CTC-234 Nacelle

EF G C F M 5 6
FAULT DETECTION
& ANNUNCIATION
CFM56-7B
February 2002
ATA level 3
CTC-225
EF G
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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CFMI PROPRIETARY INFORMATION
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THIS PAGE INTENTIONALLY LEFT BLANK
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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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CONTENTS
FAULT DETECTION
Page 1
Feb 02
CFMI PROPRIETARY INFORMATION & ANNUNCIATION
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Chapter Page
Table of Contents 1 to 2
Lexis 1 to 8
Architecture 1 to 10
Interfaces 1 to 6
EEC Signals 1 to 6
Warning Indications 1 to 18
Message Interrogation 1 to 58
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FAULT DETECTION
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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
EFFECTIVITY ARCHITECTURE Page 1

FAULT DETECTION Feb 02
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL & ANNUNCIATION
TOC
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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-225-001-00
CONTROL SYSTEM COMPONENTS

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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-225-002-00 TESTS

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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-225-003-00 FAULT HIERARCHY

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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.

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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-225-004-00 OUTPUT DRIVER DISCONNECT

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INTERFACES
EFFECTIVITY INTERFACES Page 1

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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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EFG
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-225-005-00
AIRCRAFT / EEC INTERFACES

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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.

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EFG
ENGINE 1
EEC
DISPLAY ELECTRONIC UNITS (DEU'S)
AIRCRAFT FLIGHT
CONDITION MANAGEMENT
MONITORING COMPUTER
SYSTEM (ACMS) (FMC)
CONTROL DISPLAY UNIT (CDU)
CTC-225-006-00 AIRCRAFT / EEC MAINTENANCE COMMUNICATION

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EEC SIGNALS
EFFECTIVITY EEC SIGNALS Page 1

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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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EFG
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-225-008-00
ENGINE INPUTS TO THE EEC

TOC
EFG
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.

TOC
EFG
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-225-009-00
ID PLUG (P11) PARAMETERS

TOC
EFG

TOC
EFG
WARNING INDICATIONS
WARNING Page 1
EFFECTIVITY INDICATIONS
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL FAULT DETECTION Feb 02
TOC
EFG
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
TOC
EFG
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
FF/FU A B
2 2
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-225-010-00
SYSTEMS COMMUNICATION LINKS
WARNING Page 3
TOC
EFG
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
TOC
EFG
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-225-011-00 INDICATING LIGHTS

WARNING Page 5
TOC
EFG
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
TOC
EFG
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-225-012-00
CENTER DISPLAY UNIT
WARNING Page 7
TOC
EFG
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
TOC
EFG
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-225-013-00 N1 & N2 INDICATIONS

WARNING Page 9
TOC
EFG
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
TOC
EFG
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-225-014-00 EGT INDICATION

WARNING Page 11
TOC
EFG
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
TOC
EFG
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-225-015-00 OIL PRESSURE AND TEMPERATURE ALERTS

WARNING Page 13
TOC
EFG
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
TOC
EFG
620 620
ENG FAIL
EGT
ENGINE FAILURE ALERT

(AMBER)
CTC-225-016-00 ENGINE FAIL INDICATION

WARNING Page 15
TOC
EFG
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
TOC
EFG
RED BUTTON OUT

(26 / 29 PSID)
RED BUTTON IN
SUPPLY OIL FILTER

(INSIDE THE HOUSING) SIGHT GLASS
DRAIN PLUG
COVER
CTC-225-017-00 OIL SUPPLY FILTER POP-OUT INDICATOR

WARNING Page 17
TOC
EFG
WARNING Page 18
TOC
EFG
MESSAGE INTERROGATION
MESSAGE Page 1
EFFECTIVITY INTERROGATION
TOC

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EF G C F M 5 6

FAULT DETECTION & ANNUNCIATION

CFMI Customer Training Center CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

COPYRIGHT 1998 CFM INTERNATIONAL

THIS PAGE INTENTIONALLY LEFT BLANK

ABBREVIATIONS & ACRONYMS

cm.g CENTIMETER X GRAMS E

FADEC FULL AUTHORITY DIGITAL g.in GRAM X INCHES

in. INCH mm. MILLIMETERS

PLA POWER LEVER ANGLE RTV ROOM TEMPERATURE VULCANIZING

T TPU TRANSIENT PROTECTION UNIT

1 mile = 1.609 km 1 lb. = 0.454 kg

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

1 sq.in. = 6.45 cm²

1 USG = 3.785 l ( dm³ )

1 cu.in. = 16.39 cm³

EFFECTIVITY ARCHITECTURE Page 1

ENGINE CONTROL SYSTEM

System components. Electronic Engine Control (EEC).

EFFECTIVITY ARCHITECTURE Page 2

T12 T25 T3 T49.5 TCASE Ps3 N1 N2 P0

115V FEEDBACK SIGNALS

EEC IGNITION HPT LPT

ID PLUG ALTERNATOR FUEL HYDRO-

EFFECTIVITY ARCHITECTURE Page 3

EEC initialization. Built-In-Tests.

The cyclic test covers functions which can be continually

EFFECTIVITY ARCHITECTURE Page 4

SIMILAR TO POWER UP TEST :

EFFECTIVITY ARCHITECTURE Page 5

Channel selection determination.

EFFECTIVITY ARCHITECTURE Page 6

NO. HEALTH STATUS DISCRETE

1 GROUP-1 FAULT (SERIOUS EEC INTERNAL FAULT)

CTC-225-003-00 FAULT HIERARCHY

EFFECTIVITY ARCHITECTURE Page 7

Output driver disconnect.

Once the active channel is determined, each channel

The standby channel disconnects all its torque motor and

The driver outputs are switched through paired

However, the disconnect relay used for the HPTC

With a normal healthy status (no faults), all the

If there is a failure on the active channel, the disconnect

EFFECTIVITY ARCHITECTURE Page 8

CTC-225-004-00 OUTPUT DRIVER DISCONNECT

EFFECTIVITY ARCHITECTURE Page 9

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY ARCHITECTURE Page 10

EFFECTIVITY INTERFACES Page 1

Aircraft / Engine EEC. Engine EEC / Aircraft.

- Air/on ground status from the landing gear.

- Flight configuration data (flight/ground and flap

EFFECTIVITY INTERFACES Page 2

START THRUST LEVER

AIR GROUND STATUS CDU

EFFECTIVITY INTERFACES Page 3

Aircraft / EEC maintenance communication. EEC fault reporting.

When the CDS/DEU’s receive the initial request for EEC

EFFECTIVITY INTERFACES Page 4

DISPLAY ELECTRONIC UNITS (DEU'S)

CONTROL DISPLAY UNIT (CDU)

CTC-225-006-00 AIRCRAFT / EEC MAINTENANCE COMMUNICATION