International Aircraft V2500 Engine Troubleshoot Brief

Executives Briefing 14th Sept 2000
IAE International Aero Engines AG 2000 Ref.ppt

Presentation Topics
FADEC System Overview
Trouble Shooting Philosophy

MCDU Interrogation
Interpretation of Data:
Clear Language Messages
Fault Codes
Use of Acronyms
Trouble Shooting CBT Demonstration
IAE International Aero Engines AG 2000
FADEC - General Arrangement

IAE
International
International
Aero
Aero
Engines
Engines
IncAG
2000
2000
EEC Description
2 identical electronic circuits -
identified as Channel A & B.
Each channel receives identical
signals and data from both the
aircraft and engine systems such
as:
Air pressures, air temperatures,
exhaust gas temperatures and rotor
speeds.

Electronic Engine Control

EEC Description
The EEC also transmits engine
performance data to the aircraft, this
data is used in:
Thrust Management.
Condition Monitoring Systems.
Flight Deck Display.
Each EEC channel can exercise full
control of all engine functions.

EEC Description
Control alternates automatically between
Channel A and B for consecutive flights.
The channel not in control being nominated as
the back-up channel.
The two channels are physically separated
within the EEC through a unique circuit
mounting board system and exchange data
through a data cross-link facility.

CHANNEL A OUTPUT
DRIVER

CHANNEL A OUTPUT
DRIVER
CROSSLINK
CHANNEL B OUTPUT
DRIVER

Also known as P3
Also known as P4.9

EEC Connections
Two identical, but separate harnesses
provide input/output circuits between EEC
and the relevant sensor/control actuator,
and the aircraft interface.
Harnesses are keyed.
Pressure signals are sensed by
transducers within the EEC, which are
then converted into digital signals which
are supplied independently to both
channels.

IAE
International
International
Aero
Aero
Engines
Engines
IncAG
2000
2000

IAE
International
International
Aero
Aero
Engines
Engines
IncAG
2000
2000
EEC Connections
The following pressures are sensed:
Pamb - Ambient air pressure (Fan Case Sensor).
Pb - Burner pressure (Air Pressure - P3/T3 probe).
P2 - Fan Inlet pressure (P2/T2 probe).
P2.5 - LP Compressor (Booster stage) exit
pressure.
P5 (P4.9) - LP Turbine exhaust pressure rake.
P12.5 - Fan Outlet pressure (Fan Rake).

Data Entry Plug Connection
IAE
International
International
Aero
Aero
Engines
Engines
IncAG
2000
2000
EEC - Data Entry Plug
Data supplied by the Data Entry Plug:
EPR Modifier (Used to standardise

power setting indication)
Engine Rating (Selected from
multiple rating options)
Engine Serial Number.

Data Entry Plug
Data Entry Plug Lanyard

IAE
International
International
Aero
Aero
Engines
Engines
IncAG
2000
2000
EEC Failures and Redundancy
(Dual Control Channels)
EEC utilises identical software in each of its two

channels.
Each channel has an independent:
Power supply.
Processor.
Programme memory and input/output functions.
The channel in control is decided by the logic,
selecting the healthiest and most capable of control.

5

5

EEC System
Failsafe Position
Component
Fuel Metering Valve Torque Motor. Minimum Fuel Flow Position.
Fuel Shut-Off Valve. Last Commanded Position.
Overspeed Valve Solenoid. Normal Fuel Metering

EEC System
Component Failsafe Position

7th Stage Bleed Valves
Valves Open
10th Stage Bleed Valves Valve Open
LP Compressor (2.5) Bleed Actuator Valve Open

Trouble Shooting
Airbus A319
FADEC Maintenance Management
Overview
FMM Procedure Outline
Fault Classification
Fault Message Structure
Troubleshooting Philosophy
What to do if IAE assistance is required
Useful References
Conclusions and Recommendations


FMM Process Outline
Fault is detected Fault Classification Is immediate action

by FADEC is determined required?
NO YES
Note as per MEL
-repair as required
Aircraft returns Maintenance

Fault is cleared
to service Action

Fault Classification
The Fault Classifications display the seriousness of the
fault based on SAFETY
The Fault Classifications are:
V2500-A5 , V2500-A1
CLASS 1, CLASS 2, SMR, CLASS 3
(note: SMR= Scheduled Maintenance Report)
The class of fault is distinguished by:

the Flight Deck effect
Visual, Audio, upper and lower ECAM messages
the action required
All faults are initiated by the Fault
Acronym
Always associated with a Clear
ECAM Warning (Class 1)
Language Message (CLM)
Maintenance Status (Class 2)
Clear Clear
Language Language
Message Message
Fault Fault Fault Fault Fault Fault

Acronym Acronym Acronym Acronym Acronym Acronym

ECAM Warning / Maintenance Status
provides only general information
announces the presence of a fault
cannot troubleshoot from this information
can be used as the entry into the TSM
Clear Language Message (CLM)
typical structure LRU/HC/EEC
visible to maintenance personnel (MCDU, PFR)
does not indicate order of troubleshooting


Fault Acronym / Code
will always generate a Clear Language Message
(CLM)
provides most specific fault details
acronym
description
this level of information must always be obtained
Several types of fault types
Track Check (xxxTK)
Cross Check (xxxXCF)
Wrap around (xxxWAF)

Message Structure
Track Check Failures
Track Check Failure in both channels, ie Dual Track

Check Failure:
Most likely caused by a mechanical seizure of the

VSV mechanism.
This could be due to:
VSV Lacquering
Seized VSV Crank Assembly
Seized VSV Unison Ring and Lever Arm Assembly
Troubleshooting Manual and Philosophy

The Troubleshooting Manual (TSM) is produced by Airbus
It gives Maintenance Actions for all faults and all Classes
Entry into the TSM via ECAM or CLM (or Observation)
Obtain ALL information (Acronym etc.)
TSM procedure located and reviewed
Initial action based on Fault Acronym
Using the Fault Acronym will:

reduce time spent troubleshooting
reduce D&Cs
reduce costs from No Fault Found (NFF) LRUs

Accumulation of Faults
Class III messages dont
matter
WRONG!
Accumulation of Faults and Deferred Defects
SMR Faults dont matter - WRONG!
SMR Faults -
Must be cleared within 500 hours
Can escalate to Class 2 / Class I
Clearing SMR faults reduces the risk of D&C and A-
check workload
Maintenance Personnel should interrogate the CFDS
system via the MCDU frequently (Recommended
practice)
Class 1 and Class 2 faults should also be cleared ASAP
Avoid shotgun Troubleshooting!

Other Data - Events

IAE are asked to help establish the cause of
problems/events
e.g. exceedances, poor starting, stalls, etc
Very difficult to (remotely) do this without accurate data
Require;
IAE Rep to be informed
Details of Maintenance actions
Fault history of the engine (RECORDS)
Printout of stored faults (PFR, LLR, PLR - CLM /
acronym)

Troubleshooting philosophy
ECAM Warning
Clear Language Message
(CLM)
Exceedance
Reports
Data ACRONYM
Fault Code
Flight Crew Report Engine

History

Service Information
Letters
Troubleshooting
Manual Service
Bulletins
AMM
Implement
Non-Mod Service
Bulletins
All Operators Wires
(AOW)

Data + Implement
= $ Solution $
Conclusion
Glean as much information about the fault
prior to Trouble shooting
Time spent up-front will save time later
Utilise the TSM
Prevention avoids Ds & Cs
Pass on this information to the people who
need to know
Conclusion
The Line Engineers MUST be familiar with
the MCDU
Ask (IAE) for help when required
Tell IAE your problems
Use V2500 - A5/A1 Trouble-Shooting Guide

AIRBUS A320
V2500 - A1
Troubleshooting

Accurate and rapid diagnosis of engine
faults saves
time + money
=
Objectives:
Utilise the Multipurpose Control and Display Unit
(MCDU)
Interrogate the Centralised Fault Display System
(CFDS) in order to access the stored fault data
information held in the Full Authority Digital
Engine Control (FADEC) System.

Multi-purpose Control Display Unit
MCDU

International Aero Engines Inc 2000
If a Class 1 or an STS Class 2 Engine
message has appeared on the upper
Electronic Centralised Aircraft
Monitoring (ECAM). The Post Flight
Report (PFR) should be reviewed for
Clear Language Messages associated
with the engine.

Upper ECAM
Lower ECAM

UPPER ECAM SCREEN
LOWER ECAM SCREEN
Location of MCDUs

Printer Location

Power to the FADEC System must be
available prior to interrogating the MCDU
Ensure Start Switch is set to NORM
prior to interrogating the FADEC.
Text Brightness
Adjustment

This is the screen
where the information
you need appears

Use these buttons to
select the options given
to you on the screen

MCDU Menu
select button

<FMGC
<ACARS
<CFDS
<AIDS
SELECT DESIRED SYSTEM

CFDS
<LAST LEG REPORT
<LAST ECAM REPORT
<PREVIOUS LEG REPORT
<AVIONICS STATUS
<SYSTEM REPORT TEST
POST FLIGHT REP PRINT>

SYSTEM REPORT / TEST
<AIR COND F/CTL>
<AFS FUEL>
<COM ICE & RAIN>
<ELEC INST>
<FIRE PROT L/G>
<RETURN NAV>

<PNEU ENG>
<APU TOILET>

ENG
<EIU 1 EIU 2>
<FADEC 1A FADEC 1B>
<FADEC 2A FADEC 2B>
<EVMU
<RETURN

FADEC 1A
<LAST LEG REPORT
<TROUBLE SHOOTING
<SYSTEM TEST
<GROUND SCANNING
SCHEDULED
<RETURN MAINT REPORT>

FADEC 1A
LAST LEG REPORT PG:01
DATE NOV 16 AC:VT-EPL
DATE UTC ATA CELL
NOV 16 15:17 753241
CHA VSV ACT/HC/EEC1 01
NOV16 15:17 753100

2.5 BLD ACT/HC/EEC1 30
<RETURN PRINT>

FADEC 1A
DATE UTC ATA CELL
ATA
NOV 16 15:17 753241 Reference
NOV16 15:17 753100

Clear
Language <RETURN PRINT>
Message Fault Cell
(CLM) Number

FADEC 1A
LAST LEG REPORT PG:01 ATA
DATE NOV 16 AC:VT-EPL Reference
DATE UTC ATA CELL
NOV 16 15:17 753241
NOV 16 15:17 753100

Clear Fault Cell

Language <RETURN PRINT> Number
Message
(CLM)

FADEC 1A
DATE UTC ATA CELL
NOV 16 15:17 753241
NOV 16 15:17 753100

<RETURN PRINT>

FADEC 1A
DATE UTC ATA CELL
NOV 16 15:17 753241
NOV 16 15:17 753100

<RETURN PRINT>

Although the CLM takes the form :
LRU/HC/EEC#
No order of priority is intended. It
is recommended that the Harness
and Connectors be suspected first
to the fault. Next the Line
Replaceable Unit (LRU) and finally
the EEC

FADEC 1A
<LAST LEG REPORT
<TROUBLE SHOOTING
<SYSTEM TEST
<GROUND SCANNING
SCHEDULED

FADEC 1A
Trouble Shooting
<FLIGHT DATA
<GROUND DATA
<AIRCRAFT DATA & EEC P/N
<RETURN

FADEC 1A
FLIGHT DATA PG:01
Fault
CELL:01 00D8 6421 0545
2AD1 2A07 0000 0000 0000 Code
0000 001B 0023 0000
CELL:30 003C 6421 0440

2AD1 2907 0000 0000 0000 Fault
0000 024B 0023 0000 Code
<RETURN PRINT>

FADEC 1A
FLIGHT DATA PG:01
Fault
CELL:01 00D8 6421 0545
2AD1 2A07 0000 0000 0000 Code
0000 001B 0023 0000
CELL:30 003C 6421 0440

2AD1 2907 0000 0000 0000
0000 024B 0023 0000
<RETURN PRINT>
Fault Code D8 = Fault Code
Acronym SVAL This relates
to a fault description of a
Stator Vane Actuator
Feedback Latch Failure and
an associated Clear
Language Message of:
VSV ACT/HC/EEC#
FADEC 1A
FLIGHT DATA PG:01
Fault
CELL:01 00D8 6421 0545
2AD1 2A07 0000 0000 0000 Code
0000 001B 0023 0000
CELL:30 003C 6421 0440

2AD1 2907 0000 0000 0000
0000 024B 0023 0000
Fault Code 3C = Fault Code

<RETURN PRINT>
Acronym B25TK This relates
to a fault description of a 2.5
Bleed Track Check and an
associated Clear Language
Message of:
2.5 BLD ACT/HC/EEC#

FADEC 1A
LAST LEG REPORT PG:01 ATA
DATE NOV 16 AC:VT-EPL Reference
DATE UTC ATA CELL
NOV 16 15:17 753241
NOV 16 15:17 753100

Clear Fault Cell

Language <RETURN PRINT> Number
Message
(CLM)
A5 Configuration
FADEC 1A
<LAST LEG REPORT
<TROUBLE SHOOTING
<SYSTEM TEST CLASS 3>
<GROUND SCANNING
SCHEDULED
A5 Configuration
FADEC 1A
TROUBLE SHOOTING
<FLIGHT DATA SM DATA>
<GROUND DATA
<AIRCRAFT DATA
<EEC CONFIGURATION
<RETURN
A5 Configuration
FADEC 1A
FLIGHT DATA PG:01
Associated CELL 01 FAULT:SVAL Fault
Cell Number RPM: Acronym
N1= 4940 N2=14000
DEC C: T5=586.0 T2=15.0
TCJC=32.0 FLTPH=6
PSIA: PB=295 P2=11.25
MN= .585 HOURS=1348
<RETURN PRINT>
A5 Configuration
MCDU Screen Routemap
CFDS SYSTEM REPORT TEST ENG FADEC XX
MCDU
Main Menu (Screen 2) (Screen 6)
(Sreen 3 & 4) (Screen 5)
(Screen 1)
FADEC XX
M A IN M E N U
(S c re e n 6 )
LAST LEG P R E V IO U S L E G T R O U B L E S H O O T IN G G ROUND SYSTEM TEST SCHEDULED CLASS 3*

REPORT REPORT (S c re e n 8 ) S C A N N IN G M A IN T R E P O R T (C e lls 3 4 - 4 5 )
(S c re e n 7 )
F a u lts s to re d CURRENT F A D E C S e lf T e s t C la s s 3 F a u lts

F a u lts s to re d F L IG H T G ROUND U N L IM IT E D
d u rin g p re v io u s G ROUND R e ve rs e r T e s t 500 HO UR S
d u r in g th e la s t le g DATA DATA DESPACTH
6 3 le g s FAULTS Ig n i t o r T e s t
(C e lls 1 - 3 0 ) (C e lls 3 1 - 3 3 )
S ta rt V a lv e T e s t
(S c r e e n 9 )
T ro u b le S h o o tin g D a ta
fro m S to re d F a u lts
DATE
T IM E
ATA CHAPTER FAULT CODE 'F L I G H T ' O P E R A T IO N IS D E F IN E D A S
CELL NUM BER
C E L L N U M B E R (1 - 3 3 ) E N G IN E A T ID L E (P L U S 3 M IN U T E S )
C le a r L a n g u a g e M e s s a g e
IN T H E S M R P A G E
F L IG H T P H A S E
N OTE: F L IG H T L E G N o te :
T H IS IN F O R M A T IO N IS
A V A IL A B L E B Y D E C O D IN G E N G IN E P A R A M E T E R S C la s s 3 F A U L T S ID E N T IF IE D B Y A N
W HEN FAULT RECORDED
T HE FAULT CELL DATA
A S T E R IX ( * ) IN T H E S M R P A G E

FAULT CLASS FLIGHT CREW ALERT DISPATCH ACTION REQUIRED
CONDITIONS
Class 1 Visual and Audible Warning NO GO Refer to MEL for details

or
(Upper ECAM) GO IF
or
GO
Class 2 Visual Indication GO Fault must be recorded and

(STS appears on Upper ECAM) repaired as per MEL
Specific Details
(Lower ECAM)
SMR No Indication No Conditions Repair at next

'A' Check / 500 hours
Scheduled Maintenance Report (CFDS must be interrogated for
details)
Class 3 No Indication No Conditions Time Unlimited Fault
(CFDS must be interrogated for (Should be repaired at

details) earliest convenient
opportunity)

International Aircraft V2500 Engine Troubleshoot Brief

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Executives Briefing 14th Sept 2000

IAE International Aero Engines AG 2000 Ref.ppt

Trouble Shooting Philosophy

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

Also known as P4.9

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

EPR Modifier (Used to standardise

IAE International Aero Engines AG 2000

Data Entry Plug Lanyard

EEC utilises identical software in each of its two

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

Overspeed Valve Solenoid. Normal Fuel Metering

IAE International Aero Engines AG 2000

Component Failsafe Position

10th Stage Bleed Valves Valve Open

LP Compressor (2.5) Bleed Actuator Valve Open

IAE International Aero Engines AG 2000

FMM Procedure Outline

Fault Message Structure

What to do if IAE assistance is required

Conclusions and Recommendations

IAE International Aero Engines AG 2000

Fault is detected Fault Classification Is immediate action

Aircraft returns Maintenance

IAE International Aero Engines AG 2000

The class of fault is distinguished by:

Fault Fault Fault Fault Fault Fault

Fault Message Structure

IAE International Aero Engines AG 2000

Fault Message Structure

IAE International Aero Engines AG 2000

Track Check Failures

Track Check Failure in both channels, ie Dual Track

Most likely caused by a mechanical seizure of the

Troubleshooting Manual and Philosophy

Using the Fault Acronym will:

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

Other Data - Events

IAE International Aero Engines AG 2000

Flight Crew Report Engine

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

The Line Engineers MUST be familiar with

Ask (IAE) for help when required

Tell IAE your problems

Use V2500 - A5/A1 Trouble-Shooting Guide

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000

IAE International Aero Engines AG 2000