FADEC

FADEC
• What is FADEC?
• Digital Electronic Controls
• Design Requirements : Modern
Engine Control System
• Why is FADEC Preferred?
• A Backgrounder
• Location of FADEC
• Electronic Aspects of FADEC
• How does FADEC work?
• FADEC : Functions
• FADEC : Essential Features
• FADEC : Infrastructure (Simplified)
• Schematic Diagram
• Advantages & Limitations
 WHAT IS FADEC?

FADEC: (Full Authority Digital Engine Control

System)

- a digital electronic control system

- able to autonomously control the
engine
- throughout its whole operating
range
- in both normal and fault conditions
 WHAT IS FADEC?

FADEC: (Full Authority Digital Engine Control

System)

- has a self-monitoring, self-operating,

redundant & fail-safe setup
- comprises of a digital computer
and the other accessories (that control
all the aspects of aircraft engine
performance)
 WHAT IS FADEC?

FADEC: (Full Authority Digital Engine Control System)

- key system of gas turbine engines

- provides optimum engine
efficiency for a given flight condition

- also controls engine starting and

restarting.
 WHAT IS FADEC?

FADEC: (Full Authority Digital Engine Control System)

- lowers the work-load of pilots,

- reduces the occurrence of pilot

errors,

- provides for efficient engine

operation.
 WHAT IS FADEC?

FADEC: (Full Authority Digital Engine Control System)

allows the manufacturer to

-program engine limitations

and

-receive engine health and

maintenance reports.
 WHAT IS FADEC?

- no form of manual override

available
- places full authority to the control
of operating parameters of the
engine in the hands of the
computer.
- if a total FADEC failure occurs, the
engine fails.
 WHAT IS FADEC?

Note: If the engine is controlled

digitally and electronically but allows
for manual override, it is considered
solely an Electronic Engine Control
(EEC) or Electronic Control Unit (ECU).
An EEC, though a component
of a FADEC, is not by itself FADEC.
When standing alone, the EEC makes
all of the decisions until the pilot
wishes to intervene.
 DIGITAL ELECTRONIC CONTROL

The benefits of digital electronic

control of mechanical systems are
evident in greater precision and an
ability to measure or predict
performance degradation and incipient
failure.

Typical examples of this are digital

implementations of flight control or fly-
by-wire (FBW) and digital engine
control, or Full-Authority Digital Engine
Control (FADEC).
 DIGITAL ELECTRONIC CONTROL

Integrated Flight and Propulsion

Control (IFPC) allows closer integration
of the aircraft flight control and engine
control systems.

Flight control systems are virtually all

fly-by-wire (FBW) in the modern fighter
aircraft of today; the benefits being
weight reduction and improved
handling characteristics.
DESIGN REQUIREMENTS OF
MODERN ENGINE CONTROL
SYSTEM
• Speed / Accuracy / Ease of Control
(Least Aircrew Workloads)
• Wide Operational Range

• Reliability & Operational Safety

• Low Operating & Maintenance Costs

• Should Not Add Weight

• Fuel Efficiency

• Dependable Starts
 WHY IS FADEC PREFERRED?

New engines are adopting FADEC for

-the benefits offered by digital

control,

-improved reliability and

performance,

-weight-reduction and

-other improvements in system

integration and data flow.
 A BACKGROUNDER
The FADEC systems were first used in
the automotive Industry where it is
well proven.

Now-a-days airlines and the militaries

all over the world incorporate it on
turbine powered aircraft.

FADECs are made for piston engine

and jet engines both but they differ in
the way of controlling the engine .
 A BACKGROUNDER

Advanced, intelligent & robust

propulsion controls are critical for
improving the safety and
maintainability of future propulsion
systems.

Propulsion system reliability is

considered to be critical for aircraft
survival. Hence, FADEC systems came
into being.
 A BACKGROUNDER

FADEC is now common on many engines.

Semiconductor and equipment cooling

technology has advanced so that control
units can now be mounted on the engine
and still provide highly reliable operation
for long periods.
 A BACKGROUNDER

Developing and implementing modern

intelligent engine systems requires
the introduction of numerous sensors,
actuators and processors to provide
the advanced functionality.
 A BACKGROUNDER

The application of artificial

intelligence and knowledge-based
system for both software and
hardware provides the foundation
for building the intelligent control
system of the future.
 A BACKGROUNDER

With time, control systems became

more sophisticated with the
introduction of additional engine
condition sensors and multiple
servo-loops.
 A BACKGROUNDER

The task of handling engines was

eased by the introduction of
electronic control in the form of
magnetic amplifiers in early civil and
military aircraft.
 A BACKGROUNDER
The magnetic amplifiers allowed
engines to be stabilized at any speed
in the throttle range by introducing a
servo-loop with engine exhaust gas
temperature as a measure of engine
speed and an analogue fuel valve to
control fuel flow.
 A BACKGROUNDER

Transistors, integrated circuits and

high temperature semi-conductors
have all played a part in the evolution
of control systems from range
temperature control through to full
digital engine control systems.
 A BACKGROUNDER

This allowed the pilot to accelerate

and decelerate the engine while the
control system limited fuel flows to
prevent over- speeds or excessive
temperatures.
 A BACKGROUNDER

With modern FADEC systems there

are no mechanical control rods or
mechanical reversions, and the pilot
can perform carefree handling of the
engine throughout the flight
envelope.
 A BACKGROUNDER

On modern aircraft the engine is

supervised by a computer to allow
the pilot to operate at maximum
performance in a combat aircraft or
at optimum fuel economy in a
passenger carrying aircraft.
 A BACKGROUNDER

Today, each FADEC is unique and

therefore is expensive to develop,
produce, maintain, and upgrade for
its particular application.
 A BACKGROUNDER

In the future, it is desired to establish

a universal or common standard for
engine controls and accessories. This
will significantly reduce the high
development and support costs
across platforms.
 LOCATION OF FADEC

FADEC is normally located on the

engine fan casing. Therefore, FADEC
cooling is difficult.
 LOCATION OF FADEC

However, there are many features of

engine control which are distributed
around the engine – such as reverse
thrust, presently pneumatically
actuated – which would need to be
actuated by alternative means in a
more-electric engine. This leads to the
possibility of using distributed engine
control.
 ELECTRONIC ASPECTS OF FADEC

Modern ECUs use a microprocessor

which can process the inputs from the
engine sensors in real time. An
electronic control unit contains the
hardware and software (firmware).
 ELECTRONIC ASPECTS: FADEC

The hardware consists of electronic

components on a printed circuit
board (PCB), ceramic substrate or a
thin laminate substrate. The main
component on this circuit board is a
microcontroller chip (CPU).
 ELECTRONIC ASPECTS : FADEC

The software is stored in the

microcontroller or other chips on the
PCB, typically in EPROMs or flash
memory so the CPU can be re-
programmed by uploading updated
code or replacing chips. This is also
referred to as an Electronic Engine
Management System (EMS).
 HOW DOES FADEC WORK?

FADEC works by receiving multiple

input variables of the current flight
condition including air density, throttle
lever position, engine temperatures,
engine pressures, and many others.
 HOW DOES FADEC WORK?

Each FADEC is essentially a centralized

system, with a redundant, central
computer and centrally located analog
signal interfacing circuitry for
interfacing with sensors and actuators
located throughout the propulsion
system.
 HOW DOES FADEC WORK?

Engine operating parameters such as

fuel flow, stator vane position, bleed
valve position and others are
computed from this data and applied
as appropriate.
 HOW DOES FADEC WORK?

For example, to avoid exceeding a

certain engine temperature, the
FADEC can be programmed to
automatically take the necessary
measures without pilot intervention.

The inputs are received by the EEC

and analyzed up to 70 times per
second.
 HOW DOES FADEC WORK?

FADEC computes the appropriate thrust

settings and applies them.

During flight, small changes in

operation are constantly being made to
maintain efficiency.

Maximum thrust is available for

emergency situations if the throttle is
advanced to full, but remember,
limitations can’t be exceeded.
 HOW DOES FADEC WORK?

Another new feature of the FADEC

system is the ability to record the last
900 hours of flight.

With readings taken every second, this

stored information can be used to
diagnose problem areas as well as
review recent flight history.
 FADEC : FUNCTIONS
AIRFRAME ENGINE CONTROL
COMMUNICATION

REPORT ACQUIRE
ENGINE STATUS SENSOR DATA

RECEIVE ENGINE PROCESS

POWER COMMAND
FADEC CONTROL LAWS

COMMAND
ACTUATORS

ENGINE HEALTH
MONITORING

DIAGNOSTIC

PROGNOSTIC

ADAPTIVE
 FADEC : ESSENTIAL
FEATURES
- Control & Monitoring of Engine Operations
- Dual Channels & Redundancy
- Engine Life Monitoring
- Record of Engine Performance Parameters
- Automated Troubleshooting
- Memory Read or Recall of Engine Data
- Control of Common Engine Problems
- Display of Warnings
- Adaptation
- Isochronous Idle Speed
 FADEC :INFRASTRUCTURE
CONTROL OPERATIONS IN GAS TURBINE ENGINES
 FADEC: INFRASTRUCTURE
CONTROL OPERATIONS IN GAS TURBINE ENGINES
- Air Control (Compressor Entry)

- Fuel Control (Main / AB / Starting System)

- Starting & Ignition Control

- Lubrication Control

- Surge Control (Through Bleed Valve)

- Thrust Control (Through Exhaust Nozzle)

- Vibrat ion Control (Through Air / Fuel Control)

 FADEC: INFRASTRUCTURE
SAMPLE CHAIN OF CONTROL (MECH.) OPERATION

GEAR DRIVEN WORKING FLUID ACTUATED

MECHANICAL PUMP FROM ASSEMBLY
ENGINE / AIRCRAFT

ELECTRO-HYDRO-MECHNICAL
MECHANICAL
CONTROL UNIT
ACTUATORS
SERVO POSITION POSITION
POSITION SOLENOID
ACTUATING
SENSORS VALVES SENSOR-1 SENSOR-2
MOTORS

FADEC COMPUTER

AIRCRAFT COMPUTER COCKPIT

 FADEC : INFRASTRUCTURE
SAMPLE CHAIN OF CONTROL (ELECT.) OPERATION
MECHANICAL
ACTUATORS
ELECTRO-HYDRO-MECHNICAL
CONTROL UNIT POSITION POSITION
SERVO SENSOR-1 SENSOR-2
POSITION SOLENOID
ACTUATING
SENSORS VALVES
MOTORS

FADEC
COMPUTER

PILOT’s THROTTLE
VARIOUS INPUTS IN COCKPIT
FROM AIRCRAFT
POWER DISPLAY PANEL
SUPPLY IN COCKPIT

VARIOUS INPUTS FROM /

COMMANDS TO ENGINE
 FADEC: INFRASTRUCTURE
HARDWARE:

- Dual Power Supply

- FADEC Computer (With Logic Circuit PCBs &
Programmed / Programmable Memory)
- A Set of Servo Actuating Motors / Solenoid Valves /
Position Sensors (for every System Control Unit)
- Dual Position Sensors for Actuators (of every System)
- A Set of Electrical Harnesses (for every System)
- Display Panel with Indicators / Warning Lights (in
Cockpit)
- Multiple Engine RPM, Pressure Sensors &
Thermocouples
- Pilot’s Throttle
FADEC : INFRASTRUCTURE
SOFTWARE:
- EPR Schedules (For Thrust, over Entire Range of
Engine Operation Without FADEC Computer
Failure)

- N Schedules (For Thrust as per Pilot’s Throttle,

Engine Operation in case of Limited FADEC
Computer Functionality)
Note: In case of certain degree of FADEC failure,
there is an automatic mode switch-over from EPR
to N rating. However, if the failure disappears, the
pilot can reset the mode to switch-back to EPR
mode.
FADEC: INFRASTRUCTURE
INPUTS:

From Aircraft.

- Ambient Temperature
- Altitude
- Mach Number
- Angle of Attack
- Impact Pressure
- Landing Gear Position
- Missile / Rocket Firing Signals etc.
FADEC: INFRASTRUCTURE
INPUTS:

From Engine.

- Throttle Lever Position

- RPM
- Turbine Outlet / Exhaust Gas
Temperature
- Exhaust Nozzle Area
- Fan Duct Flaps Position
- Bearing Temperatures
- Engine Vibration
- Engine Pressures
 FADEC: INFRASTRUCTURE
SIMPLIFIED FADEC ARCHITECTURE

FADEC LANE-A FADEC

LANE-A
FADEC MONITOR
LANE-A
CONTROL
ENGINE ENGINE
THRUST FADEC LANE-B FADEC FUEL
DEMAND LANE-B DEMAND
FADEC MONITOR
LANE-B
CONTROL
FADEC: INFRASTRUCTURE
SIMPLIFIED FADEC ARCHITECHTURE

This simplified architecture is typical

of
many dual-channel FADECs.

There are two independent lanes:

Lane A
and Lane B.
FADEC: INFRASTRUCTURE
SIMPLIFIED FADEC ARCHITECHTURE

Each lane comprises a Command

and Monitor portion, which are
interconnected for cross monitoring
purposes, and undertakes the task
of metering the fuel flow to the
engine in accordance with the
necessary control laws to satisfy the
flight crew thrust command.
FADEC: INFRASTRUCTURE

SIMPLIFIED FADEC ARCHITECHTURE

The analysis required to decide

upon the impact of certain failures
in conjunction with others,
requires a Markov model in order
to be able to understand the
dependencies.
FADEC : INFRASTRUCTURE
MARKOV ANALYSIS MODEL

•By using this model the effects of

interrelated failures can be
examined.

•The model has a total of 16 states

as shown by the number in the
bottom right-hand corner of the
appropriate box.
 FADEC : INFRASTRUCTURE
MARKOV ANALYSIS MODEL

•Each box relates to the serviceability

state of the Lane A Command (Ca) and
Monitor (Ma) channels and Lane B
Command (Cb) and Monitor (Mb)
channels.
 FADEC : INFRASTRUCTURE
MARKOV ANALYSIS MODEL

•These range from the fully serviceable

state in box 1 through a series of failure
conditions to the totally failed state in
box 16.

•Clearly most normal operating

conditions are going to be in the left-
hand region of the model.
 FADEC :
INFRASTRUCTURE
MARKOV MODEL ANALYSIS

CaMa.CbMb
CaMa.CbMb 6

CaMa.CbMb
CaMa.CbMb 2 CaMa.
CaMa.Cb
CbMb
Mb 7 CaMa.
CaMa.CbMb
CbMb 12

CaMa
CaMa.CbMb
.CbMb 3 CaMa.Cb
CaMa.CbMb
Mb 8 CaMa.Cb
CaMa.CbMb
Mb 13
CaMa.CbMb 1 CaMa.
CaMa.CbMb 16
CaMa.Cb
CaMa.CbMb
Mb 4 CaMa
CaMa..CbMb
CbMb 9 CaMa.
CaMa.CbMb
CbMb 14

CaMa.CbMb
CaMa.CbMb 5 CaMa
CaMa.Cb
.CbMb
Mb 10 CaMa
CaMa..CbMb 15

CaMa.CbMb
CaMa.CbMb 11

NO FAILURE 1 FAILURE 2 FAILURES 3 FAILURES 4

FAILURES

DISPACHABLE CONTROLLABLE ENGINE

ENGINE ENGINE SHUT-DOWN
FADEC: INFRASTRUCTURE
Concentrating on the left-hand side of the model
it can be seen that the fully serviceable state in
box 1 can migrate to any one of six states:

– Failure of Command channel A results in state

2 being reached.
– Failure of Monitor channel A results in state 3
being reached.
– Failure of Command channel B results in state
4 being reached.
– Failure of Monitor channel B results in state 5
being reached.
– Failure of the cross-monitor between
Command A and Monitor A results in both
being lost simultaneously and reaching state
6.
– Failure of the cross-monitor between
Command B and Monitor B results in both
being lost simultaneously and reaching state
11.
FADEC: INFRASTRUCTURE

All of these failure states result in an

engine which may still be controlled by
the FADEC. However, further failures
beyond this point may result in an
engine which may not be controllable
either because both control channels
are inoperative or because the ‘good’
control and monitor lanes are in
opposing channels or worse.
FADEC: INFRASTRUCTURE

The model shown above is constructed

according to the following rules: an
engine may be dispatched as a ‘get-
you-home’ measure provided that only
one monitor channel has failed.

This means that states 3 and 5 are

dispatchable: but not states 2, 4, 6, or
11 as subsequent failures could result
in engine shut-down.
FADEC: ESSENTIAL
FEATURES

MILITARY / TRANSPORT AIRCRAFT

- Compressor Entry Guide Vanes Control
(For LP Compressor & HP Compressor)
- Main Fuel Control
- AB Fuel Control (For Core & Fan AB)
- Starting Fuel Control & Ignition Control
- Bleed Valve Control & Fan Duct Flaps
Control
- Exhaust Nozzle Control
- Lubrication Control & Vibration Control
FADEC : SCHEMATIC DIAGRAM
LP COMPRESSOR
STARTING AIR EGV CONTROL
&
IGNITION HP COMPRESSOR
CONTROL AIR EGV CONTROL
POWER MAIN FUEL
SUPPLY CONTROL
CORE AB FUEL
CONTROL
EECU
FADEC FAN AB FUEL
AIRCRAFT CONTROL
COMPUTER
EXHAUST NOZZLE
CONTROL

FAN DUCT FLAPS

CONTROL

PILOT BLEED VALVE

IN CONTROL
COCKPIT
CENTRALIZED CONTROL ARCHITECTURE
Centralized
Each function resides Engine
within the FADEC Control
and uses unique point-to-
point analog connections to system effectors.
Sensor
electronics Sensor_1
Sensor
electronics Sensor_2
Communication

Sensor
Communication electronics Sensor_ j

CPU /
BUS

Memory
Actuation Actuator_n
electronics

Power Actuation Actuator_2

electronics
Actuation
electronics Actuator_1
FADEC
DISTRIBUTED CONTROL ARCHITECTURE
Centralized
Functions are distributed Engine
outside of the Control
FADEC and communicate
via a common interface standard.

Sensor Sensor_1
electronics

Sensor Sensor_2
electronics
Communication

Communication
Sensor
electronics Sensor_ j

CPU /
Memory
BUS

Actuation Actuator_n
electronics

Power Actuation
electronics Actuator_2

Actuation Actuator_1
electronics
FADEC
FADEC : ADVANTAGES
- Reduced Aircrew Workload.
- Improved Fuel Efficiency up to
15% (Due to faster, Accurate
Engine Control no trimming is
required).
- Reduced Aircraft Weight and
Engine Size (Due to Absence of
Heavy Mechanical Assemblies, No
Scattering of Pipelines &
Electrical Wirings).
- Enhanced Engine Life (Due to
Engine Operation in Safer / Mean
Range).
- Improved Reliability (Due to
Redundancy and Dual Channel).
FADEC : ADVANTAGES
- Minimum Maintenance due to On
Board Computer Guided
Troubleshooting (Aircraft
can return to Flying at the
Earliest).

- Isochronous Idle speed leads to

Smoother Engine Starts.
FADEC : ADVANTAGES
- Maximum Performance in a combat
aircraft or at Optimum Fuel
Economy in a Transport Aircraft are
possible after necessary
Adaptation / Programming of
FADEC Computer.

- Auto-testing removes the need for

test-running the engine after minor
maintenance work ( Resulting in
annual savings of millions of gallon
of fuel for the fleet.
FADEC : LIMITATIONS
- Pilot can not override the FADEC
Control.

- In the event of complete FADEC

Failure, pilot left with no other
option than having to fly with least
performance, just sufficient to land
safely. (This limitation has been
removed in modern transport
aircraft by having two FADEC
Computers.)