A330 RR Trent 700 T7lm05r80-Ata-73 & 76

SECTION 5 - FULL AUTHORITY DIGITAL ENGINE CONTROL
(ATA Chapters 73 and 76)

 Rolls-Royce 2008
Trent 700 Line Maintenance Full Authority Digital Engine Control (FADEC)
This page left intentionally blank.
Revision 9.0 Page 5 - 1

Section Objectives
On completion of this section, you should be able to: -
• Define the FADEC system.
• Identify the main electronic units in the FADEC system.
• Differentiate between the different methods of overspeed protection.
• State the components and areas of control that form the FADEC system.

FADEC System
Introduction Rotor Integrity Protection
A Full Authority Digital Engine Control system (FADEC) • Overspeed Protection Unit (OPU).
controls the RB211-Trent 700 engine.
• Turbine Overspeed Protection (LPTOS).
The FADEC system is made of sub-systems working
together to form a closed loop control system, maintaining
efficient engine operation at a selected condition ranging
from engine start, through the take-off flight/landing
operation envelope to engine shut-down.
Note Shutdown is effected by the Pressure Raising and
Shut-Off Valve (PRSOV) torque motor (see Fuel System),
which is hardwired directly from the cockpit, giving the pilot
the ability to operate the valve at any time. This function
has priority over any automatic PRSOV command.
The sub-systems are:
Power Generation and Conditioning Control
• Dedicated Alternator.
• Power Control Unit.
Engine Control
• Electronic Engine Control Unit (EEC).
• Discrete Sensors.
• Torque Motors.
• Solenoids.

FADEC System
FADEC Electrical Power

The main source of electrical power to the EEC from 8%N3 is The EEC/PCU also controls and monitors the switching of
the Dedicated Alternator. Should this power supply fail then Aircraft power to the following:
the electrical supply is provided by two aircraft 115V AC
• Igniter circuits (115V AC supplied via the EIVMU).
supplies (called “busses”).
• P20/T20 Probe Heater (115V AC supplied directly from the
The aircraft 115V AC supply provides power to FADEC:
Aircraft electrical network) via channel B of the PCU.
• In usual operation (at speeds less than 8% N3) with the
• Cabin Air Bleed HPV switching (20V DC from the Aircraft
ENG MASTER switch to ON and the rotary selector to the
115V AC via the EIVMU).
CRANK or IGN/START position.
• Dedicated Alternator failure
• Thrust Reverser Directional Control Valve (28V DC
• During maintenance operations for 5 minutes from the time
supplied via the EIVMU).
of selection of the Ground Power (GND PWR) pushbutton
to the ON position. If during this time the interactive mode
is set (i.e. by use of the MCDU) then FADEC will become
permanently powered.
The dedicated alternator or the aircraft power is supplied to
the Power Control Unit (PCU). The PCU is a dual channel unit
with each channel having its own power supply. The PCU will
then rectify, filter and regulate the power supply to the
respective channel of the Electronic Engine Control Unit to
22V DC.

FADEC Electrical Power Configuration

Power Generation and Conditioning Control The third single-phase winding stops at the pylon and can
be used to supply an N3 speed signal to the aircraft. This
Dedicated Alternator
function is not required on the A330 Aircraft.
The Dedicated Alternator supplies the main power to the
FADEC system during engine operation. It also provides
an HP shaft speed signal (N3) to the EEC.
The unit is located on the front face of external gearbox
and is driven by the angle drive shaft via the intermediate
gearbox from the HP system.
The alternator consists of 5 separate windings found in the
stator casing and a set of permanent magnets found on a
rotor connected to the external gearbox. Of the five
windings:
• Two windings provide three-phase power to the
PCU.
• Three windings provide single-phase power to the
OPU and to the Aircraft.
The two three phase circuits provide power to the EEC via
the PCU from 8% N3. One of the phase windings in each
three-phase circuit provides the EEC with a reference to
HP shaft rotational speed (N3).
Two of the three single-phase windings provide power to
the OPU. One of which is classed as spare in case of
OPU power failure. The spare OPU connection can be
found on the bracket connected to the drains tank

Dedication Alternator
Electronic Unit Protection Box

Purpose
To protect the main FADEC controlling electronic units
from fire and damage.
Description
The electronic unit protection box is manufactured from
titanium and is located on the left side of the LP
Compressor Case. A spring-hinged lid is mounted to the
top of the protection box and is located into position by
camloc fasteners around its outer edge.
To ensure that the electronic units are kept cool during
normal operation cooling ducts are located at the top and
bottom of the case. The upper duct allows air from the
engine inlet to enter the case to circulate and cool the
electronic units. This cooling air then returns to the engine
inlet via the lower cooling duct.
Inside the protection box can be found the three main
FADEC electronic units. These are:
• The Engine Electronic Controller (EEC).
• The Power Control Unit (PCU).
• The Overspeed Protection Unit (OPU).
Note:
The Electronic Unit Protection Box is more commonly
known as the “suitcase.”

FADEC Suitcase
Electronic Engine Control Unit (EEC) also subject to radio frequency interference (RFI) filtering
and lightning strike voltage protection.
Each engine has its own independent Electronic Engine
Controller (EEC) to control each engine through all ground In normal operation only one channel is in control, in the
and flight operations. The EEC is a single unit, mounted event of certain failures control is transferred to the other
by anti-vibration mountings to the left side of the engine channel. Should a channels input or output data be lost
fan case with the PCU and OPU in a protective box then the other channels input or output data can be used.
(suitcase) with a hinged lid. The EEC also transmits engine performance data and
The EEC unit is a dual channel digital unit. The channels system test data to the aircraft, which is used in flight deck
are identified as channel A and channel B with a wiring display, thrust management and condition monitoring
loom between each for inter - channel communication. systems.
The two channels of the EEC are almost the same; each Control Functions
channel contains circuit boards or cards, which match the The EEC automatically exercises full control to the
cards in the other channel. Each card has a specific following:
function related to it and is connected by electronic wiring
to the engine and the aircraft. • Engine starting (Ground & Flight).
Between the two channels is a pressure module, which • Auto relight following flameout detection.
contains pressure transducers to convert engine pressures
• Control of fuel flow in forward and reverse thrust.
(P20, P30 etc) into electrical signals for each channel.
• Airflow control – VIGV/VSV and handling bleed valves.
On the left side of the EEC is a connector for the Data
Entry Plug (DEP). This is attached to the fancase and • Heat Management control.
then to the EEC when installed to the engine. The DEP is
• IP Turbine case cooling control.
programmed with the engine’s individual data and is
downloaded by the EEC during start-up. • Aircraft cabin air HP valve control.
Adjacent to the DEP connector is an external test socket • P20/T20 probe heater control.
to allow the vendor to communicate with the EEC during
repair and overhaul. • The FMU in the event of LP shaft breakage.
To control the engine the EEC receives input data from the • Thrust reverser control.
aircraft and engine sensors. The input data is checked and • Maintenance function management.
as necessary, converted to a digital format. The inputs are

Electrical Engine Controller

Fault Accommodation
If possible the EEC will try and accommodate any

faults by utilising the channel not in control inputs or
outputs.
The first example shows what happens if the lane in

control loses both its input and/or output functions.
This is will not be a reason for the EEC to change
channels. All that happens is that the lane in control
uses the input and/or output functions of the lane not
in control, however, the lane in control processes the
information as it would usually do if there weren’t a
fault.
The second example shows that there has been a

failure within the lane in control; this could either be
a power failure or a computer failure. This time the
EEC will change channel and the lane that was not
in control will now take control using its own input
and output functions.
EEC Fault Accommodation Selection Techniques (2)
Engine Control
Data Entry Plug (DEP) • banded into one of four bands during manufacture, 0, 2,
The EEC has been designed to control all possible 4 or 6. The total EPR Trim is the sum of the EPR trim
configurations of the engine regardless of individual and Nozzle EPR numbers. This type of EPR trimming
characteristics. is used to make every engine of a particular build
standard appear identical to the aircraft.
To provide interchangeability of the EEC, specific engine
information must be made available to the EEC to enable • TGT Trim – Over the life of an engine project the
correct engine operation and control. The DEP is a dual allowable TGT limit may vary due to increased TET
channel memory device, which is programmed with this clearance and/or incorporation of engine modifications
data after pass-off testing. that affect the TET/TGT relationship. To reduce pilot
confusion all Trent 700 engines will appear to have the
Description same Red Line TGT for engines of the same build
The DEP consists of a plug with two Electrically Erasable standard.
Programmable Read Only Memory (EEPROM) devices • Engine Standard – The EEC must be informed of the
located inside. one for each channel, The plug is located standard of engine it is to control. This function
inside a housing which is permanently fastened to the LP therefore ensures the software of the EEC is compatible
Compressor Case by a lanyard. with the hardware of the engine.
Note: The Data plug remains with the engine throughout • Intermix/Retrofit – Enables different standards of
its operational life not with the EEC engines to be fitted to the same aircraft.
The following information is stored within the DEP. • Fan Stall Index – In conditions of severe crosswind or
• Engine Serial Number engine intake turbulence there is a risk of engine fan
stall. Dependant on the number inputted to this function
• Thrust Rating – There are 10 possible ratings but only the EEC could detect, protect and recover from a fan
4 are currently used. 21 for 768, 22 for 772, 23 for stall.
772B and 24 for 772C.
• Idle Trim – Numbers inputted into this function control
• EPR Trim - Defined during pass off testing this the Minimum Modulated Idle (MMI) and Approach Idle.
represents a calibration to the engines thrust to EPR
relationship. 32 possible trimmer steps are available.
• Nozzle EPR – The area of the CNA has an influence on
Engine EPR. To account for any differences the CNA is

Power Control Unit (PCU)

The Power Control Unit (PCU) is located on the left side of • During Engine Start.
the fan case inside the electronic unit protection box. Its
Control Functions
function is to regulate the electrical power to each channel
of the EEC to a stable 22V DC. To carry out this function The PCU controls and monitors the supply of aircraft 115V
the PCU can use either the Aircraft 115V AC supply or the AC to the following:
three-phase power from the dedicated alternator. • Ignition Units.
The PCU is a dual channel (A and B) unit that has fins on
• P20 / T20 probe Heater.
its outer surface and is painted with a special paint. Both
items help to keep the unit cool. It also regulates the EIVMU supplied 115V AC aircraft
power to 20V DC for the HP Valve.
Internal temperature sensors that are monitored by the
EEC sense the internal temperature of the PCU. If the
PCU temperature rises too much the EEC will transmit a
STATUS (STS) message to the flightdeck.
The front face of the PCU has six electrical receptacles.
The top row of three receptacles are for Channel A inputs
and outputs. The bottom row of three receptacles is for
Channel B inputs and outputs.
The three receptacles for each channel connect to:
• The EEC.
• The dedicated alternator.
• The Aircraft power supplies.
During usual engine operation the main source of electrical
power comes from the dedicated alternator. Aircraft 115V
AC is used in case of:
• Failure of the Dedicated Alternator.
• During Ground Maintenance.

Power Control Unit

Overspeed Protection Unit

Location.
The OPU is a dual channel unit and is mounted, but not
electrically connected to, the rear face of the PCU and can
be found in the electronic unit protection box (the
suitcase).
Description
The function of the OPU is to give protection to the LP
(N1) and IP (N2) compressors in case of shaft overspeed.
This maybe in the event of severe mal-scheduling of the
VSV's and/or fuel upward runaway due to the fuel-
metering valve failing open.
The N1 and N2 shafts speed are usually kept in safe limits
by “Red-Line” limiters inside the EEC. If an overspeed was
to occur and these limiters could not prevent an overspeed
event then the OPU will shutdown the engine via the Fuel
Metering Unit (FMU) independently of the EEC.
There are four electrical receptacles on the OPU, they are
used for channel A and B to connect to:
• The dedicated alternator single phase supply.
• The N1 and N2 speed probes.
• Channel A and B of the EEC.
• The FMU.


Rotor Integrity Protection

Overspeed Protection Unit (OPU)
Operation
Loss Of One Speed Signal
Inside the OPU are two identical operating functions. An
N1 function and an N2 Function. Each function is then split If one of the speed probe signals is lost the OPU will
into Channel A and Channel B. The method of operation is automatically use the “hot spare.”
identical for each function. Loss Of Two Speed Signals
The three N1 and N2 speed probe signals input into their If two speed signals are lost the OPU will disarm and set
relevant functions to the probe selection circuits. It is here the class 1 message DO NOT DISPATCH.
that two satisfactory signals are selected and the third is
kept as a “hot spare.” The selected signals are also
transmitted to the EEC for engine control and display to
the flightdeck.
The selected speed signals are passed into the overspeed
logic. The overspeed limits are stored within this logic and
if an overspeed condition is sensed an electrical signal is
sent to energize the FMU overspeed torque motor. This
will close the FMU pressure raising and shut-off valve
(PRSOV) and the engine will shutdown independently of
the usual shutdown control selections.
OPU usual Operation
Usual operation of the OPU will only occur if both channels
(A and B) of the N1 or the N2 functions sense the
overspeed.
Loss Of One Channel
If channel A senses an overspeed but channel B does not
then the OPU will automatically disarm and a failure
indication will be transmitted to the flightdeck.


Full Authority Digital Engine Control

Turbine Overspeed Protection System
In the unlikely event of a broken LP Turbine Shaft, the Each logic lane compares the LP compressor speed with
turbine is relieved of its load of driving the compressor. its L.P. turbine speed. If the two logic lanes detect a large
This would cause the turbine to overspeed and in the speed difference between L.P. compressor and L.P.
worst case some of the blades may be released, unless turbine in a specified time limit it is accepted as a true
sufficient energy is removed from the core engine gas failure condition. If an LP shaft failure is accepted as true
flow. the system will signal a to the overspeed torque motor to
close the Pressure Raising and Shut-off Valve
To enable the EEC to protect the engine an LP Turbine
(P.R.S.O.V.). The engine will then be shut down
Overspeed (LPTOS) circuit board is located inside
independently shutdown of the usual shutdown control
Channel A but is operated by both channels.
selections.
LP Shaft Breakage
Once the fuel flow has been shut off the P.R.S.O.V. is
Three LP compressor speed probes send speed signals latched in the fuel off position. If inadvertent shut down
(N1) to the EEC via the overspeed protection unit (OPU) occurs the pilot has a reset facility in the flight deck. If
as described earlier. The EEC then supplies the LPTOS there is a failure of a compressor speed signal, which
circuit board with the same signals. shows that overspeed of the turbine is not possible, the
Three LP turbine speed probes in the tail bearing housing related overspeed protection circuits are disarmed.
send signals directly to the LP Turbine Overspeed If one logic lane 'A' or 'B' becomes defective the turbine
(L.P.T.O.S.) circuit board of the EEC located in lane 'A'. overspeed circuit is disarmed. This prevents incorrect
The selection logic is the same as for the N1 Compressor operation of the system.
speeds in the OPU, i.e selects two and keeps one as a hot
spare.
Each logic lane therefore is supplied with one N1
Compressor signal and one N1 Turbine signal. If one of
these signals is not satisfactory then the applicable logic
lane makes the selection of the alternative signal. When
the L.P. rotor system speed is greater than 1000 R.P.M.
the turbine overspeed protection system is armed.

Turbine Overspeed Protection Simplified

Engine Overspeed System Overview

The diagram below shows an overview of the overspeed
system. There are two overspeed systems that operate
independently from each other and independently of the usual
shutdown control selections.
The overspeed torque motor can be operated by either of the
overspeed systems, the OPU or the LPTOS. The torque
motor is found within the Fuel metering Unit (FMU).
Built In Test Equipment (B.I.T.E.) of the LPTOS & OPU

Function Test
The EEC carries out a test of the OPU & LP turbine
overspeed function during every ground start - pre light up.
The tests are initiated by the EEC and involve momentarily
moving the P.R.S.O.V. to the closed and open positions using
the overspeed torque motor.
The EEC monitors the movement of the P.R.S.O.V. in the
F.M.U. to the closed position via the P.R.S.O.V. feedback
micro switches. Almost immediately the EEC cancels the
B.I.T.E. test signal to cause the P.R.S.O.V. to become open
again. Therefore the engine start sequence is not affected by
the test. During this momentary movement, the EEC monitors
the torque motor to ensure there is an electrical current.
Defects found during the B.I.T.E. test are stored in the EEC
and are subsequently transmitted to the Central Maintenance
Computer (C.M.C.). If the tests fail then a maintenance
message is sent to the Central Maintenance Computer
(CMC).

OVERSPEED PROTECTION SYSTEM

Maintenance Practices
Engine Control
DEP Programming Unit
The DEP Programmer is shown below. From the picture it can
be seen that this programmer utilises touch screen
technology. The programmer uses a menu that requires the
operator to complete with the engines individual data. The unit
has a rechargeable battery thus enabling it to be taken upto
the DEP on the LP Compressor Case.
The programmer requires its own operating software that is
programmed onto a Flash Card, which is located behind the
front panel. The DEP Interface Pod acts as the interface unit
between each different engine’s DEP.
An internal printer allows prints to be taken of the data that
has been programmed into the DEP. This is located at the
rear of the unit together with a roll of paper. Once printed the
prints should be inserted into the Engine Logbook to record
the changes made to the DEP.

Data Entry Plug Programmer

Engine Control
DEP Programming Unit
As stated previously the programmer can provide printouts
of the information programmed into the Data Entry Plug
These printouts are shown below.
There are four printouts available.
Chart A
This printout is used as a diagnostic printout for the
programmer.
Chart B and C
These printouts are used to confirm the information that
has been programmed into the Data Entry Plug. It is very
important that these printouts are attached into the
Engine’s Log Book whenever a Data Entry Plug is
programmed. The information should also be checked
against the main Engine Data Plate on the left side of the
LP Compressor.
Chart D
This printout is used as a diagnostic printout for the Data
Entry Plug.

DEP Programming Unit Printouts

© Rolls-Royce plc 2008
Trent 700 Line Maintenance Full Authority Digital Engine Control
Powerplant Electrical Connections
The diagram opposite details the electrical wiring diagram for

units located in and around the fan case of the engine. The
units identified are discussed in this section of the course
notes.
Units relative to this section
Units not relative to this section

FADEC Electrical Connections (1)

Dedicated Alternator Stator Only

Removal/Installation
Removal Procedure
CAUTION
Be careful when you remove the alternator stator. The message related to the alternator. If found do the fault
magnets on the alternator rotor will apply a magnetic pull isolation procedure for the maintenance message.
to the stator. Damage to the stator and the rotor can occur
if you do not hold the stator carefully.
. Disconnect electrical connectors and fit blanks.
. Hold the alternator stator and remove the bolts.
. Carefully pull the alternator stator forward in a
straight line until clear of alternator rotor.
. Remove and discard the seal ring and fit blanking
cover to stator.
Remove and discard the seal ring.
Put a blanking cover on the alternator stator.
Installation Procedure
. Fit new seal ring and install alternator stator.
. Torque load the bolts to 100 lbf/in. (1,13 m.daN).
. Make sure the electrical connectors are clean
before connecting. Ensure the electrical connectors
are clean before connecting to the receptacles.
Carry out Test 2 – Fuel & Oil Leak Test (AMM Task 71-00-
00-700-827). During the test look for a maintenance

Dedicated Alternator
End of section

A330 RR Trent 700 T7lm05r80-Ata-73 & 76

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

A330 RR Trent 700 T7lm05r80-Ata-73 & 76

Uploaded by

Copyright:

Available Formats

SECTION 5 - FULL AUTHORITY DIGITAL ENGINE CONTROL

(ATA Chapters 73 and 76)

This page left intentionally blank.

Revision 9.0 Page 5 - 1

Revision 9.0 Page 5 - 2

Revision 9.0 Page 5 - 3

FADEC Electrical Power

Revision 9.0 Page 5 - 5

FADEC Electrical Power Configuration

Revision 9.0 Page 5 - 7

Electronic Unit Protection Box

Revision 9.0 Page 5 - 9

Revision 9.0 Page 5 - 11

Electrical Engine Controller

If possible the EEC will try and accommodate any

The first example shows what happens if the lane in

The second example shows that there has been a

Revision 9.0 Page 5 - 16

Power Control Unit (PCU)

Revision 9.0 Page 5 - 17

Power Control Unit

Overspeed Protection Unit

Revision 9.0 Page 5 - 19

Overspeed Protection Unit

Rotor Integrity Protection

Revision 9.0 Page 5 - 21

Overspeed Protection Unit

Full Authority Digital Engine Control

Revision 9.0 Page 5 - 23

Turbine Overspeed Protection Simplified

Engine Overspeed System Overview

Built In Test Equipment (B.I.T.E.) of the LPTOS & OPU

Revision 9.0 Page 5 - 25

OVERSPEED PROTECTION SYSTEM

Revision 9.0 Page 5 - 27

Data Entry Plug Programmer

Revision 9.0 Page 5 - 29

DEP Programming Unit Printouts

Powerplant Electrical Connections

The diagram opposite details the electrical wiring diagram for

Units relative to this section

Units not relative to this section

Revision 9.0 Page 5 - 31

FADEC Electrical Connections (1)

Dedicated Alternator Stator Only

Revision 9.0 Page 5 - 33

Revision 9.0 Page 5 - 35

You might also like