CTC-225 Fault Detection & Annunciation

TRAINING MANUAL
CFM56-7B
FAULT DETECTION &

ANNUNCIATION
SEPTEMBER 2004
CTC-225 Level 3
TOC
CFM56-ALL
TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center

Snecma Services
Site de Melun-Montereau,
Arodrome de Villaroche
Chemin de Viercy, B.P. 1936,
77019 - Melun Cedex
FRANCE
CFMI Customer Training Services

GE Aircraft Engines
Customer Technical Education Center
123 Merchant Street
Mail Drop Y2
Cincinnati, Ohio 45246
USA
GENERAL
TOC
Page 1
Issue 01
CFM56-ALL
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
GENERAL
TOC
Page 2
Issue 01
CFM56-ALL
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.
COPYRIGHT 1998 CFM INTERNATIONAL
GENERAL
TOC
Page 3
Issue 01
CFM56-ALL
TRAINING MANUAL
GENERAL
TOC
Page 4
Issue 01
CFM56-ALL
TRAINING MANUAL
LEXIS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
CFMI PROPRIETARY INFORMATION
LEXIS
Page 5
Issue 02
CFM56-ALL
A
A/C AIRCRAFT
AC
ALTERNATING CURRENT
ACARS
AIRCRAFT COMMUNICATION
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING
SYSTEM
ACS AIRCRAFT CONTROL SYSTEM
ADC AIR DATA COMPUTER
ADEPT
AIRLINE DATA ENGINE PERFORMANCE
TREND
ADIRS
AIR DATA AND INERTIAL REFERENCE
SYSTEM
ADIRU
AIR DATA AND INERTIAL REFERENCE
UNIT
AGB ACCESSORY GEARBOX
AIDS AIRCRAFT INTEGRATED DATA SYSTEM
ALF AFT LOOKING FORWARD
ALT ALTITUDE
ALTN ALTERNATE
AMB AMBIENT
AMM AIRCRAFT MAINTENANCE MANUAL
AOG AIRCRAFT ON GROUND
A/P AIRPLANE
APU AUXILIARY POWER UNIT
ARINC
AERONAUTICAL RADIO, INC.
(SPECIFICATION)
ASM AUTOTHROTTLE SERVO MECHANISM
A/T AUTOTHROTTLE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
ATA
ATC
ATHR
ATO
AVM
AIR TRANSPORT ASSOCIATION

AUTOTHROTTLE COMPUTER
AUTO THRUST
ABORTED TAKE OFF
AIRCRAFT VIBRATION MONITORING
B
BITE BUILT IN TEST EQUIPMENT
BMC BLEED MANAGEMENT COMPUTER
BPRV BLEED PRESSURE REGULATING VALVE
BSI BORESCOPE INSPECTION
BSV BURNER STAGING VALVE (SAC)
BSV BURNER SELECTION VALVE (DAC)
BVCS BLEED VALVE CONTROL SOLENOID
C
C
CELSIUS or CENTIGRADE
CAS CALIBRATED AIR SPEED
CBP (HP) COMPRESSOR BLEED PRESSURE
CCDL CROSS CHANNEL DATA LINK
CCFG COMPACT CONSTANT FREQUENCY
GENERATOR
CCU COMPUTER CONTROL UNIT
CCW COUNTER CLOCKWISE
CDP (HP) COMPRESSOR DISCHARGE PRESSURE
CDS COMMON DISPLAY SYSTEM
CDU CONTROL DISPLAY UNIT
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS CENTRALIZED FAULT DISPLAY SYSTEM
LEXIS
Page 6
Issue 02
CFM56-ALL
CFMI JOINT GE/SNECMA COMPANY (CFM
INTERNATIONAL)
CG
CENTER OF GRAVITY
Ch A channel A
Ch B channel B
CHATV
CHANNEL ACTIVE
CIP(HP)
COMPRESSOR INLET PRESSURE
CIT(HP)
COMPRESSOR INLET TEMPERATURE
cm.g CENTIMETER X GRAMS
CMC CENTRALIZED MAINTENANCE COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRALIZED MAINTENANCE SYSTEM
CMS CENTRAL MAINTENANCE SYSTEM
CODEP
HIGH TEMPERATURE COATING
CONT CONTINUOUS
CPU CENTRAL PROCESSING UNIT
CRT CATHODE RAY TUBE
CSD CONSTANT SPEED DRIVE
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING
CTEC CUSTOMER TECHNICAL EDUCATION
CENTER
CTL CONTROL
Cu.Ni.In
COPPER.NICKEL.INDIUM
CW CLOCKWISE
D
DAC DOUBLE ANNULAR COMBUSTOR
DAMV DOUBLE ANNULAR MODULATED VALVE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
DAR DIGITAL ACMS RECORDER
DC
DIRECT CURRENT
DCU DATA CONVERSION UNIT
DCV DIRECTIONAL CONTROL VALVE BOEING
DEU DISPLAY ELECTRONIC UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM
DFDAU
DIGITAL FLIGHT DATA ACQUISITION
UNIT
DFDRS
DIGITAL FLIGHT DATA RECORDING
SYSTEM
DISC DISCRETE
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER
DMD DEMAND
DMS DEBRIS MONITORING SYSTEM
DMU DATA MANAGEMENT UNIT
DOD DOMESTIC OBJECT DAMAGE
DPU DIGITAL PROCESSING MODULE
DRT DE-RATED TAKE-OFF
E
EAU ENGINE ACCESSORY UNIT
EBU ENGINE BUILDUP UNIT
ECA ELECTRICAL CHASSIS ASSEMBLY
ECAM ELECTRONIC CENTRALIZED AIRCRAFT
MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
EE
ELECTRONIC EQUIPMENT
EEC ELECTRONIC ENGINE CONTROL
LEXIS
Page 7
Issue 02
CFM56-ALL
EFH ENGINE FLIGHT HOURS
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
EGT EXHAUST GAS TEMPERATURE
EHSV ELECTRO-HYDRAULIC SERVO VALVE
EICAS
ENGINE INDICATING AND CREW
ALERTING SYSTEM
EIS ELECTRONIC INSTRUMENT SYSTEM
EIU ENGINE INTERFACE UNIT
EIVMU
ENGINE INTERFACE AND VIBRATION
MONITORING UNIT
EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
EMU ENGINE MAINTENANCE UNIT
EPROM
ERASABLE PROGRAMMABLE READ
ONLY MEMORY
(E)EPROM (ELECTRICALLY) ERASABLE
PROGRAMMABLE READ ONLY MEMORY
ESN ENGINE SERIAL NUMBER
ETOPS
EXTENDED TWIN OPERATION SYSTEMS
EWD/SD
ENGINE WARNING DISPLAY / SYSTEM
DISPLAY
F
F
FARENHEIT
FAA FEDERAL AVIATION AGENCY
FADEC
FULL AUTHORITY DIGITAL ENGINE
CONTROL
FAR FUEL/AIR RATIO
FCC FLIGHT CONTROL COMPUTER
FCU FLIGHT CONTROL UNIT
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
FDAMS
FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM
FDIU FLIGHT DATA INTERFACE UNIT
FDRS FLIGHT DATA RECORDING SYSTEM
FDU FIRE DETECTION UNIT
FEIM FIELD ENGINEERING INVESTIGATION MEMO
FF
FUEL FLOW (see Wf) -7B
FFCCV
FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
FI
FLIGHT IDLE (F/I)
FIM FAULT ISOLATION MANUAL
FIN FUNCTIONAL ITEM NUMBER
FIT
FAN INLET TEMPERATURE
FLA FORWARD LOOKING AFT
FLX TO
FLEXIBLE TAKE-OFF
FMC FLIGHT MANAGEMENT COMPUTER
FMCS FLIGHT MANAGEMENT COMPUTER
SYSTEM
FMGC FLIGHT MANAGEMENT AND GUIDANCE
COMPUTER
FMGEC
FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
FMV FUEL METERING VALVE
FOD FOREIGN OBJECT DAMAGE
FPA FRONT PANEL ASSEMBLY
FPI FLUORESCENT PENETRANT INSPECTION
FQIS FUEL QUANTITY INDICATING SYSTEM
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER
LEXIS
Page 8
Issue 02
CFM56-ALL
FWD FORWARD
G
g.in GRAM X INCHES
GE
GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT
ENGINES
GEM GROUND-BASED ENGINE MONITORING
GI
GROUND IDLE (G/I)
GMM GROUND MAINTENANCE MODE
GMT GREENWICH MEAN TIME
GND GROUND
GPH GALLON PER HOUR
GPU GROUND POWER UNIT
GSE GROUND SUPPORT EQUIPMENT
H
HCF HIGH CYCLE FATIGUE
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT
HMU HYDROMECHANICAL UNIT
HP
HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR
HPCR HIGH PRESSURE COMPRESSOR
ROTOR
HPRV HIGH PRESSURE REGULATING VALVE
HPSOV
HIGH PRESSURE SHUT-OFF VALVE
HPT HIGH PRESSURE TURBINE
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
HPTC HIGH PRESSURE TURBINE CLEARANCE
HPTCCV
HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
HPTR HIGH PRESSURE TURBINE ROTOR
Hz
HERTZ (CYCLES PER SECOND)
I
I/O
INPUT/OUTPUT
IAS INDICATED AIR SPEED
ID
INSIDE DIAMETER
ID PLUG
IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFSD IN FLIGHT SHUT DOWN
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in.
INCH
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR
INFRA RED
K
K
k
KIAS
kV
KELVIN
X 1000
INDICATED AIR SPEED IN KNOTS
KILOVOLTS
LEXIS
Page 9
Issue 02
CFM56-ALL
Kph
KILOGRAMS PER HOUR
L
L
LEFT
L/H LEFT HAND
lbs. POUNDS, WEIGHT
LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E)
LEADING EDGE
LGCIU
LANDING GEAR CONTROL INTERFACE
UNIT
LP
LOW PRESSURE
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
M
mA
MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
MCT MAXIMUM CONTINUOUS
MDDU
MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
milsD.A.
Mils DOUBLE AMPLITUDE
mm. MILLIMETERS
MMEL MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF MEAN TIME BETWEEN FAILURES
MTBR MEAN TIME BETWEEN REMOVALS
mV
MILLIVOLTS
Mvdc MILLIVOLTS DIRECT CURRENT
N
N1 (NL)
LOW PRESSURE ROTOR ROTATIONAL
SPEED
N1* DESIRED N1
N1ACT
ACTUAL N1
N1CMD
COMMANDED N1
N1DMD
DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
SPEED
N2* DESIRED N2
N2ACT
ACTUAL N2
N2K CORRECTED CORE SPEED
N/C NORMALLY CLOSED
N/O NORMALLY OPEN
LEXIS
Page 10
Issue 02
CFM56-ALL
NAC NACELLE
NVM NON VOLATILE MEMORY
O
OAT OUTSIDE AIR TEMPERATURE
OD
OUTLET DIAMETER
OGV OUTLET GUIDE VANE
OSG OVERSPEED GOVERNOR
OVBD OVERBOARD
OVHT OVERHEAT
P
Pb
BYPASS PRESSURE
Pc
REGULATED SERVO PRESSURE
Pcr
CASE REGULATED PRESSURE
Pf
HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR
PRESSURE/TEMPERATURE
P/N PART NUMBER
P0
AMBIENT STATIC PRESSURE
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE
PCU PRESSURE CONVERTER UNIT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL
PMUX PROPULSION MULTIPLEXER
PPH POUNDS PER HOUR
PRSOV
PRESSURE REGULATING SERVO VALVE
Ps
PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
PT
TOTAL PRESSURE
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
FLOW)
PT25 HPC TOTAL INLET PRESSURE
Q
QAD
QEC
QTY
QWR
QUICK ATTACH DETACH

QUICK ENGINE CHANGE
QUANTITY
QUICK WINDMILL RELIGHT
R
R/H RIGHT HAND
RAC/SB
ROTOR ACTIVE CLEARANCE/START
BLEED
RACC ROTOR ACTIVE CLEARANCE CONTROL
RAM RANDOM ACCESS MEMORY
RCC REMOTE CHARGE CONVERTER
RDS RADIAL DRIVE SHAFT
RPM REVOLUTIONS PER MINUTE
LEXIS
Page 11
Issue 02
CFM56-ALL
RTD RESISTIVE THERMAL DEVICE
RTO REFUSED TAKE OFF
RTV ROOM TEMPERATURE VULCANIZING
(MATERIAL)
RVDT ROTARY VARIABLE DIFFERENTIAL
TRANSFORMER
S
S/N SERIAL NUMBER
S/R SERVICE REQUEST
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE
SB
SERVICE BULLETIN
SCU SIGNAL CONDITIONING UNIT
SDAC SYSTEM DATA ACQUISITION
CONCENTRATOR
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF
ARINC SPEC)
SDU SOLENOID DRIVER UNIT
SER SERVICE EVALUATION REQUEST
SFC SPECIFIC FUEL CONSUMPTION
SFCC SLAT FLAP CONTROL COMPUTER
SG
SPECIFIC GRAVITY
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92
in.Hg / 59F)
SLSD SEA LEVEL STANDARD DAY (CONDITIONS :
29.92 in.Hg / 59F)
SMM STATUS MATRIX
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
SMP SOFTWARE MANAGEMENT PLAN
SN
SERIAL NUMBER
SNECMA
SOCIETE NATIONALE DETUDE ET DE
CONSTRUCTION DE MOTEURS DAVIATION
SOL SOLENOID
SOV SHUT-OFF VALVE
STP STANDARD TEMPERATURE AND PRESSURE
SVR SHOP VISIT RATE
SW SWITCH BOEING
SYS SYSTEM
T
T oil OIL TEMPERATURE
T/C THERMOCOUPLE
T/E TRAILING EDGE
T/O TAKE OFF
T/R THRUST REVERSER
T12 FAN INLET TOTAL AIR TEMPERATURE
T25 HP COMPRESSOR INLET AIR TEMPERATURE
T3
HP COMPRESSOR DISCHARGE AIR
TEMPERATURE
T49.5 EXHAUST GAS TEMPERATURE
T5
LOW PRESSURE TURBINE DISCHARGE TOTAL
AIR TEMPERATURE
TAI
THERMAL ANTI ICE
TAT TOTAL AIR TEMPERATURE
TBC THERMAL BARRIER COATING
TBD TO BE DETERMINED
TBO TIME BETWEEN OVERHAUL
TBV TRANSIENT BLEED VALVE
LEXIS
Page 12
Issue 02
CFM56-ALL
TC(TCase) HP TURBINE CASE TEMPERATURE
TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE
TCJ TEMPERATURE COLD JUNCTION
T/E TRAILING EDGE
TECU ELECTRONIC CONTROL UNIT INTERNAL
TEMPERATURE
TEO ENGINE OIL TEMPERATURE
TGB TRANSFER GEARBOX
Ti
TITANIUM
TLA THROTTLE LEVER ANGLE AIRBUS
TLA THRUST LEVER ANGLE BOEING
TM
TORQUE MOTOR
TMC TORQUE MOTOR CURRENT
T/O TAKE OFF
TO/GA
TAKE OFF/GO AROUND
T/P TEMPERATURE/PRESSURE SENSOR
TPU TRANSIENT PROTECTION UNIT
TR
TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
TRAINING MANUAL
UTC UNIVERSAL TIME CONSTANT
V
VAC
VBV
VDC
VDT
VIB
VLV
VRT
VSV
VOLTAGE, ALTERNATING CURRENT

VARIABLE BLEED VALVE
VOLTAGE, DIRECT CURRENT
VARIABLE DIFFERENTIAL TRANSFORMER
VIBRATION
VALVE
VARIABLE RESISTANCE TRANSDUCER
VARIABLE STATOR VANE
W
WDM
Wf
WFM
WOW
WTAI
WATCHDOG MONITOR
WEIGHT OF FUEL OR FUEL FLOW
WEIGHT OF FUEL METERED
WEIGHT ON WHEELS
WING THERMAL ANTI-ICING
U
UER UNSCHEDULED ENGINE REMOVAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LEXIS
Page 13
Issue 02
CFM56-ALL
IMPERIAL / METRIC CONVERSIONS
METRIC / IMPERIAL CONVERSIONS
1 mile
1 ft
1 in.
1 mil.
1,609 km
30,48 cm
25,4 mm
25,4
1 km
1m
1 cm
1 mm
1 sq.in.
6,4516 cm
1 m = 10.76 sq. ft.

1 cm = 0.155 sq.in.
1 USG
1 cu.in.
=
=
3,785 l (dm)
16.39 cm
1 m = 35.31 cu. ft.

1 dm = 0.264 USA gallon
1 cm = 0.061 cu.in.
1 lb.
=
=
=
=
= 0.454 kg
1 kg
= 0.621 mile
= 3.281 ft. or 39.37 in.
= 0.3937 in.
= 39.37 mils.
= 2.205 lbs
1 psi. = 6.890 kPa
1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
= 1.8 x C + 32
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
= ( F - 32 ) /1.8
LEXIS
Page 14
Issue 02
CFM56-7B
TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
CONTENTS
FAUL DETECTION
& ANNUNCIATION
Page 15
Sep 03
CFM56-7B
SECTION
PAGE
TRAINING MANUAL
SECTION
PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
EEC SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
FAULT DETECTION - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
WARNING INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
MESSAGE INTERROGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
AIRCRAFT CONDITION MONITORING SYSTEM (ACMS) . . . . . . . . . . . . 99
AIRBORNE VIBRATION MONITORING SYSTEM (AVMS) . . . . . . . . . . . 105
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CONTENTS
FAULT DETECTION
& ANNUNCIATION
Page 16
Sep 03
CFM56-7B
TRAINING MANUAL
ARCHITECTURE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 17
Sep 04
CFM56-7B
TRAINING MANUAL
ENGINE CONTROL SYSTEM

System components.
Electronic Engine Control (EEC).
The CFM56-7B engine incorporates a computer-based

Full Authority Digital Engine Control (FADEC) system.
The EEC is the prime component of the engine control

system.
The engine control system is composed of the following

elements :
- Electronic Engine Control (EEC), containing two
identical computers, designated channel A and
channel B.
- Hydro-mechanical Unit (HMU), which converts
electrical signals from the EEC into hydraulic
pressures to drive the engines valves and
actuators.
- EEC alternator.
- 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.
- T/R LVDTs.
- Inter-component wiring.
The EEC governs the engine in response to thrust

command inputs from the airplane and provides
information to the airplane for flight compartment
indication, maintenance reporting and, optionally, engine
condition monitoring.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Control system maintenance is assisted by extensive

EEC internal Built-In-Test logic (BITE), which monitors
engine data and EEC status flags to detect engine
failures.
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 18
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-001-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 19
Sep 04
CFM56-7B
TRAINING MANUAL
EEC INPUTS AND OUTPUTS

Electrical interfaces.
The following chart is a summary of the EEC electrical
interfaces to show which connectors interface with
channel A and which interface with channel B.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 20
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-002-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 21
Sep 04
CFM56-7B
TRAINING MANUAL
ENGINE TESTS
EEC initialization.
Built-In-Tests.
If the engine is not running, the EEC becomes fully

operational within a maximum of three seconds after
application of airplane power, or an external reset.
Built-In-Test-Equipment (BITE) monitors the system and

memorizes failures.
Each EEC channel performs an initialization sequence in

response to aircraft-generated resets, or at power-up.
An aircraft-generated reset occurs when the Engine Start
Lever is moved from IDLE to CUTOFF.
Following a power interruption/transient greater than
5ms, or an aircraft-generated reset when the core speed
is above 10% N2, the EEC performs a short initialization
and is fully functional in less than 1.2 seconds.
During a power-up initialization, all RAM variables are
initialized, but during a short initialization, a reserved area
of RAM is allocated that is not initialized. This reserved
area of RAM is for parameters that are critical to engine
operation and that must maintain their prior values.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
The BITE system detects and isolates failures, or

combinations of failures, in order to determine the health
status of the channels and to transmit maintenance data
to the aircraft.
There are two types of Built-In-Test : Power-up test and
cyclic test.
The power-up test is part of the EEC initialization and
covers functions which cannot be continually tested
without disturbing the EEC system operation. The test
includes memory tests, CPU tests and hardware tests.
The cyclic test covers functions which can be continually
tested. These tests are similar to the power-up tests, but
are run in background as time permits.
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 22
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-003-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 23
Sep 04
CFM56-7B
TRAINING MANUAL
ENGINE CONTROL SYSTEM

Electronic Engine Control unit (EEC).
Channel selection and fault strategy.
The EEC has two channels, A and B, and both channels

are capable of controlling the engine.
Active and Stand-by channel selection is performed at

EEC power-up and during operation.
The two channels are identical and permanently

operational, but they operate independently from each
other. Each channel has a full complement of sensors,
interfaces to the engine and aircraft, central processor
and output drivers.
Active and Stand-by selection is based upon the health of

the channels and each channel determines its own health
status. The healthiest is selected as the Active channel.
As well as continuously checking and processing their

own inputs, the channels compare each others data over
a Cross Channel Data Link (CCDL), to ensure that there
are no anomalies.
When both channels have an equal health status,

Active / Stand-by channel selection alternates with every
engine start, if N2 was greater than 10,990 RPM during
the last run.
The two EEC channels operate their output drivers

on an active/standby principle. Both channels always
receive inputs and process them, but only the channel in
control, called the Active channel, delivers control outputs
(solenoids/torque motors). The other is called the Standby channel.
The purpose of the dual-redundant architecture is to
minimize the effects of control system faults on the
engine operation.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 24
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-004-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 25
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ARCHITECTURE
FAULT DETECTION
& ANNUNCIATION
Page 26
Sep 04
CFM56-7B
TRAINING MANUAL
INTERFACES
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTERFACES
FAULT DETECTION
& ANNUNCIATION
Page 27
Sep 04
CFM56-7B
TRAINING MANUAL
INTERFACES
Aircraft / Engine EEC.
Engine EEC / Aircraft.
The aircraft provides the EEC with engine thrust and

control commands, and aircraft flight and status
information :
The EEC provides operational status, engine parameters

and control signals :
- Through the Common Display System Display

Electronic Units (CDS DEUs), via an ARINC-429
serial databus :
- Engine specific data (FMC) for N1 reference
target setting and maintenance commands.
- Air/ground status from the landing gear.
- Air data information (ADIRUs 1 & 2) primarily
for use in engine power management logic.
- Bleed-discrete information (ECS).
- Flight configuration data (flaps/slats position)
for thrust setting compensation.
- Thrust-lever position in terms of electrical resolver
angle. A dual resolver is mechanically linked to the
thrust levers in the flight compartment.
- Selected aircraft discrete command and data
signals, hardwired to the EEC.
- T/R position signals from each translating sleeve, left
and right, hardwired to the EEC.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
- To the CDS DEU, for cockpit display and aircraft

system-interface purposes :
- Through the Flight Management Computer
(FMC), for Control Display Unit (CDU)
interrogation, primarily for maintenance
purposes.
- To the Flight Data Acquisition Unit (FDAU), for
engine operational and fault data recording.
- To the autothrottle computer, for automatic thrust
setting.
- To the thrust-lever interlock solenoid.
INTERFACES
FAULT DETECTION
& ANNUNCIATION
Page 28
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-005-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTERFACES
FAULT DETECTION
& ANNUNCIATION
Page 29
Sep 04
CFM56-7B
TRAINING MANUAL
INTERFACES
Aircraft / EEC maintenance communication.
EEC fault reporting.
The EEC sends indication data to the aircraft flightcompartment via ARINC429 databuses, to keep the crew
informed of the operational status of system components
and EEC-controlled engine parameters.
The EEC transmits current fault status to the airplane

using ARINC-429. This data is intended for use by the
real time recording systems on the plane such as the
ACMS.
Maintenance data is sent via the same databuses to

the FMC and the Aircraft Condition Monitoring System
(ACMS), to help maintenance personnel identify and
isolate system faults to the correct Line-Replacable Unit
(LRU), or system interface. The maintenance messages
are displayed on the CDU in the cockpit.
When accessing the ground maintenance functions, the

EEC interfaces with FMC CDU to provide an English text
description of fault status, support interactive tests and
allow the monitoring of functions by ground maintenance
personnel.
The EEC exchanges data with the aircraft computers and

systems through the CDS/DEUs, which act as a conduit
for data exchange, but do not change any of the data that
is passed.
The FMC CDU communicates with the EEC via the CDS/
DEU over ARINC-429 databuses.
When the CDS/DEUs receive the initial request for

EEC maintenance data, they apply airplane power to
the addressed EEC via a relay external to the CDS/
DEUs, automatically powering the EEC in the ground
maintenance mode.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTERFACES
FAULT DETECTION
& ANNUNCIATION
Page 30
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-006-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTERFACES
FAULT DETECTION
& ANNUNCIATION
Page 31
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTERFACES
FAULT DETECTION
& ANNUNCIATION
Page 32
Sep 04
CFM56-7B
TRAINING MANUAL
EEC SIGNALS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 33
Sep 04
CFM56-7B
TRAINING MANUAL
EEC INPUTS
Each EEC channel receives very critical engine signal
inputs from separate sources.
When the signal is less critical, only one source sends a

signal, which is connected to both channels.
Dual inputs :
- LVDT/RVDT and resolver - VSV, VBV, LPTACC,
HPTACC, TBV, FMV, DAMV (DAC).
- PS3.
- T25.
- T12.
- T3.
- PEO.
- TEO.
- N1 and N2 signals.
- BSV (DAC / Old SAC).
- P0
Shared inputs :
- Fuel flowmeter.
- Oil filter clog switch.
- Fuel filter clog switch.
- Alternate mode switch.
- HMU OSG switch.
- ID plug inputs.
Quad inputs :
- Exhaust Gas Temperature (EGT)
Non-critical control inputs are only sent to one channel.

Single inputs :
- DMS detectors signal to channel B.
- PS13 to channel A (PMUX option).
- P25 to channel B (PMUX option).
- T5 to channel A (PMUX option).
Dual power :
- Engine alternator.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 34
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-007-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 35
Sep 04
CFM56-7B
TRAINING MANUAL
EEC INPUTS
ID plug parameters.
The engine identification plug provides the EEC with
engine configuration information and is plugged into
connector P11 on the EEC. It remains with the engine
even after EEC replacement.
There are two possible sources for the ID plug
parameters :
- The ID plug itself.
- The EEC non-volatile memory (NVM).
The ID plug parameters are used during :
- A power-up reset on the ground, if they are valid.
(invalid configuration causes a no-dispatch alert)
- A power-up reset in flight, if the NVM is faulty.
The NVM parameters are used :
- On the ground if the ID plug is invalid.
- During a power-up reset in flight, if the NVM is not
faulty.
On the ground, if the ID plug information is valid, then
the NVM parameters are compared to the ID plug
parameters. If they are different, the NVM is updated
to ensure that the NVM values are always good. If the
values are identical, no NVM storage is required.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 36
Sep 04
CFM56-7B
CTC-225-008-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRAINING MANUAL
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 37
Sep 04
CFM56-7B
TRAINING MANUAL
AIRCRAFT TO EEC INPUTS

The aircraft/EEC electrical interface includes the aircraft
power supplies for the EEC and also the ignition system.
The 115Vac, 400Hz supply to each of the ignition exciters
is routed from the aircraft through the EEC, where it
is switched on and off to control the operation of the
exciters.
The ARINC429 databusses and some aircraft discretes
are wired to the engine as simplex connections and split
into duplex connections on the engine. The actual split is
implemented within the EEC.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
The aircraft provides the following information to the

EEC :
- Thrust-lever position from dual resolvers,
mechanically linked to the thrust levers in the flight
compartment. The resolvers sense the position of
the thrust levers that the flight crew uses to set the
magnitude and direction of the engine thrust.
- Air-data information (ADIRUs 1 & 2) for use by the
power management logic and FMC engine-specific
commands and data are transmitted to each
engine through the aircraft CDS DEUs.
- Selected aircraft hardwired discrete command and
data signals (engine location, aircraft model,
thrust-setting mode selection, engine start switch,
start-mode select, automatic engine start, reset
signals...).
- Thrust-reverser hardwired position signals from each
translating sleeve, left and right.
- Bleed-discrete information and flight-configuration
data (flight/ground and flap position) for thrustsetting compensation and for biasing the
acceleration fuel topping schedule.
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 38
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-009-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 39
Sep 04
CFM56-7B
TRAINING MANUAL
EEC OUTPUTS
Each EEC channel has an ARINC429 digital databus to
output data to the aircraft.
The EEC also uses discrete analog outputs to operate

electrical devices located inside the aircraft.
In the absence of faults that directly affect the databus

operation, Channels A and B deliver constant outputs,
irrespective of which channel is in control.
Discrete signals, such as Alternate Mode indication and

Thrust Lever interlock, are sent to the aircraft from both
EEC channels.
Cockpit indication data is output to the aircraft on the

ARINC429 buses to keep the flight crew informed of the
operational status of system components and FADEC
system controlled engine parameters.
EEC discretes that supply outputs to the aircraft systems

are open/closed relay contacts.
Maintenance data is output, via the same buses to the

Flight Management Computer (FMC). This data provides
information to help the ground crew identify system
faults and isolate the faults to the correct LRU, or system
interface.
Engine condition monitoring parameters are output to the
aircraft, via the ARINC buses, as digital equivalents of all
sensor inputs to the EEC.
Both EEC channels are able to control torque motor

and solenoid output loads, but only the active channel
supplies control outputs during normal operation and the
standby outputs are not used.
The EEC turns the two engine igniters on, or off, using
relay-controlled switches internal to the EEC, one switch
per channel.
Both EEC channels permanently supply excitation
voltage to :
- VDTs ( A/C: T/R; Engine: LVDT, RVDT).
- Resolvers (A/C: TRA; Engine: FMV).
- RTDs (T12, T23).
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 40
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-010-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 41
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
EEC SIGNALS
FAULT DETECTION
& ANNUNCIATION
Page 42
Sep 04
CFM56-7B
TRAINING MANUAL
FAULT DETECTION - GENERAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FAULT DETECTION Page 43

GENERAL
FAULT DETECTION
& ANNUNCIATION
Sep 04
CFM56-7B
TRAINING MANUAL
FAULT DETECTION
Signal processing.
Within the EEC, the various inputs from sensors,
switches and the aircraft pass through several stages of
checks before the values received are finally selected to
be used in the control law calculations.
Both EEC channels validate their inputs, process the data
and check their outputs identically.
After they have been converted to a digital format, the
parametric/discrete values and the ARINC datawords
must first pass through a signal and range check logic.
The values are then compared across the CCDL before
being selected for the control law calculations. The
control laws are entirely managed by the EEC software
and will not be described here as they have no impact on
fault detection.
After the values have been calculated and processed
in the control law logic, they pass through to the output
stage for transmission to engine, or aircraft systems.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

GENERAL
FAULT DETECTION
& ANNUNCIATION
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-011-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

GENERAL
FAULT DETECTION
& ANNUNCIATION
Sep 04
CFM56-7B
TRAINING MANUAL
CHANNEL SELECTION
Active channel selection and fault hierarchy.
Each EEC channel determines whether to be in the
active state, or the standby state, based on a comparison
of its health with that of the cross channel.
The channel with the better health status becomes the
active channel. When both channels are of equal health,
the channel selection state remains as the prvious
selection state.
A hierarchy is assigned to the list of possible faults that
could lead to a channel switch.
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.
The internal logic of the EEC ensures that each channel
achieves an active status on an alternating basis. An
NVMflag is assigned to identify the channel that is
presently active. This last-active flag is only set when N2
becomes less than 35% speed.
The occurence of any higher priority faults overrides the
last-active flag tn ensure the healthier channel is made
the active channel.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

GENERAL
FAULT DETECTION
& ANNUNCIATION
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-012-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

GENERAL
FAULT DETECTION
& ANNUNCIATION
Sep 04
CFM56-7B
TRAINING MANUAL
CHANNEL DETECTION
Output driver control.
Each channels selection logic interrogates the channelhealth 32-bit word, received over the CCDL, in order to
select the healthiest channel as active.
The output drivers are disconnected in the stand-by
channel, but if a fault is detected in the active channel,
the EEC changes the channel in control, provided that
the other channel has no faults with a higher priority.
If the channel selected as active also has a fault, but of a
lower priority, the channel disconnects the corresponding
driver output and the EEC loses electronic control of that
function.
In this case, no current is supplied to the corresponding
EHSV (and/or MSV solenoid driver for DAC engines),
that will then move to a position called failsafe position,
which protects the engine.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

GENERAL
FAULT DETECTION
& ANNUNCIATION
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
CTC-225-013-00

GENERAL
FAULT DETECTION
& ANNUNCIATION
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

GENERAL
FAULT DETECTION
& ANNUNCIATION
Sep 04
CFM56-7B
TRAINING MANUAL
WARNING INDICATIONS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 51
Sep 04
CFM56-7B
TRAINING MANUAL
ENGINE INDICATING SYSTEM PANELS

Common Display System.
The engine indicating system consists of the Common
Display System (CDS/DEU).
The engine is equipped with sensors that monitor :
- Temperature.
- Pressure.
- Speed.
- Vibration.
- Fuel flow.
Messages are generated on display units and used to
run the engine under normal conditions throughout the
operating range, or to provide warning messages to the
crew and maintenance personnel.
Flight Compartment Panels.
The engine indicating system in the FCP consists of :
- The Center Instrument Panel : P2.
- The Lightshield Panel : P7.
- The Forward Electronics Panel : P9.
- The Control Stand.
- The Aft Electronics Panel : P8.
- The Aft Overhead Panel : P5.
- The Forward Overhead Panel : P5.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 52
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-014-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 53
Sep 04
CFM56-7B
TRAINING MANUAL
ENGINE INDICATING SYSTEM PANELS

The engine indicating displays consist of the following :
- Side by Side Engine Display.
- Compacted Engine Display.
- Over/Under Engine Display.
Primary - Upper.
Secondary - Lower.
The engine indicating displays interfaces with the engine
systems to provide the following data displays :
- N1.
- N2.
- EGT.
- Thermal Anti-Ice Indication.
- Fuel Flow.
- Fuel Used.
- Fuel Quantity.
- Oil Pressure.
- Oil Temperature.
- Oil Quantity.
- Engine Vibration.
- Hydraulic Pressure.
- Hydraulic Quantity.
- Crew Alert Messages.
- Autothrottle Limit Message.
- Thrust Mode.
- Total Air Temperature.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 54
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
CTC-225-015-00
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 55
Sep 04
CFM56-7B
TRAINING MANUAL
FLIGHT COMPARTMENT ANNUNCIATION

Systems communications links.
The aircraft CDS/DEU receives specific engine
parameters from the EEC and displays their values on
the upper-center display unit in the flight compartment.
The EEC transmits operating limits and exceedance
status discretes for most of the displayed engine
parameters. The CDS/DEU uses this information to scale
each parameter display, set the amber and redline limits
on the display and to change the color of the display to
alert the crew if the limit is exceeded.
The EEC also provides status information to control the
operation of flight compartment indicator lights which
indicate system status and/or health. This status/health
information is transmitted via the ARINC-429 digital
databuses.
The engines provide analog output signals to the aircraft

systems for N1, N2 and oil quantity. These signals do
not interface with the EEC and are inputs to the Airborne
Vibration Monitor (AVM) and to each of the CDS/DEUs.
The CDS/DEUs are able to use these inputs as a backup
for flight compartment displays.
A signal from the High Pressure Shut-off Valve (HPSOV)
position switch is used to operate a flight compartment
indication of the valve position.
The HPSOV position switch is magnetically operated
and is open when the valve is open and closed when
the valve is closed. The switch is wired on one side
to ground, with the other side wired to the fuel panel,
located in the flight compartment forward overhead panel.
Some engine components are directly connected to the

aircraft computers.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 56
Sep 04
CFM56-7B
TRAINING MANUAL
SYSTEMS COMMUNICATION LINKS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
CTC-225-016-00
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 57
Sep 04
CFM56-7B
TRAINING MANUAL

Engine Module : P5 AFT Overhead Panel.
Fuel Control Module : P5 FWD Overhead Panel.
Engine control light.
Filter bypass.
When the light comes on amber, it indicates that the

EEC has detected an engine-control-system failure (or
combination of failures) which has caused a no-dispatch
configuration.
The CDS/DEU operates the engine control light based
on a discrete signal from the EEC, or loss of ARINC data
from the EEC. Illumination of the light is inhibited during
flight.
This amber light illuminates to indicate there is an

impending bypass of the engine fuel filter. When the
engine is running, the fuel-filter-clogged sensor actuates
when the pressure drop across the fuel filter exceeds
11.6 psid for a duration of 60 seconds.
The CDS provides two switches per engine (one per
DEU), which are switched to ground to illuminate the
light.
ALTN (Alternate Mode) alert.
Eng valve closed.
The -7B engine has three thrust-control operating modes:
This blue indication shows the status of the High

Pressure Shut Off Valve (HPSOV).
The light has three illumination states :
- The normal thrust control mode and two alternate

thrust-control modes, which provide fault
accommodation for the loss of ADIRU totalpressure data.
- This amber light illuminates when the engine control
is operating in the Alternate thrust-control mode.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
- The light is off when the valve is open and the

engine is running.
- It comes on brightly if the valve position is not in
agreement with the flight-compartment commands.
- It illuminates dimly when the valve has been
commanded to close and has closed.
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 58
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-017-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 59
Sep 04
CFM56-7B
TRAINING MANUAL

The CDS/DEU provides engine crew alerting messages
on the center display unit for starter valve open, oil filter
bypass and low oil pressure.
The messages are displayed in a dedicated area for each
respective engine above the oil-pressure indication.
Each message, when first activated, is either displayed
statically for a normal alert, or flashes for 10 seconds for
a non-normal alert, and then reverts to a steady display
until the condition no longer exists, when the message
clears.
During this flashing, the other neighbouring messages for
the same engine also flash concurrently without text.
The flashing, but not the message, is inhibited during
takeoff and landings.
Start valve open.

An amber message appears when the engine Start Valve
is open. The CDS/DEU flashes the display for the nonnormal condition of the start valve in the open position
with the EEC commanding the valve closed, per EEC
Engine starter cutout discrete.
Oil filter bypass.
An amber message appears when there is an impending
bypass of the engine oil filter. The display flashes any
time the EEC reports an oil filter bypass condition.
When the engine is running, the oil-filter-clogged sensor
actuates when the pressure drop across the oil filter
exceeds 29/33 psid for a duration of 60 seconds.
Low oil pressure.
A flashing amber message appears when the engine
is operating with low oil pressure. The display appears
when the filtered oil pressure is less than 13 psi and the
engine is operating at, or above idle, or N2 is less than
6500 rpm.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 60
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-018-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 61
Sep 04
CFM56-7B
TRAINING MANUAL

N1 and N2 indications.
The EEC continuously transmits the display limits used
to define the individual display redlines. The CDS/DEU
reads the limits data from both left and right engine
EECs and stores them separately in internal NVM.
N1 (fan speed) is the thrust setting parameter.
N2 (core rotor speed) is used by the flight crew during
engine starts and as a general indication during normal
engine operation.
N1 and N2 actual is the real-time display of the speeds
in units of percent. They are displayed by a pointer
on a round dial, with an accompanying digital readout
enclosed in a box.
The CDS/DEU receives the N1 and N2 actual from each
engine as digital signals from the EEC and from the
engine N1/N2 speed sensors. The digital signals are the
primary source for the display.
The N1 reference bug, displayed on the outside of the
dial, is calculated by the FMC and sent to the CDS/
DEU. It is then transmitted to the EEC on ARINC-429
databuses as Target N1.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
N1 and N2 redline exceedance is indicated by the dial,

digital readout, outline box and pointer changing from
white to red. The exceedance color change occurs when
either EEC reports a redline exceedance.
100% N1 is equal to 5175 rpm.
N1 redline exceedance is indicated when N1 is greater
than 5388 rpm (104%). Once set, the N1 indicated must
become less than 5382 rpm to reset the display.
NOTE :
A 29 rpm transient N1 exceedance is allowed for 5
seconds.
100% N2 is equal to 14460 rpm.
N2 redline exceedance is indicated when N2 is greater
that 15198 rpm (105%). Once set, N2 must become less
than 15183 rpm to reset the display.
If one, or more exceedances have been recorded, the
CDS/DEU changes the colour of the digital readout box
for the parameter in question to red, after the engines
have been shut down on the ground and the EECs
go off-line. This is to prompt the maintenance crew to
call up the engine exceedance data on the FMC CDU
maintenance pages.
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 62
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-019-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 63
Sep 04
CFM56-7B
TRAINING MANUAL
COMMON DISPLAY SYSTEM (CDS)

Miscellaneous indications.
N1 bug indication.
The autothrottle (A/T) limit message shows when the

FMC has failed.
This indication can have three possible sources :
The seven thrust modes are the following :

- TO (take off).
- R-TO (reduced thrust take off).
- CLB (climb).
- R-CLB (reduced thrust climb).
- CON (continuous).
- CRZ (cruise).
- GA (go-around).
- Set by the FMC.

- Set by the autothrottle computer.
- Manually through N1 set control (the values is
displayed as reference N1 readout).
The total air temperature (TAT) shows as a digital

indication.
When the thermal anti-ice (TAI) is ON, the TAI indication
is displayed.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 64
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-020-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 65
Sep 04
CFM56-7B
TRAINING MANUAL

Thrust reverser indications.
Thrust reverser indications are shown on the P5 Aft
overhead panel and above the N1 indication, replacing
the N1 reference readout.
REVERSER lights.
The REVERSER lights come on for 10.5 seconds during
a normal T/R stow operation.
The REVERSER light stays on if a T/R control system
component fails during a stow, or deploy operation and
stays on until the failure is fixed.
REV messages.
For each engine, the CDS displays a REV indication
above the N1 digital readout box when the thrust reverser
for that engine is not stowed.
REV appears in amber when both sleeves of a T/R
are between 10 and 90 percent of travel to the deploy
position.
REV appears in green when both sleeves of a T/R are
more than 90 percent of travel to the deploy position.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 66
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-021-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 67
Sep 04
CFM56-7B
TRAINING MANUAL

EGT indications.
The flight crew uses EGT to assess the general health
of the engine. The EGT display is a round dial providing
a linearly proportional display starting at 0 deg C and
extending to the highest value of the EGT redline limit.
The EGT starting redline limit and EGT start maintenance
limit can vary based on several engine factors, therefore
the CDS/DEU continuously monitors the limits received
from the EEC, rather than storing them.
The CDS/DEU receives the digital EGT signal from the
EECs to display the actual indication in real-time.
The EGT amber limit defines the lower end of the
cautionary operating range of the EGT.
The CDS/DEU changes the color of the EGT dial, pointer
and digital readout and its outline box from white to
amber if the EGT is greater than the amber limit, but less
than the redline.
EGT redline is the certified engine operating limit and is
displayed as a red radial mark on the dial. When either
EEC reports a redline exceedance, the dial, digital
readout, outline box and pointer change to red.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Amber limit is exceeded when the EGT is greater than

925 C (MCT & MCL).
Redline limit is exceeded when the EGT is greater than
950 C (MTO & GA).
Start redline is exceeded when the EGT is greater than
725 C (ground & in-flight).
NOTE :
A 10 C transient EGT exceedance is allowed for 20
seconds.
The flight crew is responsible for assuring that the EGT
does not exceed the defined EGT starting limit during
both ground and in-flight engine starts.
If the engine control detects a hot start condition for
ground engine starts, the EEC outputs a discrete and the
box around the EGT digital readout flashes to alert the
flight crew of the condition.
The hot start discrete is reset if the Engine Start Lever is
placed in CUTOFF, or if the engine manages to complete
the start to idle. This causes the CDS/DEU to stop
flashing the box around the EGT digital readout.
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 68
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-022-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 69
Sep 04
CFM56-7B
TRAINING MANUAL

Fuel indications.
The fuel flow indication shows the real-time value of
the engine fuel flow meter output. The EEC processes
signals received from the flow meter and outputs a fuel
flow value, in units of lb/h, to the CDS for display in the
flight compartment. If the status of the fuel flow dataword
is not normal or test, then the CDS blanks the fuel flow
display.
For each engine, the display consists of an analog
pointer on a round dial, with an accompanying digital
readout in units of lb/h (or kg/h, if the customer has
selected metric units).
The pointer provides a linearly proportional display from
0 to 12,000 lb/h (0 to 6,000 kg/h). The digital readout is in
thousands, to two decimal places.
The fuel used shows only as a digital indication.
Selection of the USED position on the fuel flow switch will
replace the fuel flow digital indication with a fuel used
indication.
The fuel quantity is displayed in an analog and digital
form, below the fuel flow indications.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 70
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-023-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 71
Sep 04
CFM56-7B
TRAINING MANUAL

Range alerts - oil pressure and temperature.
Oil temperature.
Oil pressure.
The amber limit is the lower end of the cautionary

operating temperature range of the engine lubrication
system.
The amber range is the cautionary operating pressure

range of the engine lubrication system. The oil pressure
amber threshold limit can vary based on several engine
factors, therefore the CDS/DEU continuously monitors
the limit, rather than storing it.
The display is a circumferential amber arc extending
from the amber threshold down to the redline limit on the
outside of the oil pressure dial.
The CDS/DEU indicates that the oil pressure is less
than the redline limit by displaying a red radial mark on
the outside of the dial. A red arc then extends from the
redline limit down to 0 lb/in along the edge of the dial.
Pressure amber limit :
- Refer to graph.
The display is a circumferential amber arc that extends

from the amber limit up to the redline limit along the edge
of the oil temperature dial.
The oil temperature redline limit defines the maximum
safe operating temperature of the lubrication system.
Prolonged operation above this temperature can result in
engine damage.
The redline is displayed as a red radial mark on the
outside of the dial and a circumferential red arc that
extends from the redline limit up to the 200 C dial
endpoint.
Temperature amber limit : between 140 and 155C.
- Engine operation time limited to 45 mn in flight.
Ground maintenance will be required if operation
exceeds 15 mn.
Temperature redline limit : 155 C.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 72
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-024-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 73
Sep 04
CFM56-7B
TRAINING MANUAL

Engine vibration indications.
The Airborne Vibration Monitoring (AVM) signal
conditioner receives signals from the N1 and N2 speed
sensors, the No 1 bearing accelerometer and FFCCV
(Fan Frame Compressor Case Vertical) accelerometer.
The AVM signal conditioner filters and computes the
signals and supplies the amplified data to the FDAU
and to the CDS/DEUs for cockpit display. The highest
vibration signal is displayed on an analog pointer on a
round dial.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 74
Sep 04
CFM56-7B
TRAINING MANUAL
2 3 4
0
2 3
1
5
VIB
4
5
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 75
Sep 04
CFM56-7B
TRAINING MANUAL

Engine fail indication.
The CDS displays an amber ENG FAIL alert over
the respective engine EGT display on the center
display unit when the engine, once started, operates
below a sustained idle condition and the crew has not
commanded the engine to shut down.
The alert remains set until either the engine recovers, or
the Engine Start Lever is moved to the CUTOFF position.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 76
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-026-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 77
Sep 04
CFM56-7B
TRAINING MANUAL
ANNUNCIATION
Engine visual alerts.
A pop-out indicator provides a visual warning to
maintenance personnel of imminent supply oil filter
clogging.
It is attached to the supply oil filter housing and is
calibrated to trigger at a certain pressure limit before the
filter is bypassed.
The analog sensor actuates when the pressure
differential across the oil filter exceeds 26/29 psi.
The indicator is a red button in a sight glass which pops
out to warn maintenance personnel to change the filter
before actual bypass occurs and unwanted material
enters and contaminates the oil system.
The red button must be manually reset after the filter has
been changed.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 78
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-027-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 79
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
WARNING
INDICATIONS
FAULT DETECTION
& ANNUNCIATION
Page 80
Sep 04
CFM56-7B
TRAINING MANUAL
MESSAGE INTERROGATION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 81
Sep 04
CFM56-7B
TRAINING MANUAL
THE CONTROL DISPLAY UNIT (CDU)

Ground maintenance processing.
The EEC ground maintenance processing consists
of menu/sub-menu displays, reporting functions, test
functions and several input monitoring displays.
The FMC CDU controls EEC BITE testing and fault
reporting. When EEC BITE has been selected, the FMC
transmits messages, through the ARINC-429 databuses,
to the EEC and displays character strings received from
the EEC on the CDU.
The EEC BITE is accessed by selecting Engine 1 or 2 on
the ENGINE/EXCEED BITE INDEX screen which brings
up the EEC BITE main menu screen.
The main menu provides access to various sub-menus :
- Recent Faults. (legs 0-3).
- Fault History (legs 0-10).
- Identification and Configuration.
- Ground Tests :
- EEC Test.
- T/R Lever INTLK Test.
- Actuators Test.
- Left Igniter Test.
- Right Igniter Test.
- Input Monitoring.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 82
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-028-00
GROUND MAINTENANCE PROCESSING
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 83
Sep 04
CFM56-7B
TRAINING MANUAL
DISPATCH CRITERIA
Fault levels.
Long Time.
The EEC automatically determines the criticality level of

the fault, or combination of faults to establish the dispatch
state of the control/indication system, to comply with the
engine and aircraft safety objectives.
The fault dispatch levels are available through the
Ground Maintenance Mode EEC Current Faults and Fault
History functions and are defined as follows :
Level C (long-time dispatch) faults have an indirect

impact on the probability of loss of thrust control. The
system complies with the engine and aircraft safety
objectives, but once detected, the fault condition must be
corrected within the time limitation specified in the MMEL
and DDG.
Engine Control Light.

Level A (no dispatch) conditions exist when the EEC has
detected a fault, or faults, in the EEC system which cause
that system to be out of compliance with agreed engine
and airplane certification. The faults must be corrected
before the aircraft can be dispatched.
Short Time.
Level B (short-time dispatch) faults have no immediate
direct impact on the probability of a loss of thrust control.
The system complies with the engine and aircraft safety
objectives, but once detected, the fault condition must
be corrected within the time limitation specified in the
Maintenance Review Board (MRB) and Engine Shop
Manual (ESM), ATA Chapter 05.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Economic.
Level D (economic) faults have no safety implications
and, therefore, no impact on aircraft dispatch. The faults
may remain unrepaired during the entire aircraft life, at
the discretion of the operator.
Alternate Mode Light.
Level E (Alternate-mode light) causes the engine to
operate in the Alternate (thrust-setting) mode. For
dispatch criteria, refer to the Master Minimun Equipment
List (MMEL) and Dispatch Deviation Guide (DDG).
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 84
Sep 04
CFM56-7B
TRAINING MANUAL
ENGINE 1 BITE TEST

RECENT FAULTS 3/5
SHORT TIME
MSG NBR: 75-10601
THE TBV POSITION
SIGNALS DISAGREE
FLIGHT LEG (X=FAULT SET)
0 1 2 3
X X
<INDEX
CTC-225-029-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HISTORY>
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 85
Sep 04
CFM56-7B
TRAINING MANUAL
DISPATCH CRITERIA
Fault levels.
The EEC may re-evaluate a particular fault and change
its priority to a higher level depending on the health state
of the 2 EEC channels.
For example, under normal active/standby conditions,
if the fault is THE HMU VBV CONTROL CURRENT IS
OUT OF RANGE, this would be considered as a Short
Time fault.
However, if this fault is set on the active channel and the
standby channel is inoperative
or,
the same fault is set on both active and standby
channels, the EEC will re-evaluate the situation and
change the fault level to an Engine Control Light (no
dispatch) fault.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 86
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-030-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 87
Sep 04
CFM56-7B
TRAINING MANUAL
FAULT STORAGE
All EEC-detected fault data is stored in BITE memory and
is available on request, through the FMC CDU in Ground
Maintenance Mode EEC Current Faults and Fault
History functions.
Flight leg 0 can show maintenance messages that

occurred more than 30 seconds after landing from
the last flight leg, or the most recent ground run of the
engine.
The BITE memory structure is divided into 5 zones for

each of the fault levels :
- Zone 1 : Engine control light.
- Zone 2 : Alternate Mode Light.
- Zone 3 : Short Time.
- Zone 4 : Long Time.
- Zone 5 : Economic.
If the engine is started and stopped more than once

between flights, leg 0 will contain data from the last
ground run of the engine.
The zones provide memory for storing the fault code

and flight leg history associated with the 10 most-recent
failures detected over the last 10 flight legs.
When a memory zone is full, the oldest data is
overwritten first. This applies to faults from previous flight
legs only. No overwriting of current leg faults is permitted.
The flight-leg-counting processing begins when the

FLIGHT INDICATOR transitions from ground to flight.
The last flight leg is identified as 1 and the previous flight
legs are identified as 2 through 10.
The X below the flight leg number indicates that the fault
occurred on that flight leg. For flight legs that did not have
the fault, the space below the flight legs number is blank.
The flight-leg storage processing begins at the initiation

of engine start (N2>40%), when the EEC BITE phase
transitions from ENGOFF to ENGON.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 88
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-031-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 89
Sep 04
CFM56-7B
TRAINING MANUAL

Recent Faults menu selection.
The RECENT FAULTS menu is used to view faults from
channel A and B which have occurred since the most
recent ground run, through the three most recent flight
legs.
The Recent Faults menu can only be accessed when
the engine is off (N2 less than, or equal to 5%). Any
attempt to access recent faults on the ground when N2 is
greater than 5% results in a CAN NOT BE ACCESSED
message appearing on the screen.
The dispatch level will show at the top of the screen and
the CDU will display the faults in order of their dispatch
level. ENGINE CONTROL light faults will show first, then
ALTERNATE MODE LIGHT faults, then SHORT TIME
faults, then LONG TIME faults and lastly ECONOMIC
faults.
Only one fault is displayed per page, but each dispatch
level can have as many as 10 pages, making a possible
total of 50 pages.
Each page contains a brief description of the fault and a

message number (MSG NBR).
The page displays the three most recent flight legs and
an X denotes on which flight legs the fault was seen.
Flight leg 0 is the most recent ground run and flight leg 1
is the most recent flight leg.
If there are no faults stored for flight legs 0 through 3, the
screen will show NO RECENT FAULTS STORED.
If recent fault data is not available from both channels,
a message appears to alert maintenance personnel
that the recent faults being displayed are for a particular
channel only.
Selecting the HISTORY key enables access to another
menu, which shows if that particular fault has appeared
over the last 10 flight legs.
The Next-Page / Previous-Page keys enable the operator

to go either forward, or backward, through the pages in
order to view the faults.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 90
Sep 04
CFM56-7B
ENGINE 1 BITE TEST

RECENT FAULTS 1/X
ENGINE CONTROL LIGHT
TRAINING MANUAL
X = 50 PAGES MAX.
MSG NBR: 73-10331

THE FMV DEMAND
AND POSITION SIGNALS
DISAGREE
0 1 2 3
X X
<INDEX
HISTORY>
RECENT FAULTS MENU
CTC-225-032-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 91
Sep 04
CFM56-7B
TRAINING MANUAL

Message number format.
The message number uniquely identifies the fault and is
used as a reference to find the relevent troubleshooting
procedures in the Fault Isolation Manual (FIM).
The first two numbers identify the ATA chapter.
For example :
- 73 = Fuel.
- 75 = Air.
- 79 = Oil.
After the hyphen, the next number denotes the EEC
channel.
The next three numbers identify the fault code.
The last number identifies the engine position.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 92
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-033-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 93
Sep 04
CFM56-7B
TRAINING MANUAL

Fault History menu selection.
Selecting the FAULT HISTORY key on the main menu
will display the maintenance message numbers for the
ten most recent flight legs and one ground operation.
Flight leg 1 shows the data for the most recent flight leg.
Flight leg 10 shows the data for the oldest flight leg that is
stored in the system.
The dispatch levels are displayed in the same order as
that in the RECENT FAULTS menu.
The example shows that a DEMAND AND POSITION
SIGNALS DISAGREE fault for the FMV appeared on
the last flight leg and the fault is still there on the present
ground run.
The X under flight leg 10 shows the operator that this
fault has appeared before.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 94
Sep 04
CFM56-7B
TRAINING MANUAL
ENGINE 1 BITE TEST

FAULT HISTORY 1/X
ENGINE CONTROL LIGHT
MSG NBR: 73-10331
THE FMV DEMAND
AND POSITION SIGNALS
DISAGREE
0 1 2 3 4 5 6 7 8 9 10
X
X X
<INDEX
FAULT HISTORY MENU
CTC-225-034-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 95
Sep 04
CFM56-7B
TRAINING MANUAL

Identification and Configuration menu selection.
The IDENT/CONFIG menu selection is used to identify
the current engine configuration.
There are 2 menus and the information displayed
includes :
- The airplane model.
- Engine model.
- Bump.
- N1 Trim.
- EEC part number.
- EEC software version number.
- Start mode.
- Engine serial number.
- PMUX.
- DMS.
- BSV installed.
- Ignition mode.
When the EEC is moved from airplane-to-airplane, or

from engine-to-engine, two of the options allow the
operator to clear faults and change the engine serial
number.
Selecting the ERASE key will enable the operator to
erase all of the faults that are stored in Recent Faults,
Fault History and will reset the HPTACC thermal history
that is stored in NVM to zero.
Once this task is initialized, there are no other options. All
five EEC memory zones are set to zero and the data will
be lost.
If the engine has a DAC configuration, a /2 is added to

the Engine Model (i.e. 7B20/2).
For engines that do not have thrust bump, or do not
require N1 trim, a value of 0 is displayed.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 96
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-035-00
IDENTIFICATION AND CONFIGURATION MENUS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 97
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
MESSAGE
INTERROGATION
FAULT DETECTION
& ANNUNCIATION
Page 98
Sep 04
CFM56-7B
TRAINING MANUAL
AIRCRAFT CONDITION MONITORING SYSTEM (ACMS)
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ACMS
FAULT DETECTION
& ANNUNCIATION
Page 99
Sep 04
CFM56-7B
TRAINING MANUAL
AIRCRAFT CONDITION MONITORING SYSTEM

FDAU - ACMS common unit.
The Flight Data Acquisition Unit (FDAU) - Airplane
Condition Monitoring System (ACMS) receives aircraft
data from digital, discrete and analog sources and
transmits serial data for the Flight Data Recorder (FDR).
The Data Management Unit (DMU) is the master
controller which processes ACMS data. The DMU
monitors FDAU inputs for specified ACMS parameters
and when the DMU sees a change to a value, the ACMS
makes a report of the parameters. Also at various times
during flight, the ACMS stores reports in its memory.
The DMU contains the ACMS interface and sends
reports to the data loader control panel and the PCMCIA
recorder.
Reports data can be :

- Printed out on the Cockpit Printer.
- Down linked via the Aircraft Communication
Addressing Reporting System (ACARS).
- Displayed on the Control Display Unit (CDU).
- Dumped to the Airborne Data Loader (ADL).
- Recorded onto the Digital ACMS Recorder (DAR).
- Recorded onto the Smart ACMS Recorder (SAR).
- Stored internally within the ACMSs nonvolatile
storage buffers.
- Stored to a Quick Access Recorder (QAR).
Airlines can use a data loader, or PCMCIA card to store

the reports.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ACMS
FAULT DETECTION
& ANNUNCIATION
Page 100
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-036-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ACMS
FAULT DETECTION
& ANNUNCIATION
Page 101
Sep 04
CFM56-7B
TRAINING MANUAL
AIRCRAFT CONDITION MONITORING SYSTEM

ACMS reports.
Readout function.
The ACMS can be programmed to monitor aircraft data,

collect it, and generate reports when certain events
occur, such as an engine temperature exceedance, or a
hard landing.
Data collected by the ACMS can be exploited through the

readout function.
The ACMS function comes with pre-programmed

standard reports :
- Engine cruise report.
- Engine take-off report.
- Engine gas path advisory report.
- Engine mechanical advisory report.
- Post flight summary report.
- FDAMS fault bite history report.
The ACMS transfers the stored data to a disk, using an

Airborne Data Loader (ADL), or to a PC card.
The readout tool reads the disk or card, and the Smart
ACMS Recorder (SAR) data can be retrieved as follows :
- It can be displayed.
- It can be printed as a hard copy.
- It can be exported as an ASCII text file for analysis.
- It can be translated into defined formats for use with
tools such as SAGE.
Other reports are optional and totally reconfigurable, with

user-defined triggering algorithms for detecting unique
events.
These reports include :
- Engine divergence report.
- Engine abnormal start report.
- Engine start report.
- Engine run up report.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ACMS
FAULT DETECTION
& ANNUNCIATION
Page 102
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-037-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ACMS
FAULT DETECTION
& ANNUNCIATION
Page 103
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ACMS
FAULT DETECTION
& ANNUNCIATION
Page 104
Sep 04
CFM56-7B
TRAINING MANUAL
AIRBORNE VIBRATION MONITORING SYSTEM (AVMS)
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
AVM
SYSTEM
FAULT DETECTION
& ANNUNCIATION
Page 105
Sep 04
CFM56-7B
TRAINING MANUAL
AIRBORNE VIBRATION MONITORING SYSTEM

System components.
AVM signal conditioner.
The Airborne Vibration Monitoring (AVM) system

continuously supplies engine vibration data to the CDS/
DEU and the Flight Data Acquisition Unit (FDAU).
The signal conditioner holds vibration data for the last 32

flights in its NVM. A new flight starts when both engines
are less than 45% N2 and one engine goes more than
45% N2. A flight ends when both engines are less than
45% N2.
The AVM system consists of :

- AVM signal conditioner.
- N1 speed sensor.
- N2 speed sensor.
- No 1 bearing vibration sensor.
- Fan Frame Compressor Case Vertical (FFCCV)
vibration sensor.
The N1 and N2 speed sensors send data to the EEC for
internal logic calculations, to the DEUs and to the AVM
signal conditioner.
The AVM signal conditioner continuously calculates

vibration data for several areas of each engine and uses
BITE to :
- Troubleshoot system faults.
- Read and erase vibration data in the signal
conditioners NVM.
- Calculate a balance solution for engine vibration.
The No 1 bearing and FFCCV accelerometers send data

to the AVM signal conditioner for vibration analysis.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
AVM
SYSTEM
FAULT DETECTION
& ANNUNCIATION
Page 106
Sep 04
CFM56-7B
TRAINING MANUAL
CTC-225-038-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
AVM
SYSTEM
FAULT DETECTION
& ANNUNCIATION
Page 107
Sep 04
CFM56-7B
TRAINING MANUAL
AIRBORNE VIBRATION MONITORING SYSTEM

AVM system BITE.
The AVM signal conditioner, located in the EE
compartment on the E3-2 shelf, has a front panel LED
display and four switches to navigate through the BITE
menus. The LED display is normally off and comes on
when any one of the four BITE switches is selected and
the engines are not running.
The BITE main menu includes the following selections :
- Self-test : This causes the signal conditioner to do
an internal self test.
- Fault history : Allows access to fault messages
stored in NVM.
- Flight history : Allows vibration data for the last 32
flights for each engine to be viewed.
- Balance : Enables maintenance staff to :
- View fan and LPT imbalance data for the last
6 flights.
- View and modify balance weight information
in the NVM.
- Calculate balance solutions for the fan.
- Calculate balance solutions for the fan and
low pressure turbine.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
AVM
SYSTEM
FAULT DETECTION
& ANNUNCIATION
Page 108
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
AVM
SYSTEM
FAULT DETECTION
& ANNUNCIATION
Page 109
Sep 04
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
AVM
SYSTEM
FAULT DETECTION
& ANNUNCIATION
Page 110
Sep 04

CTC-225 Fault Detection &amp; Annunciation

Transféré par

Informations du document

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

CTC-225 Fault Detection &amp; Annunciation

Transféré par

Droits d'auteur :

Formats disponibles

TRAINING MANUAL

FAULT DETECTION &

CFMI Customer Training Center

CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

THIS PAGE INTENTIONALLY LEFT BLANK

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

AIR TRANSPORT ASSOCIATION

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

KILOGRAMS PER HOUR

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

QUICK ATTACH DETACH

CFMI PROPRIETARY INFORMATION

VOLTAGE, ALTERNATING CURRENT

CFMI PROPRIETARY INFORMATION

METRIC / IMPERIAL CONVERSIONS

1 m = 10.76 sq. ft.

1 m = 35.31 cu. ft.

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi.

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

ENGINE CONTROL SYSTEM

Electronic Engine Control (EEC).

The CFM56-7B engine incorporates a computer-based

The EEC is the prime component of the engine control

The engine control system is composed of the following

The EEC governs the engine in response to thrust

Control system maintenance is assisted by extensive

CFMI PROPRIETARY INFORMATION

EEC INPUTS AND OUTPUTS

CFMI PROPRIETARY INFORMATION

If the engine is not running, the EEC becomes fully

Built-In-Test-Equipment (BITE) monitors the system and

Each EEC channel performs an initialization sequence in

The BITE system detects and isolates failures, or

CFMI PROPRIETARY INFORMATION

ENGINE CONTROL SYSTEM

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

The two channels are identical and permanently

Active and Stand-by selection is based upon the health of

As well as continuously checking and processing their

When both channels have an equal health status,

The two EEC channels operate their output drivers

CFMI PROPRIETARY INFORMATION

THIS PAGE INTENTIONALLY LEFT BLANK

CFMI PROPRIETARY INFORMATION

Engine EEC / Aircraft.

The aircraft provides the EEC with engine thrust and

The EEC provides operational status, engine parameters

- Through the Common Display System Display

- To the CDS DEU, for cockpit display and aircraft

CFMI PROPRIETARY INFORMATION

EEC fault reporting.

The EEC transmits current fault status to the airplane

Maintenance data is sent via the same databuses to

When accessing the ground maintenance functions, the

CTC-225 Fault Detection & Annunciation

CTC-225 Fault Detection & Annunciation