54
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CFM56-7B TRAINING MANUAL

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: 1033.50
N1 CH A: 1035.50

ACT CH B
<INDEX GMM CH A

CTC-219-047-01
SPEEDS SUB-MENUS
MESSAGE Page 55
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CFM56-7B TRAINING MANUAL

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 software logic that is currently in control, depending
on engine running conditions.

The value of N1 target (a real number computed by the


FMC and transmitted by the DEU’s) is also displayed.

MESSAGE Page 56
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CFM56-7B TRAINING MANUAL

ENGINE 1 BITE TEST


INPUT MONITORING 1/3
GMM DISCRETES
REGULATOR : 3
N2 AT/ABOVE IDLE: YES
START LEVER POS : IDLE
START LEVER SEL : IDLE
OK TO LOAD GCU : YES
N1 TARGET (FMC1): 99.54
ALTN MODE SW : OFF
ALTN MODE SEL : NONE
ACT CH B
<INDEX GMM CH A

ENGINE 1 BITE TEST


INPUT MONITORING 2/3
GMM DISCRETES
CONTINUOUS IGN : OFF
IGNITER ENERGIZED: NONE
ENG START FAILED : NO
FLAMEOUT PROTECT : OFF
OVERTEMP PROTECT : OFF
HS STALL PROTECT : OFF
LIMIT REV THRUST : NO
LIMIT FWD THRUST : NO
ACT CH B
<INDEX GMM CH A

ENGINE 1 BITE TEST


INPUT MONITORING 3/3
GMM DISCRETES
L IGNITER 115V : ON
R IGNITER 115V : ON
START LEV SW-LOC : IDLE
START LEV SW-XCH : IDLE
START LEVER-DEU1 : IDLE
START LEVER-DEU2 : IDLE
START LEVER SEL : IDLE
ACT CH B
<INDEX GMM CH A

CTC-219-048-01
DISCRETES SUB-MENUS
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THIS PAGE INTENTIONALLY LEFT BLANK

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TOC