CTC-225 Fault Detection & Annunciation

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
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
GENERAL Page 1
Feb 02
CFMI PROPRIETARY INFORMATION
EF G
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
GENERAL Page 2
Feb 02
EF G
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
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
GENERAL Page 3
Feb 02
EF G
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
GENERAL Page 4
Feb 02
EFG
TABLE OF CONTENTS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CONTENTS
FAULT DETECTION
Page 1
Feb 02
CFMI PROPRIETARY INFORMATION & ANNUNCIATION
EFG
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
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CONTENTS
FAULT DETECTION
Page 2
Feb 02
EFG
ABBREVIATIONS & ACRONYMS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
LEXIS Page 1
July 01
TOC
EFG
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
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
LEXIS Page 2
July 01
TOC
EFG
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
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
LEXIS Page 3
July 01
TOC
EFG
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
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
LEXIS Page 4
July 01
TOC
EFG
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
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
LEXIS Page 5
July 01
TOC
EFG
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
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
LEXIS Page 6
July 01
TOC
EFG
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
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
LEXIS Page 7
July 01
TOC
EFG
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.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
LEXIS Page 8
July 01
TOC
EFG
ARCHITECTURE
EFFECTIVITY ARCHITECTURE Page 1

FAULT DETECTION Feb 02
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL & ANNUNCIATION
TOC
EFG
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.

TOC
EFG
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

TOC
EFG
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.

TOC
EFG
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

TOC
EFG
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.

TOC
EFG
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

TOC
EFG
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.

TOC
EFG
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

TOC
EFG

TOC
EFG
INTERFACES
EFFECTIVITY INTERFACES Page 1

TOC
EFG
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.

TOC
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

TOC
EFG
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.

TOC
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

TOC
EFG

TOC
EFG
EEC SIGNALS
EFFECTIVITY EEC SIGNALS Page 1

TOC
EFG
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.

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

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

<ADIRS <ENGINE 2 CH A ONLY
<CDS
<INDEX <INDEX EXCEEDANCES>
ENGINE 1 BITE TEST ENGINE 1 BITE TEST

MAIN MENU 1/1
<RECENT FAULTS
<FAULT HISTORY
INITIALIZING EEC 1 <IDENT/CONFIG

<GROUND TESTS
<INPUT MONITORING
<INDEX
CTC-225-018-00 GROUND MAINTENANCE PROCESSING

MESSAGE Page 3
TOC
EFG
DISPATCH CRITERIA
Fault levels. Level C.
The EEC automatically determines the criticality level of Level C (long-time dispatch) faults have an indirect
the fault, or combination of faults to establish the dispatch impact on the probability of loss of thrust control. The
state of the control/indication system, to comply with the system complies with the engine and aircraft safety
engine and aircraft safety objectives. objectives, but once detected, the fault condition must be
The fault dispatch levels are available through the corrected within the time limitation specified in the MMEL
Ground Maintenance Mode EEC Current Faults and Fault and DDG.
History functions and are defined as follows :
Level D.
Level A (Engine Control Light).
Level D (economic) faults have no safety implications
Level A (no dispatch) conditions exist when the EEC has and, therefore, no impact on aircraft dispatch. The faults
detected a fault, or faults, in the EEC system which cause may remain unrepaired during the entire aircraft life, at the
that system to be out of compliance with agreed engine discretion of the operator.
and airplane certification. The faults must be corrected
before the aircraft can be dispatched. Level E.
Level B. Level E (Alternate-mode light) cause the engine to

operate in the Alternate (thrust-setting) mode. Airplane
Level B (short-time dispatch) faults have no immediate dispatch is allowed without time limitation.
direct impact on the probability of a loss of thrust control.
The system complies with the engine and aircraft safety
objectives, but once detected, the fault condition must be
corrected within the time limitation specified in the Master
Minimum Equipment List (MMEL) and Dispatch Deviation
Guide (DDG).
MESSAGE Page 4
TOC
EFG
FAULT LEVEL EXAMPLES
• FMV POSITION SIGNAL OUT OF RANGE

A
• TBV DEMAND AND POSITION SIGNALS DISAGREE
NO DISPATCH
• REVERSER CONTROL AND POSITION SIGNALS DISAGREE
B
• ALTN MODE LIGHT ALWAYS OFF
SHORT-TIME
• T12 SIGNALS DISAGREE
DISPATCH
C
• FUEL FLOW SIGNAL OUT OF RANGE
LONG-TIME
• IGN L FAILED
DISPATCH
D • PS13 SIGNAL OUT OF RANGE

ECONOMIC • N1 TARGET DATA FROM DEU 1 MISSING
E
• ALTN MODE LIGHT ALWAYS ON ENGINE 1 BITE TEST
ALTERNATE MODE
• DEU2 DATA MISSING RECENT FAULTS 3/5
LIGHT SHORT TIME
MSG NBR: 75-10601

THE TBV POSITION
SIGNALS DISAGREE
FLIGHT LEG (X=FAULT SET)

0 1 2 3
X X
<INDEX HISTORY>
CTC-225-019-00 FAULT LEVELS

MESSAGE Page 5
TOC
EFG
DISPATCH CRITERIA
Fault levels.
The EEC may re-evaluate a particular fault and change

its priority to a higher level depending on the health state
of the 2 EEC channels.
For example, under normal active/standby conditions, if

the fault is ‘THE HMU VBV CONTROL CURRENT IS
OUT OF RANGE’, this would be considered as a Short
Time Dispatch (level B) fault.
However, if this fault is set on the active channel and the

standby channel is inoperative
or,
the same fault is set on both active and standby channels,
the EEC will re-evaluate the situation and change the
fault level to a No Dispatch (level A) fault.
MESSAGE Page 6
TOC
EFG
THE HMU VBV CONTROL CURRENT

IS OUT OF RANGE (WRAP FAULT)
FAULT DETECTED ON SHORT TIME DISPATCH

CHANNEL A OR CHANNEL B
BUT
FAULT DETECTED ON ACTIVE CHANNEL

NO DISPATCH
AND STANDBY CHANNEL
FAULT DETECTED ON ACTIVE CHANNEL NO DISPATCH

AND STANDBY CHANNEL INOPERATIVE
CTC-225-020-00
EEC FAULT LEVEL EVALUATION
MESSAGE Page 7
TOC
EFG
FAULT STORAGE
All EEC-detected fault data is stored in BITE memory for Flight leg 0 can show maintenance messages that
dispatch level A, B, C, D and E faults and is available on occurred more than 30 seconds after landing from the last
request, through the FMC CDU in Ground Maintenance flight leg, or the most recent ground run of the engine.
Mode - EEC Current Faults and Fault History functions.
If the engine is started and stopped more than once
The BITE memory structure is divided into 5 zones, which between flights, leg 0 will contain data from the last
provide memory for storing the fault code and flight leg ground run of the engine.
history associated with the 10 most-recent failures
detected over the last 10 flight legs. The flight-leg-counting processing begins when the
FLIGHT INDICATOR transitions from ground to flight.
When the dispatch level A, B, C, D and E memory zones
are full, the oldest data is overwritten first. This applies to The last flight leg is identified as 1 and the previous flight
faults from previous flight legs only. No overwriting of legs are identified as 2 through 10.
current leg faults is permitted.
The ‘X’ below the flight leg number indicates that the fault
The flight-leg storage processing begins at the initiation of occurred on that flight leg. For flight legs that did not thave
engine start (N2>40%), when the EEC BITE phase the fault, the space below the flight legs number is blank.
transitions from ENGOFF to ENGON.
MESSAGE Page 8
TOC
EFG
ENGINE 1 BITE TEST

FAULT HISTORY
ENGINE CONTROL LIGHT
MSG NBR: 73-10331
THE FMV DEMAND
AND POSITION SIGNALS
DISAGREE
GROUND RUN FLIGHT LEG (X=FAULT SET)
0 1 2 3 4 5 6 7 8 9 10
X X X
<INDEX
LAST FLIGHT LEG
LAST RECORDED FAULT
CTC-225-021-00 FAULT STORAGE - FLIGHT LEGS

MESSAGE Page 9
TOC
EFG
FAULT STORAGE
Storage of internal and external fault data in BITE

memory is a function of aircraft status.
ENGOFF - No faults are stored in NVM. Current faults in

RAM can be viewed by performing a specific test and
viewing related faults upon completion of the test.
ENGON - Pre-flight ENGON faults are stored as ground

faults (leg 0). If the FLIGHT INDICATOR transitions from
ground to flight, all faults in leg 0 are transferred to the
current flight leg. If there is no transition and the engine is
shutdown, all faults detected remain in leg 0.
FLTCYC - Dispatch level A, B, C, D and E faults are

stored in zones 1 through 5. The flight-leg count is
incremented when the FLIGHT INDICATOR transitions
from ground to flight.
MESSAGE Page 10
TOC
EFG
ENGINE ON ENGINE ON FLIGHT

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

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

FLIGHT 0 FLIGHT 1
"RAM" "RAM"
"NVM" "NVM"
CTC-225-022-00
FAULT STORAGE
MESSAGE Page 11
TOC
EFG
Recent Faults menu selection.
The ‘RECENT FAULTS’ menu is used to view faults from Each page contains a brief description of the fault and a
channel A and B which have occurred since the most message number (MSG NBR).
recent ground run, through the three most recent flight
legs. The page displays the three most recent flight legs and an
‘X’ denotes on which flight legs the fault was seen.
The Recent Faults menu can only be accessed when the
engine is off (N2 less than, or equal to 5%). Any attempt to Flight leg 0 is the most recent ground run and flight leg 1
access recent faults on the ground when N2 is greater is the most recent flight leg.
than 5% results in a ‘CAN NOT BE ACCESSED’
message appearing on the screen. If there are no faults stored for flight legs 0 through 3, the
screen will show NO RECENT FAULTS STORED.
The dispatch level will show at the top of the screen and
the CDU will display the faults in order of their dispatch If recent fault data is not available from both channels, a
level. ENGINE CONTROL light faults will show first, then message appears to alert maintenance personnel that the
ALTERNATE MODE LIGHT faults, then SHORT TIME recent faults being displayed are for a particular channel
faults, then LONG TIME faults and lastly ECONOMIC only.
faults.
Selecting the HISTORY key enables access to another
Only one fault is displayed per page, but each dispatch menu, which shows if that particular fault has appeared
level can have as many as 10 pages, making a possible over the last 10 flight legs.
total of 50 pages.
The Next-Page / Previous-Page keys enable the operator

to go either forward, or backward, through the pages in
order to view the faults.
MESSAGE Page 12
TOC
EFG
ENGINE 1 BITE TEST

RECENT FAULTS 1/X X = 50 PAGES MAX.
MSG NBR: 73-10331

THE FMV DEMAND
DISAGREE
0 1 2 3
X X
<INDEX HISTORY>
CTC-225-023-00
RECENT FAULTS MENU
MESSAGE Page 13
TOC
EFG
Message number format.
The message number uniquely identifies the fault and is

used as a reference to find the relevent troubleshooting
procedures in the Fault Isolation Manual (FIM).
The first two numbers identify the ATA chapter.

For example :
73 = Fuel.
75 = Air.
79 = Oil.
After the hyphen, the next number denotes the EEC

channel.
The next three numbers identify the fault code.
The last number identifies the engine position.
MESSAGE Page 14
TOC
EFG
N = ENGINE POSITION
ATA CHAPTER • 0 = ERROR
• 1 = ENG 1
• 2 = ENG 2
73-X033N
X = EEC CHANNEL FAULT CODE
• 1= A
• 2= B
• 3 = A AND B
CTC-225-024-00 MESSAGE NUMBER FORMAT

MESSAGE Page 15
TOC
EFG
Fault History menu selection.
Selecting the FAULT HISTORY key on the main menu

will display the maintenance message numbers for the
ten most recent flight legs and one ground operation.
Flight leg 1 shows the data for the most recent flight leg.
Flight leg 10 shows the data for the oldest flight leg that is
stored in the system.
The dispatch levels are displayed in the same order as

that in the RECENT FAULTS menu.
The example shows that a ‘DEMAND AND POSITION

SIGNALS DISAGREE’ fault for the FMV appeared on the
last flight leg and the fault is still there on the present
ground run.
The ‘X’ under flight leg 10 shows the operator that this
fault has appeared before.
MESSAGE Page 16
TOC
EFG
ENGINE 1 BITE TEST

FAULT HISTORY 1/X
MSG NBR: 73-10331

THE FMV DEMAND
DISAGREE
0 1 2 3 4 5 6 7 8 9 10
X X X
<INDEX
CTC-225-025-00 FAULT HISTORY MENU

MESSAGE Page 17
TOC
EFG
Identification and Configuration menu selection.
The ‘IDENT/CONFIG’ menu selection is used to identify When the EEC is moved from airplane-to-airplane, or
the current engine configuration. from engine-to-engine, two of the options allow the
operator to clear faults and change the engine serial
There are 2 menus and the information displayed number.
includes :
Selecting the ERASE key will enable the operator to
- The airplane model. erase all of the faults that are stored in Recent Faults,
- Engine model. Fault History and will reset the HPTACC thermal history
- Bump. that is stored in NVM to zero.
- N1 Trim.
- EEC part number. Once this task is initialized, there are no other options. All
- EEC software version number. five EEC memory zones are set to zero and the data will
- Start mode. be lost.
- Engine serial number.
- PMUX.
- DMS.
- BSV installed.
- Ignition mode.
If the engine has a DAC configuration, a ‘/2’ is added to

the Engine Model (i.e. 7B20/2).
For engines that do not have thrust bump, or do not

require N1 trim, a value of ‘0’ is displayed.
MESSAGE Page 18
TOC
EFG
ENGINE 1 BITE TEST

IDENT/CONFIG 1/2
APL MODEL: 737-700
ENG MODEL: 7B20
BUMP : 1
N1 TRIM: 6
EEC P/N : 1853M78P15
EEC S/W VER: 7B40
START MODE : ENHANCED
<ENG S/N: 874-101
ENGINE 1 BITE TEST
<INDEX ERASE> IDENT/CONFIG 2/2
PMUX INSTALLED : YES
DMS KIT INSTALLED: YES
BSV INSTALLED : YES
IGNITION MODE: STANDARD
<INDEX
CTC-225-026-00 IDENTIFICATION AND CONFIGURATION MENUS

MESSAGE Page 19
TOC
EFG
Ident/Config selection - S/N change.
If the EEC has been changed, or moved to another

engine, the engine serial number may be changed
through the CDU.
When ‘ENG S/N’ is selected from page 1 of the Ident/

Config menu, a sub menu appears that allows the
operator to enter six digits from the scratch pad.
When the new serial number has been entered, the

operator presses ‘Continue’ and a new screen appears
warning the operator that the EEC is changing the serial
number.
Once this second screen is displayed, the EEC stores the

new engine serial number in both channels and
automatically returns to the Ident/Config menu where the
new serial number is displayed.
MESSAGE Page 20
TOC
EFG
ENGINE 1 BITE TEST

IDENT/CONFIG 1/1
ENG S/N
TO CHANGE THE ENG S/N

- TYPE 6 DIGIT S/N
- PUSH CONTINUE
<GO BACK CONTINUE>
ENGINE 1 BITE TEST

IDENT/CONFIG
ENG S/N
EEC CHANGING ENG S/N
!!! NOTICE !!!
DO NOT PUSH
THE ’INIT REF’ KEY
CTC-225-027-00 CHANGING SERIAL NUMBERS

MESSAGE Page 21
TOC
EFG
Ground Test menu selection. Actuators Test.
The ‘GROUND TESTS’ menu selection is used to This selection cycles all hydraulic and electrical control
support maintenance repair verification of EEC LRU’s. loops to their minimum and maximum positions, to test
their functionality. During the execution of this test, the
Selecting this menu provides access to a sub-menu of control loops are cycled by each channel.
five different tests. All faults detected during the tests are
displayed upon completion of the test. The engine is dry motored to provide the hydraulic
pressure necessary to power each function.
EEC Test.
This selection causes each channel to perform an EEC L or R Igniter Test.

internal test and a general sensor interface test. During
the test, certain EEC driven flight deck effects are enabled These two selections test the functionality of either the left
by each channel, so maintenance personnel can verify or right igniters. During the test the igniters are energized
proper operation. by each channel.
T/R Lever Intlk Test. Note : These tests can only be selected if N2 is less than
5% and the Start Lever is in the CUTOFF position. If this
This selection tests the ability of the EEC to enable and is not the case, a CAN NOT BE ACCESSED message is
disable the T/R Lever Interlock. Each time this test is run displayed.
to completion each channel has enabled and disabled
the interlock.
MESSAGE Page 22
TOC
EFG
ENGINE 1 BITE TEST

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

<ACTUATORS TEST
<L IGNITER TEST
<R IGNITER TEST

<INDEX
CTC-225-028-00 GROUND TEST MENU

MESSAGE Page 23
TOC
EFG
EEC Test selection.
When EEC test is selected, a screen describing the tests

that will be performed is displayed. The operator has the
choice of returning to the Ground Tests menu, or starting
the test.
Each EEC channel is internally tested in turn (approx 30

seconds per channel) and the state of the four flight
compartment effects controlled by the EEC is indicated.
If any faults are detected, a fault message appears on the

screen. The screen is similar to the Recent Faults display,
except the flight legs where the failures occurred are not
displayed.
At any time during a test, the operator can push the

ABORT button to stop execution of the test. In this case a
message is displayed to notify the operator of non-
completion of the test. When the operator has finished
EEC testing and presses the END TEST key, a ‘TEST
COMPLETE’ message appears.
If one of the EEC channels was not available during the

test, a Test Complete message is also displayed but a
‘CH A INOP’, (or, ‘CH B INOP’) message appears to
indicate that a particular channel was not operational.
MESSAGE Page 24
TOC
EFG
ENGINE 1 BITE TEST

GROUND TESTS 1/1
EEC TEST
TESTS PERFORMED:
SENSOR INTERFACES
INTERNAL EEC TEST
LIGHTS / MESSAGES
<INDEX START TEST>
ENGINE 1 BITE TEST

GROUND TESTS
EEC TEST
- VERIFY THE FOLLOWING
FOR ENGINE 1:
ENG CONTROL LIGHT: OFF
ALTN MODE LIGHT : OFF
FUEL FILTER BYP : OFF
OIL FILTER BYP : OFF
<ABORT CONTINUE>
CTC-225-029-00 EEC TEST SELECTION

MESSAGE Page 25
TOC
EFG
T/R Lever Interlock Test selection.
The first screen that appears is only a warning. It informs

maintenance personnel that the test can cause the
reverser to move and that people and equipment should
be at a safe distance from the engine.
The screen is for information only and no tests run, or

surfaces move, when this screen is displayed.
Selecting ‘START TEST’, displays a screen referring the

maintenance personnel to the procedures defined in the
AMM.
The operator then types ‘OK’ on the key pad and pushes
‘CONTINUE’ to perform the test.
MESSAGE Page 26
TOC
EFG
ENGINE 1 BITE TEST

GROUND TESTS
T/R LEVER INTLK TEST
! ! ! WARNING ! ! !
THIS TEST CAN CAUSE
THE REVERSER TO MOVE
MAKE SURE PEOPLE AND
EQUIPMENT ARE A SAFE
DISTANCE FROM THE ENGINE
<INDEX START TEST>
ENGINE 1 BITE TEST

GROUND TESTS
DO PROCEDURE:
(REF AMM 73-21-00/501)
WHEN READY:
- TYPE OK
- PUSH CONTINUE
<ABORT CONTINUE>
CTC-225-030-00 T/R LEVER INTERLOCK TEST SELECTION

MESSAGE Page 27
TOC
EFG
T/R Lever Interlock Test.
After the operator has typed ‘OK’ on the keypad and Once the 5 seconds have elapsed, pressing the Continue
pressed the Continue button, a ‘TEST IN PROGRESS, button displays the next screen which instructs the
THRUST LEVER IS BLOCKED’ message is displayed. operator to move the Reverse-Thrust Lever to the stow
position.
The screen also displays a series of instructions. The
operator is instructed to raise the Reverse Thrust Lever to After the Reverse-Thrust Lever has been placed in stow,
the aft mechanical stop and wait for 5 seconds. pressing the Continue button causes a new screen to be
displayed, which is a repeat of the test, but on the other
In this configuration, the T/R interlock solenoid is not EEC channel.
energized and the T/R lever must be placed at the
reverse idle position. If any faults were detected during the test, a screen is
displayed informing the operator of the message number
Once the 5 seconds have elapsed, pressing the Continue and giving a brief description of the fault.
button displays the next screen.
The operator then has the option of either repeating, or
A ‘THRUST LEVER NOT BLOCKED’ message appears ending the test.
and also instructions for the operator to raise the Reverse-
Thrust Lever to the full-reverse position and wait 5
seconds.
In this configuration, the EEC channel energizes the T/R

interlock solenoids and the T/R lever can be moved up to
the full reverse power position.
MESSAGE Page 28
TOC
EFG
ENGINE 1 BITE TEST

GROUND TESTS
CH A TEST IN PROGRESS
THRUST LEVER IS BLOCKED
- RAISE REVERSE THRUST

LEVER FIRMLY TO THE
MECHANICAL STOP
- WAIT 5 SEC
- PUSH CONTINUE
<ABORT CONTINUE>
ENGINE 1 BITE TEST

GROUND TESTS
CH A TEST IN PROGRESS
THRUST LEVER NOT BLOCKED
- RAISE REVERSE THRUST

LEVER TO THE FULL
REVERSE POSITION
- WAIT 5 SEC
- PUSH CONTINUE
<ABORT CONTINUE>
CTC-225-031-00 T/R LEVER INTERLOCK TEST

MESSAGE Page 29
TOC
EFG
Actuators Test Selection.
Like the interlock test, the first screen that appears is only The operator must select ‘CONTINUE’ for actuator testing
a warning and for information only and no tests run, or to begin.
actuators move, when this screen is displayed.
When actuator testing begins, six screens (3 for each
Selecting ‘START TEST’, displays a screen referring the EEC channel), are displayed to inform the operator of the
maintenance personnel to the procedures defined in the time remaining and the demanded position of the
AMM. actuators.
The operator then types ‘OK’ on the key pad and pushes On completion of the test, a screen appears which
‘CONTINUE’ to perform the test. instructs the operator to shut down the engine by putting
the Start Switch to the OFF position.
The first screen instructs the operator to put the Start
Switch to the GRD position. The operator is then able to view the test results.
At any time during the tests, an inhibit ‘CAN NOT BE

Caution : As soon as the Start Switch is moved to GRD, ACCESSED’ screen will appear if N2 is greater than
the SAV is open and the engine rotates. Use a 40%.
chronometer to check the time the starter runs and that the
limitations are respected.
MESSAGE Page 30
TOC
EFG
ENGINE 1 BITE TEST CH A TEST IN PROGRESS 1 OF 6

GROUND TESTS
ACTUATORS TEST TIME REMAINING : 90 SEC
DEMAND OPEN : 15 SEC
- START SWITCH: GRD
- PUSH CONTINUE AFTER
N2 HAS STABILIZED AT CH B TEST IN PROGRESS 6 OF 6
A VALUE MORE THAN
20 % TIME REMAINING : 15 SEC
- OBSERVE STARTER DEMAND OPEN : 15 SEC
OPERATING TIME LIMIT
<ABORT CONTINUE>
ENGINE 1 BITE TEST

GROUND TESTS
ACTUATORS TEST
- START SWITCH : OFF
<ABORT TEST RESULTS>
CTC-225-032-00 ACTUATORS TEST

MESSAGE Page 31
TOC
EFG
L (left) or R (right) Igniters Test selection.
The first screen that appears is only a warning informing The test for either the left, or right igniter is identical. The
maintenance personnel that, during the test, an igniter will first screen informs the operator of the time remaining to
be active (energized) and people and equipment should complete the test and the length of time the igniter is
be at a safe distance from the engine. energized by channel A.
The screen is for information only and no igniter will be After the required amount of time has elapsed the screen
active when this screen is displayed. informs the operator of the length of time remaining to
complete the test and the length of time the igniter is de-
Selecting ‘START TEST’, displays a screen referring the energized.
maintenance personnel to the procedures defined in the
AMM. The same process is then repeated using channel B.
The operator then types ‘OK’ on the key pad and pushes At the end of the test, if any faults were detected, a screen
‘CONTINUE’ to perform the test. displays a message number and gives a brief description
of the fault. If no faults were detected, a ‘NO ‘x’ IGNITER
Note : This test must be run with the T/R cowls open in TEST FAULTS’ message is displayed.
order to perform a visual check of the harnesses. If a
harness is damaged, an arc will be visible somewhere At the end of the test, as part of the ‘Return Airplane to
along the harness. Normal Condition’ operation, if the Start Lever is moved to
the CUTOFF position too soon, or some other anomaly
causes an EEC reset, a message is displayed informing
the operator that an external signal caused an interruption
and the test could not be completed.
MESSAGE Page 32
TOC
EFG
ENGINE 1 BITE TEST

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

GROUND TESTS 1/1
L IGNITER TEST
MSG NBR : 74-30971

THE APL INPUT VOLTAGE
FOR THE L EXCITER
(IGN 1) IS OUT OF RANGE
<ABORT REPEAT TEST>
CTC-225-033-00 IGNITER TEST

MESSAGE Page 33
TOC
EFG
Input Monitoring menu selection.
The ‘INPUT MONITORING’ selection from the Main Menu

allows maintenance and engineering personnel to
monitor, in near real-time, certain pre-programmed
parameters within the EEC.
When the aircraft is on the ground, the Input Monitoring

selection displays a screen warning the operator that this
is not an approved primary procedure used to isolate
faults.
The operator may then select ‘GO BACK’ to return to the

Main Menu, or ‘CONTINUE’ to view the Input Monitoring
screens.
If the operator selects ‘CONTINUE’ and input monitoring

data is not available from both EEC channels, a message
is displayed to alert maintenance personnel that input
monitoring will be displayed for a particular channel only.
The ‘INPUT MONITORING’ menu has 2 pages. Selecting

the Next-Page, or Previous-Page key from page 1
displays page 2.
MESSAGE Page 34
TOC
EFG
ENGINE 1 BITE TEST

MAIN MENU 1/1
<RECENT FAULTS
<FAULT HISTORY
<IDENT/CONFIG
<GROUND TEST
<INPUT MONITORING
<INDEX
ENGINE 1 BITE TEST
INPUT MONITORING
! ! ! NOTICE ! ! !
THIS IS NOT AN APPROVED
PRIMARY PROCEDURE USED
TO ISOLATE FAULTS
<GO BACK CONTINUE> MENU PAGES 1 AND 2
CTC-225-034-00 INPUT MONITORING MENU SELECTION

MESSAGE Page 35
TOC
EFG
Input Monitoring menu (page 1). Input Monitoring menu (page 2).
Control Loops. Speeds.

For monitoring of the FMV, VSV, VBV, HPTACC, For monitoring of the physical speeds of N1 and N2 on
LPTACC and TBV control loops. the local and cross channel.
This selection also allows personnel to monitor TRA and
thrust reverser sleeve position inputs. Discretes.
For monitoring of discrete, integer and N1 target data on
Control Pressures. the local channel.
For monitoring of P0, optional PS13 and P25 (if installed)
and PS3.
Control Temperatures.
For monitoring of TAT, T25, T3, TC, T49.5 and optional
T5 (if installed).
Fuel system.
For monitoring of the fuel flow, FMV position and filter by-
pass indication.
Oil system.
For monitoring of the oil system pressure, temperature,
filter by-pass indication and optional electronic chip
detector (if installed).
MESSAGE Page 36
TOC
EFG
ENGINE 1 BITE TEST ENGINE 1 BITE TEST

INPUT MONITORING 1/2 INPUT MONITORING 2/2
<CONTROL LOOPS <SPEEDS
<CONTROL PRESSURES <DISCRETES
<CONTROL TEMPERATURES
<FUEL SYSTEM
<OIL SYSTEM
<INDEX <INDEX
PAGE 1 PAGE 2
CTC-225-035-00 INPUT MONITORING MENU

MESSAGE Page 37
TOC
EFG
Input Monitoring sub-menu.
Control Loops.
When ‘Control Loops’ is selected from page 1 of the input

monitoring menu, four separate sub-menus are available
to monitor, in near real-time, the data being output by the
EEC for the FMV, VSV, VBV, HPTACC, LPTACC, TRA,
REV, TBV and BSV (if installed) control loops.
Selected values from the active channel are displayed.
Note : The sub-menus display specific parameters.

- If a specific parameter is not available for display, the
field is filled with ‘?’ characters.
- If a specific parameter is out of range, the field is
filled with ‘-’ characters.
MESSAGE Page 38
TOC
EFG
ENGINE 1 BITE TEST

INPUT MONITORING 1/4
CONTROL LOOPS
<FMV : DEM 7.96 %

POS 7.93 %
<VSV : DEM 31.85 DEG
POS 31.86 DEG
<VBV : DEM 33.57 DEG
POS 33.57 DEG
<INDEX
CTC-225-036-00 CONTROL LOOPS SUB-MENU

MESSAGE Page 39
TOC
EFG
Control Loops.
If, for example, FMV is selected from the sub-menu, two

further sub-menus are available.
The selected FMV values from the active channel are

displayed on lines 4, 5 and 6 of the first page.
The SIN and COS values are the voltages read from the
resolver feedbacks.
The information displayed on line 4 of the second page is

the selected value from the active channel. The other
values are the FMV torque-motor demand and return path
currents.
Note : Certain procedures in the AMM use the control

loop menus to obtain values to check the limits.
For example, the thrust reverser sleeve LVDT adjustment

and thrust lever angle adjustment procedures require that
the control loop menus are accessed, the values read,
recorded and checked against predefined limits. If the
values are outside of these limits, further maintenance
tasks must be followed.
MESSAGE Page 40
TOC
EFG
FMV SELECTED
ENGINE 1 BITE TEST

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

OUT CH B: 31.53 MA
IN CH B: 27.31 MA
OUT CH A: 0.00 MA
IN CH A: -0.43 MA
ACT CH B
<INDEX GMM CH A
CTC-225-037-00 FMV SELECTION SUB-MENUS

MESSAGE Page 41
TOC
EFG
Control pressures.
When ‘Control Pressures’ is selected from page 1 of the

input monitoring menu, two separate sub-menus are
available to monitor, in near real-time, the data being
output by the EEC.
The selected values of P0, PS3 and, if installed, PS13

and P25 from the active channel are displayed on the first
page and PT on the second page.
Pressure sensors PS13 and P25 (optional PMUX kit) are

single-channel input parameters and thus have no sub-
screens.
MESSAGE Page 42
TOC
EFG
ENGINE 1 BITE TEST

PRESSURES - PSIA
<PO : 14.38
<PS13: 14.85
<P25 : 15.23
<PS3 : 36.37
<INDEX
DISPLAYED ONLY IF ENGINE 1 BITE TEST

PMUX KIT INSTALLED INPUT MONITORING 2/2
PRESSURES - PSIA
<PT : 14.69
<INDEX
CTC-225-038-00 CONTROL PRESSURES SUB-MENUS

MESSAGE Page 43
TOC
EFG
Control pressures.
If, for example, P0 is selected from the sub-menu, a

further sub-menu is available.
Line 5 is the selected value of P0 from the active channel.
Right-justified on line 12 is the active channel. (In this

example, channel B is active).
Right-justified on line 13 is the channel transmitting

Ground Maintenance Mode (GMM) data. (In the case
shown, channel A is transmitting GMM data).
MESSAGE Page 44
TOC
EFG
P0 SELECTED
ENGINE 1 BITE TEST

PO SELECTION - PSIA
SEL PO : 14.69
PO CH B : 14.68
PO CH A : 14.68
PS ADIRU 1: 14.69
PS ADIRU 2: 14.69
ACT CH B
<INDEX GMM CH A
CTC-225-039-00 P0 SELECTION SUB-MENU

MESSAGE Page 45
TOC
EFG
Control temperatures.
When ‘Control Temperatures’ is selected from page 1 of

the input monitoring menu, two separate sub-menus are
available to monitor, in near real-time, the data being
output by the EEC.
The selected values of TAT and T25 from the active

channel are displayed on page 1.
The selected values of T3, TCC, T495 and T5 (optional

PMUX kit) are displayed on page 2.
MESSAGE Page 46
TOC
EFG
ENGINE 1 BITE TEST

RTD TEMPERATURES - DEG C
<TAT: 16.76
<T25: 20.85
<INDEX
ENGINE 1 BITE TEST

T/C TEMPERATURES - DEG C
<T3 : 149.87
<TCC : 102.06
<T495: 463.75
DISPLAYED ONLY IF
<T5 : 448.40
PMUX KIT INSTALLED
<INDEX
CTC-225-040-00 CONTROL TEMPERATURES SUB-MENUS

MESSAGE Page 47
TOC
EFG
Control temperatures.
If, for example, TAT is selected from page 1 of the sub-

menu, a further sub-menu is available.
Line 5 is the selected value of TAT from the active

channel.
MESSAGE Page 48
TOC
EFG
TAT SELECTED
ENGINE 1 BITE TEST

TAT SELECTION - DEG C
SEL TAT : 16.76
T12 CH B : 16.72
T12 CH A : 16.80
TAT ADIRU 1: 17.56
TAT ADIRU 2: 17.96
ACT CH B
<INDEX GMM CH A
CTC-225-041-00 TAT SELECTION SUB-MENU

MESSAGE Page 49
TOC
EFG
Fuel system.
When ‘Fuel System’ is selected from page 1 of the input

monitoring menu, a separate sub-menu is available to
monitor, in near real-time, the data being output by the
EEC.
The selected values of WFM, FMV position and fuel-filter

bypass from the active channel are displayed.
If ‘Filter Bypassed’ is selected from the sub-menu,

another sub-menu is available, which displays the filter
switch positions for channels A and B.
MESSAGE Page 50
TOC
EFG
ENGINE 1 BITE TEST

FUEL SYSTEM
FUEL FLOW : 608.00 PPH
FMV POS : 7.98 %
<FILTER BYPASSED : NO
ENGINE 1 BITE TEST <INDEX

FUEL FILTER
FILTER BYPASSED : NO
FILTER INPUTS:
SW 1 CH B: CLOSED
SW 2 CH B: OPEN
SW 1 CH A: CLOSED
SW 2 CH B: OPEN
ACT CH B
<INDEX GMM CH A
CTC-225-042-00
FUEL SYSTEM SUB-MENUS
MESSAGE Page 51
TOC
EFG
Oil system.
When ‘Oil System’ is selected from page 1 of the input

EEC.
The selected values of PEO, TEO, filter bypass and, if

installed, the optional Debris Monitoring System (DMS) kit
from the active channel are displayed.
The DMS kit is a single-channel input parameter and has

no sub-menus, but if, for example, PEO is selected from
the sub-menu, another sub-menu is available.
Line 4 is the selected PEO value from the active channel.
The V1 and V2 values are the voltages read from the

LVDT inputs
MESSAGE Page 52
TOC
EFG
ENGINE 1 BITE TEST

OIL SYSTEM
<PEO : 23.79 PSIG
<TEO : 72.06 C
DISPLAYED ONLY IF <FILTER BYPASSED : NO
DMS INSTALLED
DEBRIS DETECTED : NO
ENGINE 1 BITE TEST <INDEX

OIL PRESSURE SELECTION
SEL PEO: 23.85 PSIG
INPUT CH B: 24.01 PSIG
V1/V2: 3.93/ 2.95 V
INPUT CH A: 23.71 PSIG
V1/V2: 3.93/ 2.96 V
ACT CH B
<INDEX GMM CH A
CTC-225-043-00 OIL SYSTEM SUB-MENUS

MESSAGE Page 53
TOC
EFG
Speeds.
When ‘Speeds’ is selected from page 2 of the input

EEC.
The selected values of N1 and N2 from the active

channel are displayed.
If, for example, N1 is selected from the sub-menu, another

sub-menu is available.
Line 5 is the selected N1 value from the active channel.
MESSAGE Page 54
TOC
EFG
ENGINE 1 BITE TEST

SPEEDS - RPM
<N1 : 1037.00
<N2 : 8550.00
<INDEX
ENGINE 1 BITE TEST
N1 SELECTION - RPM
SEL N1 : 1035.50
N1 CH B: 1033.50
N1 CH A: 1035.50
ACT CH B
<INDEX GMM CH A
CTC-225-044-00 SPEEDS SUB-MENUS

MESSAGE Page 55
TOC
EFG
Discretes.
When ‘Discretes’ is selected from page 2 of the input

monitoring menu, 3 separate sub-menus are available to
EEC.
The selected values of engine integers and discretes from

the local channel are displayed.
The number (0-16) against the word ‘Regulator’ refers to

the software logic that is currently in control, depending
on engine running conditions.
The value of N1 target (a real number computed by the

FMC and transmitted by the DEU’s) is also displayed.
MESSAGE Page 56
TOC
EFG
ENGINE 1 BITE TEST

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

GMM DISCRETES
CONTINUOUS IGN : OFF
IGNITER ENERGIZED: NONE
ENG START FAILED : NO
FLAMEOUT PROTECT : OFF
OVERTEMP PROTECT : OFF
HS STALL PROTECT : OFF
LIMIT REV THRUST : NO
LIMIT FWD THRUST : NO
ACT CH B
<INDEX GMM CH A
ENGINE 1 BITE TEST

GMM DISCRETES
L IGNITER 115V : ON
R IGNITER 115V : ON
START LEV SW-LOC : IDLE
START LEV SW-XCH : IDLE
START LEVER-DEU1 : IDLE
START LEVER-DEU2 : IDLE
START LEVER SEL : IDLE
ACT CH B
<INDEX GMM CH A
CTC-225-045-00 DISCRETES SUB-MENUS

MESSAGE Page 57
TOC
EFG
MESSAGE Page 58
TOC

CTC-225 Fault Detection & Annunciation

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

CTC-225 Fault Detection & Annunciation

Uploaded by

Copyright:

Available Formats

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