DOC AIRBUS | AMM A320FFUNCTIONAL INTERFACES - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
The FADEC unit interfaces with the following aircraft functional elements:
** ON A/C NOT FOR ALL The FADEC unit interfaces with the following aircraft functional elements:
General Arrangement of A/C EEC - Interfaces- Air data computer which transmits air data signals to the engine control system.
- Engine Interface Unit which : concentrates airframe signals and transmits them to the FADEC, receives information from the engine and dispatches them to other systems.
- Cockpit system display which furnishes engine parameters indication and warnings to the crew.
- Throttle control system which translates the crew commands for engine power level into a command signal to the FADEC.
- The thrust reverser control system.
- The AIDS interface which records engine data for maintenance purposes.
- Electrical power supply from airframe to power FADEC while engines are not running.
2. System Description
A. FADEC Inputs/Outputs
Digital inputs/outputs of the FADEC conform to ARINC 429-7 specification.
Digital inputs/outputs of the FADEC conform to ARINC 429-7 specification.
(1) Digital Inputs
Inputs to each channel are isolated from each other in order to prevent failure propagation between channel A and B and/or between both engines.
Each channel of the EEC has input ports for both ADIRU and EIU plus an input port for a spare.
The FADEC makes a fault detection on its inputs by performing the following:
Inputs to each channel are isolated from each other in order to prevent failure propagation between channel A and B and/or between both engines.
Each channel of the EEC has input ports for both ADIRU and EIU plus an input port for a spare.
The FADEC makes a fault detection on its inputs by performing the following:
- range and rate tests
- status Matrix check
- Source/Destination Identifier (SDI) check (except for data from the EIU)
- data parity test.
(2) Digital Outputs
(a) General
Bit transmission rate is nominally 12.5 kHz. Each channel of the EEC has two output ports and each bus has separated line driver.
Outputs are isolated in such a way that propagation of failures is prevented.
Information contained on FADEC output buses includes the following general items:
Bit transmission rate is nominally 12.5 kHz. Each channel of the EEC has two output ports and each bus has separated line driver.
Outputs are isolated in such a way that propagation of failures is prevented.
Information contained on FADEC output buses includes the following general items:
- Engine Rating Parameter Information
- Parameters used for Engine Control
- FADEC System Maintenance Data
- Engine Condition Monitoring Parameters
- EEC Status and Fault Indication.
(b) Specification
Additional characteristics of the EEC digital output data buses are as follows:
Additional characteristics of the EEC digital output data buses are as follows:
1 Continuity
The EEC transmits the ARINC outputs on 4 buses ; 2 per channel. The transmission is continuous on all the buses in normal operation irrespective of whether the given channel is in active control or not.
The data transmission is inhibited when the processor in the applicable channel is not functioning, during power-up or power-down transients, and during channel initialization.
The EEC transmits the ARINC outputs on 4 buses ; 2 per channel. The transmission is continuous on all the buses in normal operation irrespective of whether the given channel is in active control or not.
The data transmission is inhibited when the processor in the applicable channel is not functioning, during power-up or power-down transients, and during channel initialization.
2 Data
The values of parameters transmitted on the two output busses of a given channel are the same. The parameter values output by the two channels are normally the same within the tolerances of the redundant sensors.
Parameters such as selected N1 are based on a selection logic between the two available N1 inputs which is the same in both channels and thus would normally have the local value. Parameters such as TT2 with dual sensor inputs are based on the validated TT2 input to that channel and thus due to normal sensor differences will have different values. Parameters such as T2.5 with single sensor input have identical values on outputs of both channels as long as the cross channel data bus is working. In the event of a failure of the cross channel data bus, the channel without T2.5 input information outputs failure warning on its ARINC buses.
The values of parameters transmitted on the two output busses of a given channel are the same. The parameter values output by the two channels are normally the same within the tolerances of the redundant sensors.
Parameters such as selected N1 are based on a selection logic between the two available N1 inputs which is the same in both channels and thus would normally have the local value. Parameters such as TT2 with dual sensor inputs are based on the validated TT2 input to that channel and thus due to normal sensor differences will have different values. Parameters such as T2.5 with single sensor input have identical values on outputs of both channels as long as the cross channel data bus is working. In the event of a failure of the cross channel data bus, the channel without T2.5 input information outputs failure warning on its ARINC buses.
3 Channel switch over processes
Channel switch over does not affect the output data of the FADEC unit.
Channel switch over does not affect the output data of the FADEC unit.
4 Status matrix and source destination identifier
The FADEC Unit transmits engine parameters on its output bus with the status matrix and SDI as defined in the Table: "DEC ARINC 429 Discrete Data Outputs Format From FADEC".
During control initialization the status matrix reads "no computed data". Immediately afterwards the status matrix reflects the status of the input parameters. Parameters and data unaffected by the test are set valid/invalid according to normal criteria.
The FADEC Unit transmits engine parameters on its output bus with the status matrix and SDI as defined in the Table: "DEC ARINC 429 Discrete Data Outputs Format From FADEC".
During control initialization the status matrix reads "no computed data". Immediately afterwards the status matrix reflects the status of the input parameters. Parameters and data unaffected by the test are set valid/invalid according to normal criteria.
(3) Discrete and Analog Signals
The EEC also receives discrets and analog signals from the airframe and from local engine sensors.
From airframe it receives TLA signals. TLA validation logic is given in paragraph EEC/Throttle system interfaces.
All the engine sensors signals are validated by the EEC.
The EEC checks the range limits, the rate limits and performs an interface fault detection.
The EEC also receives discrets and analog signals from the airframe and from local engine sensors.
From airframe it receives TLA signals. TLA validation logic is given in paragraph EEC/Throttle system interfaces.
All the engine sensors signals are validated by the EEC.
The EEC checks the range limits, the rate limits and performs an interface fault detection.
(4) ARINC Continuous Output from FADEC
| ------------------------------------------------------------------------------- |
| ! OCTAL ! |
| ! ! ! ! ! MAX TRANSMIT ! |
| ! OUTPUT ! LABEL ! RANGE ! UNITS ! INTERVAL (msec)! |
| !----------------------!---------!---------------!-----------!----------------! |
| ! T2 (Engine) ! 130 ! -80/90 ! deg. C ! 200 ! |
| ! P2 (Engine) ! 131 ! 1/25 ! psia ! 200 ! |
| ! N1 ! 346 ! 0/120 ! percent ! 50 ! |
| ! N1 Command ! 254 ! 0/120 ! percent ! 50 ! |
| ! N1 Limit ! 255 ! 0/120 ! percent ! 200 ! |
| ! N2 ! 344 ! 0/120 ! percent ! 50 ! |
| ! P0 ! 114 ! 1.7/15 ! psia ! 200 ! |
| ! P12.5 ! 257 ! 1/50 ! psia ! 200 ! |
| ! Pb10 ! 162 ! 2/450 ! psia ! 200 ! |
| ! P2.5 ! 262 ! 1/50 ! psia ! 200 ! |
| ! Pb ! 264 ! 1/550 ! psia ! 200 ! |
| ! P4.9 ! 132 ! 1/25 ! psia ! 200 ! |
| ! T2.5 ! 263 ! -50/300 ! deg. C ! 200 ! |
| ! T3 ! 265 ! -80/700 ! deg. C ! 200 ! |
| ! EGT ! 345 ! -80/1000 ! deg. C ! 200 ! |
| ! Unbiased EGT ! 321 ! -80/1000 ! deg. C ! 200 ! |
| ! SVA Feedback ! 325 ! 0/100 ! percent ! 200 ! |
| ! 2.5 Bleed F/B ! 335 ! 0/100 ! percent ! 200 ! |
| ! Acc Feedback ! 330 ! 0/100 ! percent ! 200 ! |
| ! Reverser Pos. ! 137 ! 0/100 ! percent ! 200 ! |
| ! Throttle Lev. Angle ! 133 ! -24/48 ! deg. Res. ! 50 ! |
| ! Fuel Flow ! 244 ! 0/17000 ! pph ! 200 ! |
| ! EPR Actual ! 340 ! .6/1.8 ! ----- ! 50 ! |
| ! EPR Command ! 341 ! .6/1.8 ! ----- ! 50 ! |
| ! EPR Takeoff ! 342 ! .6/1.8 ! ----- ! 200 ! |
| ! EPR Idle ! 252 ! .6/1.8 ! ----- ! 200 ! |
| ! Selected Alt. ! 203 ! -1000/50000 ! feet ! 200 ! |
| ! Selected Mach ! 205 ! 0/1.0 ! ----- ! 200 ! |
| ! EPR Limit ! 337 ! .6/1.8 ! ----- ! 200 ! |
| ! Throttle EPR Ref. ! 166 ! .6/1.8 ! ----- ! 200 ! |
| ! Target EPR (echo) ! 343 ! .6/1.8 ! ----- ! 200 ! |
| ! Flex T/O Temp ! 214 ! -99/99 ! deg. C ! 200 ! |
| ! Fuel Temp ! 115 ! -50/300 ! deg. C ! 200 ! |
| ! Engine Oil Temp ! 316 ! -50/400 ! deg. C ! 200 ! |
| ! IDG Oil Temp ! 315 ! -50/400 ! deg. C ! 200 ! |
| ! Air Valve F/B ! 332 ! 0/100 ! percent ! 200 ! |
| ! Spill Valve F/B ! 245 ! 0/100 ! percent ! 200 ! |
| ! N2Dot ! 300 ! -16384/16384 ! rpm/sec ! 100 ! |
| ! N2C26 ! 336 ! 0/256 ! percent ! 200 ! |
| ! WF Command ! 334 ! 200/14800 ! pph ! 200 ! |
| ------------------------------------------------------------------------------- |
(5) Status Word 1, Octal Label 270 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Engine Position ! Failed OK ! |
| ! ! Indication ! ! |
| ! 15 ! Starter Air Valve ! Not closed Closed ! |
| ! ! Position ! ! |
| ! 16 ! Auto Depower ! Depowered Automode ! |
| ! 17 ! Manual Thrust Mode ! Active Not Active ! |
| ! 18 ! N1 Rated Mode ! Engaged Not Engaged ! |
| ! 19 ! Reverser System ! Failed OK ! |
| ! 20 ! Autothrust Mode ! Activated Not Activated ! |
| ! ! Activated ! ! |
| ! 21 ! 2.5 Bleed Failed ! Failed Operational ! |
| ! 22 ! Memo Mode Activated ! Activated Not Activated ! |
| ! 23 ! Autothrust TLA Lim'd. ! TLA Limited Not Limited ! |
| ! 24 ! Channel Control ! (In Control) Not (In Control) ! |
| ! 25 ! Engine at shutdown ! Shutdown Not Shutdown ! |
| ! 26 ! TLA Not at Idle For ! Not at Idle At Idle ! |
| ! ! Start ! ! |
| ! 27 ! SVA Failed ! Failed Operational ! |
| ! 28 ! Engine Not Below ! Not Below Idle Below Idle ! |
| ! ! Idle ! |
| ! 29 ! 10th Service Bleed ! Override Not Override ! |
| ! ! Override ! ! |
| ------------------------------------------------------------------------------- |
(6) Status Word 2, Octal Label 271 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Reverser Deploy ! Deploy Stow ! |
| ! ! Solenoid ! ! |
| ! 15 ! TMA Solenoid ! Close Open ! |
| ! 16 ! FDV ! OFF ON ! |
| ! 17 ! Off Load IDG ! Pilot action Normal ! |
| ! 18 ! Arming Solenoid ! Armed Not Armed ! |
| ! 19 ! 7th Bleed #1 Solenoid ! Close Open ! |
| ! 20 ! 7th Bleed #2 Solenoid ! Close Open ! |
| ! 21 ! 10th Bleed Solenoid ! Close Open ! |
| ! 22 ! Overspeed Solenoid ! ON OFF ! |
| ! 23 ! Fuel On Solenoid ! Fuel On Current State ! |
| ! 24 ! Fuel Off Solenoid ! Fuel Off Current State ! |
| ! 25 ! Starter Air Valve ! Not Closed Closed ! |
| ! ! Solenoid ! ! |
| ! 26 ! Ignition Relay #1 ! De-energize Energize Ignitor ! |
| ! ! ! Ignitor ! |
| ! 27 ! Ignition Relay #2 ! De-energize Energize Ignitor ! |
| ! ! ! Ignitor ! |
| ! 28 ! P2/T2 Probe Heater ! ON OFF ! |
| ! ! Relay ! ! |
| ! 29 ! 7th Bleed 4 Solenoid ! Close Open ! |
| ------------------------------------------------------------------------------- |
(7) Status Word 3, Octal Label 272 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14-18 ! Loop Indicator # (Bit ! N/A ! |
| ! ! 18 Most Significant) ! ! |
| ! 19-21 ! Thrust Mode # (Bit 21 ! N/A ! |
| ! ! Most Significant) ! ! |
| ! 22 ! Bleed Config. K1 ! Selected Not Selected ! |
| ! 23 ! Bleed Config. K2 ! Selected Not Selected ! |
| ! 24 ! Bleed Config. K3 ! Selected Not Selected ! |
| ! 25 ! Bleed Config. K4 ! Selected Not Selected ! |
| ! 26 ! Bleed Config. K5 ! Selected Not Selected ! |
| ! 27 ! Bleed Config. K6 ! Selected Not Selected ! |
| ! 28 ! Bleed Config. Data ! Failed OK ! |
| ! 29 ! Engine Set at Min ! Min power Not Min power ! |
| ! ! allowable power ! ! |
| ------------------------------------------------------------------------------- |
(8) Status Word 4, Octal Label 273 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! P5 Interface ! Failed OK ! |
| ! 15 ! Pb Interface ! Failed OK ! |
| ! 16 ! P2 Interface ! Failed OK ! |
| ! 17 ! PMX Interface ! Failed OK ! |
| ! 18 ! T2 Interface ! Failed OK ! |
| ! 19 ! PAM Interface ! Failed OK ! |
| ! 20 ! TC Interface ! Failed OK ! |
| ! 21 ! A/D Interface ! Failed OK ! |
| ! 22 ! RES/LVDT Interface ! Failed OK ! |
| ! 23 ! TRA Excitation Fault ! Failed OK ! |
| ! 24 ! Sensor Fault in-Flight ! Failed OK ! |
| ! 25 ! Sensor Fault-Dispatch ! No Go Go ! |
| ! 26 ! P5 Checksum ! Failed OK ! |
| ! 27 ! P2 Checksum ! Failed OK ! |
| ! 28 ! Pb Checksum ! Failed OK ! |
| ! 29 ! Background Not ! Failed OK ! |
| ! ! Executing ! ! |
| ------------------------------------------------------------------------------- |
(9) Status Word 5, Octal Label 274 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Parity Test ! Error OK ! |
| ! 15 ! ROM Checksum ! Failed OK ! |
| ! 16 ! RAM Test ! Failed OK ! |
| ! 17 ! Instruction Test ! Failed OK ! |
| ! 18 ! High Speed Crosslink ! Failed OK ! |
| ! 19 ! Foreground SW Exec ! Incorrect OK ! |
| ! 20 ! Watchdog Timer ! Failed OK ! |
| ! 21 ! ARINC Transmitter ! Failed OK ! |
| ! ! Output 2 Wraparound ! ! |
| ! 22 ! E2ROM Write ! Failed OK ! |
| ! ! Verification ! ! |
| ! 23 ! ROM Parity Error ! YES NO ! |
| ! ! Caused Reset ! ! |
| ! 24 ! RAM Parity Error ! YES NO ! |
| ! ! Caused Reset ! ! |
| ! 25 ! Watchdog Timer Error ! YES NO ! |
| ! ! Caused Reset ! ! |
| ! 26 ! Status Buffer or ! Failed OK ! |
| ! ! Watchdog Parity ! ! |
| ! 27 ! Loss of Clock Caused ! YES NO ! |
| ! ! Reset ! ! |
| ! 28 ! ARINC Transmitter ! Failed OK ! |
| ! ! Output 1 Wraparound ! ! |
| ! 29 ! E2ROM Parity Caused ! YES NO ! |
| ! ! Reset ! ! |
| ------------------------------------------------------------------------------- |
(10) Status Word 6, Octal Label 275 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! P12.5/P2.5 Checksum ! Failed OK ! |
| ! 15 ! Pamb Local Channel ! Failed OK ! |
| ! 16 ! Pb Local Channel ! Failed OK ! |
| ! 17 ! P5 Local Channel ! Failed OK ! |
| ! 18 ! P2 Local Channel ! Failed OK ! |
| ! 19 ! Pb Crosscheck ! Failed OK ! |
| ! 20 ! P5 Crosscheck ! Failed OK ! |
| ! 21 ! ARINC Receiver ! Failed OK ! |
| ! 22 ! ARINC Transmitter ! Failed OK ! |
| ! 23 ! Activity Monitor ! Failed OK ! |
| ! ! Self-Test ! ! |
| ! 24 ! Engine commanded to ! X ! |
| ! ! idle due to inadvertent! ! |
| ! ! reverser deployment ! Idle OK ! |
| ! 25 ! Pressure Sensors ! Disagree Agree ! |
| ! ! Disagree ! ! |
| ! 26 ! Instinctive Disconnect ! Failed OK ! |
| ! ! Discrete Latched Failed! ! |
| ! 27 ! Fuel Back to Tank ! Spill Allowed Spill Not Allowed! |
| ! 28 ! PAM Drift ! Failed OK ! |
| ! 29 ! PAM Checksum ! Failed OK ! |
| ------------------------------------------------------------------------------- |
(11) Status Word 7, Octal Label 276 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Aborted Start ! Aborted Normal ! |
| ! 15 ! Autostart Group ! Failsafed Operational ! |
| ! ! Failsafed ! ! |
| ! 16 ! Ignition Failure ! Failed OK ! |
| ! 17 ! Hot Start ! Hot Start Normal ! |
| ! 18 ! Fuel On ! Failed OK ! |
| ! 19 ! Hung Start ! Hung Normal ! |
| ! 20 ! T5 Failed ! Failed OK ! |
| ! 21 ! EIU Start Data Failed ! Failed OK ! |
| ! 22 ! N1 Unrated Mode ! Engaged Not engaged ! |
| ! 23 ! Wet Crank Mode ! Active Inactive ! |
| ! 24 ! Dry Crank Mode ! Active Inactive ! |
| ! 25 ! Continuous Ignition ! Active Inactive ! |
| ! 26 ! Starter Air Valve ! Failed OK ! |
| ! ! Failed ! ! |
| ! 27 ! Engine Blowout ! Blowout Normal ! |
| ! 28 ! Autostart Mode ! Active Inactive ! |
| ! 29 ! Manual Start Mode ! Active Inactive ! |
| ------------------------------------------------------------------------------- |
(12) Status Word 8, Octal Label 145 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Fuel Flow I/F Fault ! Failed OK ! |
| ! 15 ! Starter Air Valve ! Failed OK ! |
| ! ! Position Failed ! ! |
| ! 16 ! Fuel On/Off Valve ! Fuel Off Fuel On ! |
| ! ! Position ! ! |
| ! 17 ! Fuel On/Off Valve ! Failed OK ! |
| ! ! Position Failed ! ! |
| ! 18 ! Low Starter Air Supply ! Low Normal ! |
| ! 19 ! Engine Surge Detection ! Surge No Surge ! |
| ! 20 ! Fuel Diverter Valve ! Off ON ! |
| ! ! Position ! ! |
| ! 21 ! Fuel Diverter Valve ! Failed OK ! |
| ! ! Position Failed ! ! |
| ! 22 ! Accel Indicator ! Accel No Accel ! |
| ! 23 ! Decel Anticipator ! Decel No Decel ! |
| ! 24 ! Data Entry Plug Not ! Failed OK ! |
| ! ! Connected ! ! |
| ! 25 ! Data Entry Plug ! Failed OK ! |
| ! ! Interface Fault ! |
| ! 26 ! N1 Locked Rotor ! Locked Not Locked ! |
| ! 27 ! Rev. Stow and Lock Pos.! Failed OK ! |
| ! 28 ! Rev. Stow and Lock Pos.! Locked Unlocked ! |
| ! 29 ! Delayed Accel ! Accel No Accel ! |
| ------------------------------------------------------------------------------- |
(13) Status Word 9, Octal Label 146 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Both Reverser LVDT's ! Deployed Not Deployed ! |
| ! 15 ! Both Stow & Lock ! Unlocked Not Unlocked ! |
| ! ! Discretes ! ! |
| ! 16 ! Both Arming Solenoid ! Pressurized Not Pressurized ! |
| ! ! Discretes ! ! |
| ! 17 ! Auto Restow ! Restow OK ! |
| ! 18 ! Auto Redeploy ! Redeploy OK ! |
| ! 19 ! Flex T/O Mode ! Engaged Not Engaged ! |
| ! 20 ! Air Valve Failed Closed! Failed OK ! |
| ! 21 ! Air Valve Failed Open ! Failed OK ! |
| ! 22 ! Fuel Over-Temperature ! Caution Normal ! |
| ! ! Caution ! ! |
| ! 23 ! Autothrust ! Inoperative OK ! |
| ! 24-26 ! Rating selected (Bit 26! N/A N/A ! |
| ! ! Most Significant) ! ! |
| ! 27 ! Left ADC Inputs ! Failed OK ! |
| ! 28 ! Right ADC Inputs ! Failed OK ! |
| ! 29 ! T5 Redline Exceedance ! Over Limit OK ! |
| ------------------------------------------------------------------------------- |
| Bits 24-26 |
| 26 25 24 |
| 0 0 1 = 29 K rating |
| 0 1 0 = 30 K rating |
| 0 1 1 = 26.5 K rating |
(14) Maintenance Word 1, Octal Label 350 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! N1 Local Channel ! Failed OK ! |
| ! 15 ! N2 Local Channel ! Failed OK ! |
| ! 16 ! T2 Local Channel ! Failed OK ! |
| ! 17 ! T5 Local channel ! Failed OK ! |
| ! 18 ! Fuel Temp Control ! Failed OK ! |
| ! ! Channel ! ! |
| ! 19 ! Engine Oil Temperature ! Failed OK ! |
| ! ! Local Channel ! ! |
| ! 20 ! Fuel Valve Feedback ! Not Available OK ! |
| ! 21 ! SVA LVDT Local Channel ! Failed OK ! |
| ! 22 ! 2.5 Bleed LVDT Local ! Failed OK ! |
| ! ! Channel ! ! |
| ! 23 ! ACC LVDT Local Channel ! Failed OK ! |
| ! 24 ! T3 Local Channel ! Failed OK ! |
| ! 25 ! Reverser LVDT Local ! Failed OK ! |
| ! ! Channel ! ! |
| ! 26 ! *P12.5/P2.5 Local ! Failed OK ! |
| ! ! Channel ! ! |
| ! 27 ! **FF/Local Channel ! Failed OK ! |
| ! 28 ! TRA Resolver Local ! Failed OK ! |
| ! ! Channel ! ! |
| ! 29 ! Class II Fault ! Fault No Fault ! |
| ! ! Indicator Bit ! ! |
| ------------------------------------------------------------------------------- |
| * Channel A/Channel B |
| ** Channel A only; Coded Zero in channel B |
(15) Maintenance Word 2, Octal Label 351 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Left ADC Link Fault ! Failed OK ! |
| ! ! Flag ! ! |
| ! 15 ! Right ADC Link Fault ! Failed OK ! |
| ! ! Flag ! ! |
| ! 16 ! Wf Torque Motor W/A ! Failed OK ! |
| ! 17 ! SVA Torque Motor W/A ! Failed OK ! |
| ! 18 ! 2.5 Bleed Torque Motor ! Failed OK ! |
| ! ! Wraparound ! ! |
| ! 19 ! ACC Torque Motor W/A ! Failed OK ! |
| ! 20 ! Arming Solenoid W/A ! Failed OK ! |
| ! 21 ! Air Valve Torque Motor ! Failed OK ! |
| ! ! Wraparound ! ! |
| ! 22 ! P2/T2 Heater Relay ! Failed OK ! |
| ! ! Wraparound ! ! |
| ! 23 ! Wf Track Check ! Failed OK ! |
| ! 24 ! SVA Track Check ! Failed OK ! |
| ! 25 ! 2.5 Bleed Track Check ! Failed OK ! |
| ! 26 ! ACC Track Check ! Failed OK ! |
| ! 27 ! Starter Air Valve ! Failed OK ! |
| ! ! Solenoid Wraparound ! ! |
| ! 28 ! Fuel On Wraparound ! Failed OK ! |
| ! 29 ! Fuel Off Wraparound ! Failed OK ! |
| ------------------------------------------------------------------------------- |
(16) Maintenance Word 3, Octal Label 352 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Reverser Not Press'zed ! Failed OK ! |
| ! ! During Deploy ! ! |
| ! 15 ! Both Lock Sensors ! Failed OK ! |
| ! ! Locked During Deploy ! ! |
| ! 16 ! One Lock Sensor Locked ! Failed OK ! |
| ! ! During Deploy ! ! |
| ! 17 ! Spill Valve Failed Open! Failed OK ! |
| ! 18 ! Alternator Circuit ! Failed OK ! |
| ! 19 ! Misc. E2ROM Data ! Failed OK ! |
| ! 20 ! Ignition Relay #1 ! Failed OK ! |
| ! ! Wraparound ! ! |
| ! 21 ! Ignition Relay #2 ! Failed OK ! |
| ! ! Wraparound ! ! |
| ! 22 ! Channel Select Discre- ! Disagree OK ! |
| ! ! tes Disagreement ! ! |
| ! 23 ! Both TRA's Latched ! Failed OK ! |
| ! ! Failed ! ! |
| ! 24 ! Air Valve Spring ! Failed OK ! |
| ! 25 ! P5 Local Channel ! Failed OK ! |
| ! 26 ! P5 Pneumatic Line ! Failed OK ! |
| ! 27 ! P2 Pneumatic Line ! Failed OK ! |
| ! 28 ! 7th Stg Bld 4 Sol W/A ! Failed OK ! |
| ! 29 ! P2/T2 Probe Heater ! Disagree OK ! |
| ! ! Disagree ! ! |
| ------------------------------------------------------------------------------- |
(17) Maintenance Word 4, Octal Label 353 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! N1 Crosscheck ! Failed OK ! |
| ! 15 ! N2 Crosscheck ! Failed OK ! |
| ! 16 ! Pamb Crosscheck ! Failed OK ! |
| ! 17 ! P2 Crosscheck ! Failed OK ! |
| ! 18 ! T2 Crosscheck ! Failed OK ! |
| ! 19 ! Engine Group I ! Overcurrent OK ! |
| ! ! Overcurrent ! ! |
| ! 20 ! Tf Crosscheck ! Failed OK ! |
| ! 21 ! TOE Crosscheck ! Failed OK ! |
| ! 22 ! Wf Crosscheck ! Failed OK ! |
| ! 23 ! SVA Crosscheck ! Failed OK ! |
| ! 24 ! T3 Crosscheck ! Failed OK ! |
| ! 25 ! ACC Crosscheck ! Failed OK ! |
| ! 26 ! T5 Crosscheck ! Failed OK ! |
| ! 27 ! Reverser Crosscheck ! Failed OK ! |
| ! 28 ! 2.5 Bleed Crosscheck ! Failed OK ! |
| ! 29 ! TRA Crosscheck ! Failed OK ! |
| ------------------------------------------------------------------------------- |
(18) Maintenance Word 5, Octal Label 354 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Reverser Solenoid W/A ! Failed OK ! |
| ! 15 ! TMA Solenoid W/A ! Failed OK ! |
| ! 16 ! Engine Group I or II ! Failsafed OK ! |
| ! ! Failsafed ! ! |
| ! 17 ! Engine Group II ! Overcurrent OK ! |
| ! ! Overcurrent ! ! |
| ! 18 ! 7th Stage Bleed #1 ! Failed OK ! |
| ! ! Solenoid Wraparound ! ! |
| ! 19 ! 7th Stage Bleed #2 ! Failed OK ! |
| ! ! Solenoid Wraparound ! ! |
| ! 20 ! 10th Stage Bleed ! Failed OK ! |
| ! ! Solenoid W/A ! ! |
| ! 21 ! 10th Stg Service ! Failed OK ! |
| ! ! Bld Sol W/A ! ! |
| ! 22 ! FDV Solenoid W/A ! Failed OK ! |
| ! 23 ! Overspeed Solenoid W/A ! Failed OK ! |
| ! 24 ! O/S Solenoid Over- ! Overcurrent OK ! |
| ! ! current ! ! |
| ! 25 ! ARINC Receiver 2 ! Failed OK ! |
| ! 26 ! Autostart Group ! Overcurrent OK ! |
| ! ! Overcurrent ! ! |
| ! 27 ! Wf ON/OFF Solenoid ! Overcurrent OK ! |
| ! ! Overcurrent ! ! |
| ! 28 ! Rev Group Overcurrent ! Overcurrent OK ! |
| ! 29 ! PB Heater Wraparound ! Failed OK ! |
| ------------------------------------------------------------------------------- |
(19) Maintenance Word 6, Octal Label 155 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! EEC Channel Fault ! Failed OK ! |
| ! 15 ! EEC Unit Fault ! Failed OK ! |
| ! 16 ! RES/LVDT Excitation ! Failed OK ! |
| ! 17 ! Data Entry Plug ! Failed OK ! |
| ! ! Failure ! ! |
| ! 18 ! Rating and EPR Modifier! Failed OK ! |
| ! ! Inputs are Failed ! ! |
| ! 19 ! FCU LRU Loop ! Failed OK ! |
| ! 20 ! Local Channel Resource ! Yes No ! |
| ! ! Sharing ! ! |
| ! 21 ! Both Channels Resource ! Yes No ! |
| ! ! Sharing ! ! |
| ! 22 ! Coded Zero ! X ! |
| ! 23 ! Coded Zero ! X ! |
| ! ! Fault ! ! |
| ! 24 !*T2.5 Local Channel ! Failed OK ! |
| ! 25 !**ATHR Activation ! Activation Deactivation ! |
| ! ! Possible due to ! ! |
| ! ! Alpha Floor ! ! |
| ! 26 ! EEC Crosschannel Fault ! Failed OK ! |
| ! 27 ! Coded Zero ! X ! |
| ! 28 ! EEC Overheat ! Overheat OK ! |
| ! 29 ! FCU Overspeed Self-Test! Failed OK ! |
| ------------------------------------------------------------------------------- |
| * Channel B only; Coded zero in channel A |
| ** This output bit is a status indication which must be set when the input flag |
| is set and cleared when the input flag is cleared. |
(20) Maintenance Word 7, Octal Label 156 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-------!------------------------!--------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! EIU Data Failed ! Failed OK ! |
| ! 15 ! Starter Air Valve ! Failed OK ! |
| ! ! Failed ! ! |
| ! 16 ! Ignitor/Exciter #1 ! Failed OK ! |
| ! ! Failed ! ! |
| ! 17 ! Ignitor/Exciter #2 ! Failed OK ! |
| ! ! Failed ! ! |
| ! 18 ! Fuel On/Off Valve ! Failed OK ! |
| ! ! Failed ! ! |
| ! 19 ! Aircraft 28-VDC Bus ! Failed OK ! |
| ! 20 ! Starter Air Valve ! Disagree OK ! |
| ! ! Position Discretes ! ! |
| ! 21 ! Fuel On/Off Valve ! Disagree OK ! |
| ! ! Position Discretes ! ! |
| ! 22 ! Probe Heater Discretes ! Disagree OK ! |
| ! 23 ! Overspeed Discretes ! Disagree OK ! |
| ! 24 ! Autothrust Disconnect ! Disagree OK ! |
| ! ! #2 ON Discretes ! ! |
| ! 25 ! Autothrust Disconnect ! Disagree OK ! |
| ! ! #1 ON Discretes ! ! |
| ! 26 ! Left Engine Discretes ! Disagree OK ! |
| ! 27 ! Right Engine Discretes ! Disagree OK ! |
| ! 28 ! Arming Solenoid ! Disagree OK ! |
| ! ! Discretes ! ! |
| ! 29 ! Pb Local Channel Soft ! Failed OK ! |
| ! ! Failure Latched ! ! |
| ------------------------------------------------------------------------------- |
(21) Maintenance Word 8, Octal Label 157 from FADEC
| ------------------------------------------------------------------------------- |
| ! BIT ! FUNCTION ! BIT STATUS ! |
| !-----!------------------------!----------------------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! IDG Oil Temperature ! Failed OK ! |
| ! ! Local Channel ! ! |
| ! 15 ! Air Valve LVDT Local ! Failed OK ! |
| ! ! Channel ! ! |
| ! 16 ! Spill Valve LVDT Local ! Failed OK ! |
| ! ! Channel ! ! |
| ! 17 ! Spill Valve T/M W/A ! Failed OK ! |
| ! 18 ! Air Valve Track Check ! Failed OK ! |
| ! 19 ! Spill Valve Track Check! Failed OK ! |
| ! 20 ! TOI Crosscheck ! Failed OK ! |
| ! 21 ! Air Valve Crosscheck ! Failed OK ! |
| ! 22 ! Spill Valve Crosscheck ! Failed OK ! |
| ! 23 ! Fuel Diverter Valve ! Failed OK ! |
| ! ! Failed ! ! |
| ! 24 ! TMA Valve Failed ! Failed OK ! |
| ! 25 ! TMA Valve Position ! Disagree OK ! |
| ! ! Discretes ! ! |
| ! 26 ! Fuel Divert. Valve ! Failed OK ! |
| ! ! Crosscheck ! ! |
| ! 27 ! Reverser Stow and Lock ! Failed OK ! |
| ! ! Crosscheck ! ! |
| ! 28 ! Engine Position ! Disagree Agree ! |
| ! ! Discrete ! ! |
| ! 29 ! A/C Permission Switch ! Failed OK ! |
| ! ! Failed Closed ! |
| ------------------------------------------------------------------------------- |
(22) Engine Serial Number, Label 046 from FADEC
| ------------------------------------------------------------------ |
| ! BIT ! FUNCTION ! BIT FORMAT ! |
| !-------!------------------------!-------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Coded Zero ! X ! |
| ! 15 ! Digit 1, LSB ! BCD ! |
| ! 16 ! . ! . ! |
| ! 17 ! . ! . ! |
| ! 18 ! Digit 1, MSB ! . ! |
| ! 19 ! Digit 2, LSB ! . ! |
| ! 20 ! . ! . ! |
| ! 21 ! . ! . ! |
| ! 22 ! Digit 2, MSB ! . ! |
| ! 23 ! Digit 3, LSB ! . ! |
| ! 24 ! . ! . ! |
| ! 25 ! . ! . ! |
| ! 26 ! Digit 3, MSB ! . ! |
| ! 27 ! Coded Zero ! X ! |
| ! 28 ! Coded Zero ! X ! |
| ! 29 ! Coded Zero ! X ! |
| ------------------------------------------------------------------ |
(23) Engine Serial Number, Label 047 from FADEC
| ------------------------------------------------------------------ |
| ! BIT ! FUNCTION ! BIT FORMAT ! |
| !-------!------------------------!-------------------------------! |
| ! ! ! 1 0 ! |
| ! 14 ! Coded Zero ! X ! |
| ! 15 ! Digit 4, LSB ! BCD ! |
| ! 16 ! . ! . ! |
| ! 17 ! . ! . ! |
| ! 18 ! Digit 4, MSB ! . ! |
| ! 19 ! Digit 5, MSB ! . ! |
| ! 20 ! . ! . ! |
| ! 21 ! . ! . ! |
| ! 22 ! Digit 5, MSB ! . ! |
| ! 23 ! Coded Zero ! X ! |
| ! 24 ! Coded Zero ! X ! |
| ! 25 ! Coded Zero ! X ! |
| ! 26 ! Coded Zero ! X ! |
| ! 27 ! Coded Zero ! X ! |
| ! 28 ! Coded Zero ! X ! |
| ! 29 ! Coded Zero ! X ! |
| ------------------------------------------------------------------ |
(24) DEC ARINC 429 Discrete Data Outputs Format from FADEC
| BIT |
| ------------------------------------------------------------------------------ |
| 1 OCTAL LABEL |
| . BIT 1 MOST |
| . SIGNIFICANT |
| . |
| 8 |
| ------------------------------------------------------------------------------ |
| 9 SOURCE 10 9 |
| DESTINATION 0 1 Engine 1 and Channel A |
| 10 IDENTIFIER 1 1 Engine 1 and Channel B |
| 1 0 Engine 2 and Channel A |
| 0 0 Engine 2 and Channel B |
| ------------------------------------------------------------------------------ |
| 11-13 ALL ZEROS (NOTE 1) |
| ------------------------------------------------------------------------------ |
| 14 DISCRETE DTA |
| . |
| . |
| . |
| . |
| . |
| . |
| . |
| 29 |
| ------------------------------------------------------------------------------ |
| 31 30 |
| 30 STATUS - 00 NORMAL |
| MATRIX - 01 NO COMPUTED DATA |
| 31 - 10 NOT USED |
| - 11 NOT USED |
| ------------------------------------------------------------------------------ |
| 32 PARITY BIT (ODD) |
| NOTE 1 : Bit 12 - 1 for label 046 and 047 only. |
3. Interface
A. ADIRU/EEC Interface
(1) General
Air Data Inertial Reference Unit (ADIRU) sends air data parameters to the FADEC through ARINC 429 buses.
Each channel of the EEC receives a digital data stream from both ADIRU which contains total temperature, total pressure and altitude pressure signals from the airframe sensing system
Air Data Inertial Reference Unit (ADIRU) sends air data parameters to the FADEC through ARINC 429 buses.
Each channel of the EEC receives a digital data stream from both ADIRU which contains total temperature, total pressure and altitude pressure signals from the airframe sensing system
(2) Input Data to the EEC
Data are provided from the ADC to the FADEC Unit at the "LOW BIT RATE" defined by ARINC 429 (12 - 14.5 kilobits per second). Air data transmitted to the FADEC Unit are in accordance with Table 5.
Data are provided from the ADC to the FADEC Unit at the "LOW BIT RATE" defined by ARINC 429 (12 - 14.5 kilobits per second). Air data transmitted to the FADEC Unit are in accordance with Table 5.
(3) Aircraft Parameter Validation
(a) Each FADEC unit channel requires inputs of total pressure, total temperature, and pressure altitude to function normally. Loss of any of these does not result in a control mode which produces a loss in thrust established by those conditions prior to the fault.
In addition to the ADIRU data stream, the EEC receives its own independent measurements of inlet total pressure, inlet total temperature and ambient pressure from:
Out of tolerance disagreement between healthy ADIRU and healthy engine probes or a hard failure of air data will lead to an accomodation.
In addition to the ADIRU data stream, the EEC receives its own independent measurements of inlet total pressure, inlet total temperature and ambient pressure from:
- a dual element total temperature probe (one per channel)
- a dedicated total pressure probe (plumbed to the FADEC unit sensor which is hardwired to each channel)
- dedicated ambient pressure ports (plumbed to the FADEC unit sensor which is hardwired to each channel).
Out of tolerance disagreement between healthy ADIRU and healthy engine probes or a hard failure of air data will lead to an accomodation.
(b) Source selection
Software selection logic is used to determine which source of each parameter should be used. The following general requirements apply to the use of ADIRU inputs:
Software selection logic is used to determine which source of each parameter should be used. The following general requirements apply to the use of ADIRU inputs:
1 ADIRU data are preferred, when validated by engine data, over FADEC air data sensors and are used whenever possible for rating calculations.
2 ADIRU P2 is not used for EPR actual determination.
3 ADIRU inputs, once they pass reasonableness test, will not be used as control inputs unless they can be validated by one of the following checks:
a Comparison to FADEC sensor measurement of the same parameter.
b Comparison to a parameter synthesized by the FADEC from a control input parameter.
c Comparison of the same parameter from each ADIRU.
4 For the case where ADIRU data would be used without comparison to a valid referee (engine probe or synthesis), the control will revert to the alternate mode (N1).
Table 5
Table 5
| ------------------------------------------------------------------------------- |
| ! ! ! ! ! ! ! ! ! Max. ! |
| ! !Octal ! ! Min. ! Max. ! Scale ! Signal ! Accu- !Transmit! |
| ! Parameter !Label ! Units ! Range ! Range ! Factor ! Format ! racy !Interval! |
| ! ! ! ! ! ! ! ! !(m.sec.)! |
| !-----------!------!-------!-------!-------!--------!--------!-------!--------! |
| ! Total air ! 211 ! deg.C ! -60 ! +99 ! 512 ! BNR ! +/- ! 500 ! |
| !temperature! ! ! ! ! ! ! 1.0 ! ! |
| !-----------!------!-------!-------!-------!--------!--------!-------!--------! |
| ! Total air ! 242 ! m.bar ! 135.5 ! 1354.5! 2048 ! BNR ! +/- ! 125 ! |
| ! pressure ! ! ! ! ! ! ! 0.3 ! ! |
| !-----------!------!-------!-------!-------!--------!--------!-------!--------! |
| ! Pressure ! 203 ! feet ! -1000 ! +50000! 131072 ! BNR ! # ! 62.5 ! |
| ! Altitude ! ! ! ! ! ! ! ! ! |
| ------------------------------------------------------------------------------- |
B. EIU/EEC Interface - EIU Presentation
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2. Each EIU, located in the electronics bay, is an interface concentrator between the airframe and the corresponding FADEC located on the engine, thus reducing the number of wires. EIUs are active at least from engine starting to engine shutdown, they are essential to start the engine.
The main functions of the EIU are:
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2. Each EIU, located in the electronics bay, is an interface concentrator between the airframe and the corresponding FADEC located on the engine, thus reducing the number of wires. EIUs are active at least from engine starting to engine shutdown, they are essential to start the engine.
The main functions of the EIU are:
- to concentrate data from cockpit panels and different electronic boxes to the associated FADEC on each engine,
- to insure the segregation of the two engines,
- to select the airframe electrical supplies for the FADEC,
- to give to the airframe the necessary logic and information from engine to other systems (APU, ECS, Bleed Air, Maintenance).
C. EIU/EEC Interface - Data Link Arrangement
Data link arrangement between EIU and EEC is shown in the
Data link arrangement between EIU and EEC is shown in the
D. EIU/EEC Interface - EIU input from the EEC
The EIU acquires two ARINC 429 output data buses from the associated EEC (one from each channel) and it reads data from the channel in control. When some data are not available on the channel in control, data from the other channel are used.
In the case where EIU is not able to identify the channel in control, it will assume Channel A as in control.
The EIU looks at particular engine data on the EEC digital data flow to interface them with other aircraft computers and with engine cockpit panels.
The EIU acquires two ARINC 429 output data buses from the associated EEC (one from each channel) and it reads data from the channel in control. When some data are not available on the channel in control, data from the other channel are used.
In the case where EIU is not able to identify the channel in control, it will assume Channel A as in control.
The EIU looks at particular engine data on the EEC digital data flow to interface them with other aircraft computers and with engine cockpit panels.
E. EIU/EEC Interface - EIU output to the EEC
Through its output ARINC 429 data bus, the EIU transmits data coming from all the A/C computers which have to communicate with the EEC, except from ADCs and throttle which communicate directly with the EEC.
There is no data flow during EIU internal test or initialization.
Through its output ARINC 429 data bus, the EIU transmits data coming from all the A/C computers which have to communicate with the EEC, except from ADCs and throttle which communicate directly with the EEC.
There is no data flow during EIU internal test or initialization.
F. EIU/EEC Interface - EIU inputs/outputs definition
The general EIU inputs/outputs arrangement is shown in the
The general EIU inputs/outputs arrangement is shown in the
(1) Inputs - General
The EIU receives discrete signal, ARINC 429 lines, analog voltage, electrical supplies, and is able to process data from resistor sensors.
The EIU receives discrete signal, ARINC 429 lines, analog voltage, electrical supplies, and is able to process data from resistor sensors.
(2) Inputs - Discrete Signals
The discrete signals which are of the ground/open circuit type are:
The discrete signals which are of the ground/open circuit type are:
| ------------------------------------------------------------------------------- |
| ! ITEM ! PARAMETER DEFINITION ! Nature when ! |
| ! ! ! active ! inactive ! |
| ! ! ! (1) ! (0) ! |
| !------!-------------------------------------------!-----------!--------------! |
| ! D 1 ! Engine 1 Side ! ground ! open circuit ! |
| ! D 4 ! Engine 2 Side ! ground ! open circuit ! |
| ! D 5 ! Full Provision, Discrete 1 ! ground ! open circuit ! |
| ! D 6 ! Full Provision, Discrete 2 ! ground ! open circuit ! |
| ! D 8 ! N1 Mode Selected ! ground ! open circuit ! |
| ! D 9 ! Engine Selector on AUTO Position ! ground ! open circuit ! |
| ! D 10 ! Engine Selector on IGNITION Position ! ground ! open circuit ! |
| ! D 11 ! Engine Selector on CRANK Position ! ground ! open circuit ! |
| ! D 12 ! Airframe FADEC Supply on ON Position ! ground ! open circuit ! |
| ! D 13 ! Wing Anti-ice Switch on OFF position ! ground ! open circuit ! |
| ! D 14 ! MAN Engine Start Selected ! ground ! open circuit ! |
| ! D 15 ! Flaps and Slats Lever in Retracted Pos ! ground ! open circuit ! |
| ! D 16 ! Bump/Overboost "OFF" ! ground ! open circuit ! |
| ! D 17 ! MASTER Lever "ON" ! ground ! open circuit ! |
| ! D 18 ! MASTER Lever "OFF" ! ! ! |
| ! D 19 ! Fire "ON" ! ground ! open circuit ! |
| ! D 20 ! Nacelle Anti-ice Switch "OFF" position ! ground ! open circuit ! |
| ! D 21 ! LH Main Landing Gear Compressed ! ground ! open circuit ! |
| ! D 22 ! RH Main Landing Gear Compressed ! ground ! open circuit ! |
| ! D 23 ! TLA Below minus 3 Degrees ! ground ! open circuit ! |
| ! D 24 ! FRSOV selected OFF (Aircraft control) ! ground ! open circuit ! |
| ! D 25 ! Oil Low Press Detected ! ground ! open circuit ! |
| ! D 28 ! Scavenge Valve in Open Position ! ! ! |
| ! D 28 ! No. 4 BRG scavenge valve open ! ground ! open circuit ! |
| ! D 29 ! Bump/Overboost ON ! ground ! open circuit ! |
| ! D 31 ! Nose Wheel Landing Gear Compressed ! ground ! open circuit ! |
| ! D 32 ! TLA Below Minus 3 Degrees ! ground ! open circuit ! |
| ------------------------------------------------------------------------------- |
(3) Inputs - Analog Voltages
The analog voltages which are of differential type with a working range of 1 to 9 volts, includes a filter with a time constant.
These inputs are:
The analog voltages which are of differential type with a working range of 1 to 9 volts, includes a filter with a time constant.
These inputs are:
| ------------------------------------------------------------------------------- |
| ! ITEM ! PARAMETER DEFINITION ! RANGE ! |
| !------------!------------------------------------------!---------------------! |
| ! V2 ! OIL PRESSURE ! 0.7 V to 9.1 V for ! |
| ! ! ! 0 to 400 PSID ! |
| !------------!------------------------------------------!---------------------! |
| ! V3 ! OIL QUANTITY ! 1.63 V to 9 V for ! |
| ! ! ! 0 to 25.8 QTS ! |
| !------------!------------------------------------------!---------------------! |
| ! V4 ! No. 4 BEARING SCAVENGE PRESSURE ! 0.7 V to 9.1 V for ! |
| ! ! ! 0 to 300 PSIG ! |
| !------------!------------------------------------------!---------------------! |
| ! R1 ! NACELLE TEMPERATURE ! -55°C to +375°C ! |
| !------------!------------------------------------------!---------------------! |
| ! R2 ! OIL TEMPERATURE ! -60°C to +250°C ! |
| ------------------------------------------------------------------------------- |
(4) Inputs - Numerical Input Words
The numerical input words (from the A/C computers) are:
The numerical input words (from the A/C computers) are:
| ------------------------------------------------------------------------------- |
| ! LABEL ! FORMAT ! PARAMETER DEFINITION ! OPERATING RANGE ! |
| !---------!----------!-----------------------------------!--------------------! |
| ! 214 ! BNR ! FLEXIBLE TEMPERATURE ! -99°C to +99°C ! |
| !---------!----------!-----------------------------------!--------------------! |
| ! 343 ! BNR ! EPR TARGET ! 0 to 2 ! |
| !---------!----------!-----------------------------------!--------------------! |
| ! 260 ! BCD ! DATE ! ! |
| !---------!----------!-----------------------------------!--------------------! |
| ! 126 ! BCD ! FLIGHT PHASE ! ! |
| !---------!----------!-----------------------------------!--------------------! |
| ! 125 ! BCD ! GMT ! ! |
| !---------!----------!-----------------------------------!--------------------! |
| ! 155 ! BCD ! BITE CTL DISCRETE WORD ! ! |
| !---------!----------!-----------------------------------!--------------------! |
| ! ! ! _ ! ! |
| ! 233 ! ! 1st, 2nd caract ! ! ! |
| ! 234 ! ISO5 ! 3nd, 4th caract ! FLIGHT NUMBER ! ! |
| ! 235 ! ! 5th, 6th caract ! ! ! |
| ! 236 ! ! 7tf, 8th caract _! ! ! |
| !---------!----------!-----------------------------------!--------------------! |
| ! ! ! _ ! ! |
| ! 301 ! ! ! ! ! |
| ! 302 ! ISO5 ! ! AIRCRAFT IDENTIFIER ! ! |
| ! 303 ! ! ! ! ! |
| ! 304 ! ! _! ! ! |
| !---------!----------!-----------------------------------!--------------------! |
| ! 222 ! BNR ! ECS MIN-PRESS DEMAND * ! ! |
| ------------------------------------------------------------------------------- |
| * Primary with SDI: 10 |
| Secondary with SDI: 01 |
(5) Inputs - Discrete Input Words From the A/C Computers
The discrete input words from the A/C computers are shown
The discrete input words from the A/C computers are shown
(6) Inputs - Numerical and Discrete Input Words From the EEC
The numerical and discrete input words from the EEC are described
The numerical and discrete input words from the EEC are described
(7) Outputs
The EIU sends discrete outputs and ARINC 429 line outputs ; one of the ARINC line is dedicated to the EEC and the other one to the A/C systems.
The discrete signals which are of the +28V/open circuit or ground/ open circuit types are listed
The EIU sends two ARINC 429 buses ; on these bus lines the EIU sends information to the EEC and to the A/C system. The data flow is shown in numerical words and for discretes
The EIU sends discrete outputs and ARINC 429 line outputs ; one of the ARINC line is dedicated to the EEC and the other one to the A/C systems.
The discrete signals which are of the +28V/open circuit or ground/ open circuit types are listed
The EIU sends two ARINC 429 buses ; on these bus lines the EIU sends information to the EEC and to the A/C system. The data flow is shown in numerical words and for discretes
(8) Functions of the EIU - Input data validation
The EIU has to acquire the whole information available from the inputs without losses.
Transmitted messages must not be modified, except messages with an odd parity.
EIU receives two input buses (channel A and channel B) from the EEC, and reads data from in-control channel. When some data are not available on in-control channel, data from the other one are used.
EIU receives two inputs buses (primary and secondary) from ECS.
Some input signals are used to create output data : when data is not available or in conflict with other sources, the corresponding outputs are:
The EIU has to acquire the whole information available from the inputs without losses.
Transmitted messages must not be modified, except messages with an odd parity.
EIU receives two input buses (channel A and channel B) from the EEC, and reads data from in-control channel. When some data are not available on in-control channel, data from the other one are used.
EIU receives two inputs buses (primary and secondary) from ECS.
Some input signals are used to create output data : when data is not available or in conflict with other sources, the corresponding outputs are:
- "open circuit" for discretes
- "failure warning" for internal faults and "NCD" for external faults for ARINC data.
The EIU has to perform the following logics with the acquired data:
. Oil low press and ground
. Light fault ON
. APU boost command 1
. Valve closure for engine start inop
. TLA in take off
. Modulated idle
. 28VDC airframe FADEC supply off
. EEC bus or N1 relay fault
. Engine 1, engine 2
. APU bus fault
. Flight memory storage allowed
. RHMLG and LHMLG disagree
. Oil low press inop
. Wing de-icing
. Nacelle anti-ice selection
. Master lever fault
. CRANK/AUTO/IGNITION fault
. Thrust reverser inhibition
. Bump/Overboost selection
. FRSOV OFF selected
. FADEC supply auto shutdown
. Discrete outputs available
. Scavenge valve stuck closed, stuck open
. Failed seal or clogged restrictor.
. Nacelle high temperature (real signal)
. Nacelle high temperature (latched signal)
. APU boost command 2
These logics are referenced
(9) Functions of the EIU - Fault Logics
The EIU incorporates an internal BITE allowing efficient fault detection. The result of that fault detection shall be contained in status and maintenance words available on the output data bus:
The EIU incorporates an internal BITE allowing efficient fault detection. The result of that fault detection shall be contained in status and maintenance words available on the output data bus:
- external faults - label 350
- internal minor faults - label 351
- internal major faults - label 352
(10) Functions of the EIU - Power-up tests
Power-up tests are accomplished only on the ground and if pressure switch indicates continuity to ground, in other cases initialization time is less than 20 ms.
Power-up tests are accomplished only on the ground and if pressure switch indicates continuity to ground, in other cases initialization time is less than 20 ms.
G. EIU/A/C Interface
(1) General environement
The EIU concentrates data from cockpit panels and different aircraft systems to send them to the FADEC and gives selected FADEC information to the A/C systems. The EIU communicates with a lot of A/C systems through analog and digital interfaces.
The EIU concentrates data from cockpit panels and different aircraft systems to send them to the FADEC and gives selected FADEC information to the A/C systems. The EIU communicates with a lot of A/C systems through analog and digital interfaces.
(2) Auto flight system (AFS) interface
(a) AFS is a part of the auto thrust system (ATS) function.
(b) The automatic flight system provides the following functions related to the engine power management.
- computation of EPR target
- selection of autothrust modes (speed or thrust limit)
- alpha floor protection
- bump rating selection
- selection of flex T/O temperature.
(c) Input from AFS to the EEC is the data centralizer unit of the AFS and is linked to the EIU through an ARINC 429 low speed bus. The EIU then transmits this information to the EEC through the EIU/EEC digital data link.
The data link arrangement is shown in
Specific information from AFS is:
The data link arrangement is shown in
Specific information from AFS is:
- flex T/O temperature
- auto-thrust signal
- auto-thrust demand : EPR target
- alpha floor protection signal
- bump rating select signals
- auto-thrust engagement signal.
(d) Output to the AFS. The EEC sends directly some specific outputs to the AFS through the FADEC output bus via the FMGC which is part of AFS system. The data link arrangement is shown
The EIU also receives these data from FADEC but does not transmit them to the AFS.
The following data are sent to the AFS:
The EIU also receives these data from FADEC but does not transmit them to the AFS.
The following data are sent to the AFS:
| - TRA |
| - EPR command - EPR throttle |
| - EPR actual - Fuel flow |
| - EPR target (feedback) - Bleed configuration (feedback) |
| - EPR limit (selected) - Engine rating identification |
| - Thrust mode selected - Flex T/O temp (feedback) |
| - EPR max |
(3) ECS interface
The Environmental Control System (ECS) receives discretes giving A/C and engine bleed configurations and controls engine bleed port pressure demand.
Compatibility between Environmental Control System (ECS) requirements and aircraft performance optimization necessitates modulation of idle during descent.
This modulation is accomplished by controlling minimum burner pressure to result in a minimum deliverable bleed pressure level at the high pressure bleed port as defined by the following:
The FADEC takes these multipliers into account for computation of thrust corrections.
The ECS demand for idle setting and multipliers corresponding to the bleed configuration is sent through ARINC 429 data bus via EIU to the EEC. Data link arrangement is
EIU receives two input buses (primary and secondary) from ECS.
The Environmental Control System (ECS) receives discretes giving A/C and engine bleed configurations and controls engine bleed port pressure demand.
Compatibility between Environmental Control System (ECS) requirements and aircraft performance optimization necessitates modulation of idle during descent.
This modulation is accomplished by controlling minimum burner pressure to result in a minimum deliverable bleed pressure level at the high pressure bleed port as defined by the following:
- for the minimum normal ECS demand (0%), the engine provides the minimum pressure given by curve 2
- for the maximum normal ECS demand (100%), the engine provides the minimum pressure given by curve 1 or
- for intermediary ECS demand (0-100%), the engine provides minimum pressure proportionally modulated between minimum and maximum by use of an "ECS signal".
The FADEC takes these multipliers into account for computation of thrust corrections.
The ECS demand for idle setting and multipliers corresponding to the bleed configuration is sent through ARINC 429 data bus via EIU to the EEC. Data link arrangement is
EIU receives two input buses (primary and secondary) from ECS.
(4) Engine starting control panel interface
The engine control panel is controlled from engine panel located on the center pedestal which provides:
In addition, an engine manual start panel located on the overhead panel provides the "MAN start" signal to the EEC.
Input from engine starting control panel to the EIU are discrete input signals.
General arrangement is shown in
Output from EIU to engine starting panel is a discrete output signal
General arrangement is shown in
The electrical circuit diagram is shown in
The engine control panel is controlled from engine panel located on the center pedestal which provides:
- the selector position
- the master lever position
In addition, an engine manual start panel located on the overhead panel provides the "MAN start" signal to the EEC.
Input from engine starting control panel to the EIU are discrete input signals.
General arrangement is shown in
Output from EIU to engine starting panel is a discrete output signal
General arrangement is shown in
The electrical circuit diagram is shown in
(5) CFDS interface
The centralized fault data system is a means of accessing the systems to obtain maintenance information and initiate tests through the BITE of the system.
The communication is established through the existing ARINC 429 bus arrangement.
The FADEC and EIU menu function is requested by the CFDS system through the label 227. The FADEC menu function request is transmitted through the EIU to the EEC.
The centralized fault data system is a means of accessing the systems to obtain maintenance information and initiate tests through the BITE of the system.
The communication is established through the existing ARINC 429 bus arrangement.
The FADEC and EIU menu function is requested by the CFDS system through the label 227. The FADEC menu function request is transmitted through the EIU to the EEC.
(a) EEC transmission
1 Normal mode
The EEC transmits the messages, if existing, contained in table according to the communication protocol defined in chapter (Ref. AMM D/O 31-30-00-00).
The EEC transmits the messages, if existing, contained in table according to the communication protocol defined in chapter (Ref. AMM D/O 31-30-00-00).
2 Menu mode
The following functions can be selected:
The following functions can be selected:
- current leg LRU data
- all leg primary fault data
- FADEC system test
- ignition test
- Thrust Reverser test
- starter air valve test
- P2T2 probe heater test
(b) EIU transmission
1 Normal mode
The EIU transmits the messages, if existing according to the communication protocol defined in chapter (Ref. AMM D/O 31-30-00-00).
The EIU transmits the messages, if existing according to the communication protocol defined in chapter (Ref. AMM D/O 31-30-00-00).
2 Menu mode
The EIU deals only with the standard items of the menu which are:
The EIU deals only with the standard items of the menu which are:
- last leg report
- previous leg report
- LRU identification
- ground scanning
(6) Other interfaces
The EIU receives other signals from various aircraft systems listed below:
The EIU sends some specific signals to various aircraft systems listed below:
The EIU sends also the data bus output to the flight warning computer.
The EIU receives other signals from various aircraft systems listed below:
- Wing A/I switch "OFF" position from cockpit panel.
- Airframe FADEC supply "OFF" position from cockpit panel.
- Engine fire signal from the fire system detection.
- Fuel recirculation shutdown from the fuel system.
- Nose, LH and RH landing gear compressed from LGCIU (Landing Gear Control and Interface Unit)
- LH and RH landing gear released from LGCIU (Landing Gear Control and Interface Unit)
- Engine selected from pin programming.
- Engine version from pin programming.
- Oil pressure, quantity, temperature low press from engine sensors.
- Nacelle temperature from engine sensor.
- Flaps and slats retracted from slat and flap levers.
- Bump OFF, bump ON from bump pushbutton switch (located on the throttle levers)
- Scavenge valve in open position from No. 4 bearing scavenge valve switch
- No. 4 bearing scavenge pressure from engine sensor.
- TLA below minus 3 degrees from SEC 1, 2 and 3.
The EIU sends some specific signals to various aircraft systems listed below:
- APU boost - to the ECB (Electronic Control Box).
- 2 signals of "Oil low press and ground" to airframe systems and panels
- valve closure to air valves.
- HP fuel shut-off valve closed to the ECS (Environmental Control System)
- TRA in T/O position.
The EIU sends also the data bus output to the flight warning computer.
H. Cockpit System Display/EEC Interface
(1) General
The aircraft system which processes the engine data and messages for cockpit display on the cathode ray tubes consists in three display management computers (DMC) and two flight warning computers.
Each DMC receives 4 engines data buses, one from each channel of EEC and two from each engine. All the 8 buses from EEC engine 1 and EEC engine 2 are acquired by the 3 DMCs. Each FWC recives 4 data buses one from each channel of EEC General Arrangement as shown in
The aircraft system which processes the engine data and messages for cockpit display on the cathode ray tubes consists in three display management computers (DMC) and two flight warning computers.
Each DMC receives 4 engines data buses, one from each channel of EEC and two from each engine. All the 8 buses from EEC engine 1 and EEC engine 2 are acquired by the 3 DMCs. Each FWC recives 4 data buses one from each channel of EEC General Arrangement as shown in
(2) Functions
The engine parameters and messages are displayed on two ECAM CRTs. The upper ECAM CRT is dedicated permanently to the primary engine parameters.
The lower CRT is partly dedicated to engine parameters.
The engine parameters and messages are displayed on two ECAM CRTs. The upper ECAM CRT is dedicated permanently to the primary engine parameters.
The lower CRT is partly dedicated to engine parameters.
(a) Parameters indication
The cockpit system display looks for:
The cockpit system display looks for:
- primary engine parameters : EPR actual, EPR limit, EPR command, N1, N2, EGT and fuel flow. The single numerical EPR limit value which is displayed with the selected thrust limit mode is the result of a logic in the DMC which selects the highest one of the two engines.
- thrust reverser position signals
- HP fuel valve disagree signal
(b) FADEC and engine health status
* Health status is available to specify as a minimum:
* Health status is available to specify as a minimum:
1 That one channel is out of order.
2 That FADEC operation is degraded by any combination of the following:
- No power management - full engine control
- Loss of key function - possible loss of engine control
- Loss of Clearance Control - increase in fuel consumption, EGT
- Loss of function - function will not be available when commanded with associated operating instruction when:
. flight envelope or performance are limited
. immediate action is required from pilot
. maintenance action is required
3 That FADEC is out of order leading to definitive in flight shutdown.
4 That FADEC built-in engine limit protection is working with associated operating instruction.
5 That FADEC is aborting starting sequence.
* Table gives the detail of EEC status words and maintenance words whose discrete information can be used to generate the corresponding messages to be displayed:
Class 1 denotes fault for which a message has to be displayed during the flight.
Class 2 denotes faults for which a message has to be displayed at the end of the flight because fault is significant.
Class 3 denotes faults for which no immediate message is required and maintenance action can be delayed. There is no restriction to time delay for repair.
* Table gives the detail of EEC status words and maintenance words whose discrete information can be used to generate the corresponding messages to be displayed:
Class 1 denotes fault for which a message has to be displayed during the flight.
Class 2 denotes faults for which a message has to be displayed at the end of the flight because fault is significant.
Class 3 denotes faults for which no immediate message is required and maintenance action can be delayed. There is no restriction to time delay for repair.
(c) EEC channel status
Channel status is provided by ARINC bus from each channel.
Channel status is provided by ARINC bus from each channel.
(d) Ground test indication
During ground test, the data transmitted over the EEC ARINC bus are not affected.
During ground test, the data transmitted over the EEC ARINC bus are not affected.
I. Throttle Control System/EEC Interfaces
(1) General
The throttle control system is fully electrical and each throttle lever drives two resolvers ; located in the cockpit center pedestal, these resolvers are dedicated to the FADEC, one for each engine.
The FADEC excites and demodulates these resolvers.
Each throttle lever is fitted with one pushbutton which is used to generate the autothrust disconnect discrete signal to the EEC.
The throttle control system is fully electrical and each throttle lever drives two resolvers ; located in the cockpit center pedestal, these resolvers are dedicated to the FADEC, one for each engine.
The FADEC excites and demodulates these resolvers.
Each throttle lever is fitted with one pushbutton which is used to generate the autothrust disconnect discrete signal to the EEC.
(2) Interface
(a) TLA signal
Throttle lever angle signals are sensed from resolvers rotated as a function of throttle lever positions.
Electrical characteristics are described in chapter (Ref. AMM D/O 76-11-00-00).
There are two throttle resolvers per throttle lever, each of them being dedicated to one channel of the EEC. The electrical excitation is provided by the EEC (one excitation output per channel).
The TLA resolver is a dual quadrant resolver which works in the first quadrant for positive angles and in the fourth quadrant for negative angles.
Therefore the TLA sine and cosine winding outputs are in phase with the excitation for resolver angle within 0\\ to 90\\ range of angle.
In the -90\\ to 0\\ range of angles the cosine ouptut and the excitation are in phase and the sine output out of phase.
The TLA wiring between resolver unit and EEC is shown on
Throttle lever angle signals are sensed from resolvers rotated as a function of throttle lever positions.
Electrical characteristics are described in chapter (Ref. AMM D/O 76-11-00-00).
There are two throttle resolvers per throttle lever, each of them being dedicated to one channel of the EEC. The electrical excitation is provided by the EEC (one excitation output per channel).
The TLA resolver is a dual quadrant resolver which works in the first quadrant for positive angles and in the fourth quadrant for negative angles.
Therefore the TLA sine and cosine winding outputs are in phase with the excitation for resolver angle within 0\\ to 90\\ range of angle.
In the -90\\ to 0\\ range of angles the cosine ouptut and the excitation are in phase and the sine output out of phase.
The TLA wiring between resolver unit and EEC is shown on
1 Instinctive autothrust disconnect signal
Each throttle lever is fitted with one pushbutton which is used to generate the autothrust disconnect discrete signal in the FADEC unit.
The FADEC unit receives a signal directly issued from either throttle 1 or throttle 2 pushbutton through aircraft wiring.
When the instinctive disconnect pushbutton is pressed, the minimum pulse duration is not less than 50 milliseconds. The FADEC receives two analog discrete signals from the aircraft. These signals are generated by switch closure/opening driven either by FMGC command channel or monitor channel and/or throttle lever pushbuttons.
Each throttle lever is fitted with one pushbutton which is used to generate the autothrust disconnect discrete signal in the FADEC unit.
The FADEC unit receives a signal directly issued from either throttle 1 or throttle 2 pushbutton through aircraft wiring.
When the instinctive disconnect pushbutton is pressed, the minimum pulse duration is not less than 50 milliseconds. The FADEC receives two analog discrete signals from the aircraft. These signals are generated by switch closure/opening driven either by FMGC command channel or monitor channel and/or throttle lever pushbuttons.
(3) TRA Input Validation
Faults of throttle resolvers angle and its dated external wiring and FADEC interface electronics are detected by the following checks:
Faults of throttle resolvers angle and its dated external wiring and FADEC interface electronics are detected by the following checks:
- Range test for the sine and cosine windings
- Excitation wraparound test
- Angle checks:
. range test (-41\\ minimum in range angle and 88\\ maximum in range angle)
. cross check (remote and local TRA values must be within 1.8\\ of each other)
. rate test (maximum allowable rate of change = 600\\ res/sec)
. SIN X?? + COS X?? = 1
(4) TRA Failure Accomodation
(a) One validated TRA input
Under normal conditions the FADEC selects the local input TRA.
If one resolver should fail for any reason, then the failure accomodation logic as describe in the following Table I will be invoked immediately. If the fault persists for one second or more, set the appropriate ARINC 350 maintenance word bit and latch in the failure accomodation logic.
This accomodation logic shall override Section D.(2), "Two validated TRA inputs not in agreement" accomodation logic.
Under normal conditions the FADEC selects the local input TRA.
If one resolver should fail for any reason, then the failure accomodation logic as describe in the following Table I will be invoked immediately. If the fault persists for one second or more, set the appropriate ARINC 350 maintenance word bit and latch in the failure accomodation logic.
This accomodation logic shall override Section D.(2), "Two validated TRA inputs not in agreement" accomodation logic.
(b) Two validated TRA inputs not in agreement
If a crosscheck occurs ; that is, if both TRA inputs are valid and they disagree by an amount greater than 1.8\\, then the selected TRA will be set to past value. If the failure persists for one second or more, set the appropriate ARINC 353 maintenance word bit and invoke the accomodation logic based on the selected TRA (past value) at the time of the crosscheck as descibed in the following Table I.
If the throttle is moved after the accomodation logic is invoked the accomodation logic will change accordingly. Specifically: As the throttle is moved towards reverse, the accomodation logic will transition accordingly. Moving the throttle towards take-off will not change the accomodation logic. Also, if the throttle was in reverse and it is moved into the forward region the "IDLE THRU MAX CONTINUOUS" accomodation will be invoked. That is, it is possible to transition to the right out of the reverse region in Table I.
If the flight status transitions from flight to ground or from ground to flight, the accomodation logic will transition accordingly.
If a crosscheck occurs ; that is, if both TRA inputs are valid and they disagree by an amount greater than 1.8\\, then the selected TRA will be set to past value. If the failure persists for one second or more, set the appropriate ARINC 353 maintenance word bit and invoke the accomodation logic based on the selected TRA (past value) at the time of the crosscheck as descibed in the following Table I.
If the throttle is moved after the accomodation logic is invoked the accomodation logic will change accordingly. Specifically: As the throttle is moved towards reverse, the accomodation logic will transition accordingly. Moving the throttle towards take-off will not change the accomodation logic. Also, if the throttle was in reverse and it is moved into the forward region the "IDLE THRU MAX CONTINUOUS" accomodation will be invoked. That is, it is possible to transition to the right out of the reverse region in Table I.
If the flight status transitions from flight to ground or from ground to flight, the accomodation logic will transition accordingly.
(c) No validated TRA input
If there is no valid input ; that is, if both TRA inputs are hard failed, then the selected TRA will be set to past value. If the failure persists for one second or more, set the appropriate ARINC 352 maintenance word bit and latch in the accomodation logic based on the selected TRA (past value) at the time of the hard failure as descibed in the following Table I.
If the flight status transitions from flight to ground or from ground to flight, the accomodation logic will transition accordingly. That is, oncea failure latches it is possible to transition vertically but not horizontally in Table I. If the slats status transitions from extended to retracted, the logic should transition accordingly accordingly except when transitioning back to extended. In this case the selected TRA will remain at MCT.
If there is no valid input ; that is, if both TRA inputs are hard failed, then the selected TRA will be set to past value. If the failure persists for one second or more, set the appropriate ARINC 352 maintenance word bit and latch in the accomodation logic based on the selected TRA (past value) at the time of the hard failure as descibed in the following Table I.
If the flight status transitions from flight to ground or from ground to flight, the accomodation logic will transition accordingly. That is, oncea failure latches it is possible to transition vertically but not horizontally in Table I. If the slats status transitions from extended to retracted, the logic should transition accordingly accordingly except when transitioning back to extended. In this case the selected TRA will remain at MCT.
(d) Loss of both reverser feedbacks and the reverser deploys
If the reverser inadvertantly deploys and during the subsequent auto restow cycle, both reverser feedbacks are failed, then the selected TRA is equal to idle.
If the reverser inadvertantly deploys and during the subsequent auto restow cycle, both reverser feedbacks are failed, then the selected TRA is equal to idle.
| TABLE I |
| Fault Condition: 1 validated TLA input |
| ------------------------------------------------------------------------------ |
| Selected throttle position at the time of fault detection |
| ------------------------------------------------------------------------------ |
| A |
| C flight idle thru max |
| C status reverse continuous flex take-off max take-off |
| O |
| M ------------------------------------------------------------------------ |
| F M |
| A O |
| D D ground select valid select valid select valid select valid |
| E A TLA TLA TLA TLA |
| C T ------------------------------------------------------------------------ |
| I |
| O flight select valid select valid select valid select valid |
| N TLA TLA TLA TLA |
| ------------------------------------------------------------------------------ |
| O C *possibility *thrust may *thrust may *no immediate |
| P O to select increase in increase consequences |
| E N reverse manual thrust |
| R S thrust on setting mode *possible *possibility |
| A E ground deactivation to activate |
| T Q *possibility of the autothrust the |
| I U to activate setting mode in autothrust |
| O E autothrust max continuous setting mode |
| N N setting mode mode with normal |
| A C procedure |
| L E *possibility to |
| activate the |
| autothrust |
| setting mode |
| by setting |
| throttle lower |
| than MCT |
| *possible throttle |
| stagger |
| *message to |
| recommend to put |
| throttle at mto |
| to clear up |
| the fault |
| ------------------------------------------------------------------------------ |
| TLA validation requirements |
| Fault Condition: 2 validated TLA inputs not in agreement |
| ------------------------------------------------------------------------------ |
| Selected throttle position at the time of fault detection |
| ------------------------------------------------------------------------------ |
| A |
| C flight idle thru max |
| C status reverse continuous flex take-off max take-off |
| O |
| M ------------------------------------------------------------------------ |
| F M select larger |
| A O TLA but select TLA= select larger select larger |
| D D ground limited to forward idle TLA TLA |
| E A TLA=forward |
| C T idle |
| I ------------------------------------------------------------------------ |
| O flight select larger select larger select larger select larger |
| N TLA but TLA but TLA TLA |
| limited to limited to |
| TLA=max TLA=max |
| continuous continuous |
| ------------------------------------------------------------------------------ |
| O C *possibility *thrust may *thrust may *no immediate |
| P O to select increase in increase consequences |
| E N reverse manual thrust |
| R S thrust on setting mode *possible *possibility |
| A E ground if deactivation to activate |
| T Q fault occurs *possibility of the autothrust the |
| I U after to activate setting mode in autothrust |
| O E reverser has autothrust max continuous setting mode |
| N N deployed setting mode mode with normal |
| A C procedure |
| L E *possibility to |
| activate the |
| autothrust |
| setting mode |
| by setting |
| throttle lower |
| than MCT |
| *possible throttle |
| stagger |
| *message to |
| recommend to put |
| throttle at mto |
| to clear up |
| the fault |
| ------------------------------------------------------------------------------ |
| TLA validation requirements |
| Fault Condition: No validated TLA input |
| ------------------------------------------------------------------------------ |
| Selected throttle position at the time of fault detection |
| ------------------------------------------------------------------------------ |
| A |
| C flight idle thru max |
| C status reverse continuous flex take-off max take-off |
| O |
| M ------------------------------------------------------------------------ |
| F M |
| A O |
| D D ground select select slect select |
| E A TLA=forward TLA=forward TLA=forward TLA=forward |
| C T idle idle idle idle |
| I ------------------------------------------------------------------------ |
| O flight select select slats extended: slats extended: |
| N TLA=max TLA=max freeze last freeze last |
| continuous continuous and selected selected |
| clear flex TLA value TLA value |
| take-off if slats retracted: slats retracted: |
| previously select TLA= select TLA=max |
| selected max continuous and |
| continuous clear flex |
| and clear take-off mode |
| flex take-off if previously |
| mode selected |
| ------------------------------------------------------------------------------ |
| O C *if thrust *on ground *on ground *on ground |
| P O reverser engine power equivalent equivalent |
| E N already limited at to engine to engine |
| R S deployed, idle failure failure |
| A E FADEC |
| T Q commands *in flight *in flight *in flight |
| I U restow possibility no immediate no immediate |
| O E to activate effect during effect during |
| N N autothrust take-off phase take-off |
| A C if available phase |
| L E |
| *in manual *possibility *possibility |
| thrust setting to activate to activate |
| mode, engine autothrust autothrust |
| rating at slat setting mode |
| increases and retraction at slat |
| freezes at retraction |
| max continuous |
| Thrust reverser not available at landing on the affected engine |
| ------------------------------------------------------------------------------ |
J. Thrust Reverser Interface
(1) General
The EEC controls the deployment and stowing sequence of the thrust reverser. The logic which is implemented in the EEC is based on TLA signals, flight ground signals, thrust reverser position feedback.
The general interwiring diagram is given in
The EEC controls the deployment and stowing sequence of the thrust reverser. The logic which is implemented in the EEC is based on TLA signals, flight ground signals, thrust reverser position feedback.
The general interwiring diagram is given in
(2) Thrust Reverser Directional Control Valve Solenoid
The EEC interfaces with the thrust reverser directional control valve solenoid (mounted within the HCU). The directional control valve solenoid is a dual coil solenoid connected to both EEC channels (one coil dedicated to each channel).
The EEC interfaces with the thrust reverser directional control valve solenoid (mounted within the HCU). The directional control valve solenoid is a dual coil solenoid connected to both EEC channels (one coil dedicated to each channel).
(3) Thrust Reverser Isolation Valve Solenoid
Each channel within the EEC interfaces with the thrust reverser isolation valve solenoid mounted within the HCU. The isolation solenoid valve is a dual coil solenoid, one coil dedicated to each EEC channel.
Each channel within the EEC interfaces with the thrust reverser isolation valve solenoid mounted within the HCU. The isolation solenoid valve is a dual coil solenoid, one coil dedicated to each EEC channel.
(4) Thrust Reverser Switches and Linear Variable Differential Transformers (LVDT)
The EEC interfaces with:
The EEC interfaces with:
- two single-wound LVDTs mounted on the two upper actuators, one per channel. The transformation ratio is a maximum at 0.533 at the stow position and a minimum of 0.0342 at the deploy position.
- two stow/lock proximity sensors, one per locking (lower) actuator and per channel to indicate whether or not the locking actuators are locked and thus stowed. When the actuator is locked the switch contacts close.
(5) Pressure Switch
Each channel of the EEC has a dedicated pressure switch mounted in the Hydraulic Control Unit (HCU). Energisation of the isolation valve solenoid allows hydraulic pressure in the system, this event being relayed to the EEC by the pressure switch.
Each channel of the EEC has a dedicated pressure switch mounted in the Hydraulic Control Unit (HCU). Energisation of the isolation valve solenoid allows hydraulic pressure in the system, this event being relayed to the EEC by the pressure switch.
4. FADEC Interfaces
A. 28VDC Power Supply
The EEC is designed to operate with the engine not running, the EEC is operational five seconds after it is electrically powered by A/C 28VDC. The EEC is electrically powered by the A/C through the EIU. That A/C 28VDC permits:
The EEC is designed to operate with the engine not running, the EEC is operational five seconds after it is electrically powered by A/C 28VDC. The EEC is electrically powered by the A/C through the EIU. That A/C 28VDC permits:
- automatic ground check of the FADEC before engine running
- engine starting
- powering the EEC (while engine is running below 10 % N2).
NOTE: After an engine shut down the EEC is powered by A/C 28VDC for 5 minutes to allow engine parameters monitoring.
General schematic of 28VDC power is shown in B. 115VAC Power Supply
The 115VAC power supply is dedicated to the ignitors and to the P2/T2 probe heating.
The 115VAC power supply is dedicated to the ignitors and to the P2/T2 probe heating.
5. Additional Engine Sensors
All interface between ECC and engine sensors, LVDTS feedback and FMU are detailed in the chapter "EEC description" chapter (Ref. AMM D/O 73-20-00-00).
** ON A/C NOT FOR ALL All interface between ECC and engine sensors, LVDTS feedback and FMU are detailed in the chapter "EEC description" chapter (Ref. AMM D/O 73-20-00-00).
6. Additional Engine Sensors
A. General
These additional engine sensors are optional and dedicated to the engine condition monitoring through the AIDS. These engine parameters (P12.5, P2.5, T2.5) are available on the EEC data bus output if installed on the engine.
These additional engine sensors are optional and dedicated to the engine condition monitoring through the AIDS. These engine parameters (P12.5, P2.5, T2.5) are available on the EEC data bus output if installed on the engine.
B. P12.5 Sensor
P12.5 sensor provide air pressure from the fan exit.
P12.5 sensor provide air pressure from the fan exit.
C. P2.5 Sensor
P2.5 sensor provide air pressure from the LP compressor exit.
P2.5 sensor provide air pressure from the LP compressor exit.
D. T2.5 Sensor
T2.5 sensor provide air pressure at the LP compressor exit.
T2.5 sensor provide air pressure at the LP compressor exit.