Professional Documents
Culture Documents
FAULT DETECTION
& ANNUNCIATION
CFM56-7B
July 2001
ATA level 4
CTC-219
EF G
CFM56-7B TRAINING MANUAL
Published by CFMI
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EF G
CFM56-7B TRAINING MANUAL
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EF G
CFM56-7B TRAINING MANUAL
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.
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CFM56-7B TRAINING MANUAL
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EFG
CFM56-7B TRAINING MANUAL
TABLE OF CONTENTS
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CONTENTS
FAULT DETECTION
Page 1
July 01
CFMI PROPRIETARY INFORMATION & ANNUNCIATION
EFG
CFM56-7B TRAINING MANUAL
Chapter Page
Table of Contents 1 to 2
Lexis 1 to 8
Architecture 1 to 14
Interfaces 1 to 8
EEC Signals 1 to 16
Fault Detection 1 to 58
Warning Indications 1 to 18
Message Interrogation 1 to 58
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FAULT DETECTION
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EFG
CFM56-7B TRAINING MANUAL
EFFECTIVITY
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LEXIS Page 1
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CFMI PROPRIETARY INFORMATION
TOC
EFG
CFM56-7B TRAINING MANUAL
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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TOC
EFG
CFM56-7B TRAINING MANUAL
EFFECTIVITY
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LEXIS Page 3
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CFMI PROPRIETARY INFORMATION
TOC
EFG
CFM56-7B TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
LEXIS Page 4
July 01
CFMI PROPRIETARY INFORMATION
TOC
EFG
CFM56-7B TRAINING MANUAL
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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TOC
EFG
CFM56-7B TRAINING MANUAL
EFFECTIVITY
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July 01
CFMI PROPRIETARY INFORMATION
TOC
EFG
CFM56-7B TRAINING MANUAL
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
TOC
EFG
CFM56-7B TRAINING MANUAL
ENGLISH/METRIC CONVERSIONS
METRIC/ENGLISH CONVERSIONS
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TOC
EFG
CFM56-7B TRAINING MANUAL
ARCHITECTURE
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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EFG
CFM56-7B TRAINING MANUAL
CONTROL SIGNALS
SIGNALS
T/R
FUEL P T P25 Ps13 T5
TRANSLATING
FLOW OIL OIL (PMUX) (PMUX) (PMUX)
SLEEVE LVDT
CTC-219-001-02
CONTROL SYSTEM COMPONENTS
Electrical interfaces.
TOC
EFG
CFM56-7B TRAINING MANUAL
P11
J10
J1
J3 J9
J4
J7 J2
J5
J6
J8
J1 : A/C 115V ELECTRICAL POWER, IGNITER EXCITER 1 SUPPLY (CH.A).
J2 : A/C 115V ELECTRICAL POWER, IGNITER EXCITER 2 SUPPLY (CH.B).
J3 : CDS/DEU, THRUST REVERSER INTERFACE (CH.A).
J4 : CDS/DEU, THRUST REVERSER INTERFACE (CH.B).
J5 : HMU, N2 SENSOR, FUEL FLOW METER (CH.A).
J6 : HMU, N2 SENSOR, TEO SENSOR (CH.B).
J7 : ALTERNATOR, OIL PRESSURE, T12 SENSOR, N1 SENSOR, OIL FILTER DELTA P (CH.A).
J8 : ALTERNATOR, OIL PRESSURE, T12 SENSOR, N1 SENSOR, DMS, FUEL FILTER DELTA P (CH.B).
J9 : T25, T3, TC, T49.5 SENSORS, POSITION FEEDBACK FOR VBV, VSV, HPTC, LPTC, TBV, (CH.A).
J10 : T25, T3, T49.5 SENSORS, POSITION FEEDBACK FOR VBV, VSV, HPTC, LPTC, TBV, (CH.B).
P11 : ENGINE ID PLUG.
CTC-219-017-02
EEC ELECTRICAL INTERFACES
ENGINE 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.
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CFM56-7B TRAINING MANUAL
POWER UP
POWER UP TEST
OPERATIONAL
FUNCTION
CYCLIC TESTS
PERMANENT
MONITORING
T/R LEVER INTERLOCK
SPECIFIC TESTS ACTUATOR TEST
IGNITER TEST
NO
ENGINE RUN
CTC-219-004-01
TESTS
Electronic Engine Control unit (EEC). Channel selection and fault strategy.
The EEC has two channels, A and B, and both channels Active and Stand-by channel selection is performed at
are capable of controlling the engine. EEC power-up and during operation.
The two channels are identical and permanently Active and Stand-by selection is based upon the health of
operational, but they operate independently from each the channels and each channel determines its own health
other. Each channel has a full complement of sensors, status. The healthiest is selected as the Active channel.
interfaces to the engine and aircraft, central processor
and output drivers. When both channels have an equal health status,
Active / Stand-by channel selection alternates with every
The two EEC channels operate as an active/standby engine start, if N2 was greater than 10,990 RPM during
architecture. Both channels always receive inputs and the last run.
process them, but only the channel in control, called the
Active channel, delivers outputs. The other is called the
Stand-by channel.
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EFG
CFM56-7B TRAINING MANUAL
EEC
CHANNEL ACTIVE
A
EEC
CHANNEL STAND BY
B
CTC-219-003-01
EEC DESIGN
CHANNEL SELECTION
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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EFG
CFM56-7B TRAINING MANUAL
DESCRIPTION
CTC-219-052-01
FAULT HIERARCHY
CHANNEL SELECTION
TOC
EFG
CFM56-7B TRAINING MANUAL
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-219-053-02
OUTPUT DRIVER DISCONNECT
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EFG
CFM56-7B TRAINING MANUAL
INTERFACES
INTERFACES
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.
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EFG
CFM56-7B TRAINING MANUAL
115-VAC
EEC A/T COMPUTER
THRUST T/R
REVERSER POSITION
AUTOTHROTTLE
SERVO CMD
START
CONTROL STAND
SWITCHES
START
LEVER N1 TARGET
FMC
CTC-219-005-01
AIRCRAFT / EEC INTERFACES
INTERFACES
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.
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EFG
CFM56-7B TRAINING MANUAL
ENGINE 1
EEC
AIRCRAFT FLIGHT
CONDITION MANAGEMENT
MONITORING COMPUTER
SYSTEM (ACMS) (FMC)
CTC-219-006-01
AIRCRAFT / EEC MAINTENANCE COMMUNICATION
INTERFACES
The CDS/DEU:
TOC
EFG
CFM56-7B TRAINING MANUAL
CDS/DEU
DATA PROCESSING
DIGITAL/ANALOG CENTER ENGINE
AND
OPERATING DATA DISPLAY
FORMATTING
ENGINE AIRCRAFT
CTC-219-007-01
CDS/DEU COMMUNICATION
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EFG
CFM56-7B TRAINING MANUAL
EEC SIGNALS
CATEGORIES
Two types of data and command values are transmitted Parametric values.
between the aircraft systems and the engine controls
using dedicated wiring. Unlike discretes, parametric values are not fixed, but can
vary over a specified range.
Discrete values. For example, parametric values include :
Discretes have one of two values, i.e. on/off, open/closed. - Thrust-lever resolver angle (6° - 87°).
- N1 fan speed sensing (0 - 5382 rpm).
Discretes that supply aircraft configuration data and - Oil quantity (0 - 100%).
commands to the EEC are either pin-programmed, or a
direct open/closed output of a switch operated by the
flight crew.
Examples of discrete inputs from the aircraft include :
- Aircraft type.
- Alternate mode switch.
- Engine start switch.
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EFG
CFM56-7B TRAINING MANUAL
OIL FILTER
BYPASS SWITCH OPEN
CLOSED
DISCRETE
50
%
0
PARAMETRIC
CTC-219-076-00
CATEGORIES
SIGNAL TYPES
The EEC receives and transmits discrete and parametric Communications between the engine control system and
electrical values through dedicated wiring. These values aircraft systems are largely carried out using digital
can be those received from various sensors and switches, signals.
or those sent to control engine components, such as
torque motors. The digital signals are sent across serial databuses in a
particular format, which can be recognized and decoded
Because the values rarely have the same range and vary at either end of the communications link. Defined by
depending on the particular component, they are known Aeronautical Radio Inc, this format follows a particular
as analog signals. protocol and is known as ARINC-429.
Digital signals. Although these signals are digital, they do not use the
same format as those internal to the EEC and therefore,
Like all computers, the EEC contains logic boards to have to be processed before being received, or
process the data received and transmitted, but they use a transmitted.
certain kind of electronic signal known as digital.
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CFM56-7B TRAINING MANUAL
EEC
ANALOG
0 1 0 0 1 0 1 0 1 0
TO
DIGITAL
ANALOG SIGNAL 'IN' CONVERTER
DIGITAL DATA FOR PROCESSING
(SENSOR INPUT)
DEDICATED
WIRING
DIGITAL
1 0 1 0 0 0 1 0 1 0
TO
ANALOG
ANALOG SIGNAL 'OUT' CONVERTER
PROCESSED DIGITAL DATA
(T.M. CONTROL)
0 1 0 1 0 1 0 0 1 0 0 1 0 1 0 1 0 0 1 0
ARINC
ARINC PROCESSOR
DATABUS DIGITAL DATA DIGITAL DATA
(ARINC PROTOCOL)
CTC-219-077-00
SIGNAL TYPES
Digital communication between the aircraft and the Each 32-bit word is made up of 5 sections that serve
engine is in the form of a serial group of 32 data bits, different purposes :
arranged in a predefined order (ARINC-429 protocol), that
can be considered as a coded sentence. - The section using bits 1-8 is known as the label and
is used to categorize the word, corresponding to
This coded sentence is known as a 32-bit digital ‘word’. ARINC-429 definitions.
The word is transmitted, or received through ARINC-429 - Bits 9 and 10, are used as the Source/Destination
databuses. Identifier (SDI). i.e. The source could be the name
of the computer transmitting the data.
- The data section is made up of bits 11 to 29.
i.e. Parametric or discrete values put into digital
format.
- Bits 30 and 31 are used for the Status Matrix (SM),
which indicates the data word condition and
validity.
- Bit 32 is the parity bit. ARINC protocol requires that
the sum of ‘1’ bits contained in the word must be
an odd number, so the parity bit is set to either a
‘1’, or ‘0’ as necessary.
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EFG
CTC-219-010-02
EFFECTIVITY
P
SM
EG
EGT S
TA
OST S RT
TA I
SP G S RT NG
A W R
RE RE ITC MA ED
S H I N L
RE ER CL TENINE
S V
DATA
N2 T N RM ST RE ED
P : PARITY (ODD)
PE T E R P
RA UR DL LIM AS
TU E INE IT S
SM : STATUS MATRIX (DATA CONDITION/VALIDITY)
RE AM R R
A A
RE BER NG NG
DL L E E
IN IMI
E T
EX EX
CE CE
LABEL
ED ED
ED ED
32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
0 1 1 0 0 1 0 0 0 0 0 0 1 0 0 0 1 1 0 0 1 0 0 1 1 1 1 0 1 0 1 0
& ANNUNCIATION
FAULT DETECTION
EEC SIGNALS
July 01
Page 7
TRAINING MANUAL
TOC
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CFM56-7B TRAINING MANUAL
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 power :
Engine alternator.
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CFM56-7B TRAINING MANUAL
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-219-011-01
ENGINE INPUTS TO THE EEC
EEC INPUTS
ID plug parameters.
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CFM56-7B TRAINING MANUAL
CTC-219-012-02
ID PLUG (P11) PARAMETERS
The aircraft/EEC electrical interface includes the aircraft The aircraft provides engine thrust and control commands
power supplies for the EEC and also the ignition system. and aircraft flight and status information to the EEC as
follows :
The 115Vac, 400Hz supply to each of the ignition exciters
is routed from the aircraft through the EEC, where it is - Thrust-lever position is provided to the EEC in terms
switched on and off to control the operation of the of electrical resolver angle. A dual resolver is
exciters. mechanically linked to the thrust levers in the flight
compartment.
The ARINC429 databusses and some aircraft discretes
are wired to the engine as simplex connections and split - Air-data information and engine-specific commands
into duplex connections on the engine. The actual split is and data are transmitted to each engine from the
implemented within the EEC. aircraft CDS DEU’s via an ARINC-429 serial
databus.
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CFM56-7B TRAINING MANUAL
CHANNEL
B
CDS DEU 2 DATABUS
CTC-219-013-01
AIRCRAFT INPUTS TO THE EEC
EEC OUTPUTS
The EEC turns the two engine igniters on, or off, using
relay-controlled switches internal to the EEC, one switch
per channel.
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CFM56-7B TRAINING MANUAL
EEC
AIRCRAFT
CTC-219-014-01
EEC OUTPUTS
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CFM56-7B TRAINING MANUAL
FAULT DETECTION
FAULT Page 1
EFFECTIVITY DETECTION
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TOC
EFG
CFM56-7B TRAINING MANUAL
FAULT DETECTION
Signal processing.
FAULT Page 2
EFFECTIVITY DETECTION
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CFMI PROPRIETARY INFORMATION & ANNUNCIATION
TOC
EFG
CFM56-7B TRAINING MANUAL
LOCAL CHANNEL
PARAMETRIC
SIGNAL
CHECK S/TM
DISCRETE PARAMETER OUTPUT
CONTROL
SELECTION LAW CONTROL
ARINC
RANGE CALCULATIONS
ARINC
CHECK
CCDL
CROSS CHANNEL
PARAMETRIC
S/TM
DISCRETE AS AS AS
ABOVE ABOVE AS ABOVE ARINC
ARINC ABOVE
CTC-219-078-01
SIGNAL PROCESSING
FAULT Page 3
EFFECTIVITY DETECTION
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CFMI PROPRIETARY INFORMATION & ANNUNCIATION
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EFG
CFM56-7B TRAINING MANUAL
INPUT VALIDATION
The EEC provides fault accommodation for all engine The digital words are considered active and valid if the
control signals. This includes the engine sensors and following conditions exist :
position feedbacks and the CDS/DEU databus inputs. - The word is updated at least once in three transmit
intervals.
The EEC converts parametric analog inputs into a digital - The status matrix (SM) indicates normal operation, or
format and then checks if the conversion has been functional test. (The SM is defined below).
successful. If the conversion test fails, the EEC sets a - The parity for the word is correct (odd).
fault flag and generates a message which appears on the
CDU as an ‘INTERNAL EEC FAULT’. If the signal SM definitions :
passes the conversion test, it is considered valid and
passes onto the next stage for a data validity and range Condition / Validity SM
check. Failure warning 00
No computed data 01
As most discrete inputs are treated as digital signals, they Functional test 10
pass directly to the data validity and range test logic. Normal operation 11
The EEC monitors all ARINC-429 inputs from the CDS/ If the word fails the basic validity check, the EEC sets a
DEU for presence (activity). ARINC-429 words pass fault flag and generates a fault message.
through an ARINC processor and the converted word is
then checked for basic validity, before the data contained Typical fault message.
in the word is passed to the next check logic which tests it
for validity and range. - INTERNAL EEC FAULT. ARINC RECEIVER 1.
- DEU1 DATA IS MISSING.
- ADIRU1 DATA FROM DEU1 IS MISSING.
- THE ADIRU1 TOTAL PRESSURE DATA IS
MISSING FROM DEU1.
FAULT Page 4
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EFG
CFM56-7B TRAINING MANUAL
FAIL
FAULT MESSAGE GENERATION
PARAMETRIC A/D CONVERSION "INTERNAL EEC FAULT"
CONVERTER TEST VALID
DATA
DISCRETE VALIDITY
AND
RANGE
TEST
VALID
ARINC WORD
ARINC
VALIDITY
PROCESSOR FAIL
TEST FAULT MESSAGE GENERATION
"INTERNAL EEC FAULT, ARINC RECEIVER 1"
"DEU 1 DATA IS MISSING"
"ADIRU 1 DATA FROM DEU 1 IS MISSING"
CTC-219-079-00
INPUT VALIDATION
FAULT Page 5
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CFM56-7B TRAINING MANUAL
RANGE TESTING
The EEC carries out range tests on the inputs after they For the following inputs, however, other parameters are
have passed the validation tests. taken into consideration in the calculations, making fault
isolation more difficult.
The tests are managed by the EEC internal software and
vary depending on the engine status. Pressure sensors : P25, PS13, PS3.
Thermocouple temp sensors : T3.
The simplest range test on a parameter is a check of Speed sensors : N2.
maximum and minimum limits against predefined values.
For example, the T3 sensor is a control input used to
Pressure sensors : P0. calculate the demand on the HPTACC valve.
VRT temp sensors : T12, T25, TEO, TEEC.
Thermocouple temp sensors : TCC, T5. When the engine is not running, the EEC only checks the
Speed sensors : N1. minimum limit (below -60.0°C for more than 4.8 seconds).
The EEC checks the sensor output signal, against However, if the engine is running, the range check is not
predetermined parameters, and generates a sensor fault the same. A fault message is generated if T3 is less than,
message for the faulty channel if : or equal to the selected value of T25, or T3 is sensed as
- The sensed pressure/temperature is not within the being above 725.0°C. The fault must persist for more than
maximum and minimum ranges. 4.8 seconds.
- The fault persists for more than 4.8 seconds.
Typical fault message.
When a parameter passes the range tests, the EEC sets
the validation status to ‘Valid’. If a parameter fails the - THE PS13 SIGNAL IS OUT OF RANGE.
tests, the EEC sets the validation status to ‘Invalid’ and - THE T12 SIGNAL IS OUT OF RANGE.
holds the parameter at its last valid value. - THE N2 SIGNAL IS OUT OF RANGE.
FAULT Page 6
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EFG
CFM56-7B TRAINING MANUAL
FAIL
PARAMETRIC A/D CONVERSION
CONVERTER TEST VALID
VALID
DATA VALUE FOR FURTHER
DISCRETE VALIDITY PROCESSING
AND
RANGE INVALID
TEST HOLD LAST VALID VALUE
VALID
ARINC WORD
ARINC FAULT MESSAGE GENERATION
VALIDITY
PROCESSOR FAIL "SIGNAL OUT OF RANGE"
TEST
CTC-219-080-00
DATA VALIDATION AND RANGE TEST
FAULT Page 7
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EFG
CFM56-7B TRAINING MANUAL
FAULT Page 8
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
FAIL
PARAMETRIC A/D CONVERSION
CONVERTER TEST VALID
VALID
DATA VALUE FOR FURTHER
DISCRETE VALIDITY PROCESSING
AND
RANGE INVALID
TEST FAULT MESSAGE GENERATION
VALID
WORD "THE START LEVER SIGNAL
ARINC ARINC AND DEU 2 DATA DISAGREE"
VALIDITY
PROCESSOR FAIL
TEST
"DEU 1 BLEED DATA AND
DEU 2 BLEED DATA DISAGREE"
CTC-219-081-00
DIGITAL DATA VALIDATION
FAULT Page 9
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
RANGE TESTING
The EEC carries out range tests on the inputs received If the engine is not running, the EEC checks if the
from the EGT thermocouple probes installed around the temperature sensed by any of the sectors is below -60°C.
engine. If a sector is below this value, the EEC sets a fault flag for
the relevant channel and generates a ‘SIGNAL OUT OF
The 8 probes are grouped in pairs to make up 4 sectors, RANGE’ message.
numbered 1 to 4 in the clockwise direction ALF.
If the engine is running, the EEC carries out further
Each sector has two connections to the EEC. Sectors 1 checks on the sectors. If the temperature sensed by any of
and 2 (top right and bottom right) are connected to the sectors is below the selected value of T25, or above
channel A and sectors 3 and 4 (bottom left and top left) 1365°C, or the sector has shifted by at least 200°C, the
are connected to channel B. EEC sets a fault flag for the relevant channel and
generates a ‘SIGNAL OUT OF RANGE’ message.
When all sectors are valid, the average value is selected.
FAULT Page 10
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EFG
CFM56-7B TRAINING MANUAL
EEC
CHANNEL
A
S4
S1
S2
BELOW
CHANNEL -60˚C
B
YES
CHANNEL A FAULT
"THE TOP RIGHT EGT SIGNAL (S1) IS OUT OF RANGE"
"THE BOTTOM RIGHT EGT SIGNAL (S2) IS OUT OF RANGE"
CHANNEL B FAULT
"THE BOTTOM LEFT EGT SIGNAL (S3) IS OUT OF RANGE"
"THE TOP LEFT EGT SIGNAL (S4) IS OUT OF RANGE"
CTC-219-082-00
EGT SIGNAL OUT OF RANGE
FAULT Page 11
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CFM56-7B TRAINING MANUAL
FEEDBACK LOOPS
RVDT/LVDT.
The RVDT’s and LVDT’s send actuator position
information to the EEC and can be considered as a kind
of electrical transformer.
Resolver.
The resolver is used because, compared to the RVDT’s
and LVDT’s, it is more accurate.
Operation.
The excitation voltage for the primary coil is provided by
the EEC channel output side and as the actuator position
changes, the moveable core changes the value of the
voltage induced into the secondary coils.
FAULT Page 12
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CFM56-7B TRAINING MANUAL
FEEDBACK SIGNALS
+ V1 HMU
-
+ V2
PILOT SECONDARY
TM
VALVE COILS
(V1 AND V2)
EEC
CHANNEL
PRIMARY
COIL
EXCITATION VOLTAGE
+
-
CTC-219-062-02
VDT AND RESOLVER
FAULT Page 13
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
FEEDBACK LOOPS
RVDT/LVDT. Resolver.
The EEC checks the output voltage validity and The EEC checks the output voltage validity and
generates a ‘POSITION SIGNAL OUT-OF-RANGE’ generates a ‘POSITION SIGNAL OUT-OF-RANGE’
fault if: fault if:
- THE VSV POSITION SIGNAL IS OUT OF RANGE. - THE FMV POSITION SIGNAL IS OUT OF RANGE.
- THE HPTACC POSITION SIGNAL IS OUT OF
RANGE.
FAULT Page 14
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CFM56-7B TRAINING MANUAL
+ +
V SECONDARY 1
V1 (VOLTAGE V1)
PRIMARY -
V1=V2 SECONDARY 2
V2 - + (VOLTAGE V2)
0
0% 50% 100%
ACTUATOR POSITION MOVEABLE
CORE
RVDT / LVDT
V V2
1
ROTATING 0.9
PRIMARY 0.8
V1 0.7
SINE 0.6
0.5
0.4
90˚ 0.3
0.2
0.1 V1
V2 0
0 10 20 30 40 45 50 60 70 80 90
COSINE ANGULAR POSITION
RESOLVER
CTC-219-065-01
POSITION SIGNAL OUT OF RANGE
FAULT Page 15
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EFG
CFM56-7B TRAINING MANUAL
OSG VALIDATION
FAULT Page 16
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EFG
CFM56-7B TRAINING MANUAL
HMU
EEC
OPEN CLOSED
CHANNEL
A
OSG
SWITCH
CHANNEL
B
CTC-219-073-01
OSG SWITCH
FAULT Page 17
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
The information contained in the engine ID plug is coded THE N1 TRIM SIGNAL IS OUT OF RANGE.
by a combination of open/closed discretes and includes
identification and configuration for : Fault generated if the :
- engine thrust rating. - Trim parity check is not odd.
- N1 trim level.
- combustor configuration (SAC/DAC).
- engine condition monitoring (PMUX). THE ENG RATING SIGNAL IS OUT OF RANGE.
The information is coded in such a way that the total Fault generated if :
number of closed discretes for a particular configuration is - There is no ID plug fault.
odd, in order for the EEC to check the information for - Engine rating is not valid.
correct parity (odd).
FAULT Page 18
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
PUSH - PULL
EEC
LINKS
N1 TRIM 1
N1 TRIM 2
N1 TRIM 3 CHANNEL
A
N1 TRIM PARITY
N1 TRIM -
CTC-219-074-01
ID PLUG - N1 TRIM CHECK
FAULT Page 19
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
INPUT SELECTION
Cross channel validation. A failsafe value is one that has been predetermined and
stored in the EEC memory. There are 2 failsafe values
Validated input signals and validation status data are that can be selected : failsafe 1 and failsafe 2.
transmitted from one channel of the EEC to the other.
This cross channel data is then available for use in the Failsafe 1 is a predetermined minimum, or maximum
data selection process. value. Failsafe 2 is a predetermined fixed value.
If the local channel digital data is invalid, or fails a A model is a value which is mathematically calculated by
maximum/minimum range check, then that channel uses the EEC from other parameter values.
the opposite channel’s data through the CCDL, provided
that the data has passed validity and range checks. The
validation status also indicates if cross channel data is
unavailable.
FAULT Page 20
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CFM56-7B TRAINING MANUAL
LOCAL CHANNEL
PARAMETRIC
SIGNAL
PARAMETER
CHECK S/TM
SELECTION
DISCRETE OUTPUT
CONTROL
LAW CONTROL
ARINC
RANGE CALCULATIONS
ARINC FAILSAFE
CHECK OR MODEL
CCDL
CROSS CHANNEL
PARAMETRIC
S/TM
DISCRETE AS AS AS
ABOVE ABOVE AS ABOVE ARINC
ARINC ABOVE
CTC-219-055-02
SIGNAL PROCESSING
FAULT Page 21
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
PARAMETER SELECTION
When both channels are operational and cross-channel TC, TEO, TEEC, HPTC, TBV, PEO and LPTC are
data is available, the validity of channel A and B dual parameters without EEC-calculated models.
sensor measured values and the absolute difference
between the two inputs are checked. The outcome of Input. F/S 1. F/S 2.
these tests determines the selected value and the
corresponding selection status. TC Min -60.0°C
TEO Max 170°C
If one channel’s input is invalid, then the other channel’s TEEC Max 65.0°C
value is selected. If both channels’ inputs are invalid, and HPTC Max 101.0%
the sensor has an EEC calculated model, then the model TBV Max 101.0%
value is selected. If the sensor does not have a calculated PEO Max 101.5 PSI
model, then failsafe value 2 is selected. LPTC Max 96.0%
If channel A and B measured values are considered valid, Sensor inputs PS3, N1, N2, T3, T25, FMV, VSV and VBV
the EEC checks that the absolute difference between the have EEC-calculated models.
two inputs is within a predetermined range.
For persistent or intermittent failures, the EEC sets latch
If the delta between the two inputs is outside the flags after a specific number of fault counts are exceeded
predetermined range and the inputs have a model, then to prevent repeated switching between sensor values and
the value that is closest to that model is selected. If the modeled values. The dual sensor fault is latched until the
sensor does not have a model, failsafe value 1 is next EEC reset.
selected.
FAULT Page 22
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CFM56-7B TRAINING MANUAL
CHANNEL A
VALUE YES DELTA YES
VALID WITHIN AVERAGE SELECTED
CHANNEL B RANGE
VALUE
NO NO
1 CHANNEL
VALUE OTHER CHANNEL VALUE SELECTED
INVALID
CTC-219-056-01
INPUT DATA SELECTION AND FAULT SETTING
FAULT Page 23
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
SIGNALS DISAGREE
After the sensor inputs in both channels have been The EEC checks that the position sensed by channel A
validated across the CCDL, the EEC checks that the agrees with the position sensed by channel B.
absolute difference between the two values is within a
predetermined range. The EEC generates a ‘POSITION SIGNAL DISAGREE’
fault if :
A ‘SENSOR DISAGREE’ fault is generated and the fault - the absolute difference of the positions sensed by
set on both channels if : channels A and B is greater than a certain value.
- The absolute difference of the compared signals is - there is no position signal fault at that moment.
greater than a certain value. - the fault persists for more than 4. 8 seconds.
- The fault persists for more than 4.8 seconds.
This fault should be set on both channels. If not, there is
Typical fault message : an additional internal EEC failure.
FAULT Page 24
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CFM56-7B TRAINING MANUAL
EEC
EEC
+ +
SECONDARY 1
PRIMARY - CHANNEL
A POSITION SIGNALS DISAGREE
SECONDARY 2
- +
TYPICAL FAULT MESSAGES:
MOVEABLE "THE FMV POSITION SIGNALS DISAGREE"
RVDT / LVDT
CORE "THE VBV POSITION SIGNALS DISAGREE"
+ +
"THE THRUST LEVER ANGLE POSITION
SIGNALS DISAGREE"
SECONDARY 1
- CHANNEL
PRIMARY
B
SECONDARY 2
- +
CTC-219-069-01
SIGNALS DISAGREE
FAULT Page 25
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
SIGNALS DISAGREE
The EEC checks the fuel and oil filter switches to see if The EEC checks the start lever switch position signals
both position switches agree (i.e. one switch open / one across the CCDL.
switch closed).
A fault message is generated if the start lever hard-wired
A switch disagree fault is generated if : signal on channel A is not the same as on channel B, and
the fault persists for more than 4.8 seconds.
- The A/C is on ground for more than 90 seconds
and Typical fault message.
The position sensed from switch 1 and 2 is the same.
or - THE START LEVER SIGNALS DISAGREE.
The active and standby EEC channels disagree.
FAULT Page 26
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CFM56-7B TRAINING MANUAL
FILTER SWITCH
EEC
1 NOT CLOGGED +
- CHANNEL
+ A
2 CLOGGED TYPICAL FAULT MESSAGES
"THE FUEL FILTER SIGNALS DISAGREE"
"THE OIL FILTER SIGNALS DISAGREE"
CHANNEL
B
START LEVER
EEC
IDLE CUTOFF
RESET CHANNEL
CHANNEL A A
CTC-219-070-01
SWITCH SIGNALS DISAGREE
FAULT Page 27
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
SIGNALS DISAGREE
FAULT Page 28
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
BSV
EEC
OPEN CLOSED
SWITCH 1
CHANNEL
A
CTC-219-072-01
POSITION SIGNALS DISAGREE (BSV)
FAULT Page 29
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EFG
CFM56-7B TRAINING MANUAL
OUTPUTS
Wraparound.
The EEC uses a current-driver-wraparound test to check On a transition of channel selection state from standby to
correct operation of the torque motors, solenoid drivers, active, the EEC clears all wraparound faults and sets the
output databuses and certain relays. fault-delay timers to zero.
To check the integrity of the circuits, the EEC outputs a A ‘CONTROL CURRENT OUT OF RANGE’ fault is
calculated current and compares it to the sensed return generated if :
current (wraparound). - The difference between i1 and i2 is greater than
50mA.
In normal operation, the output current value should be - i2 > 365 mA.
the same as the return current value. - The fault persists for more than 4.8 seconds.
FAULT Page 30
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EFG
CFM56-7B TRAINING MANUAL
HMU
PILOT
TM
VALVE
i1 i2
i1 - i2 > 50mA
FOR 4.8 SECS YES
TYPICAL FAULT MESSAGES
NO "THE HMU FMV CONTROL CURRENT IS OUT OF RANGE"
"THE HMU VSV CONTROL CURRENT IS OUT OF RANGE"
YES "THE HMU HPTC CONTROL CURRENT IS OUT OF RANGE"
i2 > 365mA
FOR 4.8 SECS
CTC-219-058-02
CURRENT DRIVER WRAPAROUND TESTS
FAULT Page 31
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
OUTPUTS
Possible causes.
FAULT Page 32
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EFG
CFM56-7B TRAINING MANUAL
i1
i2
OPEN CIRCUIT
i1
i2
CTC-219-060-02
WRAPAROUND FAULT DETECTION
FAULT Page 33
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EFG
CFM56-7B TRAINING MANUAL
OUTPUTS
FAULT Page 34
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
i1
i2
CTC-219-061-02
WRAPAROUND FAULT DETECTION
FAULT Page 35
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
OUTPUTS
The looped-back datawords pass through an ARINC - DEU1 CANNOT READ EEC CHANNEL B DATA.
receiver and the datawords received are compared with - DEU2 CANNOT READ EEC CHANNEL B DATA.
the corresponding datawords stored in the source data These faults are set on channel B only.
buffer.
The probable causes of these fault messages are the
The EEC confirms the accuracy of the data, the SDI, the aircraft components or electrical interfaces.
SM and the word parity. If a databus fails the wraparound
test and there is no communications interface fault to
indicate a transmitter failure, the EEC generates the
message, ‘EEC OUTPUT BUS IS NOT AVAILABLE’.
FAULT Page 36
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
EEC
CHANNEL A
X-TALK
DATABUS
CHANNEL B
BUFFER DEU2
ARINC ARINC
RX TX OUTPUT
DATA BUS
CTC-219-083-00
ARINC OUTPUT TESTS
FAULT Page 37
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
CONTROL LOOPS
LPTACC, HPTACC, TBV & FMV control. Demand and position signals disagree.
The LPTACC, HPTACC, TBV and FMV have dual The EEC checks if the sensed (measured) actuator
sensors providing feedback of the actuator position. position agrees with the demanded position.
Only the active channel provides an excitation voltage to A fault message is generated if :
drive its torque motor, because the other channel’s output - the absolute value of the difference between the
drivers are disconnected when in standby mode. demand and valid position is greater than 5%.
- there is not a wrap fault on the local channel.
Both channels, active and standby, provide excitation - N2 is greater that 3181 rpm (22% N2).
signals for the primary windings of the position sensors. - the channel is active.
- the fault persists for more that 4.8 seconds.
The secondary windings provide position feedback
signals to their respective channels and are subjected to
a validation check to make sure they are within range. Typical fault message.
The signals input to each channel is also compared - THE FMV DEMAND AND POSITION SIGNALS
across the CCDL to make sure that there is not a position DISAGREE.
disagree. - THE TBV DEMAND AND POSITION SIGNALS
DISAGREE.
FAULT Page 38
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
STANDBY
CHANNEL
HMU
+
TM
-
PILOT
CCDL
VALVE
-
TM
+
ACTIVE
CHANNEL
CTC-219-063-02
LPTACC, HPTACC, TBV AND FMV CONTROL
FAULT Page 39
EFFECTIVITY DETECTION
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EFG
CFM56-7B TRAINING MANUAL
CONTROL LOOPS
Both the VBV and VSV systems have two actuators, one A fault message is generated if :
on either side of the engine. Each actuator contains an
LVDT to provide position feedback signals. - the absolute value of the difference between the
demand and valid position is greater than 5%.
One LVDT is connected to EEC channel A and the other - there is not a wrap fault on the local channel.
LVDT is connected to channel B. - N2 is greater that 3181 rpm (22% N2).
- the channel is active.
Both channels, active and standby, provide excitation - the fault persists for more that 4.8 seconds.
signals for their respective primary winding and the
signals induced into the secondary windings provide
position feedback signals. Typical fault message.
The feedback signals are subjected to validation checks - THE VBV DEMAND AND POSITION SIGNALS
and the inputs to each channel are also compared, across DISAGREE.
the CCDL, to make sure that there is not a position - THE VSV DEMAND AND POSITION SIGNALS
disagree. DISAGREE.
FAULT Page 40
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CFM56-7B TRAINING MANUAL
ACTIVE
CHANNEL
CTC-219-064-02
VBV AND VSV CONTROL
FAULT Page 41
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CFM56-7B TRAINING MANUAL
CONTROL LOOPS
Channel A.
Channel B.
FAULT Page 42
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CFM56-7B TRAINING MANUAL
PRIMARY
EXCITATION
+
EEC FMV
-
HPTC
CHANNEL A CHANNEL B
CTC-219-084-01
PRIMARY EXCITATION GROUPS
FAULT Page 43
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CFM56-7B TRAINING MANUAL
CONTROL LOOPS
FAULT Page 44
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CFM56-7B TRAINING MANUAL
STAND-BY HMU
CHANNEL
TM
PILOT
CCDL
VALVE
TM
ACTIVE
CHANNEL
CTC-219-068-02
BURNER STAGING VALVE CONTROL
FAULT Page 45
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CFM56-7B TRAINING MANUAL
IGNITION MONITORING
The EEC controls the on/off operation of each of the 2 If the 115 volts supplied to the EEC is greater than, or
ignition systems based on command inputs from the equal to 89 volts when the start lever signal is equal to
CDS/DEU and a hardwired analog discrete from the CUTOFF and the fault persists for more than 4.8 seconds
Engine Start Switch. the EEC generates the message :
When the flight compartment Engine Start Lever is in the - THE APL INPUT VOLTAGE FOR THE L/R
IDLE position, 115Vac power is available provided that EXCITER (IGN 1/2) IS ALWAYS ON.
the source bus is powered, the circuit breaker is closed
and there are no faults in the ignition wiring. Ignition
power is cut off whenever the Engine Start Lever is in the If the 115 volts supplied to the EEC is less than 89 volts,
CUTOFF position. or greater than 141 volts when the start lever signal is
equal to IDLE and the fault persists for more than 4.8
Each EEC channel has a software-operated ignition on/ seconds, the EEC generates the message :
off switch to operate one exciter/igniter. Each channel can
control the operation of both of these switches. - THE APL INPUT VOLTAGE FOR THE L/R
EXCITER (IGN 1/2) IS OUT OF RANGE.
A software monitor in each system keeps both EEC
channels informed of the status, and messages are
generated if faults are detected. If the start lever signal is equal to IDLE, there is no FMV
position error, the voltage is in range, the engine did not
start when the igniter was selected and the fault persists
for more than 0.960 seconds, the EEC generates the
message :
FAULT Page 46
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CFM56-7B TRAINING MANUAL
ENGINE START
EEC
LEVER SWITCHES
SYSTEM 1
MONITOR STATUS
115 V IDLE
TRANSFER BUS
CHANNEL A COMMAND
LEFT
IGNITER
(IGN1)
CHANNEL B COMMAND
SYSTEM 2
MONITOR STATUS
115 V
STANDBY BUS
AIRCRAFT ENGINE
CTC-219-085-01
IGNITION MONITORING
FAULT Page 47
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CFM56-7B TRAINING MANUAL
THRUST REVERSER
Thrust reverser position is sensed by LVDT’s installed on The EEC detect faults in the thrust reverser LVDT, its
the upper locking actuators on the left and right thrust related wiring and EEC interface electronics by the
reverser translating sleeves. following methods :
Each EEC channel receives feedback from each LVDT Range testing.
for : Minimum in-range : -5.0% deployed.
- the thrust limiting function. Maximum in-range : 112.0% deployed.
With TRA in the forward region, the thrust command is
limited to idle if either T/R sleeve is deployed. With TRA Constant sum monitoring.
in the reverse region, the thrust command is limited to idle The EEC monitors the sum of the 2 secondary voltages
unless both T/R sleeves are deployed. (V1 + V2) to determine the validity of the inputs. If the sum
falls outside specified limits, the input is considered
- operation of the thrust-lever-interlock. invalid.
This prevents the flight crew from moving the reverse
thrust lever beyond the reverse-idle position until both T/R Cross channel checking.
sleeves have deployed more than 60% of full deploy. Local-to-cross channel tolerance : 12% of travel max.
When the EEC detects that the T/R sleeves have
deployed more than 60%, it energizes a solenoid to
remove the interlock.
FAULT Page 48
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CFM56-7B TRAINING MANUAL
CHANNEL A
LEFT
SAME CHECKS AS CHANNEL B
SLEEVE
THRUST LIMITING
T/L INTERLOCK
"REV" INDICATION
POSITION DATA
CHANNEL B
RANGE TESTING
RIGHT
SLEEVE SECONDARY VOLTAGE MONITORING
CTC-219-086-01
THRUST REVERSER CHECKS
FAULT Page 49
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
THRUST REVERSER
Fault messages.
One or both LVDT position signals on the right, or left T/R If the TRA value is greater than idle (forward thrust
sleeves indicates : commanded) and the selected value of the T/R position is
the position is either <-5.0%, or >112.0%, >10% deployed and the fault persists for more than
or 10.560 seconds.
the signal level of V1 or V2 is either <0.313 volts, or
>7.205 volts, - THE REVERSER CONTROL AND POSITION
or SIGNALS DISAGREE.
the sum of the position signals V1, V2 is either <2.0 volts,
or >4.5 volts, Note : Operating on standby hydraulics, the T/R can take
or up to 10 secs to deploy. To verify this fault using the T/R
the input circuitry internal to the EEC has failed Lever Interlock Test, set the TRA greater than idle on the
and first test screen for at least 5 seconds.
the fault persist for more than 4.8 seconds.
FAULT Page 50
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CFM56-7B TRAINING MANUAL
CHANNEL A
LEFT
SAME CHECKS AS CHANNEL B
SLEEVE
FAULT MESSAGES
CHANNEL B
RANGE TESTING
RIGHT
SLEEVE SECONDARY VOLTAGE MONITORING
CTC-219-087-01
THRUST REVERSER FAULT MESSAGES
FAULT Page 51
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CFM56-7B TRAINING MANUAL
Fault messages.
An open circuit fault is set if the T/R lever interlock voltage An out of range fault is set if the interlock voltage is
is in range, sensed as being less than, or equal to 10 VDC,
and and
the interlock relay is demanded closed, the interlock relay is demanded open,
and and
the interlock relay is not failed open, the local channel interlock relay is not failed closed,
and and
the local channel is active, the cross channel interlock relay is not failed closed,
and and
the fault persist for more than 4.8 seconds. the fault persists for more than 7.680 seconds.
- T/R LEVER INTLK VOLTAGE NOT AVAILABLE. - THE T/R LEVER INTLK VOLTAGE INPUT TO THE
OPEN GROUND CIRCUIT. EEC IS OUT OF RANGE.
FAULT Page 52
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V1 DC (AIRCRAFT)
+28VDC V2
(AIRCRAFT) T/R LEVER
INTERLOCK
SOLENOID
CHANNEL B
V1 DC (AIRCRAFT)
V2
CTC-219-088-01
T/R INTERLOCK SOLENOID FAULTS
FAULT Page 53
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CHANNEL SELECTION
Fault processing.
FAULT Page 54
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CHANNEL A
INPUT FAULT
PROCESSING
CHANNEL SELECTION
LOGIC
OUTPUT WRAP
FAULT DETECTION
OUTPUT WRAP
FAULT DETECTION
CHANNEL SELECTION
LOGIC
INPUT FAULT
PROCESSING
CHANNEL B
CTC-219-054-02
FAULT PROCESSING
FAULT Page 55
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CFM56-7B TRAINING MANUAL
CHANNEL SELECTION
FAULT Page 56
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CFM56-7B TRAINING MANUAL
ACTIVE K1 FMV
CHANNEL TORQUE MOTOR DRIVER
K2 VSV
TORQUE MOTOR DRIVER
K3 VBV
TORQUE MOTOR DRIVER
HPTC NO CURRENT
OUTPUT K4
TORQUE MOTOR DRIVER (NO CONTROL) FAILSAFE POSITION
DATABUS
K4 TBV
TORQUE MOTOR DRIVER FMV CLOSED
(NO CONTROL)
K5 LPTC
TORQUE MOTOR DRIVER VSV CLOSED
K6 BSV
SOLENOID DRIVER VBV OPEN
K5 LPTC
TORQUE MOTOR DRIVER
K6 BSV
SOLENOID DRIVER
CTC-219-089-01
NO CONTROL - FAILSAFE POSITION
FAULT Page 57
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FAULT Page 58
EFFECTIVITY DETECTION
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CFM56-7B TRAINING MANUAL
WARNING INDICATIONS
WARNING Page 1
EFFECTIVITY INDICATIONS
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CFM56-7B TRAINING MANUAL
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
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CFM56-7B TRAINING MANUAL
UPPER-CENTER
DISPLAY UNIT
CRZ START VALVE
OPEN
START VALVE
OPEN
OIL FILTER OIL FILTER
BYPASS BYPASS
CTC-219-018-01
SYSTEMS COMMUNICATION LINKS
WARNING Page 3
EFFECTIVITY INDICATIONS
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CFM56-7B TRAINING MANUAL
Engine Module : P5 AFT Overhead Panel. Fuel Control Module : P5 FWD Overhead Panel.
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.
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
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CFM56-7B TRAINING MANUAL
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
CTC-219-019-01
INDICATING LIGHTS
WARNING Page 5
EFFECTIVITY INDICATIONS
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CFM56-7B TRAINING MANUAL
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.
WARNING Page 6
EFFECTIVITY INDICATIONS
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CTC-219-020-01
CENTER DISPLAY UNIT
WARNING Page 7
EFFECTIVITY INDICATIONS
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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.
WARNING Page 8
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CFM56-7B TRAINING MANUAL
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
89.1 89.1
N2
CTC-219-022-01
N1 & N2 INDICATIONS
WARNING Page 9
EFFECTIVITY INDICATIONS
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CFM56-7B TRAINING MANUAL
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
EFFECTIVITY INDICATIONS
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CFM56-7B TRAINING MANUAL
START REDLINE
EGT > 725˚ EGT
(GND/FLIGHT)
CTC-219-090-00
EGT INDICATION
WARNING Page 11
EFFECTIVITY INDICATIONS
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CFM56-7B TRAINING MANUAL
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
EFFECTIVITY INDICATIONS
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CFM56-7B TRAINING MANUAL
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-219-023-02
OIL PRESSURE AND TEMPERATURE ALERTS
WARNING Page 13
EFFECTIVITY INDICATIONS
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WARNING Page 14
EFFECTIVITY INDICATIONS
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620 620
ENG FAIL
EGT
CTC-219-021-00
ENGINE FAIL INDICATION
WARNING Page 15
EFFECTIVITY INDICATIONS
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ANNUNCIATION
The red button must be manually reset after the filter has
been changed.
WARNING Page 16
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CFM56-7B TRAINING MANUAL
RED BUTTON IN
DRAIN PLUG
COVER
CTC-219-024-01
OIL SUPPLY FILTER POP-OUT INDICATOR
WARNING Page 17
EFFECTIVITY INDICATIONS
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WARNING Page 18
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MESSAGE INTERROGATION
MESSAGE Page 1
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CFM56-7B TRAINING MANUAL
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
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CFM56-7B TRAINING MANUAL
CTC-219-026-01
GROUND MAINTENANCE PROCESSING
MESSAGE Page 3
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CFM56-7B TRAINING MANUAL
DISPATCH CRITERIA
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.
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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
E
• ALTN MODE LIGHT ALWAYS ON ENGINE 1 BITE TEST
ALTERNATE MODE
• DEU2 DATA MISSING RECENT FAULTS 3/5
LIGHT SHORT TIME
CTC-219-049-02
FAULT LEVELS
MESSAGE Page 5
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DISPATCH CRITERIA
Fault levels.
MESSAGE Page 6
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CFM56-7B TRAINING MANUAL
BUT
CTC-219-091-00
EEC FAULT LEVEL EVALUATION
MESSAGE Page 7
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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
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CTC-219-050-01
FAULT STORAGE - FLIGHT LEGS
MESSAGE Page 9
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FAULT STORAGE
MESSAGE Page 10
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CTC-219-051-02
FAULT STORAGE
MESSAGE Page 11
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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.
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CTC-219-027-02
RECENT FAULTS MENU
MESSAGE Page 13
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MESSAGE Page 14
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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-219-028-01
MESSAGE NUMBER FORMAT
MESSAGE Page 15
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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 ‘X’ under flight leg 10 shows the operator that this
fault has appeared before.
MESSAGE Page 16
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<INDEX
CTC-219-029-01
FAULT HISTORY MENU
MESSAGE Page 17
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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.
MESSAGE Page 18
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<INDEX
CTC-219-030-02
IDENTIFICATION AND CONFIGURATION MENUS
MESSAGE Page 19
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MESSAGE Page 20
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CFM56-7B TRAINING MANUAL
- PUSH CONTINUE
DO NOT PUSH
THE ’INIT REF’ KEY
CTC-219-031-01
CHANGING SERIAL NUMBERS
MESSAGE Page 21
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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.
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
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<ACTUATORS TEST
<L IGNITER TEST
<R IGNITER TEST
<INDEX
CTC-219-032-01
GROUND TEST MENU
MESSAGE Page 23
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LIGHTS / MESSAGES
<INDEX START TEST>
<ABORT CONTINUE>
CTC-219-033-01
EEC TEST SELECTION
MESSAGE Page 25
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The operator then types ‘OK’ on the key pad and pushes
‘CONTINUE’ to perform the test.
MESSAGE Page 26
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CTC-219-034-01
T/R LEVER INTERLOCK TEST SELECTION
MESSAGE Page 27
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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.
MESSAGE Page 28
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CTC-219-035-01
T/R LEVER INTERLOCK TEST
MESSAGE Page 29
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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.
MESSAGE Page 30
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CTC-219-036-01
ACTUATORS TEST
MESSAGE Page 31
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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
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<ABORT
CTC-219-037-01
IGNITER TEST
MESSAGE Page 33
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MESSAGE Page 34
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<GROUND TEST
<INPUT MONITORING
<INDEX
ENGINE 1 BITE TEST
INPUT MONITORING
! ! ! NOTICE ! ! !
THIS IS NOT AN APPROVED
PRIMARY PROCEDURE USED
TO ISOLATE FAULTS
CTC-219-075-01
INPUT MONITORING MENU SELECTION
MESSAGE Page 35
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Input Monitoring menu (page 1). Input Monitoring menu (page 2).
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
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<CONTROL TEMPERATURES
<FUEL SYSTEM
<OIL SYSTEM
<INDEX <INDEX
PAGE 1 PAGE 2
CTC-219-038-01
INPUT MONITORING MENU
MESSAGE Page 37
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Control Loops.
MESSAGE Page 38
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<INDEX
CTC-219-039-01
CONTROL LOOPS SUB-MENU
MESSAGE Page 39
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Control Loops.
The SIN and COS values are the voltages read from the
resolver feedbacks.
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FMV SELECTED
CTC-219-040-01
FMV SELECTION SUB-MENUS
MESSAGE Page 41
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Control pressures.
MESSAGE Page 42
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<P25 : 15.23
<PS3 : 36.37
<INDEX
<INDEX
CTC-219-041-02
CONTROL PRESSURES SUB-MENUS
MESSAGE Page 43
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Control pressures.
MESSAGE Page 44
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P0 SELECTED
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-219-042-01
P0 SELECTION SUB-MENU
MESSAGE Page 45
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Control temperatures.
MESSAGE Page 46
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<INDEX
<T3 : 149.87
<TCC : 102.06
<T495: 463.75
DISPLAYED ONLY IF
<T5 : 448.40
PMUX KIT INSTALLED
<INDEX
CTC-219-043-02
CONTROL TEMPERATURES SUB-MENUS
MESSAGE Page 47
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Control temperatures.
MESSAGE Page 48
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TAT SELECTED
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-219-044-01
TAT SELECTION SUB-MENU
MESSAGE Page 49
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Fuel system.
MESSAGE Page 50
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ACT CH B
<INDEX GMM CH A
CTC-219-045-01
FUEL SYSTEM SUB-MENUS
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ENGINE 1 BITE TEST
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N1 SELECTION - RPM
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