CFM 56-7B 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 CFMI Customer Training Services

Snecma Services GE Aircraft Engines
Site de Melun-Montereau, Customer Technical Education Center
Aérodrome de Villaroche 123 Merchant Street
Chemin de Viercy, B.P. 1936, Mail Drop Y2
77019 - Melun Cedex Cincinnati, Ohio 45246
FRANCE USA
GENERAL Page 1
Issue 01
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THIS PAGE INTENTIONALLY LEFT BLANK
GENERAL Page 2
Issue 01
TOC
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 Page 3
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GENERAL Page 4
Issue 01
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LEXIS
EFFECTIVITY Page 5
ALL CFM56 ENGINES LEXIS
Issue 02
CFMI PROPRIETARY INFORMATION
TOC
A ATA AIR TRANSPORT ASSOCIATION

A/C AIRCRAFT ATC AUTOTHROTTLE COMPUTER
AC ALTERNATING CURRENT ATHR AUTO THRUST
ACARS AIRCRAFT COMMUNICATION ATO ABORTED TAKE OFF
ADRESSING and REPORTING SYSTEM AVM AIRCRAFT VIBRATION MONITORING
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING B
SYSTEM BITE BUILT IN TEST EQUIPMENT
ACS AIRCRAFT CONTROL SYSTEM BMC BLEED MANAGEMENT COMPUTER
ADC AIR DATA COMPUTER BPRV BLEED PRESSURE REGULATING VALVE
ADEPT AIRLINE DATA ENGINE PERFORMANCE BSI BORESCOPE INSPECTION
TREND BSV BURNER STAGING VALVE (SAC)
ADIRS AIR DATA AND INERTIAL REFERENCE BSV BURNER SELECTION VALVE (DAC)
SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT C
AGB ACCESSORY GEARBOX C CELSIUS or CENTIGRADE
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CAS CALIBRATED AIR SPEED
ALF AFT LOOKING FORWARD CBP (HP) COMPRESSOR BLEED PRESSURE
ALT ALTITUDE CCDL CROSS CHANNEL DATA LINK
ALTN ALTERNATE CCFG COMPACT CONSTANT FREQUENCY
AMB AMBIENT GENERATOR
AMM AIRCRAFT MAINTENANCE MANUAL CCU COMPUTER CONTROL UNIT
AOG AIRCRAFT ON GROUND CCW COUNTER CLOCKWISE
A/P AIRPLANE CDP (HP) COMPRESSOR DISCHARGE PRESSURE
APU AUXILIARY POWER UNIT CDS COMMON DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CDU CONTROL DISPLAY UNIT
(SPECIFICATION) CFDIU CENTRALIZED FAULT DISPLAY
ASM AUTOTHROTTLE SERVO MECHANISM INTERFACE UNIT
A/T AUTOTHROTTLE CFDS CENTRALIZED FAULT DISPLAY SYSTEM
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CFMI JOINT GE/SNECMA COMPANY (CFM DAR DIGITAL ACMS RECORDER

INTERNATIONAL) DC DIRECT CURRENT
CG CENTER OF GRAVITY DCU DATA CONVERSION UNIT
Ch A channel A DCV DIRECTIONAL CONTROL VALVE BOEING
Ch B channel B DEU DISPLAY ELECTRONIC UNIT
CHATV CHANNEL ACTIVE DFCS DIGITAL FLIGHT CONTROL SYSTEM
CIP(HP) COMPRESSOR INLET PRESSURE DFDAU DIGITAL FLIGHT DATA ACQUISITION
CIT(HP) COMPRESSOR INLET TEMPERATURE UNIT
cm.g CENTIMETER X GRAMS DFDRS DIGITAL FLIGHT DATA RECORDING
CMC CENTRALIZED MAINTENANCE COMPUTER SYSTEM
CMM COMPONENT MAINTENANCE MANUAL DISC DISCRETE
CMS CENTRALIZED MAINTENANCE SYSTEM DIU DIGITAL INTERFACE UNIT
CMS CENTRAL MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CODEP HIGH TEMPERATURE COATING DMD DEMAND
CONT CONTINUOUS DMS DEBRIS MONITORING SYSTEM
CPU CENTRAL PROCESSING UNIT DMU DATA MANAGEMENT UNIT
CRT CATHODE RAY TUBE DOD DOMESTIC OBJECT DAMAGE
CSD CONSTANT SPEED DRIVE DPU DIGITAL PROCESSING MODULE
CSI CYCLES SINCE INSTALLATION DRT DE-RATED TAKE-OFF
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING E
CTEC CUSTOMER TECHNICAL EDUCATION EAU ENGINE ACCESSORY UNIT
CENTER EBU ENGINE BUILDUP UNIT
CTL CONTROL ECA ELECTRICAL CHASSIS ASSEMBLY
Cu.Ni.In COPPER.NICKEL.INDIUM ECAM ELECTRONIC CENTRALIZED AIRCRAFT
CW CLOCKWISE MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
D ECU ELECTRONIC CONTROL UNIT
DAC DOUBLE ANNULAR COMBUSTOR EE ELECTRONIC EQUIPMENT
DAMV DOUBLE ANNULAR MODULATED VALVE EEC ELECTRONIC ENGINE CONTROL
EFFECTIVITY Page 7
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EFH ENGINE FLIGHT HOURS FDAMS FLIGHT DATA ACQUISITION &

EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM MANAGEMENT SYSTEM
EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT
EHSV ELECTRO-HYDRAULIC SERVO VALVE FDRS FLIGHT DATA RECORDING SYSTEM
EICAS ENGINE INDICATING AND CREW FDU FIRE DETECTION UNIT
ALERTING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION MEMO
EIS ELECTRONIC INSTRUMENT SYSTEM FF FUEL FLOW (see Wf) -7B
EIU ENGINE INTERFACE UNIT FFCCV FAN FRAME/COMPRESSOR CASE
EIVMU ENGINE INTERFACE AND VIBRATION VERTICAL (VIBRATION SENSOR)
MONITORING UNIT FI FLIGHT IDLE (F/I)
EMF ELECTROMOTIVE FORCE FIM FAULT ISOLATION MANUAL
EMI ELECTRO MAGNETIC INTERFERENCE FIN FUNCTIONAL ITEM NUMBER
EMU ENGINE MAINTENANCE UNIT FIT FAN INLET TEMPERATURE
EPROM ERASABLE PROGRAMMABLE READ FLA FORWARD LOOKING AFT
ONLY MEMORY FLX TO FLEXIBLE TAKE-OFF
(E)EPROM (ELECTRICALLY) ERASABLE FMC FLIGHT MANAGEMENT COMPUTER
PROGRAMMABLE READ ONLY MEMORY FMCS FLIGHT MANAGEMENT COMPUTER
ESN ENGINE SERIAL NUMBER SYSTEM
ETOPS EXTENDED TWIN OPERATION SYSTEMS FMGC FLIGHT MANAGEMENT AND GUIDANCE
EWD/SD ENGINE WARNING DISPLAY / SYSTEM COMPUTER
DISPLAY FMGEC FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
F FMS FLIGHT MANAGEMENT SYSTEM
F FARENHEIT FMV FUEL METERING VALVE
FAA FEDERAL AVIATION AGENCY FOD FOREIGN OBJECT DAMAGE
FADEC FULL AUTHORITY DIGITAL ENGINE FPA FRONT PANEL ASSEMBLY
CONTROL FPI FLUORESCENT PENETRANT INSPECTION
FAR FUEL/AIR RATIO FQIS FUEL QUANTITY INDICATING SYSTEM
FCC FLIGHT CONTROL COMPUTER FRV FUEL RETURN VALVE
FCU FLIGHT CONTROL UNIT FWC FAULT WARNING COMPUTER
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TOC
FWD FORWARD HPTC HIGH PRESSURE TURBINE CLEARANCE

HPTCCV HIGH PRESSURE TURBINE CLEARANCE
G CONTROL VALVE
g.in GRAM X INCHES HPTN HIGH PRESSURE TURBINE NOZZLE
GE GENERAL ELECTRIC HPTR HIGH PRESSURE TURBINE ROTOR
GEAE GENERAL ELECTRIC AIRCRAFT Hz HERTZ (CYCLES PER SECOND)
ENGINES
GEM GROUND-BASED ENGINE MONITORING I
GI GROUND IDLE (G/I) I/O INPUT/OUTPUT
GMM GROUND MAINTENANCE MODE IAS INDICATED AIR SPEED
GMT GREENWICH MEAN TIME ID INSIDE DIAMETER
GND GROUND ID PLUG IDENTIFICATION PLUG
GPH GALLON PER HOUR IDG INTEGRATED DRIVE GENERATOR
GPU GROUND POWER UNIT IFSD IN FLIGHT SHUT DOWN
GSE GROUND SUPPORT EQUIPMENT IGB INLET GEARBOX
IGN IGNITION
H IGV INLET GUIDE VANE
HCF HIGH CYCLE FATIGUE in. INCH
HCU HYDRAULIC CONTROL UNIT IOM INPUT OUTPUT MODULE
HDS HORIZONTAL DRIVE SHAFT IPB ILLUSTRATED PARTS BREAKDOWN
HMU HYDROMECHANICAL UNIT IPC ILLUSTRATED PARTS CATALOG
HP HIGH PRESSURE IPCV INTERMEDIATE PRESSURE CHECK VALVE
HPC HIGH PRESSURE COMPRESSOR IPS INCHES PER SECOND
HPCR HIGH PRESSURE COMPRESSOR IR INFRA RED
ROTOR
HPRV HIGH PRESSURE REGULATING VALVE K
HPSOV HIGH PRESSURE SHUT-OFF VALVE °K KELVIN
HPT HIGH PRESSURE TURBINE k X 1000
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) KIAS INDICATED AIR SPEED IN KNOTS
CLEARANCE CONTROL kV KILOVOLTS
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Kph KILOGRAMS PER HOUR MCT MAXIMUM CONTINUOUS

MDDU MULTIPURPOSE DISK DRIVE UNIT
L MEC MAIN ENGINE CONTROL
L LEFT milsD.A. Mils DOUBLE AMPLITUDE
L/H LEFT HAND mm. MILLIMETERS
lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST
LCD LIQUID CRYSTAL DISPLAY MO AIRCRAFT SPEED MACH NUMBER
LCF LOW CYCLE FATIGUE MPA MAXIMUM POWER ASSURANCE
LE (L/E) LEADING EDGE MPH MILES PER HOUR
LGCIU LANDING GEAR CONTROL INTERFACE MTBF MEAN TIME BETWEEN FAILURES
UNIT MTBR MEAN TIME BETWEEN REMOVALS
LP LOW PRESSURE mV MILLIVOLTS
LPC LOW PRESSURE COMPRESSOR Mvdc MILLIVOLTS DIRECT CURRENT
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N
CLEARANCE CONTROL N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
LPTC LOW PRESSURE TURBINE CLEARANCE SPEED
LPTN LOW PRESSURE TURBINE NOZZLE N1* DESIRED N1
LPTR LOW PRESSURE TURBINE ROTOR N1ACT ACTUAL N1
LRU LINE REPLACEABLE UNIT N1CMD COMMANDED N1
LVDT LINEAR VARIABLE DIFFERENTIAL N1DMD DEMANDED N1
TRANSFORMER N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
M N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
mA MILLIAMPERES (CURRENT) SPEED
MCD MAGNETIC CHIP DETECTOR N2* DESIRED N2
MCDU MULTIPURPOSE CONTROL AND N2ACT ACTUAL N2
DISPLAY UNIT N2K CORRECTED CORE SPEED
MCL MAXIMUM CLIMB N/C NORMALLY CLOSED
MCR MAXIMUM CRUISE N/O NORMALLY OPEN
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NAC NACELLE PS13 FAN OUTLET STATIC AIR PRESSURE

NVM NON VOLATILE MEMORY PS3HP COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
O PSI POUNDS PER SQUARE INCH
OAT OUTSIDE AIR TEMPERATURE PSIA POUNDS PER SQUARE INCH ABSOLUTE
OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL
OGV OUTLET GUIDE VANE psig POUNDS PER SQUARE INCH GAGE
OSG OVERSPEED GOVERNOR PSM POWER SUPPLY MODULE
OVBD OVERBOARD PSS (ECU) PRESSURE SUB-SYSTEM
OVHT OVERHEAT PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
P PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
Pb BYPASS PRESSURE FLOW)
Pc REGULATED SERVO PRESSURE PT25 HPC TOTAL INLET PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE Q
P/T25 HP COMPRESSOR INLET TOTAL AIR QAD QUICK ATTACH DETACH
PRESSURE/TEMPERATURE QEC QUICK ENGINE CHANGE
P/N PART NUMBER QTY QUANTITY
P0 AMBIENT STATIC PRESSURE QWR QUICK WINDMILL RELIGHT
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE R
PCU PRESSURE CONVERTER UNIT R/H RIGHT HAND
PLA POWER LEVER ANGLE RAC/SB ROTOR ACTIVE CLEARANCE/START
PMC POWER MANAGEMENT CONTROL BLEED
PMUX PROPULSION MULTIPLEXER RACC ROTOR ACTIVE CLEARANCE CONTROL
PPH POUNDS PER HOUR RAM RANDOM ACCESS MEMORY
PRSOV PRESSURE REGULATING SERVO VALVE RCC REMOTE CHARGE CONVERTER
Ps PUMP SUPPLY PRESSURE RDS RADIAL DRIVE SHAFT
PS12 FAN INLET STATIC AIR PRESSURE RPM REVOLUTIONS PER MINUTE
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RTD RESISTIVE THERMAL DEVICE SMP SOFTWARE MANAGEMENT PLAN

RTO REFUSED TAKE OFF SN SERIAL NUMBER
RTV ROOM TEMPERATURE VULCANIZING SNECMA SOCIETE NATIONALE D’ETUDE ET DE
(MATERIAL) CONSTRUCTION DE MOTEURS D’AVIATION
RVDT ROTARY VARIABLE DIFFERENTIAL SOL SOLENOID
TRANSFORMER SOV SHUT-OFF VALVE
STP STANDARD TEMPERATURE AND PRESSURE
S SVR SHOP VISIT RATE
S/N SERIAL NUMBER SW SWITCH BOEING
S/R SERVICE REQUEST SYS SYSTEM
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR T
SAR SMART ACMS RECORDER T oil OIL TEMPERATURE
SAV STARTER AIR VALVE T/C THERMOCOUPLE
SB SERVICE BULLETIN T/E TRAILING EDGE
SCU SIGNAL CONDITIONING UNIT T/O TAKE OFF
SDAC SYSTEM DATA ACQUISITION T/R THRUST REVERSER
CONCENTRATOR T12 FAN INLET TOTAL AIR TEMPERATURE
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF T25 HP COMPRESSOR INLET AIR TEMPERATURE
ARINC SPEC) T3 HP COMPRESSOR DISCHARGE AIR
SDU SOLENOID DRIVER UNIT TEMPERATURE
SER SERVICE EVALUATION REQUEST T49.5 EXHAUST GAS TEMPERATURE
SFC SPECIFIC FUEL CONSUMPTION T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
SFCC SLAT FLAP CONTROL COMPUTER AIR TEMPERATURE
SG SPECIFIC GRAVITY TAI THERMAL ANTI ICE
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 TAT TOTAL AIR TEMPERATURE
in.Hg / 59°F) TBC THERMAL BARRIER COATING
SLSD SEA LEVEL STANDARD DAY (CONDITIONS : TBD TO BE DETERMINED
29.92 in.Hg / 59°F) TBO TIME BETWEEN OVERHAUL
SMM STATUS MATRIX TBV TRANSIENT BLEED VALVE
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TC(TCase) HP TURBINE CASE TEMPERATURE UTC UNIVERSAL TIME CONSTANT

TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE V
TCJ TEMPERATURE COLD JUNCTION VAC VOLTAGE, ALTERNATING CURRENT
T/E TRAILING EDGE VBV VARIABLE BLEED VALVE
TECU ELECTRONIC CONTROL UNIT INTERNAL VDC VOLTAGE, DIRECT CURRENT
TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER
TEO ENGINE OIL TEMPERATURE VIB VIBRATION
TGB TRANSFER GEARBOX VLV VALVE
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE AIRBUS VSV VARIABLE STATOR VANE
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR W
TMC TORQUE MOTOR CURRENT WDM WATCHDOG MONITOR
T/O TAKE OFF Wf WEIGHT OF FUEL OR FUEL FLOW
TO/GA TAKE OFF/GO AROUND WFM WEIGHT OF FUEL METERED
T/P TEMPERATURE/PRESSURE SENSOR WOW WEIGHT ON WHEELS
TPU TRANSIENT PROTECTION UNIT WTAI WING THERMAL ANTI-ICING
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
U
UER UNSCHEDULED ENGINE REMOVAL
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IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km 1 km = 0.621 mile

1 ft = 30,48 cm 1m = 3.281 ft. or 39.37 in.
1 in. = 25,4 mm 1 cm = 0.3937 in.
1 mil. = 25,4 µ 1 mm = 39.37 mils.
1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 cm² = 0.155 sq.in.
1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 cu.in. = 16.39 cm³ 1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.
1 lb. = 0.454 kg 1 kg = 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
°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8
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CFM56-7B TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY Page 15
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CONTENTS
FAUL DETECTION Sep 03
TOC & ANNUNCIATION
SECTION PAGE 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 Page 16
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CONTENTS
FAULT DETECTION Sep 03
& ANNUNCIATION
ARCHITECTURE
EFFECTIVITY Page 17
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL ARCHITECTURE
TOC & ANNUNCIATION
ENGINE CONTROL SYSTEM
System components. Electronic Engine Control (EEC).
The CFM56-7B engine incorporates a computer-based The EEC is the prime component of the engine control
Full Authority Digital Engine Control (FADEC) system. system.
The engine control system is composed of the following The EEC governs the engine in response to thrust
elements : command inputs from the airplane and provides
- Electronic Engine Control (EEC), containing two information to the airplane for flight compartment
identical computers, designated channel A and indication, maintenance reporting and, optionally, engine
channel B. condition monitoring.
- Hydro-mechanical Unit (HMU), which converts
electrical signals from the EEC into hydraulic Control system maintenance is assisted by extensive
pressures to drive the engine’s valves and EEC internal Built-In-Test logic (BITE), which monitors
actuators. engine data and EEC status flags to detect engine
- EEC alternator. failures.
- Engine Identification plug (ID plug).
- Engine pressure, temperature and speed sensors.
- Variable Stator Vane (VSV) actuators.
- Variable Bleed Valve (VBV) actuators.
- High Pressure Turbine Clearance Control (HPTCC).
- Low Pressure Turbine Clearance Control (LPTCC).
- Transient Bleed Valve (TBV).
- Burner Selection Valve (DAC).
- Ignition components / control system.
- T/R LVDT’s.
- Inter-component wiring.
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TOC & ANNUNCIATION
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.
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ENGINE TESTS
EEC initialization. Built-In-Tests.
If the engine is not running, the EEC becomes fully Built-In-Test-Equipment (BITE) monitors the system and
operational within a maximum of three seconds after memorizes failures.
application of airplane power, or an external reset.
The BITE system detects and isolates failures, or
Each EEC channel performs an initialization sequence in combinations of failures, in order to determine the health
response to aircraft-generated resets, or at power-up. status of the channels and to transmit maintenance data
to the aircraft.
An aircraft-generated reset occurs when the Engine Start
Lever is moved from IDLE to CUTOFF. There are two types of Built-In-Test : Power-up test and
cyclic test.
Following a power interruption/transient greater than
5ms, or an aircraft-generated reset when the core speed The power-up test is part of the EEC initialization and
is above 10% N2, the EEC performs a short initialization covers functions which cannot be continually tested
and is fully functional in less than 1.2 seconds. without disturbing the EEC system operation. The test
includes memory tests, CPU tests and hardware tests.
During a power-up initialization, all RAM variables are
initialized, but during a short initialization, a reserved area The cyclic test covers functions which can be continually
of RAM is allocated that is not initialized. This reserved tested. These tests are similar to the power-up tests, but
area of RAM is for parameters that are critical to engine are run in background as time permits.
operation and that must maintain their prior values.
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ENGINE CONTROL SYSTEM
Electronic Engine Control unit (EEC). Channel selection and fault strategy.
The EEC has two channels, A and B, and both channels Active and Stand-by channel selection is performed at
are capable of controlling the engine. EEC power-up and during operation.
The two channels are identical and permanently Active and Stand-by selection is based upon the health of
operational, but they operate independently from each the channels and each channel determines its own health
other. Each channel has a full complement of sensors, status. The healthiest is selected as the Active channel.
interfaces to the engine and aircraft, central processor
and output drivers. When both channels have an equal health status,
Active / Stand-by channel selection alternates with every
As well as continuously checking and processing their engine start, if N2 was greater than 10,990 RPM during
own inputs, the channels compare each others data over the last run.
a Cross Channel Data Link (CCDL), to ensure that there
are no anomalies.
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 Stand-
by channel.
The purpose of the dual-redundant architecture is to

minimize the effects of control system faults on the
engine operation.
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TOC & ANNUNCIATION
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INTERFACES
EFFECTIVITY Page 27
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL INTERFACES
TOC & ANNUNCIATION
INTERFACES
Aircraft / Engine EEC. Engine EEC / Aircraft.
The aircraft provides the EEC with engine thrust and The EEC provides operational status, engine parameters
control commands, and aircraft flight and status and control signals :
information :
- To the CDS DEU, for cockpit display and aircraft
- Through the Common Display System Display system-interface purposes :
Electronic Units (CDS DEU’s), via an ARINC-429 - Through the Flight Management Computer
serial databus : (FMC), for Control Display Unit (CDU)
- Engine specific data (FMC) for N1 reference interrogation, primarily for maintenance
target setting and maintenance commands. purposes.
- Air/ground status from the landing gear. - To the Flight Data Acquisition Unit (FDAU), for
- Air data information (ADIRU’s 1 & 2) primarily engine operational and fault data recording.
for use in engine power management logic. - To the autothrottle computer, for automatic thrust
- Bleed-discrete information (ECS). setting.
- Flight configuration data (flaps/slats position) - To the thrust-lever interlock solenoid.
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.
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INTERFACES
Aircraft / EEC maintenance communication. EEC fault reporting.
The EEC sends indication data to the aircraft flight- The EEC transmits current fault status to the airplane
compartment via ARINC429 databuses, to keep the crew using ARINC-429. This data is intended for use by the
informed of the operational status of system components real time recording systems on the plane such as the
and EEC-controlled engine parameters. ACMS.
Maintenance data is sent via the same databuses to When accessing the ground maintenance functions, the
the FMC and the Aircraft Condition Monitoring System EEC interfaces with FMC CDU to provide an English text
(ACMS), to help maintenance personnel identify and description of fault status, support interactive tests and
isolate system faults to the correct Line-Replacable Unit allow the monitoring of functions by ground maintenance
(LRU), or system interface. The maintenance messages personnel.
are displayed on the CDU in the cockpit.
The FMC CDU communicates with the EEC via the CDS/
The EEC exchanges data with the aircraft computers and DEU over ARINC-429 databuses.
systems through the CDS/DEU’s, which act as a conduit
for data exchange, but do not change any of the data that
is passed.
When the CDS/DEU’s receive the initial request for

EEC maintenance data, they apply airplane power to
the addressed EEC via a relay external to the CDS/
DEU’s, automatically powering the EEC in the ground
maintenance mode.
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TOC
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EFFECTIVITY Page 31
TOC & ANNUNCIATION
EFFECTIVITY Page 32
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TOC
EEC SIGNALS
EFFECTIVITY Page 33
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL EEC SIGNALS
TOC & ANNUNCIATION
EEC INPUTS
Each EEC channel receives very critical engine signal When the signal is less critical, only one source sends a
inputs from separate sources. signal, which is connected to both channels.
Dual inputs : Shared inputs :

- LVDT/RVDT and resolver - VSV, VBV, LPTACC, - Fuel flowmeter.
HPTACC, TBV, FMV, DAMV (DAC). - Oil filter clog switch.
- PS3. - Fuel filter clog switch.
- T25. - Alternate mode switch.
- T12. - HMU OSG switch.
- T3. - ID plug inputs.
- PEO.
- TEO. Non-critical control inputs are only sent to one channel.
- N1 and N2 signals.
- BSV (DAC / Old SAC). Single inputs :
- P0 - DMS detectors signal to channel B.
- PS13 to channel A (PMUX option).
Quad inputs : - P25 to channel B (PMUX option).
- Exhaust Gas Temperature (EGT) - T5 to channel A (PMUX option).
Dual power :
- Engine alternator.
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TOC
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EFFECTIVITY Page 35
TOC & ANNUNCIATION
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 Page 36
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TOC
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EFFECTIVITY Page 37
TOC & ANNUNCIATION
AIRCRAFT TO EEC INPUTS
The aircraft/EEC electrical interface includes the aircraft The aircraft provides the following information to the
power supplies for the EEC and also the ignition system. EEC :
- Thrust-lever position from dual resolvers,
The 115Vac, 400Hz supply to each of the ignition exciters mechanically linked to the thrust levers in the flight
is routed from the aircraft through the EEC, where it compartment. The resolvers sense the position of
is switched on and off to control the operation of the the thrust levers that the flight crew uses to set the
exciters. magnitude and direction of the engine thrust.
- Air-data information (ADIRU’s 1 & 2) for use by the
The ARINC429 databusses and some aircraft discretes power management logic and FMC engine-specific
are wired to the engine as simplex connections and split commands and data are transmitted to each
into duplex connections on the engine. The actual split is engine through the aircraft CDS DEU’s.
implemented within the EEC. - 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 thrust-
setting compensation and for biasing the
acceleration fuel topping schedule.
EFFECTIVITY Page 38
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EFFECTIVITY Page 39
TOC & ANNUNCIATION
EEC OUTPUTS
Each EEC channel has an ARINC429 digital databus to The EEC also uses discrete analog outputs to operate
output data to the aircraft. electrical devices located inside the aircraft.
In the absence of faults that directly affect the databus Discrete signals, such as Alternate Mode indication and
operation, Channels A and B deliver constant outputs, Thrust Lever interlock, are sent to the aircraft from both
irrespective of which channel is in control. EEC channels.
Cockpit indication data is output to the aircraft on the EEC discretes that supply outputs to the aircraft systems
ARINC429 buses to keep the flight crew informed of the are open/closed relay contacts.
operational status of system components and FADEC
system controlled engine parameters. Both EEC channels are able to control torque motor
and solenoid output loads, but only the active channel
Maintenance data is output, via the same buses to the supplies control outputs during normal operation and the
Flight Management Computer (FMC). This data provides standby outputs are not used.
information to help the ground crew identify system
faults and isolate the faults to the correct LRU, or system The EEC turns the two engine igniters on, or off, using
interface. relay-controlled switches internal to the EEC, one switch
per channel.
Engine condition monitoring parameters are output to the
aircraft, via the ARINC buses, as digital equivalents of all Both EEC channels permanently supply excitation
sensor inputs to the EEC. voltage to :
- VDT’s ( A/C: T/R; Engine: LVDT, RVDT).

- Resolvers (A/C: TRA; Engine: FMV).
- RTD’s (T12, T23).
EFFECTIVITY Page 40
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TOC
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EFFECTIVITY Page 41
TOC & ANNUNCIATION
EFFECTIVITY Page 42
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TOC
FAULT DETECTION - GENERAL
EFFECTIVITY
FAULT DETECTION -
GENERAL Page 43
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL Sep 04
CFMI PROPRIETARY INFORMATION FAULT DETECTION
TOC & ANNUNCIATION
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
FAULT DETECTION -
GENERAL Page 44
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TOC
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EFFECTIVITY
FAULT DETECTION -
GENERAL Page 45
TOC & ANNUNCIATION
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 prévious
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
FAULT DETECTION -
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EFFECTIVITY
FAULT DETECTION -
GENERAL Page 47
TOC & ANNUNCIATION
CHANNEL DETECTION
Output driver control.
Each channel’s selection logic interrogates the channel-

health 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
FAULT DETECTION -
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TOC
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EFFECTIVITY
FAULT DETECTION -
GENERAL Page 49
TOC & ANNUNCIATION
EFFECTIVITY
FAULT DETECTION -
GENERAL Page 50
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TOC
WARNING INDICATIONS
EFFECTIVITY
WARNING
INDICATIONS Page 51
TOC & ANNUNCIATION
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
WARNING
INDICATIONS Page 52
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TOC
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WARNING
INDICATIONS Page 53
TOC & ANNUNCIATION
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
WARNING
INDICATIONS Page 54
& ANNUNCIATION
TOC
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EFFECTIVITY
WARNING
INDICATIONS Page 55
TOC & ANNUNCIATION
FLIGHT COMPARTMENT ANNUNCIATION
Systems communications links.
The aircraft CDS/DEU receives specific engine The engines provide analog output signals to the aircraft
parameters from the EEC and displays their values on systems for N1, N2 and oil quantity. These signals do
the upper-center display unit in the flight compartment. not interface with the EEC and are inputs to the Airborne
Vibration Monitor (AVM) and to each of the CDS/DEU’s.
The EEC transmits operating limits and exceedance The CDS/DEU’s are able to use these inputs as a backup
status discretes for most of the displayed engine for flight compartment displays.
parameters. The CDS/DEU uses this information to scale
each parameter display, set the amber and redline limits A signal from the High Pressure Shut-off Valve (HPSOV)
on the display and to change the color of the display to position switch is used to operate a flight compartment
alert the crew if the limit is exceeded. indication of the valve position.
The EEC also provides status information to control the The HPSOV position switch is magnetically operated
operation of flight compartment indicator lights which and is open when the valve is open and closed when
indicate system status and/or health. This status/health the valve is closed. The switch is wired on one side
information is transmitted via the ARINC-429 digital to ground, with the other side wired to the fuel panel,
databuses. located in the flight compartment forward overhead panel.
Some engine components are directly connected to the

aircraft computers.
EFFECTIVITY
WARNING
INDICATIONS Page 56
& ANNUNCIATION
TOC
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CTC-225-016-00 SYSTEMS COMMUNICATION LINKS

EFFECTIVITY
WARNING
INDICATIONS Page 57
TOC & ANNUNCIATION
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 This amber light illuminates to indicate there is an
EEC has detected an engine-control-system failure (or impending bypass of the engine fuel filter. When the
combination of failures) which has caused a ‘no-dispatch’ engine is running, the fuel-filter-clogged sensor actuates
configuration. when the pressure drop across the fuel filter exceeds
The CDS/DEU operates the engine control light based 11.6 psid for a duration of 60 seconds.
on a discrete signal from the EEC, or loss of ARINC data The CDS provides two switches per engine (one per
from the EEC. Illumination of the light is inhibited during DEU), which are switched to ground to illuminate the
flight. light.
ALTN (Alternate Mode) alert. Eng valve closed.
The -7B engine has three thrust-control operating modes: This blue indication shows the status of the High
Pressure Shut Off Valve (HPSOV).
- The normal thrust control mode and two alternate The light has three illumination states :
thrust-control modes, which provide fault
accommodation for the loss of ADIRU total- - The light is off when the valve is open and the
pressure data. engine is running.
- This amber light illuminates when the engine control - It comes on brightly if the valve position is not in
is operating in the Alternate thrust-control mode. agreement with the flight-compartment commands.
- It illuminates dimly when the valve has been
commanded to close and has closed.
EFFECTIVITY
WARNING
INDICATIONS Page 58
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TOC
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EFFECTIVITY
WARNING
INDICATIONS Page 59
TOC & ANNUNCIATION
The CDS/DEU provides engine crew alerting messages Start valve open.
on the center display unit for starter valve open, oil filter
bypass and low oil pressure. An amber message appears when the engine Start Valve
is open. The CDS/DEU flashes the display for the non-
The messages are displayed in a dedicated area for each normal condition of the start valve in the open position
respective engine above the oil-pressure indication. with the EEC commanding the valve closed, per EEC
‘Engine starter cutout’ discrete.
Each message, when first activated, is either displayed
statically for a normal alert, or flashes for 10 seconds for Oil filter bypass.
a non-normal alert, and then reverts to a steady display
until the condition no longer exists, when the message An amber message appears when there is an impending
clears. bypass of the engine oil filter. The display flashes any
time the EEC reports an oil filter bypass condition.
During this flashing, the other neighbouring messages for When the engine is running, the oil-filter-clogged sensor
the same engine also flash concurrently without text. actuates when the pressure drop across the oil filter
exceeds 29/33 psid for a duration of 60 seconds.
The flashing, but not the message, is inhibited during
takeoff and landings. Low oil pressure.
A flashing amber message appears when the engine

is operating with low oil pressure. The display appears
when the filtered oil pressure is less than 13 psi and the
engine is operating at, or above idle, or N2 is less than
6500 rpm.
EFFECTIVITY
WARNING
INDICATIONS Page 60
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TOC
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WARNING
INDICATIONS Page 61
TOC & ANNUNCIATION
N1 and N2 indications. N1 and N2 redline exceedance is indicated by the dial,

digital readout, outline box and pointer changing from
The EEC continuously transmits the display limits used white to red. The exceedance color change occurs when
to define the individual display redlines. The CDS/DEU either EEC reports a redline exceedance.
reads the limits data from both left and right engine
EEC’s and stores them separately in internal NVM. 100% N1 is equal to 5175 rpm.
N1 redline exceedance is indicated when N1 is greater
N1 (fan speed) is the thrust setting parameter. than 5388 rpm (104%). Once set, the N1 indicated must
N2 (core rotor speed) is used by the flight crew during become less than 5382 rpm to reset the display.
engine starts and as a general indication during normal
engine operation. NOTE :
A 29 rpm transient N1 exceedance is allowed for 5
N1 and N2 actual is the real-time display of the speeds seconds.
in units of percent. They are displayed by a pointer
on a round dial, with an accompanying digital readout 100% N2 is equal to 14460 rpm.
enclosed in a box. N2 redline exceedance is indicated when N2 is greater
that 15198 rpm (105%). Once set, N2 must become less
The CDS/DEU receives the N1 and N2 actual from each than 15183 rpm to reset the display.
engine as digital signals from the EEC and from the
engine N1/N2 speed sensors. The digital signals are the If one, or more exceedances have been recorded, the
primary source for the display. CDS/DEU changes the colour of the digital readout box
for the parameter in question to red, after the engines
The N1 reference bug, displayed on the outside of the have been shut down on the ground and the EEC’s
dial, is calculated by the FMC and sent to the CDS/ go ‘off-line’. This is to prompt the maintenance crew to
DEU. It is then transmitted to the EEC on ARINC-429 call up the engine exceedance data on the FMC CDU
databuses as ‘Target N1’. maintenance pages.
EFFECTIVITY
WARNING
INDICATIONS Page 62
& ANNUNCIATION
TOC
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WARNING
INDICATIONS Page 63
TOC & ANNUNCIATION
COMMON DISPLAY SYSTEM (CDS)
Miscellaneous indications. N1 bug indication.
The autothrottle (A/T) limit message shows when the This indication can have three possible sources :
FMC has failed.
- Set by the FMC.
The seven thrust modes are the following : - Set by the autothrottle computer.
- Manually through N1 set control (the values is
- TO (take off). displayed as reference N1 readout).
- R-TO (reduced thrust take off).
- CLB (climb).
- R-CLB (reduced thrust climb).
- CON (continuous).
- CRZ (cruise).
- GA (go-around).
The total air temperature (TAT) shows as a digital

indication.
When the thermal anti-ice (TAI) is ON, the TAI indication

is displayed.
EFFECTIVITY
WARNING
INDICATIONS Page 64
& ANNUNCIATION
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WARNING
INDICATIONS Page 65
TOC & ANNUNCIATION
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
WARNING
INDICATIONS Page 66
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TOC
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EFFECTIVITY
WARNING
INDICATIONS Page 67
TOC & ANNUNCIATION
EGT indications. Amber limit is exceeded when the EGT is greater than
925° C (MCT & MCL).
The flight crew uses EGT to assess the general health
of the engine. The EGT display is a round dial providing Redline limit is exceeded when the EGT is greater than
a linearly proportional display starting at 0 deg C and 950° C (MTO & GA).
extending to the highest value of the EGT redline limit.
Start redline is exceeded when the EGT is greater than
The EGT starting redline limit and EGT start maintenance 725° C (ground & in-flight).
limit can vary based on several engine factors, therefore
the CDS/DEU continuously monitors the limits received NOTE :
from the EEC, rather than storing them. A 10° C transient EGT exceedance is allowed for 20
seconds.
The CDS/DEU receives the digital EGT signal from the
EEC’s to display the actual indication in real-time. The flight crew is responsible for assuring that the EGT
does not exceed the defined EGT starting limit during
The EGT amber limit defines the lower end of the both ground and in-flight engine starts.
cautionary operating range of the EGT.
If the engine control detects a hot start condition for
The CDS/DEU changes the color of the EGT dial, pointer ground engine starts, the EEC outputs a discrete and the
and digital readout and its outline box from white to box around the EGT digital readout flashes to alert the
amber if the EGT is greater than the amber limit, but less flight crew of the condition.
than the redline.
The hot start discrete is reset if the Engine Start Lever is
EGT redline is the certified engine operating limit and is placed in CUTOFF, or if the engine manages to complete
displayed as a red radial mark on the dial. When either the start to idle. This causes the CDS/DEU to stop
EEC reports a redline exceedance, the dial, digital flashing the box around the EGT digital readout.
readout, outline box and pointer change to red.
EFFECTIVITY
WARNING
INDICATIONS Page 68
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TOC
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EFFECTIVITY
WARNING
INDICATIONS Page 69
TOC & ANNUNCIATION
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
WARNING
INDICATIONS Page 70
& ANNUNCIATION
TOC
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CTC-225-023-00 ��
EFFECTIVITY
WARNING
INDICATIONS Page 71
TOC & ANNUNCIATION
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
The amber range is the cautionary operating pressure system.
range of the engine lubrication system. The oil pressure
amber threshold limit can vary based on several engine The display is a circumferential amber arc that extends
factors, therefore the CDS/DEU continuously monitors from the amber limit up to the redline limit along the edge
the limit, rather than storing it. of the oil temperature dial.
The display is a circumferential amber arc extending The oil temperature redline limit defines the maximum
from the amber threshold down to the redline limit on the safe operating temperature of the lubrication system.
outside of the oil pressure dial. Prolonged operation above this temperature can result in
engine damage.
The CDS/DEU indicates that the oil pressure is less
than the redline limit by displaying a red radial mark on The redline is displayed as a red radial mark on the
the outside of the dial. A red arc then extends from the outside of the dial and a circumferential red arc that
redline limit down to 0 lb/in along the edge of the dial. extends from the redline limit up to the 200° C dial
endpoint.
Pressure amber limit :
- Refer to graph. Temperature amber limit : between 140 and 155°C.
- 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
WARNING
INDICATIONS Page 72
& ANNUNCIATION
TOC
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CTC-225-024-00 ��
EFFECTIVITY
WARNING
INDICATIONS Page 73
TOC & ANNUNCIATION
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/DEU’s for cockpit display. The highest
vibration signal is displayed on an analog pointer on a
round dial.
EFFECTIVITY
WARNING
INDICATIONS Page 74
& ANNUNCIATION
TOC
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EFFECTIVITY
WARNING
INDICATIONS Page 75
TOC & ANNUNCIATION
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
WARNING
INDICATIONS Page 76
& ANNUNCIATION
TOC
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CTC-225-026-00 ��
EFFECTIVITY
WARNING
INDICATIONS Page 77
TOC & ANNUNCIATION
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
WARNING
INDICATIONS Page 78
& ANNUNCIATION
TOC
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CTC-225-027-00
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EFFECTIVITY
WARNING
INDICATIONS Page 79
TOC & ANNUNCIATION
EFFECTIVITY
WARNING
INDICATIONS Page 80
& ANNUNCIATION
TOC
MESSAGE INTERROGATION
EFFECTIVITY
MESSAGE
INTERROGATION Page 81
TOC & ANNUNCIATION
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
MESSAGE
& ANNUNCIATION
TOC
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CTC-225-028-00 GROUND MAINTENANCE PROCESSING

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

operate in the Alternate (thrust-setting) mode. For
Level B (short-time dispatch) faults have no immediate dispatch criteria, refer to the Master Minimun Equipment
direct impact on the probability of a loss of thrust control. List (MMEL) and Dispatch Deviation Guide (DDG).
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
MESSAGE
& ANNUNCIATION
TOC
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�� •�� 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 HISTORY>
CTC-225-029-00
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EFFECTIVITY
MESSAGE
TOC & ANNUNCIATION
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
MESSAGE
& ANNUNCIATION
TOC
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CTC-225-030-00
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EFFECTIVITY
MESSAGE
TOC & ANNUNCIATION
FAULT STORAGE
All EEC-detected fault data is stored in BITE memory and Flight leg 0 can show maintenance messages that
is available on request, through the FMC CDU in Ground occurred more than 30 seconds after landing from
Maintenance Mode – EEC Current Faults and Fault the last flight leg, or the most recent ground run of the
History functions. engine.
The BITE memory structure is divided into 5 zones for If the engine is started and stopped more than once
each of the fault levels : between flights, leg 0 will contain data from the last
- Zone 1 : Engine control light. ground run of the engine.
- Zone 2 : Alternate Mode Light.
- Zone 3 : Short Time. The flight-leg-counting processing begins when the
- Zone 4 : Long Time. FLIGHT INDICATOR transitions from ground to flight.
- Zone 5 : Economic.
The last flight leg is identified as 1 and the previous flight
The zones provide memory for storing the fault code legs are identified as 2 through 10.
and flight leg history associated with the 10 most-recent
failures detected over the last 10 flight legs. The ‘X’ below the flight leg number indicates that the fault
occurred on that flight leg. For flight legs that did not have
When a memory zone is full, the oldest data is the fault, the space below the flight legs number is blank.
overwritten first. This applies to faults from previous flight
legs only. No overwriting of current leg faults is permitted.
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
MESSAGE
& ANNUNCIATION
TOC
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CTC-225-031-00
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EFFECTIVITY
MESSAGE
TOC & ANNUNCIATION
Recent Faults menu selection.
The ‘RECENT FAULTS’ menu is used to view faults from Each page contains a brief description of the fault and a
channel A and B which have occurred since the most message number (MSG NBR).
recent ground run, through the three most recent flight
legs. The page displays the three most recent flight legs and
an ‘X’ denotes on which flight legs the fault was seen.
The Recent Faults menu can only be accessed when
the engine is off (N2 less than, or equal to 5%). Any Flight leg 0 is the most recent ground run and flight leg 1
attempt to access recent faults on the ground when N2 is is the most recent flight leg.
greater than 5% results in a ‘CAN NOT BE ACCESSED’
message appearing on the screen. If there are no faults stored for flight legs 0 through 3, the
screen will show NO RECENT FAULTS STORED.
The dispatch level will show at the top of the screen and
the CDU will display the faults in order of their dispatch If recent fault data is not available from both channels,
level. ENGINE CONTROL light faults will show first, then a message appears to alert maintenance personnel
ALTERNATE MODE LIGHT faults, then SHORT TIME that the recent faults being displayed are for a particular
faults, then LONG TIME faults and lastly ECONOMIC channel only.
faults.
Selecting the HISTORY key enables access to another
Only one fault is displayed per page, but each dispatch menu, which shows if that particular fault has appeared
level can have as many as 10 pages, making a possible over the last 10 flight legs.
total of 50 pages.
The Next-Page / Previous-Page keys enable the operator

to go either forward, or backward, through the pages in
order to view the faults.
EFFECTIVITY
MESSAGE
& ANNUNCIATION
TOC
ENGINE 1 BITE TEST

RECENT FAULTS 1/X X = 50 PAGES MAX.
ENGINE CONTROL LIGHT
MSG NBR: 73-10331
THE FMV DEMAND
AND POSITION SIGNALS
DISAGREE
0 1 2 3
X X
<INDEX HISTORY>
CTC-225-032-00
RECENT FAULTS MENU
EFFECTIVITY
MESSAGE
TOC & ANNUNCIATION
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
MESSAGE
& ANNUNCIATION
TOC
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CTC-225-033-00
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EFFECTIVITY
MESSAGE
TOC & ANNUNCIATION
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
MESSAGE
& ANNUNCIATION
TOC
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
CTC-225-034-00
FAULT HISTORY MENU
EFFECTIVITY
MESSAGE
TOC & ANNUNCIATION
Identification and Configuration menu selection.
The ‘IDENT/CONFIG’ menu selection is used to identify When the EEC is moved from airplane-to-airplane, or
the current engine configuration. from engine-to-engine, two of the options allow the
operator to clear faults and change the engine serial
There are 2 menus and the information displayed number.
includes :
- The airplane model. Selecting the ERASE key will enable the operator to
- Engine model. erase all of the faults that are stored in Recent Faults,
- Bump. Fault History and will reset the HPTACC thermal history
- N1 Trim. that is stored in NVM to zero.
- EEC part number.
- EEC software version number. Once this task is initialized, there are no other options. All
- Start mode. five EEC memory zones are set to zero and the data will
- Engine serial number. be lost.
- PMUX.
- DMS.
- BSV installed.
- Ignition mode.
If the engine has a DAC configuration, a ‘/2’ is added to

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

require N1 trim, a value of ‘0’ is displayed.
EFFECTIVITY
MESSAGE
& ANNUNCIATION
TOC
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CTC-225-035-00 IDENTIFICATION AND CONFIGURATION MENUS

EFFECTIVITY
MESSAGE
TOC & ANNUNCIATION
EFFECTIVITY
MESSAGE
& ANNUNCIATION
TOC
AIRCRAFT CONDITION MONITORING SYSTEM (ACMS)
EFFECTIVITY Page 99
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL ACMS
TOC & ANNUNCIATION
AIRCRAFT CONDITION MONITORING SYSTEM
FDAU - ACMS common unit.
The Flight Data Acquisition Unit (FDAU) - Airplane Reports data can be :
Condition Monitoring System (ACMS) receives aircraft
data from digital, discrete and analog sources and - Printed out on the Cockpit Printer.
transmits serial data for the Flight Data Recorder (FDR). - Down linked via the Aircraft Communication
Addressing Reporting System (ACARS).
The Data Management Unit (DMU) is the master - Displayed on the Control Display Unit (CDU).
controller which processes ACMS data. The DMU - Dumped to the Airborne Data Loader (ADL).
monitors FDAU inputs for specified ACMS parameters - Recorded onto the Digital ACMS Recorder (DAR).
and when the DMU sees a change to a value, the ACMS - Recorded onto the Smart ACMS Recorder (SAR).
makes a report of the parameters. Also at various times - Stored internally within the ACMS’s nonvolatile
during flight, the ACMS stores reports in its memory. storage buffers.
- Stored to a Quick Access Recorder (QAR).
The DMU contains the ACMS interface and sends
reports to the data loader control panel and the PCMCIA
recorder.
Airlines can use a data loader, or PCMCIA card to store

the reports.
EFFECTIVITY Page 100

& ANNUNCIATION
TOC
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CTC-225-036-00 ��
TOC & ANNUNCIATION
AIRCRAFT CONDITION MONITORING SYSTEM
ACMS reports. Readout function.
The ACMS can be programmed to monitor aircraft data, Data collected by the ACMS can be exploited through the
collect it, and generate reports when certain events readout function.
occur, such as an engine temperature exceedance, or a
hard landing. The ACMS transfers the stored data to a disk, using an
Airborne Data Loader (ADL), or to a PC card.
The ACMS function comes with pre-programmed
standard reports : The readout tool reads the disk or card, and the Smart
ACMS Recorder (SAR) data can be retrieved as follows :
- Engine cruise report.
- Engine take-off report. - It can be displayed.
- Engine gas path advisory report. - It can be printed as a hard copy.
- Engine mechanical advisory report. - It can be exported as an ASCII text file for analysis.
- Post flight summary report. - It can be translated into defined formats for use with
- FDAMS fault bite history report. 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.

& ANNUNCIATION
TOC
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CTC-225-037-00 ��
TOC & ANNUNCIATION

& ANNUNCIATION
TOC
AIRBORNE VIBRATION MONITORING SYSTEM (AVMS)
EFFECTIVITY
AVM
SYSTEM Page 105
TOC & ANNUNCIATION
AIRBORNE VIBRATION MONITORING SYSTEM
System components. AVM signal conditioner.
The Airborne Vibration Monitoring (AVM) system The signal conditioner holds vibration data for the last 32
continuously supplies engine vibration data to the CDS/ flights in its NVM. A new flight starts when both engines
DEU and the Flight Data Acquisition Unit (FDAU). are less than 45% N2 and one engine goes more than
45% N2. A flight ends when both engines are less than
The AVM system consists of : 45% N2.
- AVM signal conditioner. The AVM signal conditioner continuously calculates

- N1 speed sensor. vibration data for several areas of each engine and uses
- N2 speed sensor. BITE to :
- No 1 bearing vibration sensor.
- Fan Frame Compressor Case Vertical (FFCCV) - Troubleshoot system faults.
vibration sensor. - Read and erase vibration data in the signal
conditioner’s NVM.
The N1 and N2 speed sensors send data to the EEC for - Calculate a balance solution for engine vibration.
internal logic calculations, to the DEU’s and to the AVM
signal conditioner.
The No 1 bearing and FFCCV accelerometers send data

to the AVM signal conditioner for vibration analysis.
EFFECTIVITY
AVM
SYSTEM Page 106
& ANNUNCIATION
TOC
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CTC-225-038-00 ��
EFFECTIVITY
AVM
SYSTEM Page 107
TOC & ANNUNCIATION
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
AVM
SYSTEM Page 108
& ANNUNCIATION
TOC
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EFFECTIVITY
AVM
SYSTEM Page 109
TOC & ANNUNCIATION
EFFECTIVITY
AVM
SYSTEM Page 110
& ANNUNCIATION
TOC

CFM 56-7B Fault Detection & Annunciation

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TRAINING MANUAL

FAULT DETECTION &

CFMI Customer Training Center CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

COPYRIGHT 1998 CFM INTERNATIONAL

THIS PAGE INTENTIONALLY LEFT BLANK

A ATA AIR TRANSPORT ASSOCIATION

CFMI JOINT GE/SNECMA COMPANY (CFM DAR DIGITAL ACMS RECORDER

EFH ENGINE FLIGHT HOURS FDAMS FLIGHT DATA ACQUISITION &

FWD FORWARD HPTC HIGH PRESSURE TURBINE CLEARANCE

Kph KILOGRAMS PER HOUR MCT MAXIMUM CONTINUOUS

NAC NACELLE PS13 FAN OUTLET STATIC AIR PRESSURE

RTD RESISTIVE THERMAL DEVICE SMP SOFTWARE MANAGEMENT PLAN

TC(TCase) HP TURBINE CASE TEMPERATURE UTC UNIVERSAL TIME CONSTANT

IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

1 mile = 1,609 km 1 km = 0.621 mile

1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 lb. = 0.454 kg 1 kg = 2.205 lbs

1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

SECTION PAGE SECTION PAGE

FAULT DETECTION - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

AIRCRAFT CONDITION MONITORING SYSTEM (ACMS) . . . . . . . . . . . . 99

AIRBORNE VIBRATION MONITORING SYSTEM (AVMS) . . . . . . . . . . . 105

ENGINE CONTROL SYSTEM

System components. Electronic Engine Control (EEC).

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EEC INPUTS AND OUTPUTS

The following chart is a summary of the EEC electrical

EEC initialization. Built-In-Tests.

ENGINE CONTROL SYSTEM

The two EEC channels operate their output drivers

The purpose of the dual-redundant architecture is to

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THIS PAGE INTENTIONALLY LEFT BLANK

Aircraft / Engine EEC. Engine EEC / Aircraft.

Aircraft / EEC maintenance communication. EEC fault reporting.

When the CDS/DEU’s receive the initial request for

THIS PAGE INTENTIONALLY LEFT BLANK

Dual inputs : Shared inputs :

The engine identification plug provides the EEC with

There are two possible sources for the ID plug

The ID plug parameters are used during :

The NVM parameters are used :

On the ground, if the ID plug information is valid, then

AIRCRAFT TO EEC INPUTS

- VDT’s ( A/C: T/R; Engine: LVDT, RVDT).

THIS PAGE INTENTIONALLY LEFT BLANK

FAULT DETECTION - GENERAL

Within the EEC, the various inputs from sensors,

Both EEC channels validate their inputs, process the data

After they have been converted to a digital format, the

The values are then compared across the CCDL before

After the values have been calculated and processed

Active channel selection and fault hierarchy.

Each EEC channel determines whether to be in the

The channel with the better health status becomes the

A hierarchy is assigned to the list of possible faults that

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