V2500 LINE AND BASE MAINTENANCE

Electronic Engine Control

CHAPTER 5
ELECTRONIC ENGINE CONTROL
ATA 73

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Electronic Engine Control

OBJECTIVES

1. Describe the purpose of the Electronic Engine Control

(EEC).
2. Identify Line Replaceable Units (LRUs).
3. Describe how power is generated and supplied to the EEC.
4. Describe the fault logic and redundancy capabilities of the
EEC.
5. Describe failsafe positions of EEC controlled components.

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Electronic Engine Control

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Electronic Engine Control

ENGINE CONTROL OVERVIEW

The V2500 uses a Full Authority Digital Electronic Engine Control

(FADEC) as the primary interface between aircraft and engine
systems. FADEC network components improve efficiency, enhance
control functions, protect the engine and provide operational
reliability.

Numerous FADEC components are overseen by the Electronic

Engine Control (EEC), which is itself a component of the FADEC
system. The EEC sends, receives, and interprets information
between aircraft and engine systems. The EEC calculates required
engine power and ensures its availability for all throttle settings,
regardless of varying conditions. It also controls and monitors
functions in the fuel, air, starting, oil and thrust reverser systems.

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Electronic Engine Control

ELECTRONIC ENGINE CONTROL (1 OF 2)

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Electronic Engine Control
Safety Conditions

BE CAREFUL DURING THE REMOVAL/INSTALLATION OF THE EEC. IT

WEIGHS APPROXIMATELY 41 LB (18.6 KG).
ENGINE CONTROL OPERATIONS

Electronic Engine Control (EEC) MAKE SURE THAT YOU DISCONNECT THE DATA ENTRY PLUG FROM THE
EEC. DO NOT REMOVE OR CUT THE BACKSHELL CONNECTING
Purpose: CHAIN/CABLE THAT ATTACHES THE DATA ENTRY PLUG ASSEMBLY TO
THE LP COMPRESSOR/INTERMEDIATE CASE FLANGE. DAMAGE TO THE
PARTS COULD RESULT.
The EEC controls starting, fuel metering, engine stability, engine
condition monitoring, fault detection, engine protection and thrust SOME EEC STANDARDS CANNOT BE INTERMIXED ON THE SAME
reverser operation. AIRCRAFT.

Location:

The EEC is attached to the fan case at 2:00. The EEC housing has a handle that is part of its structure. The
handle eases installation of the EEC on the engine and provides a
Description: convenient way to carry the EEC when it is removed.

The EEC weighs 37 lb (16.8 kg). It is attached to the fan case using
four brackets and four vibration-isolated bolts.

EEC circuitry is contained in an aluminum housing. The housing is

divided into two halves. Each half contains one complete control
channel of the EEC; the upper half contains Channel A and the
bottom half contains Channel B.

A protective shield between the halves provides physical separation

of the two channels, while an internal mating connector provides
crosstalk communication.

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Electronic Engine Control

ELECTRONIC ENGINE CONTROL (2 OF 2)

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Electronic Engine Control

.
ENGINE CONTROL OPERATIONS

Electronic Engine Control (EEC) (Cont.)

Operation:
Each EEC channel is supplied with identical data inputs from
aircraft computers and engine sensors. These inputs include throttle
position, aircraft digital data, air pressures, air temperatures,
exhaust gas temperatures and rotor speeds.
The backup channel will remain in the active stand-by mode at all
times, ready to take over control when required.
Each channel has three thrust control modes: Engine Pressure
Ratio (EPR), which is the primary mode; N1 Rated; and N1 Unrated.

The EEC uses this data to set the correct engine rating for flight
conditions, as well as transmit engine performance data to the
aircraft.

Both channels share sensor data through the cross talk link. This
allows the controlling channel to use the best information available
for its engine control computations through its output driver.

Each EEC channel can exercise full control of all engine functions.
Only one channel can be in control at a time; control alternates
between Channel A and Channel B for consecutive flights. Channel
selection is made automatically by the EEC sequence logic.

The non-controlling channel is nominated as the backup channel

and disables its outputs.

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Electronic Engine Control

EEC CHANNEL OPERATION

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Safety Conditions

BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS

IMMEDIATELY AFTER THE ENGINE IS SHUTDOWN. THE ENGINE
ENGINE CONTROL OPERATIONS (Cont.) COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.

Data Entry Plug (DEP)

DO NOT DISASSEMBLE THE DATA ENTRY PLUG (DEP) ASSEMBLY WHEN
Purpose: YOU REMOVE IT FROM THE ENGINE. THE DEP BACKSHELL AND THE DEP
CONNECTOR MUST BE AN ASSEMBLY UNTIL THE DEP IS REPAIRED OR
REPLACED BY THE PROCEDURES GIVEN IN THE APPROVED REPAIRS.
The DEP provides discrete data inputs to the EEC’s two channels.
DISASSEMBLY OF THE DEP COULD CAUSE THE INCORRECT CONNECTOR
Transmitted information includes: ASSEMBLY TO BE INSTALLED ON THE ENGINE OR CONTAMINATION OF
THE CONNECTOR ASSEMBLY.
• EPR modifier data
YOU MUST MAKE SURE THAT YOU INSTALL THE CORRECT DATA ENTRY
• engine thrust rating, which is selected from multiple rating PLUG FOR THE ENGINE. INSTALLATION OF THE INCORRECT DATA ENTRY
options PLUG CAN CAUSE THE ENGINE TO GIVE INCORRECT THRUST VALUES.

DO NOT USE THE REMOVAL TOOL TO INSTALL THE JUMPERS OR THE

• bump, i.e., increase in rated thrust (if available) CONTACTS. IF THE REMOVAL TOOL IS USED, THE COLLET IN THE
CONNECTOR CANNOT RETRACT AND LOCK THE JUMPER OR THE
• engine serial number. CONTACT.

Location:
The DEP is located on the Channel B electrical connector side of
the EEC at junction 6, at approximately 4:00.
DO NOT PUSH TOO HEAVILY ON THE INSERTION TOOL WHEN YOU PUT
THE JUMPER OR THE CONTACT IN. IF YOU PUSH THE TOOL TOO HEAVILY,
YOU CAN CAUSE DAMAGE TO THE COLLET.

Description:

The DEP features a data identification plate with the part, class, and
rating numbers, the bump and EPR modifier numbers, and the
engine serial number.

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Electronic Engine Control

DATA ENTRY PLUG (DEP)

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Electronic Engine Control

ENGINE CONTROL OPERATIONS

Data Entry Plug (DEP) (Cont.)

Operation:
The DEP contains shorting jumper leads, which can be arranged in
different combinations to link coded data inputs through the EEC.
These inputs are then used by the EEC to select the plug pins in a
unique combination.
If the EPR modifier code has changed as the result of engine
overhaul and incorporation of a Service Bulletin (SB), you may need
to reprogram the DEP by reconfiguring the jumper leads, according
to instructions.
The DEP is matched to the engine at testing and must remain with
the engine if the EEC is replaced.

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Electronic Engine Control

ENGINE CONTROL OPERATIONS (Cont.) Pressure Type Sensor Location

EEC Electrical Harness and Pressure Connections
Pamb Ambient air Ambient EEC Pamb port
Electrical Harness Connections

Two identical but separate electrical harnesses provide the Pb Burner P3/T3 Diffuser case at 12:30
input/output circuits between the EEC, the relevant sensor/control
actuator, and the aircraft interface.

The harness connectors are “keyed” to prevent misalignment during Inside the inlet cowl at
P2 Fan inlet P2/T2
installation. 12:30

Channel A harness connections are located on the top half of the

EEC, and Channel B connections are on the bottom half. Booster Intermediate case at
P2.5 P2.5
stage outlet 6:00
Pressure Connections

Single pressure signals are directed to pressure transducers P5 TEC at strut nos. 4, 7,
Exhaust P4.9
located within the EEC. These pressure transducers then supply (P4.9) and 10
digital electronic signals to channels A and B. The chart shows the
relevant pressures.
Intermediate case at
P12.5 Fan outlet Fan rake
strut no.1

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Electronic Engine Control

EEC ELECTRICAL HARNESS AND PRESSURE CONNECTIONS

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Electronic Engine Control
ENGINE CONTROL OPERATIONS (Cont.)
Engine Dedicated Alternator (EDA)
Purpose:
The EDA has two independent sets of stator windings that supply
two independent AC power supplies to channels A and B. It also
supplies two speed signals representing the HP shaft speed (N2).
Location:
The Engine Dedicated Alternator is located on the front face of the
MGB between the hydraulic pump and the air turbine starter.
Description:
The EDA is also known as the Permanent Magnetic Alternator
(PMA).
The EDA consists of a rotor that is mounted directly on the gearbox
output shaft, a stator housing that is bolted to the gearbox, and a
cooling air shroud.
The stator housing consists of a power stator assembly and a
speed signal assembly. The power stator assembly contains two
identical windings wired in a three-phase configuration, each
powering a channel of the EEC. Two identical single-phase speed
signal windings are located in the speed signal assembly portion of
the stator housing. Each of these windings provides a frequency
signal related to N2 speed.
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Safety Conditions
BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS
IMMEDIATELY AFTER THE ENGINE IS SHUTDOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.
DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT ON
PROTECTIVE CLOTHING, GOGGLES AND A FACE MASK. USE THE FLUID IN
A WELL VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF YOU GET
CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT AWAY WITH
WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME IRRITATED.
BE CAREFUL WHEN YOU REMOVE/INSTALL THE EDA STATOR. THE
MAGNETS OF THE ROTOR WILL PULL THE STATOR. DAMAGE TO THE
STATOR LAMINATIONS AND THE ROTOR CAN OCCUR IF YOU DO NOT
HOLD THE STATOR CAREFULLY.
YOU MUST MAKE SURE TO INSTALL THE ALTERNATOR SHROUD IN THE
CORRECT POSITION ON THE STATOR GENERATOR TO PREVENT THE
COMPONENTS FROM OVERHEATING AND DAMAGE DURING IN SERVICE
OPERATIONS.
The cooling shroud is located around the housing and directs air
provided by the fan exit airstream (P12.5) to flow around the
housing to decrease the power stator winding temperature. The
cooling shroud is external on older part number EDAs and needs to
be aligned correctly for either the A1/A5 or D5 engine application.
The shroud must be clamped with the arrow on the shroud aligned
with the number 1 position for A1/A5 or aligned with the number 2
position for D5. This correctly aligns the station 12.5 cooling air inlet
on the shroud with the cooling hole in the stator housing. Newer
EDAs have an integral cooling air shroud that does not require
alignment.
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Electronic Engine Control

ENGINE DEDICATED ALTERNATOR AND COOLING SHROUDS

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Electronic Engine Control

ENGINE DEDICATED ALTERNATOR ALIGNMENT POSITIONS

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ENGINE CONTROL OPERATIONS

Engine Dedicated Alternator (EDA) (Cont.)

Operation: The EEC also uses aircraft power for the operations listed below.

The electrical supplies for the EEC are normally provided by the • 115V AC 400 Hz power is required for the Ignition System and
EDA. inlet probe anti-icing heater.

The AC power supplied by the two independent sets of stator
windings is rectified to 28 volts DC within the EEC.
The EDA also provides N2 signals for the EEC. The N2 input signal
for Channel A is provided by the frequency of a dedicated single-
phase winding in the stator housing. N2 input signal for Channel B
is derived from one of the Channel B power generation three-phase
windings. The EEC channel in control uses its local input. If either
Channel A or B input is not available, the opposite channel input is
borrowed. If N2 input is lost for both channels, a synthesized N2
value is used.
• 28V DC is required for some specific functions, including the
thrust reverser, fuel on/off and ground test power for EEC
maintenance.
During engine starts, 28V DC is supplied from the aircraft bus bars
until the EDA comes online at approximately 10% N2.
Switching between the aircraft 28V supply and EDA power supplies
is done automatically by the EEC. In the event of a total failure of
the EDA, the aircraft 28V DC bus bars supply the EEC.

No speed signal generation is provided by the output of the coil

windings of the EDA Channel A power supply.

A separate, single-phase winding in the stator housing of the EDA

provides N2 signal for the Engine Vibration Monitoring Unit (EVMU).

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Electronic Engine Control

ENGINE DEDICATED ALTERNATOR OPERATION

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Electronic Engine Control

ENGINE CONTROL OPERATIONS (Cont.)

EEC Interfaces

The EEC provides the following engine control functions: NOTE

• power setting (EPR or N1)
The fuel cut off (engine shut down) command comes from the
• acceleration and deceleration times flight/ground crew and is not controlled by the EEC.
• idle speed governing
The EEC has extensive self-test and fault isolation logic built in. This
• overspeed limits (N1 and N2) logic operates continuously to detect and isolate defects in the EEC.
• fuel flow
• Variable Stator Vane system (VSV)
• compressor handling bleed valves
• Booster Stage Bleed Valve (BSBV)
• turbine cooling (10 stage make-up air system)
• Active Clearance Control (ACC)
• thrust reverser
• automatic engine starting
• oil and fuel temperature management.

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EEC INTERFACE OVERVIEW

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ENGINE CONTROL OPERATIONS Air Data Inertial Reference System (ADIRS)

ADIRS has these functions:
EEC Interfaces (Cont.)
• process pitot and static inputs
The EEC interfaces with other aircraft systems as listed below.
Engine Interface Unit (EIU) • supply air data to other aircraft systems, including EEC, and to
the DMCs for display.
Two EIUs have these functions:
• supply aircraft data to the EEC
Flight Warning Computer (FWC)
• ensure engine to engine segregation
• select aircraft electrical supplies to the EEC Two FWCs have these functions:
• supply data directly to other aircraft systems. • process data for fault annunciation
• generate actions necessary for associated fault.
Display Management Computer (DMC)
Three DMCs have these functions:
Other aircraft systems listed below interface with the EEC through
• receive and process data from other aircraft systems the EIU.
• format and display the data on the 6 display units.
• Spoilers and Elevators Computer SEC

Flight Management and Guidance Computer (FMGC) • Landing Gear Control Interface Unit LGCIU
Two FMGCs have these functions: • Bleed Monitoring Computer BMC
• flight management, navigation, performance optimization and • Flight Control Unit FCU
display management
• Centralized Fault Display Interface Unit CFDIU
• flight guidance, autopilot and thrust commands to the EEC.
• Multipurpose Control and Display Unit MCDU

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FADEC SCHEMATIC

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ENGINE CONTROL OPERATIONS (Cont.)

Failures and Redundancy

Dual sensors, control channels and feedback provide improved
reliability.
• Dual sensors supply all EEC inputs except pressures, (single
pressure transducers within the EEC provide signals to
channels A and B).
• In the event of faults in both channels, a pre-determined
hierarchy decides which channel is more capable of control
and utilizes that channel.
• In the event of loss of both channels or electrical power, the
systems are designed to go to the failsafe positions.

• The EEC uses identical software in each of the two channels.

Each channel has its own power supply, processor,
programmed memory and input/output functions. The mode of
operation and the selection of the channel in control is decided
by the availability of input signal and output controls.
• Each channel normally uses its own input signals but each
channel can also use input signals from the other channel as
required, that is, if it recognizes faulty, or suspect, inputs.
• An output fault in the controlling channel will cause switching
over control to the other channel in active stand-by (provided
that channel is functional).

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EEC REDUNDANCY ASPECTS

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EEC System Component Failsafe Position

ENGINE CONTROL OPERATIONS
Starter air Closed
Failures and Redundancy (Cont.)
Anti-ice air
In the event of loss of both input signals, both channels, or
electrical power, the system is designed to go to the failsafe
Air Oil Cooler control
positions shown in the following charts. Open
valve actuator

10th Stage make-up

Valves cooling air

Fuel Diverter and Return-to-Tank Valve Unit

Solenoid de-energized
Fuel diverter (Mode 4 or 5)

Valve closed—no return to

Fuel return-to-tank tank (Mode 3 or 5)

Ignition ON
P2/T2
relay box
Probe heater OFF

Thrust Reverser Control Unit Reverser stowed

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ENGINE CONTROL OPERATIONS

EEC System Component Failsafe Position
Failures and Redundancy (Cont.)

Additional failsafe positions are shown at right. Metering valve torque motor Minimum fuel flow position

Fuel Metering Unit

Fuel shut-off valve Last commanded position

Over-speed valve solenoid Normal fuel flow

7th Stage
Bleed valves
10 Stage
Open
Low compressor booster
(2.5) bleed
Actuators
Variable Stator Vane

HPT Valve closed

Active Clearance
Control (ACC) Unit
LPT Valve partially open (-44%)

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