CFM56 - Fault Detection & Annunciation PDF

TRAINING MANUAL
CFM56-5B
FAULT DETECTION &

ANNUNCIATION
SEPTEMBER 2005
CTC-231 Level 4
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
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ALL CFM56 ENGINES GENERAL
Issue 01
CFMI PROPRIETARY INFORMATION
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THIS PAGE INTENTIONALLY LEFT BLANK
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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
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LEXIS
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ALL CFM56 ENGINES LEXIS
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A ATC AUTOTHROTTLE COMPUTER

A/C AIRCRAFT ATHR AUTO THRUST
AC ALTERNATING CURRENT ATO ABORTED TAKE OFF
ACARS AIRCRAFT COMMUNICATION AVM AIRCRAFT VIBRATION MONITORING
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT B
ACMS AIRCRAFT CONDITION MONITORING 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
ATA AIR TRANSPORT ASSOCIATION CFMI JOINT GE/SNECMA COMPANY (CFM
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INTERNATIONAL) DCU DATA CONVERSION UNIT

CG CENTER OF GRAVITY DCV DIRECTIONAL CONTROL VALVE BOEING
Ch A channel A DEU DISPLAY ELECTRONIC UNIT
Ch B channel B DFCS DIGITAL FLIGHT CONTROL SYSTEM
CHATV CHANNEL ACTIVE DFDAU DIGITAL FLIGHT DATA ACQUISITION
CIP(HP) COMPRESSOR INLET PRESSURE UNIT
CIT(HP) COMPRESSOR INLET TEMPERATURE DFDRS DIGITAL FLIGHT DATA RECORDING
cm.g CENTIMETER X GRAMS SYSTEM
CMC CENTRALIZED MAINTENANCE COMPUTER DISC DISCRETE
CMM COMPONENT MAINTENANCE MANUAL DIU DIGITAL INTERFACE UNIT
CMS CENTRALIZED MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CMS CENTRAL MAINTENANCE SYSTEM DMD DEMAND
CODEP HIGH TEMPERATURE COATING DMS DEBRIS MONITORING SYSTEM
CONT CONTINUOUS DMU DATA MANAGEMENT UNIT
CPU CENTRAL PROCESSING UNIT DOD DOMESTIC OBJECT DAMAGE
CRT CATHODE RAY TUBE DPU DIGITAL PROCESSING MODULE
CSD CONSTANT SPEED DRIVE DRT DE-RATED TAKE-OFF
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW E
CTAI COWL THERMAL ANTI-ICING EAU ENGINE ACCESSORY UNIT
CTEC CUSTOMER TECHNICAL EDUCATION 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
DAR DIGITAL ACMS RECORDER EFH ENGINE FLIGHT HOURS
DC DIRECT CURRENT EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
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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 SYSTEM
ESN ENGINE SERIAL NUMBER FMGC FLIGHT MANAGEMENT AND GUIDANCE
ETOPS EXTENDED TWIN OPERATION SYSTEMS COMPUTER
EWD/SD ENGINE WARNING DISPLAY / SYSTEM FMGEC FLIGHT MANAGEMENT AND GUIDANCE
DISPLAY ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
F FMV FUEL METERING VALVE
F FARENHEIT FOD FOREIGN OBJECT DAMAGE
FAA FEDERAL AVIATION AGENCY FPA FRONT PANEL ASSEMBLY
FADEC FULL AUTHORITY DIGITAL ENGINE FPI FLUORESCENT PENETRANT INSPECTION
CONTROL FQIS FUEL QUANTITY INDICATING SYSTEM
FAR FUEL/AIR RATIO FRV FUEL RETURN VALVE
FCC FLIGHT CONTROL COMPUTER FWC FAULT WARNING COMPUTER
FCU FLIGHT CONTROL UNIT FWD FORWARD
FDAMS FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM G
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g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)

GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES I
GEM GROUND-BASED ENGINE MONITORING I/O INPUT/OUTPUT
GI GROUND IDLE (G/I) IAS INDICATED AIR SPEED
GMM GROUND MAINTENANCE MODE ID INSIDE DIAMETER
GMT GREENWICH MEAN TIME ID PLUG IDENTIFICATION PLUG
GND GROUND IDG INTEGRATED DRIVE GENERATOR
GPH GALLON PER HOUR IFSD IN FLIGHT SHUT DOWN
GPU GROUND POWER UNIT IGB INLET GEARBOX
GSE GROUND SUPPORT EQUIPMENT IGN IGNITION
IGV INLET GUIDE VANE
H in. INCH
HCF HIGH CYCLE FATIGUE IOM INPUT OUTPUT MODULE
HCU HYDRAULIC CONTROL UNIT IPB ILLUSTRATED PARTS BREAKDOWN
HDS HORIZONTAL DRIVE SHAFT IPC ILLUSTRATED PARTS CATALOG
HMU HYDROMECHANICAL UNIT IPCV INTERMEDIATE PRESSURE CHECK VALVE
HP HIGH PRESSURE IPS INCHES PER SECOND
HPC HIGH PRESSURE COMPRESSOR IR INFRA RED
HPCR HIGH PRESSURE COMPRESSOR 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
HPTC HIGH PRESSURE TURBINE CLEARANCE Kph KILOGRAMS PER HOUR
HPTCCV HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE L
HPTN HIGH PRESSURE TURBINE NOZZLE L LEFT
HPTR HIGH PRESSURE TURBINE ROTOR L/H LEFT HAND
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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
MCT MAXIMUM CONTINUOUS NAC NACELLE
MDDU MULTIPURPOSE DISK DRIVE UNIT NVM NON VOLATILE MEMORY
MEC MAIN ENGINE CONTROL
milsD.A. Mils DOUBLE AMPLITUDE O
mm. MILLIMETERS OAT OUTSIDE AIR TEMPERATURE
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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
PS13 FAN OUTLET STATIC AIR PRESSURE RTD RESISTIVE THERMAL DEVICE
PS3HP COMPRESSOR DISCHARGE STATIC AIR RTO REFUSED TAKE OFF
PRESSURE (CDP) RTV ROOM TEMPERATURE VULCANIZING
PSI POUNDS PER SQUARE INCH (MATERIAL)
PSIA POUNDS PER SQUARE INCH ABSOLUTE RVDT ROTARY VARIABLE DIFFERENTIAL
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TRANSFORMER STP STANDARD TEMPERATURE AND PRESSURE

SVR SHOP VISIT RATE
S SW SWITCH BOEING
S/N SERIAL NUMBER SYS SYSTEM
S/R SERVICE REQUEST
S/V SHOP VISIT T
SAC SINGLE ANNULAR COMBUSTOR T oil OIL TEMPERATURE
SAR SMART ACMS RECORDER T/C THERMOCOUPLE
SAV STARTER AIR VALVE T/E TRAILING EDGE
SB SERVICE BULLETIN T/O TAKE OFF
SCU SIGNAL CONDITIONING UNIT T/R THRUST REVERSER
SDAC SYSTEM DATA ACQUISITION 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
SMP SOFTWARE MANAGEMENT PLAN TC(TCase) HP TURBINE CASE TEMPERATURE
SN SERIAL NUMBER TCC TURBINE CLEARANCE CONTROL
SNECMA SOCIETE NATIONALE D’ETUDE ET DE TCCV TURBINE CLEARANCE CONTROL VALVE
CONSTRUCTION DE MOTEURS D’AVIATION TCJ TEMPERATURE COLD JUNCTION
SOL SOLENOID T/E TRAILING EDGE
SOV SHUT-OFF VALVE TECU ELECTRONIC CONTROL UNIT INTERNAL
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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
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
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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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CFM56-5B TRAINING MANUAL
TABLE OF CONTENTS
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ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CONTENTS
FAULT DETECTION Sep 05
TOC & ANNUNCIATION
SECTION PAGE SECTION PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
ECU SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
FAULT DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
WARNING INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
MESSAGE INTERROGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
CENTRALIZED FAULT DISPLAY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 201
AIRCRAFT INTEGRATED DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 249
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ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CONTENTS
& ANNUNCIATION
ARCHITECTURE
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ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 ARCHITECTURE
TOC & ANNUNCIATION
ENGINE CONTROL SYSTEM
System components Electronic Control Unit (ECU)
The CFM56-5B engine incorporates a computer-based The ECU 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 ECU governs the engine in response to thrust
elements: command inputs from the airplane and provides
- Electronic Control Unit (ECU), containing two information to the airplane for flight compartment
identical computers, designated channel A & B. indication, maintenance reporting and, optionally, engine
- Hydro-mechanical Unit (HMU), which converts condition monitoring.
electrical signals from the ECU into hydraulic
pressures to drive the engine’s valves and Control system maintenance is assisted by extensive
actuators. ECU internal software called Built-In-Test-Equipment
- ECU alternator. (BITE), which monitors engine data and ECU status flags
- Engine Identification plug (ID plug). to detect engine failures.
- 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).
- Fuel Return Valve (FRV).
- Thrust Reverser (TR) control.
- Starter Air Valve (SAV).
- Ignition components / control system.
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TOC
CONTROL SIGNALS
T12 T25 T3 T49.5 TCASE TEO P0 PS12 PS3 N1 N2
TRA
FEEDBACK SIGNALS
ANALOG
115V ARINC
DISCRETE 28V
400Hz DATABUSES
SIGNALS
VBV VSV TBV HPT LPT

ECU FRV CCV CCV
FMV
FUEL HYDRO-
IGNITION ALTERNATOR MECHANICAL
UNIT
FUEL
PS13 P25 T5
FLOW
REVERSER
SOLENOIDS STARTER AIR VALVE
+ SWITCHES
CTC-231-001-01 FADEC COMPONENTS

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TOC & ANNUNCIATION
ECU INPUTS AND OUTPUTS
Electrical interfaces
The following chart is a summary of the ECU electrical

interfaces to show which connectors interface with
channel A and which interface with channel B.
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& ANNUNCIATION
TOC
J2
J6
J15 J8
7J14 4
J5 J J1 0 J
J1 J12
13
11 J
J9 J
J3
CHANNEL A CHANNEL B
CONNECTOR CONNECTOR FUNCTION
(ODD) (EVEN)
J1 J2 A/C POWER (28V) AND IGNITER POWER (115V)

J3 J4 A/C INPUT/OUTPUT AND TLA
J5 J6 THRUST REVERSER
J7 J8 SOLENOIDS, TORQUE MOTORS, RESOLVERS, N2
J9 J10 ALTERNATOR, SAV, N1 AND T12
J11 J12 LVDT'S, RVDT'S, T25
SHARED J14 ENGINE IDENTIFICATION PLUG
J13 SHARED WF METER, THERMOCOUPLES
J15 SHARED TEST INTERFACE
CTC-231-002-00 ELECTRICAL CONNECTORS

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TOC & ANNUNCIATION
ENGINE TESTS
ECU initialization Built-In-Tests
If the engine is not running, the ECU 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 detects and isolates failures, or combinations
If the core speed is greater than 10% N2, the ECU of failures, in order to determine the health status of the
performs a short initialization and is fully functional in less channels and to transmit maintenance data to the aircraft.
than 750ms after application of airplane power.
There are two types of Built-In-Test : Initialization test and
Each ECU channel performs a reset initialization Periodic test.
sequence in response to aircraft-generated resets, or at
power-up. The Initialization tests cover functions which cannot be
continually tested without disturbing the ECU system
An aircraft-commanded reset occurs when the master operation. The typical tasks of an Initialization test
lever is toggled from ON to OFF. are processor test, memories test and output driver
disconnect tests.
During reset initialization, all RAM variables are
initialized, except for a special reserved area. This area The Periodic tests cover functions which can be
of RAM is not initialized as it is allocated to parameters continually tested. These tests are similar to the
critical to engine operation and which must maintain their Initialization tests, but are run in background as time
values prior to the reset operation. permits.
Specific tests are available to verify certain engine

functions. These tests are the FADEC test (Non-
motoring & motoring), ignition test and thrust reverser
test.
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TOC
POWER UP
POWER UP TEST
OPERATIONAL
FUNCTION
BUILT-IN TESTS
PERMANENT
MONITORING
NO FADEC TEST
ENGINE RUN SPECIFIC TESTS THRUST REVERSER TEST
IGNITION TEST
YES
CTC-231-003-00 TESTS
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TOC & ANNUNCIATION
ENGINE CONTROL SYSTEM
Electronic Control Unit (ECU) Channel selection and fault strategy
The ECU has two channels, A and B, and both channels Active and Standby channel selection is performed at
are capable of controlling the engine. ECU power-up and during operation.
The two channels are identical and permanently Active and Standby 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/
standby channel selection alternates with every engine
As well as continuously checking and processing their start, if N2 was greater than 11,000 RPM during the last
own inputs, the channels compare each others data over run.
a Cross Channel Data Link (CCDL), to ensure that there
are no anomalies.
The two ECU 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.
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TOC
ECU
INPUTS
CHANNEL
ACTIVE
A
CCDL
CHANNEL
B STAND-BY
INPUTS
CTC-231-004-00 ECU DESIGN

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TOC & ANNUNCIATION
CHANNEL SELECTION
Channel selection determination
Each ECU channel determines whether to be in the The internal logic of the ECU ensures that each channel
active state, or the standby state, based on a comparison achieves an active status on an alternating basis. An
of its health with that of the cross channel. NVM flag is assigned to identify the channel that is
presently active.
The channel with the better health status becomes the
active channel. When both channels are of equal health, The last-active flag is only set when N2 becomes less
the channel selection state remains as the previous than 35% speed.
selection state.
The NVM last-active flag becomes the lowest priority
A hierarchy is assigned to the list of possible faults that status in channel health determination.
could lead to a channel switch.
The occurrence of any higher priority faults overrides the
When a single fault occurs, the channel with lower priority last-active flag to ensure the healthiest channel is made
faults (if any) becomes active. If the same equal priority the active channel.
fault(s) exist on both channels, no switching occurs.
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TOC
No HEALTH STATUS DISCRETE
DESCRIPTION
1 GROUP 1 FAULT (SERIOUS ECU INTERNAL FAULT)

2 FMV LOOP FAULT
3 VSV LOOP FAULT
4 VBV LOOP FAULT
5 LATCHED CHANNEL CCDL SERIAL FAULT
6 SAV WRAPAROUND FAULT
7 TRPV WRAPAROUND FAULT
8 TR INDETERMINATE STATE FAULT
9 TRDV WRAPAROUND FAULT
10 SPARE
11 SPARE
12 FRV 1 / FRV 2 WRAPAROUND FAULT
13 HPTC WRAPAROUND FAULT
14 TBV WRAPAROUND FAULT
15 LPTC WRAPAROUND FAULT
16 NVM FAULT
17 ARINC OUTPUT WRAPAROUND FAULT
18 ALTERNATOR WINDING FAULT
19 LAST ACTIVE CHANNEL FLAG
CTC-231-005-01 FAULT HIERARCHY

EFFECTIVITY Page 27
TOC & ANNUNCIATION
CHANNEL SELECTION
Output driver disconnect Cross channel active / standby sensing
Once the active channel is determined, each channel Each FMV and VSV output driver disconnect relay has
executes the output driver disconnect logic to assign the a second set of contacts that are cross-connected to the
respective active status for the disconnect relays. opposite channel.
The standby channel disconnects all its torque motor and These relay contacts provide hardware confirmation of
solenoid output drivers from the external loads. the cross channel active / standby status.
With a normal healthy status (no faults), all the

assignments are connected in the active channel. Some
driver output assignments are switched through paired
disconnect relays.
The respective assignments are:

- SAV (K1)
- TRPV & FRV1 (K2)
- VBV (K3)
- TRDV & LPTC (K4)
- VSV (K5)
- FMV (K6)
- HPTC & TBV (K7)
If there is a failure on the active channel, the disconnect

relays of the functions that are faulty are opened to
prevent damage to the engine.
EFFECTIVITY Page 28
& ANNUNCIATION
TOC
ACTIVE K1 SPARE
SOLENOID DRIVER
CHANNEL K1 SAV
SOLENOID DRIVER
K2 TRPV
SOLENOID DRIVER
K2 FRV1
SOLENOID DRIVER
K3 VBV
TORQUE MOTOR DRIVER
OUTPUT K4 TRDV
SOLENOID DRIVER
DATABUS
K4 LPTC
TORQUE MOTOR DRIVER
K5 VSV
TORQUE MOTOR DRIVER
K6 FMV
TORQUE MOTOR DRIVER
K7 HPTC
TORQUE MOTOR DRIVER
K7 TBV
TORQUE MOTOR DRIVER
CCDL
STAND-BY K1 SPARE
SOLENOID DRIVER
CHANNEL K1 SAV
SOLENOID DRIVER
K2 TRPV
SOLENOID DRIVER
K2 FRV1
SOLENOID DRIVER
K3 VBV
TORQUE MOTOR DRIVER
OUTPUT K4 TRDV
SOLENOID DRIVER
DATABUS
K4 LPTC
TORQUE MOTOR DRIVER
K5 VSV
TORQUE MOTOR DRIVER
K6 FMV
TORQUE MOTOR DRIVER
K7 HPTC
TORQUE MOTOR DRIVER
K7 TBV
TORQUE MOTOR DRIVER
CTC-231-006-01 OUTPUT DRIVER DISCONNECT

EFFECTIVITY Page 29
TOC & ANNUNCIATION
EFFECTIVITY Page 30
& ANNUNCIATION
TOC
INTERFACES
EFFECTIVITY Page 31
ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 INTERFACES
TOC & ANNUNCIATION
RELATED ENGINE AND AIRCRAFT INTERFACE

COMPUTERS
There are many aircraft computers and systems that Bleed and pneumatic data for engine control
interface directly or indirectly with the engine FADEC
systems. ECS = Environmental Control System
BMC = Bleed Monitoring Computer
These computers can be classified into various types of NAI = Nacelle Anti-Ice
activity: WAI = Wing Anti-Ice
Interface and Data storage for communication and Aircraft system information for engine control
data retrieval
FLSCU = Fuel Level Sensing Control Unit
EIU = Engine Interface Unit LGCIU = Landing Gear Control Interface Unit
CFDIU = Centralized Fault Display Interface Unit SFCC = Slats and Flaps Control Computer
DMU = Data Management Unit
FDIMU = Flight Data Interface Management Unit Auto pilot for engine power targeting
DFDRS = Digital Flight Data Recording system
FMGC = Flight Management and Guidance
Warning and display for Crew and maintenance Computer
FCU = Flight Control Unit
FWC = Flight Warning Computer
SDAC = System Data Acquisition Concentrator
DMC = Display Monitoring Computer
ECAM = Electronic Centralized Aircraft Monitoring
Air Data for engine control
ADIRU = Air Data Inertial Reference Unit

ADC = Air Data Computer
EFFECTIVITY Page 32
& ANNUNCIATION
TOC
(ADIRS) AIR DATA & INERTIAL REFERENCE SYSTEM
(EIU) ENGINE INTERFACE UNIT
(FCU) FLIGHT CONTROL UNIT
(FMGC) FLIGHT MANAGEMENT & GUIDANCE COMPUTER
(CFDIU) CENTRALIZED FAULT DISPLAY INTERFACE UNIT

F
A (EVMU) ENGINE VIBRATION MONITORING UNIT
D
E
C (DMU) DATA MANAGEMENT UNIT
(MCDU) MULTIPURPOSE CONTROL & DISPLAY UNIT

S
Y (DFDRS) DIGITAL FLIGHT DATA RECORDING SYSTEM
S
T
E (ECMS) ELECTRONIC CENTRALIZED MONITORING SYSTEM
M
(DMC) DISPLAY MANAGEMENT COMPUTER
(FWC) FLIGHT WARNING COMPUTER
(SDAC) SYSTEM DATA ACQUISITION CONCENTRATOR
(SFCC) SLAT/FLAP CONTROL COMPUTER
(LGCIU) LANDING GEAR CONTROL INTERFACE UNIT
(ECS) ENVIRONMENTAL CONTROL SYSTEM
CTC-231-115-00 INTERFACE COMPUTERS

EFFECTIVITY Page 33
TOC & ANNUNCIATION
FADEC INTERFACES - INPUTS
The FADEC interface ARINC 429 input busses are The ECU manages power according to 2 thrust modes:
shown on the two next pages. The ECU 1(2) is interfaced
with: - Manual mode, depending on Throttle Lever Angle.
(Not shown).
- The Air data computers (ADC, ADIRU 1(2)). - Autothrust mode, according to the Autothrust
- The Engine interface unit (EIU). function generated by the Auto-Flight System
(AFS).
The EIU receives data from ARINC 429 busses; the data
received are provided to the ECU under the same format. The FMGC computes the autothrust order and sends it to
the ECU via the FCU and EIU. The FCU is the interface
The EIU also receives discrete values, which are for transmission of engine data from the FMGC to the
transformed into ARINC information and delivered to the EIU. Thrust limit computation is performed by the ECU,
ECU. This information comes from: except when the alpha floor protection is activated.
- The cockpit switches (Master Lever, rotary selector, The ECU provides two Idle Selection modes:
Fadec ground power, etc.).
- The Autothrottle loop (from FMGC 1(2) and the - Approach idle, when flaps are extended (SFCC), or
FCU) Landing gear is down (LGCIU).
- The Environmental control system (ECS), the Bleed - Modulated idle up to approach idle, depending on
system. oil temperature, (IDG cooling), air conditioning and
- The Fuel Level Sensing Control Unit (FLSCU 1(2)). anti-ice demand (Zone and pack controller).
- The Landing gear Control Interface Unit (LGCIU).
- The Slat and Flap control Computer (SFCC). The ECU allows fuel to be returned to the A/C for IDG
- Wing anti-ice (WAI) and Nacelle Anti-Ice (NAI). cooling and engine oil cooling if the A/C fuel management
computers (FLSCU) allow it.
EFFECTIVITY Page 34
& ANNUNCIATION
TOC
AFS FMGC FCU

ECU 1
PACK ZONE
ECS EIU 1 CH A
CONTROLLER CONTROLLER
J3
BMC 1(2)
5 CH B
CFDIU
WHERE :
EIU = ENGINE INTERFACE UNIT FLSCU 1(2)

FMGC = FLIGHT MANAGEMENT AND
GUIDANCE COMPUTER
FCU = FLIGHT CONTROL UNIT LGCIU
ECS = ENVIRONNEMENTAL CONTROL SYSTEM DISCRETE LINKS
BMC = BLEED MONITORING COMPUTER
CFDIU = CENTRALIZED FAULT DISPLAY ARINC 429 LINKS
INTERFACE UNIT SFCC
FLSCU = FUEL LEVEL SENSING CONTROL UNIT
LGCIU = LANDING GEAR CONTROL
COCKPIT
INTERFACE UNIT
SWITCHES
SFCC = SLATS AND FLAPS CONTROL
COMPUTER
NAI = NACELLE ANTI-ICE NAI
WAI = WING ANTI-ICE WAI
CTC-231-116-00 FADEC INTERFACES - ARINC 429 INPUT BUSSES

EFFECTIVITY Page 35
TOC & ANNUNCIATION
FADEC INTERFACES - ARINC 429 INPUT BUSSES
The ADIRUs send air data parameters to the ECU for

power management and engine control. This information
is shared by the two ECU channels.
These parameters are combined with engine data, with

a weighted average, to compute altimetric correction for
ambient temperature, pressure, and Mach effects.
TLA information
The throttle is directly hardwired to the ECU; therefore,

even in the event of a major computer breakdown, it is
possible to continue almost normal engine control. As
shown on the drawing, this information is also shared
information. Some functions will be inhibited, like
the autothrust control. The engine will operate under
continuous ignition and the minimum idle speed will be
Approach idle.
EFFECTIVITY Page 36
& ANNUNCIATION
TOC
THROTTLE
SET
IDENTICAL ENG 1
FOR OTHER
ENGINES
ECU 1
3
CH A
J3
ADIRU 1
CH B
3 J4
ADCs
OTHER
ADIRU 2 ENGINE
HARDWIRED LINKS
WHERE :
ARINC 429 LINKS
ADIRU = AIR DATA INERTIAL REFERENCE UNIT
CTC-231-117-00 FADEC INTERFACES - ARINC 429 INPUT BUSSES AND TLA

EFFECTIVITY Page 37
TOC & ANNUNCIATION
FADEC INTERFACES - ARINC 429 OUTPUTS
The FADEC interface ARINC 429 output busses are - The BMC (Bleed Monitoring Computer) receives the
shown on the opposite page. The main ECU interface is bleed information from the engine through the EIU.
the EIU, however it is not the only one. The ECU 1(2) is
interfaced with: The same bus provides primary parameters (N1, N2,
EGT, fuel flow), which are sent by the ECU directly to
- The Engine interface unit (EIU) the ECAM through the DMC computers. Secondary
- The Display monitoring computers (DMC1, 2, 3) parameters are sent to the ECAM by the SDAC. The
- The Flight Warning computers (FWC 1, 2) FWC are involved in warning messages displayed on the
- The Flight Management Computers (FMGC 1, 2) ECAM system if any abnormal conditions are sensed.
- The Data Management Unit (DMU)
The DMU collects, stores and processes various A/C and
There are two low-bit-rate synchronized ARINC output engine data and generates condition reports.
busses per ECU channel. The information provided to the
Aircraft system is used for the following purposes: The FMGC receives the actual N1 and uses it to compute
the autothrust order, and sends it to the FCU, which
- The CFDS is a Centralized maintenance aid provides the Autothrust target as explained on the
system, which gives the maintenance technicians previous page.
a means to read the information related to most
of the aircraft systems and to initiate tests of NOTE:
these systems from the cockpit. The CFDS The FDIMU (Flight Data Interface Management Unit) is
communicates with the ECU’s through the EIU. a computer that centralizes all the data prior to having it
written in the DFDR.
- The DFDR collects various engine and A/C system
parameters through the FDIMU and the CFDS
system, and processes them internally. The DFDR
stores the data collected over the last 25 hours.
EFFECTIVITY Page 38
& ANNUNCIATION
TOC
CFDS BMC
DFDRS
FDIMU
EIU 1 (2) DMC 1 DMC 3 DMC 2 FMGC 1&2
ENGINE 1 (2)
CH A J3
CH B J4
FWC 1 FWC 2 DMU
FDIMU FLIGHT DATA INTERFACE MANAGEMENT UNIT
CTC-231-126-00 FADEC INTERFACES - ARINC 429 OUTPUT BUSSES

EFFECTIVITY Page 39
TOC & ANNUNCIATION
ENGINE SENSORS DIRECTLY CONNECTED TO

AIRCRAFT COMPUTERS AND DISPLAY LOGIC
Some sensors are directly connected to Aircraft The Low oil pressure switch information is delivered to
computers; their readings are not provided through the the EIU and Flight Warning Computers (FWC’s).
ECU. This means that fault reports will be only available
through the CFDS. An Aircraft logic described later in this course provides
the crew with warning and advisory information.
These computers are:
Maintenance messages will be found in the in the aircraft
- The SDAC’s Centralized Fault and Display System (CFDS).
- The EIU
- The FWC’s The aircraft is equipped with a single Engine and
- EVM Vibration Monitoring computer. It receives the speeds and
vibrations from both engines.
The SDAC’s receive:
The Low oil pressure switch information is delivered to
- Fuel filter clog Engine 1 (SDAC1) EIU and Flight Warning Computers (FWC’s).
- Fuel filter clog Engine 2 (SDAC2)
- Oil filter clog engine 1 & 2 An Aircraft logic described further in that course provide
- Oil Pressure transmitter the crew with warning and advisory information.
- Oil quantity transmitter
Maintenance message will be found in the in the aircraft
The Engine Interface Unit receives the oil temperature Centralized Fault and Display System (CFDS).
parameter taken on the lube unit for engines 1 & 2. This
information is just used for cockpit indication. The aircraft is equiped with a single Engine and Vibration
Monitoring computer. It receives the speeds and
vibrations from both engines.
EFFECTIVITY Page 40
& ANNUNCIATION
TOC
FUEL FILTER CLOG ENG1

SDAC 1
OIL FILTER CLOG
SDAC 2
FUEL FILTER CLOG ENG2
OIL PRESSURE XMTR

EIU
DUAL
OIL QTY XMTR LOW PRESSURE

AND GROUND
LOGIC
OIL TEMP INDIC. DUAL
LUBE UNIT
FWC 1
LOW OIL PRESS SW
FWC 2
N1 SPEED SENSOR
N2 SPEED SENSOR
4
EVMU
N1 BRG ACC
TRF ACC
ENGINE AIRCRAFT
CTC-231-118-00 ENGINE SENSORS DIRECTLY CONNECTED TO AIRCRAFT COMPUTERS

EFFECTIVITY Page 41
TOC & ANNUNCIATION
THRUST REVERSER
In response to the throttle resolver setting (TRA), the The ECU causes the T/R to deploy by energizing both
ECU provides the following functions: the T/R Directional Valve (TRDV) solenoid and the T/R
Pressurizing Valve (TRPV) solenoid, when the A/C is on
- Control of the thrust reverser deploy and stow. ground, the engine is running and the TRA is less than or
- Thrust limiting during reverser transition and after a equal to -4.3 degrees. When all four doors are detected
failure has been detected. fully deployed, the ECU de-energizes the TRPV solenoid.
- Thrust reverser system monitoring, including the T/R
shut-off valve (TRSOV), which isolates the T/R The ECU causes the T/R to stow by energizing the TRPV
from system pressure. and de-energizing the TRDV, when the A/C is on ground,
- Fault identification for accommodation and the engine is running, the TRA becomes greater than
communication, via ARINC outputs, to the aircraft -4.3 degrees, N1 is below 71% and either, the reverser
systems. position is indeterminate and the reverser system is
inadvertently pressurized, or at least one door is detected
The reverser logic is based on throttle lever position, unstowed.
flight/ground status, engine running status, mach number
and reverser position. Failure detection for the T/R control consists of:
Each ECU channel is able to monitor and control the - TRDV circuit failures,
thrust reverser. - TRDV A/C inhibition switch circuit failures,
- TRPV circuit failures,
- Pressurized switch failures,
- Position switch circuit failures,
- Lock failures,
- TRSOV failure.
- Thrust reverser stow time too long.
EFFECTIVITY Page 42
& ANNUNCIATION
TOC
STOW
THROTTLE
LEVER
ECU HCU
DEPLOY
EIU
AIRCRAFT
SYSTEMS
ECU
TRDV RELAY FAILURES POSITION SWITCH CIRCUIT FAILURES
TRDV INHIBITION SWITCH CIRCUIT FAILURES LOCK FAILURES
TRPV CIRCUIT FAILURES TRSOV FAILURES
PRESSURIZED SWITCH FAILURES
CTC-231-038-00 T/R FAILURE DETECTION

EFFECTIVITY Page 43
TOC & ANNUNCIATION
POWER SUPPLY AND WARNING LOGIC
The ECU is supplied with two different voltages through The STAT INV logic is automatically activated when A/C
the Engine Interface Unit. Two busses supply 28 Volts speed is higher 50 Kt. and the Batteries are supplying
Direct current (VDC) for channel A & B operation. power to the Aircraft, regardless of the position of the
BAT1 & 2 pushbutton switches.
Two busses are fed with 115 Volts Alternative current
(VAC) for ignition supply logic. Below 50Kt., the STAT INV is activated:
- If the Aircraft is supplied by the batteries
All electrical inputs for the ECU are routed through the - And the BAT1 & 2 pushbuttons are engaged
EIU, however the supply logic for engines 1 & 2 is slightly (OFF legend Off).
different.
Engine 1 ignition System B is supplied by 115VAC BUS1.
Engine 1 is supplied by the 28 VDC ESS bus for channel
A, and by the 28VDC Battery bus for channel B. Engine 2 ignition System B is supplied by 115VAC BUS2.
Engine 2 is supplied by the 28 VDC ESS bus for channel Above 58% N2, the ECU is powered by the control
A, and by the 28VDC BUS 2 bus for channel B. Alternator.
Engine 1 & 2 ignition System A is supplied by the NOTE:

115VAC ESS BUS or, according to an Aircraft logic, by In Menu mode, the condition is still 15% N2.
the 115VAC STAT INV bus.
The STAT INV bus transforms DC power from Battery

1 into single phase 115VAC 400 Hz power, which is
supplied to the A/C Essential Bus.
EFFECTIVITY Page 44
& ANNUNCIATION
TOC
A/C
ENGINE 1 ENGINE 2 EIU 1(2) ECU 1(2)
BUSSES
ESS BUS ESS BUS
CH A POWER SUPPLY SOLENOIDS
28 VDC 28 VDC
RELAYS MONITORING AND

PMA
CH B POWER SUPPLY TORQUE

BAT BUS BUS 2
MOTORS
28 VDC 28 VDC
ESS BUS ESS BUS

115 VAC 115 VAC SYS A
IGNITION
STAT INV STAT INV
115 VAC 115 VAC LOGIC
AIRCRAFT LOGIC
BUS 1 BUS 2 MONITORING
SYS B
115 VAC 115 VAC
AIRCRAFT ENGINE
CTC-231-119-00 POWER SUPPLY LOGIC

EFFECTIVITY Page 45
TOC & ANNUNCIATION
FADEC INTERFACES
The ECAM monitors operational data in order to display

warnings and system information. FADEC system data
is processed by the SDAC’s, FWC’s and DMC’s before
being presented on the ECAM Engine Warning Display
(EWD) and System Display (SD).
The EWD is dedicated to the primary engine parameters

and engine warning messages. The SD is dedicated
to the propulsion system parameters when the engine
system page is called either automatically, or manually.
The SDAC’s digitalize systems data and transmit it to

the DMC’s. The SDAC’s receive systems information
concerning amber cautions and transmit it to the FWC’s.
The FWC’s receive systems data concerning red

warnings and memos, generate messages and activate
attention getters. Both FWC’s have the same engine
monitoring capability.
The DMC’s use outputs from the FWC’s to display

information on the lower part of the EWD.
The EVMU provides vibration information to the SDAC’s

for real time monitoring on the ECAM and to the DMU for
condition monitoring.
EFFECTIVITY Page 46
& ANNUNCIATION
TOC
MASTER MASTER
CAUT WARN
ECU
FWC 1
3
FWC 2
UPPER
ECAM
DMC 1 EWD
EIU 2 DMC 2
DMC 3 LOWER
ECAM
SD
SDAC 1
3
SDAC 2
EVMU
CTC-231-120-00 ENGINE DATA DISPLAY PROCESSING

EFFECTIVITY Page 47
TOC & ANNUNCIATION
ON-BOARD MAINTENANCE SYSTEM
Acquisition of aircraft system data is performed by the The Data Management Unit (DMU) also reads vibration
Centralized Fault Display System (CFDS). This includes information. It builds report in which Vibration, and phase
the ECAM to display warnings and system information, angle for N1 and N2 rotors are specified.
the DFDRS, which is an obligatory recording system, the
CFDIU and the DMU, which is the main component of the The main components of the CFDS are the CFDIU,
Aircraft Integrated Data System (AIDS). which has a main channel and a standby channel, and
the aircraft system BITES. The CFDIU continuously
In each aircraft system computer, a BITE monitors scans the busses from the aircraft systems and if a failure
the system and memorizes the failures. After failure message from a system BITE is present on a bus, the
detection, the BITE is able to identify the possible failed CFDIU copies and stores it.
LRU’s and give a ‘snapshot’ of the system environment
when the failure occurred. All information necessary for The CFDIU also stores the ECAM messages generated
maintenance and troubleshooting is memorized in NVM. by the FWC’s and acts as an interface for some class 2
failures, transmitted by the DMU, and used for the ECAM
The ECU is able to distinguish between faults external maintenance status.
and internal to the FADEC system. External faults are
defined as those detected on aircraft interfaces not
dedicated to the FADEC system. External functions
include the ADIRU’s, the EIU and aircraft power supplies.
All other faults in the system (ECU, HMU, sensors,
cables, components, etc.) are considered internal faults.
The EVMU is a built-in test equipment. All internal

or external failures are monitored with the CFDS.
Specific maintenance procedures are available for
troubleshooting.
EFFECTIVITY Page 48
& ANNUNCIATION
TOC
SDAC 1 FWC 1
SDAC 2 FWC 2
ECU
EIU
CFDIU
EVMU
MCDU 1
PRINTER MDDU ACARS DAR PDL
MCDU 2
DMU (AIDS)
CTC-231-010-00 ON-BOARD MAINTENANCE

EFFECTIVITY Page 49
TOC & ANNUNCIATION
ON-BOARD MAINTENANCE SYSTEM (CONTINUED)
The aircraft systems are divided into types 1, 2 and

3, depending on their capabilities and connection to
the CFDIU. Most systems are type 1 and these can
memorize failures which have occurred in the last 64
flights. The engine (FADEC) is a type 1 system.
The MCDU is the operators interface with the CFDIU.
The DMU records significant operational parameters in

order to monitor the engines, the aircraft performance
and to analyze specific aircraft problems. A Portable
Data Loader (PDL) can be connected to the DMU for up
and down loading. An optional Digital AIDS Recorder
(DAR) enables data to be stored on a replaceable
cassette.
Most reports may be printed and data can also be

transmitted to the ground, manually or automatically,
through the ACARS. Data may also be loaded into the
maintenance computers, through the Multi-purpose Disk
Drive unit (MDDU).
EFFECTIVITY Page 50
& ANNUNCIATION
TOC
EFFECTIVITY Page 51
& ANNUNCIATION
TOC
ON-BOARD MAINTENANCE SYSTEM - FAULT

DISPLAY PRINCIPLE
During flight, all faults, failures, or abnormal situations are In addition, there are some audio warnings. The single
recorded by the Aircraft. tone indicates an advisory information, a parameter
drifting from its normal value. The continuous chime
The faults are classified by level; there are three levels of indicates a more important failure. In both cases, if
failure: existing the relevant page comes on the lower ECAM.
- Class 1 faults are indicated to the crew in real time.
When the ECAM displays an abnormal information item,
- Class 2 faults are not indicated to the crew in real it is displayed with a certain logic that will be described
time. At the end of the flight, when the aircraft is on for each parameter in this course.
the ground for more than 30 seconds after 80 kt, a
status box comes on the upper ECAM. In addition after landing a post flight report is printed
automatically 30 seconds after 80 kt. This report is
- Class 3 faults are not indicated to the crew. These for the maintenance people, in order to initiate the
faults will be retrieved in the CFDS memory by the troubleshooting.
maintenance specialist.
The post flight report displays only class 1 and 2 faults, it
There are two levels of class 3 faults. The class 3 long must be also reported in the A/C logbook.
dispatch faults concerning items, and the SM (scheduled
maintenance) concerning faults that must be repaired The post flight report indicates the ECAM WARNINGS
within 500 hours. indicated to the crew during the flight and the FAULT
MESSAGES for the maintenance specialist.
The faults provided to the crew in real time are displayed
on the UPPER ECAM in the message area: The PFR indicates which system has a fault and when it
occurred with a specific grammar, which is useful to find
- ENG1 OVERTEMPERATURE the troubleshooting procedure.
- ENG1 COMPRESSOR VANE
EFFECTIVITY Page 52
& ANNUNCIATION
TOC
DING
MASTER DING
5 5
10
N1 10
FLX 1.296 56 C DING
84.2
%
84.2 WARN DING
5
10 EGT 5
10
0
C FOB: 6700KG
952 670 AFTER FLIGHT
N2 S FLAP F
104.9 % 99.9
A/C ID DATE GMT FLNT CITY PAIR
F.F 2
2300
KG/H
2185 .F-GFXU 20JUN 1045 AF2706 LFPO LFPNO
ENG 1 EGT OVERLIMIT T.0 INHIBIT

ENG 1 COMPRESSOR VANE IGNITION
MAINTENANCE
LDG LT
POST FLIGHT REPORT
A/C ID DATE GMT FLTN CITY PAIR

.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
ENGINE ECAM WARNING MESSAGES

F.USED
207 215 VIB (N1) GMT PH ATA
KG
1.6 1.6 0920 05 73-21 ENG 1 EGT OVERLIMIT
GMT PH ATA
OIL
25 25
VIB (N2) 0920 05 73-21 ENG 1 COMPRESSOR FAULT
QT GMT PH ATA
0 14.5 0 14.4 0.3 0.3
1125 06 28-21 FUEL L TK PUMP 1 LO PR
300 300
FAULT MESSAGES
PSI
0 166 0 166 GMT PH ATA SOURCE IDENT.
0
C 0920 05 73-21-10 J8,HMU ECU1B
140 140 VBVTM,ECU
GMT PH ATA
1125 06 28-21-00 PUMP(1QW)
TAT +10 C GW 54700 KG
SAT +10 C 03 H 25
CTC-231-121-00 ONBOARD MAINTENANCE SYSTEM - FAULT DISPLAY PRINCIPLE

EFFECTIVITY Page 53
TOC & ANNUNCIATION
ON-BOARD MAINTENANCE SYSTEM-FAULT

RETRIEVAL PRINCIPLE
The Post flight report may be available with the MCDU The Post Flight Report provides the ECAM warning and
(Multipurpose Control and Display Unit) through different the maintenance message.
ways:
As shown on the opposite page, the ENG1 OVERLIMIT
- By Acars (Aircraft Communication And Reporting provided to the the crew does not have any maintenance
System) if one presses the Send MCDU key on message. Indeed the engine related does not have any
the bottom left of the screen. problem. Overtemperature is linked to the VBV for which
there is a flight crew message : ENG1 COMPRESSOR
- It can be printed by pressing the opposite Print key VANE and this message is related to the maintenance
on the bottom right of the screen. message J8, HMU (VBV TM), ECU.
- The last possibility to obtain the PFR is automatic, Sometimes, according to the flight phase and the FWC
during landing 30 seconds after 80 kts, the PFR is (Flight Warning Computer) logic, the crew is not always
printed. aware of a failure. This logic belongs to Airbus and will
not be described in this course. To conclude on that point,
the airplane logic says “don’t bother the crew with that
fault now, there are something else to do“.
EFFECTIVITY Page 54
& ANNUNCIATION
TOC
REPORT AUTOMATICALLY PRINTED AT 80 KT + 30 SECONDS.

OR AVAILABLE ON DEMAND BY PRESSING THE PRINT KEY.
CFDS →
OR AVAILABLE BY ACARS SYSTEM BY PRESSING THE SEND KEY.
<LAST LEG REPORT
<LAST LEG ECAM REPORT
<PREVIOUS LEGS REPORT A/C ID DATE GMT FLNT CITY PAIR
.F-GFXU 20JUN 1045 AF2706 LFPO LFPNO
<AVIONICS STATUS
<SYSTEM REPORT/TEST
POST MAINTENANCE
*SEND FLT REP PRINT> POST FLIGHT REPORT
BRT A/C ID DATE GMT FLTN CITY PAIR

DIR PRO
ROG
RO PER
PERF INI
NIT
NI DAT
ATA
OFF
F-PL
-PLN
-PL RAD
AD FUEL
EL
EL SEC
C ATC
TC
MCDU
DU ECAM WARNING MESSAGES
N
NAV PR
RED
R F-
F-PLN CC
CCMM
M
MENU
AIRR GMT PH ATA
PORT
PO
NEXT
XT A B C D E 0920 05 73-21 ENG 1 EGT OVERLIMIT
GMT PH ATA
PAGE
PA
AGE
A
0920 05 73-21 ENG 1 COMPRESSOR FAULT
F F G H I J M GMT PH ATA
A C
I D 1125 06 28-21 FUEL L TK PUMP 1 LO PR
L
1 2 3 K L M N O U
FAULT MESSAGES
F M
M
G
4 5 6 P Q R S T E
N
GMT PH ATA SOURCE IDENT.
C U 0920 05 73-21-10 J8,HMU EIU1FAD
VBVTM,ECU
7 8 9 U V W X Y
GMT PH ATA
0 / Z - + O FY
OVFY CL
LR
1125 06 28-21-00 PUMP(1QW)
CTC-231-122-00 ON BOARD MAINTENANCE SYSTEM - FAULT RETRIEVAL PRINCIPLE

EFFECTIVITY Page 55
TOC & ANNUNCIATION
ON BOARD MAINTENANCE SYSTEM - FAULT

RETRIEVAL PROCEDURE
To get the correct procedure, the PFR data has to be

entered on the AirNav software as shown on the opposite
page.
When the search button is pressed, the appropriate

procedure is available.
An intermediate screen pops-up to select the appropriate

Aircraft type.
EFFECTIVITY Page 56
& ANNUNCIATION
TOC

MAINTENANCE
POST FLIGHT REPORT

ECAM WARNING MESSAGES
GMT PH ATA
0920 05 73-21 ENG 1 EGT OVERLIMIT
GMT PH ATA
0920 05 73-21 ENG 1 COMPRESSOR FAULT
GMT PH ATA
1125 06 28-21 FUEL L TK PUMP 1 LO PR
FAULT MESSAGES

0920 06 73-21-50 J8,HMU ECU1FAD
VBVTM,ECU
GMT PH ATA
1125 06 28-21-00 PUMP(1QW)
CTC-231-123-00 ON BOARD MAINTENANCE SYSTEM - FAULT RETRIEVAL PROCEDURE

EFFECTIVITY Page 57
TOC & ANNUNCIATION
ON BOARD MAINTENANCE SYSTEM - CORRECTIVE

PROCEDURE
The Maintenance message J8, HMU (VBV TM), ECU

provides the three most probable faulty components. In
our case, the J8 harness, the HMU itself and in particular
the VBV torque motor, or the ECU.
The procedure indicates the possible causes and as

usual the related procedure to get to the components on
the engine.
EFFECTIVITY Page 58
& ANNUNCIATION
TOC
CTC-231-124-00 ON BOARD MAINTENANCE SYSTEM - CORRECTIVE PROCEDURE

EFFECTIVITY Page 59
TOC & ANNUNCIATION
ON BOARD MAINTENANCE SYSTEM - CORRECTIVE

PROCEDURE
Now that the procedure is available, the philosophy is

the following: by disconnecting the indicated connectors
at defined places and measuring the pin resistance, it is
possible to isolate the cause of the defect.
In our case, the ECU connector is removed if the

resistance measured on the harness and component is
within the specified values, i.e. the ECU is certainly the
cause of the defect. Otherwise, if the resistance is out of
the limit, it might be either the harness or the component.
By measuring the resistances on the component itself, it
is possible to say which one is the cause of the failure.
EFFECTIVITY Page 60
& ANNUNCIATION
TOC
DISCONNECT HARNESS
FROM ECU CONNECTOR
CHECK RESISTANCE
OF
HARNESS / COMPONENT
NO YES
IS RESISTANCE
WITHIN LIMIT ?
DISCONNECT HARNESS
FROM COMPONENT
YES
CHECK RESISTANCE IS RESISTANCE
OF COMPONENT WITHIN LIMIT ?
NO
REPLACE COMPONENT REPLACE HARNESS REPLACE ECU
CTC-231-125-00 ON BOARD MAINTENANCE - SYSTEM CORRECTIVE PROCEDURE

EFFECTIVITY Page 61
TOC & ANNUNCIATION
EFFECTIVITY Page 62
& ANNUNCIATION
TOC
ECU SIGNALS
EFFECTIVITY Page 63
ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 ECU SIGNALS
TOC & ANNUNCIATION
CATEGORIES
Two types of data and command values are transmitted Parametric values
between the aircraft systems and the engine controls
using dedicated wiring. Unlike discretes, parametric values are not fixed, but can
vary over a specified range.
Discrete values
Examples of parametric values include:
Discretes have one of two values, i.e. on/off, open/ - Throttle lever resolver angle (-38.00 - 85.50).
closed. - N1 fan speed sensing (0 - 5000 rpm).
- Oil quantity (0 - 100%).
Discretes that supply aircraft configuration data and
commands to the ECU are either pin-programmed, or
a direct open/closed output of a switch operated by the
flight crew, system, or valve.
Examples of discrete inputs from the aircraft include:

- Engine position.
- Master lever position.
- Autothrust engagement and disconnect.
The ECU receives discrete inputs from the engine and

the ID plug.
Examples of discrete inputs from the engine include :

- Overspeed governor switch (HMU).
- Starter Air Valve position switches.
EFFECTIVITY Page 64
& ANNUNCIATION
TOC
OPEN
CLOSED
DISCRETE
STARTER AIR VALVE
N1 MCT
REF FLX TO TO/GA mVOLTS
MAX DRT
REV MCL
IDLE
-38 0 85.5 TLA
THROTTLE LEVER ANGLE PARAMETRIC
CTC-231-011-01 CATEGORIES
EFFECTIVITY Page 65
TOC & ANNUNCIATION
SIGNAL TYPES
Analog signals ARINC429
The ECU receives and transmits discrete and parametric Communications between the engine control system
electrical values through dedicated wiring. These and aircraft systems are largely carried out using digital
values can be those received from various sensors and signals.
switches, or those sent to control engine components,
such as torque motors. The digital signals are sent across serial databuses in a
particular format, which can be recognized and decoded
Because the values rarely have the same range and vary at either end of the communications link. Defined by
depending on the particular component, they are known Aeronautical Radio Inc, this format follows a particular
as analog signals. protocol and is known as ARINC429.
Digital signals Although these signals are digital, they do not use
the same format as those internal to the ECU and
Like all computers, the ECU contains logic boards to therefore, have to be processed before being received, or
process the data received and transmitted, but they use a transmitted.
certain kind of electronic signal known as digital.
Much simplified, digital signals are a series of square-

shaped waveforms, called data bits. The value of these
data bits is described as a ‘1’, or ‘0’. Since a ‘1’, or ‘0’
can also be considered as ‘on’, or ‘off’, most discrete
signals are processed as digital signals.
Analog and digital signals do not have the same format

and therefore, analog signals go through a conversion
process, before passing to, or from the ECU.
EFFECTIVITY Page 66
& ANNUNCIATION
TOC
ECU
mV
ANALOG
0 1 0 0 1 0 1 0 1 0
TO
DIGITAL
ANALOG SIGNAL 'IN' CONVERTER
DIGITAL DATA FOR PROCESSING
(SENSOR INPUT)
DEDICATED
WIRING mA
DIGITAL
1 0 1 0 0 0 1 0 1 0
TO
ANALOG
ANALOG SIGNAL 'OUT' CONVERTER
PROCESSED DIGITAL DATA
(T.M. CONTROL, SOLENOID)
0 1 0 1 0 1 0 0 1 0 0 1 0 0 0 1 0 0 1 0
ARINC
ARINC PROCESSOR
DATABUS DIGITAL DATA DIGITAL DATA
(ARINC PROTOCOL)
CTC-231-012-01 SIGNAL TYPES

EFFECTIVITY Page 67
TOC & ANNUNCIATION
DIGITAL SIGNAL INTERFACES
ARINC429 databusses 32-bit words
Digital communication between the aircraft and the Each 32-bit word is made up of 5 sections that serve
engine is in the form of a serial group of 32 data bits different purposes:
arranged in a predefined order (ARINC429 protocol), that
can be considered as a coded sentence. - The section using bits 1-8 is known as the label and
is used to categorize the word, corresponding to
This coded sentence is known as a 32-bit digital ‘word’. ARINC429 definitions.
The word is transmitted, or received through ARINC429 - Bits 9 and 10, are used as the Source/Destination
databusses. Identifier (SDI).
i.e. The source could be the name of the computer
transmitting the data.
- The data section is made up of bits 11 to 29.
i.e. Parametric, or discrete values put into digital
format.
- Bits 30 and 31 are used for the Status Matrix (SM),
which indicates the data word condition and
validity.
- Bit 32 is the parity bit. ARINC protocol requires that
the sum of ‘1’ bits contained in the word must be
an odd number, so the parity bit is set to either a
‘1’, or ‘0’ as necessary.
EFFECTIVITY Page 68
& ANNUNCIATION
TOC
G ID
E
E
E
HP LO T IN VA ID ISA VAL
T3 INP AL/ VA ID SAG EE
RE
T VA LID LID RE
RE
RE
R
PU IN A A G
T2 INP UT VA EL K IN
N1 INP T IN AL D SAG
T5 LOC UT VA L D AG
IN T V V A
2 PU IN IN DIS
P IN E IS
5 U IN L D
P IN D C
IN L I
I
N1 INP T IN AL L D
N1 IN UT OD L D
P0 IN UT MO BA
T1 IN UT PUT EL
N2 INP T IN OD ID
T4 C AL VAL ID
VA D
D
3 D N V ID
PT IN AL EE D
95 /C M ID
Ps AN T INVAL D
IN LI
LI
L
L
E
2 P / D
0 P M E
D
3 C F I
U V I
I
Ps LO 2 AL
TE IN L/ D
T2 IN I O
5 A MO
V
M
N
/
P2 LOC L/
A
5 P
T C
U
U
U
T
N2 LOC
T3
1 1 1 0 0 1 0 0 0 1 0 0 0 0 0 0 1 0 1 0 0 0 0 1 0 1 0 1 0 1 1 1
32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
P SM DATA SDI LABEL
P : PARITY (ODD)
SM : STATUS MATRIX (DATA CONDITION/VALIDITY)
SDI : SOURCE/DESTINATION IDENTIFIER
LABEL : WORD-TYPE IDENTIFIER
CTC-231-013-00 ARINC 429 MESSAGE

EFFECTIVITY Page 69
TOC & ANNUNCIATION
ECU INPUTS
Each ECU channel receives critical engine signal inputs When the signal is less critical, only one source sends a
from separate sources. signal, which is connected to both channels.
Dual inputs: Shared inputs:

LVDT/RVDT and resolver: EGT.
- VSV, VBV, TBV, LPTC, HPTC, FMV. T Case.
Valve position switches: Fuel flowmeter.
- SAV, FRV, HPSOV. HMU OSG switch.
PS12. ID plug inputs.
PS3.
P0.
T25. Non-critical control inputs are only sent to one channel.
T12.
T3. Single inputs:
TEO. PS13 to channel A (PMUX option).
TECU. T5 to channel A (PMUX option).
N1 and N2 signals. P25 to channel B (PMUX option).
Dual power:
Engine alternator.
EFFECTIVITY Page 70
& ANNUNCIATION
TOC
SINGLE
PS13 (PMUX)
T5 (PMUX)
ECU
DUAL
CHANNEL
A
LVDT/RVDT/RESOLVER
SOL POSITION SW (e.g. SAV)
PS12 SHARED
PS3
P0 EGT
T25 TC
T12 FUEL FLOWMETER
T3 HMU OSG SW
TEO ID PLUG
TECU
N1
N2
CHANNEL
B
ENGINE ALTERNATOR
SINGLE
P25 (PMUX)
CTC-231-014-00 ENGINE INPUTS TO THE ECU

EFFECTIVITY Page 71
TOC & ANNUNCIATION
ECU INPUTS
Identification plug parameters Fuse links
The engine identification (ID) plug provides the ECU The fuse links are configured at production and cannot
with engine configuration information. It is plugged into be changed. They are used to define engine thrust
connector J14 on the ECU and attached to the fan case parameters:
by a metal strap. It remains with the engine even after - Rating.
ECU replacement. - Bump.
- Plug type.
It consists of a plug connector and a coding circuit. The
coding circuit is welded to the plug connector pins and is Push-pull links
equipped with fuse and push-pull links, which are used to
ensure, or prohibit connection between the different plug The push pull links are made by a switch mechanism
connector pins. located between two contacts. These links can be
manually opened, or closed, according to requirements.
These links are configured at the time of installation on
the aircraft and define:
- Engine configuration: -5B, or 5B/P.
- System configuration: SAC, DAC.
- Trim level: 0 to 7.
- Monitoring parameters: With, or without PMUX.
- Tool: Engine serial number programming tool.
- EGT monitoring: EGT monitoring selection.
- DAC combustion chamber type DAC1, DAC2.
- TRIM level 0 to 7.
- Accoustical package installed.
- A318 TCMA (Disabled).
EFFECTIVITY Page 72
& ANNUNCIATION
TOC
RATING 29 FUSE LINKS

RATING 16
RATING 15
RETURN 28
NEW/PREVIOUS 1
N1 TRIM 5
N1 TRIM 14
RETURN 4
N1 TRIM 11 PUSH-PULL LINKS
PMUX 13
RATING 12
SPARE 24
RETURN 25
5A/5B 20
N1 TRIM PARITY 21
RETURN 8
EGT MONITORING 31
CONFIG. PARITY 30
ENGINE CONFIG. (5B) 19
ENGINE CONFIG. (5B/P) 7
ACCOUSTICAL PACKAGE INSTALLED 6
RETURN 18
TCMA DISABLED 23
SYSTEM COMBUSTOR CONFIG LSB 22
SYSTEM COMBUSTOR CONFIG 9
SPARE 3
SYSTEM COMBUSTOR CONFIG MSB 2
RETURN 10
SPARE 17
SPARE 26
SPARE 27
CTC-231-015-01 ID PLUG (J14) PARAMETERS

EFFECTIVITY Page 73
TOC & ANNUNCIATION
ECU OUTPUTS
Each ECU channel has 2 independent ARINC429 serial Channels A and B deliver constant outputs, irrespective
databuses, which interface with the aircraft. There are no of which channel is in control. Channel switch-over does
differences in the bus outputs, but data which is specific not affect the output data of the ECU, except for the
to a channel, such as fault and maintenance data, may status indication for the channel in control, items specific
differ from channel to channel. Sensor values that are to the channel in control and whatever faults caused the
output by the two separate ECU channels will also be switch-over.
slightly different, but within signal tolerance requirements.
Both ECU channels are able to control torque motor
Cockpit indication data is output to the aircraft to keep the and solenoid output loads, but only the active channel
flight crew informed of the operational status of system supplies control outputs during normal operation and the
components and FADEC system controlled engine standby outputs are not used.
parameters.
The ECU turns the two engine igniters on, or off, using
Maintenance data is output, via the ARINC429 buses to relay-controlled switches, internal to the ECU.
the aircraft maintenance computer. This data provides
information to help the ground crew identify system Each channel of the ECU also provides excitation
faults and isolate the faults to the correct LRU, or system voltages for the throttle control system resolvers.
interface.
Engine condition monitoring parameters are output to the

aircraft, via the ARINC buses, as digital equivalents of all
sensor inputs to the ECU.
EFFECTIVITY Page 74
& ANNUNCIATION
TOC
AIRCRAFT ECU
TRA EXCITATION
ACTIVE / STD-BY
T/R DIRECT VALVE
ACTIVE / STD-BY CHANNEL ENGINE ENGINE SENSORS

T/R PRESSURE VALVE
A
ACTIVE / STD-BY FMV
OUTPUT DATABUS 2A HPTC
LPTC
OUTPUT DATABUS 1A VSV
VBV RVDT
TBV LVDT
OUTPUT DATABUS 1B SAV RESOLVER
FRV
STD-BY / ACTIVE
OUTPUT DATABUS 2B
STD-BY / ACTIVE CHANNEL IGNITERS

T/R PRESSURE VALVE
B
STD-BY / ACTIVE
T/R DIRECT VALVE
TRA EXCITATION
CTC-231-017-01 ECU OUTPUTS

EFFECTIVITY Page 75
TOC & ANNUNCIATION
EFFECTIVITY Page 76
& ANNUNCIATION
TOC
FAULT DETECTION
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 FAULT DETECTION Page 77
TOC & ANNUNCIATION
FAULT DETECTION
Signal processing
Within the ECU, 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 ECU 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 control low calculations. The control
laws are entirely managed by the ECU 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
& ANNUNCIATION
TOC
LOCAL CHANNEL
ANALOG
SIGNAL
CHECK ARINC
DISCRETE PARAMETER OUTPUT
CONTROL
SELECTION LAW CONTROL
S/TM
RANGE CALCULATIONS
ARINC
CHECK
CCDL
CROSS CHANNEL
ANALOG
ARINC
DISCRETE AS AS AS
ABOVE ABOVE AS ABOVE S/TM
ARINC ABOVE
CTC-231-018-01 SIGNAL PROCESSING

EFFECTIVITY
TOC & ANNUNCIATION
ANALOG VALUES INPUT VALIDATION AND

CONVERSION
The analog values received in mV or mA or frequencies The grammar used in the message is as follows:
are transformed into digital values.
- A sensor, a harness, the ECU
A conversion test fault is performed to evaluate the T12 , J9 , ECU
validity of the conversion.
ECU PRESS SYS A
If the data is converted without any problem, it is used in when all input pressures for channel A are
further processing described below. invalid.
On the other hand, if the conversion is not done correctly, ECU (PXX SENSOR)
a failure message is issued. when a particular sensor input is not valid.
The following engine parameters are checked: The ECU provides the following message:
- Temperatures: T12, T25, T3, T495, TEO - ECU (DATA ACQN )

- Pressures: P0, PS12, PS3, PMUX ( Ps13, P25)
- Speeds: N1, N2. In this case the data are not received in time, so there is
a timer fault.
Or
All Speeds, Wrap-around faults, are corrupted. FMV,

VSV, VBV, HPTCCV, TBV, LPTCCV, Solenoids.
EFFECTIVITY
& ANNUNCIATION
TOC
VALID
ANALOG
A/D CONVERTER CONVERSION TEST
FAIL
MESSAGES SET ON APPROPRIATE
CHANNEL IF :
- CONVERSION FAULT
ECU (DATA ACQN)
SET IF TIMER EVENT FAULT MESSAGE GRAMMAR

OR COMPONENT, HARNESS, ECU FOR EACH CHANNEL.
SPEED CONVERSION
AND
SIGNAL CONDITIONING FAULT
AND
WRAP FAULT ON ALL INPUTS TXX SNSR
TLA SNSR JYY ECU
N1(2) SNSR
LOCAL CHANNEL FLOW SNSR * FMV, VSV, VBV,
ANALOGIC
TEO SNSR HPTCCV, TBV,
SIGNAL
CHECK
TORQUE MOTOR * LPTCCV
DISCRETE
ARINC RANGE
CHECK
ECU (PXX SENSOR) ECU PRESS SYS Z
ECU, PSXX SNSR LINE
CCDL
CROSS CHANNEL
ANALOGIC XX = AERODYNAMIC STATION

DISCRETE AS YY = HARNESS NUMBER
ABOVE
ARINC
C Z = CHANNEL A OR CHANNEL B
CTC-231-019-01 INPUT VALIDATION & CONVERSION CHECK - ANALOG VALUES

EFFECTIVITY
TOC & ANNUNCIATION
INPUT VALIDATION
ARINC429 inputs
The ECU monitors all ARINC429 inputs from the ADC’s

and the EIU for presence (activity).
ARINC429 words pass through an ARINC processor and

the converted word is then checked for basic validity.
The converted words are considered valid if they are
received within the correct ARINC transmit interval and
the parity is odd.
At the same time, the ECU checks the Status Matrix

(SM). The SM depends on the label of the received
word. For most labels, the word is considered valid if the
SM is ‘11’, but for some labels (e.g. EIU discrete words),
the SM is a different value. If the word fails the basic
validity check, the ECU flags the word as invalid.
If the word passes the validity test, the data contained in

the word is then passed to the next check logic, which
tests it for range.
EFFECTIVITY
& ANNUNCIATION
TOC
VALID
ARINC
ARINC PROCESSOR WORD VALIDITY TEST
FAIL
WORD VALIDITY TEST :
- TIME INTERVAL
- PARITY
- SM
MESSAGES GRAMMAR :
ONE OR TWO SYSTEMS LINKED TO ECU

EIU (ARINC), HARNESS XXX = LABEL
NAMED, THE HARNESS USED AND THE
EIU (XXX), HARNESS 031,150
ARINC LABEL.
ECU (ADC ZZZ INFTC) ZZZ = 1 OR 2
LOCAL CHANNEL FCU, EIU (034), HARNESS (NUMBER) = LABEL

CFDIU, EIU (227), HARNESS
ANALOGIC
SIGNAL
CHECK
CFDIU, EIU (155), HARNESS
DISCRETE ZC, EIU (031), HARNESS
ZC, EIU (030), HARNESS
RANGE
ARINC
CHECK ECU (EIU INFTC)
P0/P12/T12, ADC, ECU HARNESS = J3
CCDL
CROSS CHANNEL
ANALOGIC
DISCRETE AS
ABOVE
ARINC
C
CTC-231-020-01 INPUT VALIDATION SIGNAL CHECK

EFFECTIVITY
TOC & ANNUNCIATION
INPUT VALIDATION
Analog and discrete inputs
If the signal passes the conversion test, it is considered

valid and passes onto a range test stage, which checks
for minimum and maximum limits.
As most discrete inputs are treated as digital signals, they

pass directly to the range test logic.
EFFECTIVITY
& ANNUNCIATION
TOC
VALID FOR FURTHER DATA = VALUE

PROCESSING STATUS = VALID
RANGE
CHECK MESSAGES SET ON APPROPRIATE CHANNEL IF :
INVALID HOLD DATA = LAST VALID VALUE
LAST VALID VALUE STATUS = INVALID
- RANGE FAULT : PARAMETER BETWEEN
A MIN AND A MAX VALUE.
DISCRETE
SWITCH MUST BE IN A CLOSED POSITION ANALOGIC MESSAGE GRAMMAR

AT ZERO N2 SPEED UP TO A VALUE. COMPONENT, HARNESS, ECU FOR EACH CHANNEL.
THE CONDITION LASTS FOR MORE THAN
A CERTAIN TIME.
HMU (OSG), J7
TXX SNSR
LOCAL CHANNEL
TLA SNSR JYY ECU
N1(2) SNSR
ANALOGIC FLOW SNSR
SIGNAL
* FMV, VSV, VBV,
CHECK TEO SNSR
DISCRETE HPTCCV, TBV,
TORQUE MOTOR *
RANGE
LPTCCV
ARINC
CHECK
ECU (PXX SENSOR)

CCDL
ECU, PSXX SNSR LINE
CROSS CHANNEL
ANALOGIC
DISCRETE AS XX = AERODYNAMIC STATION

ARINC
C
ABOVE
YY = HARNESS NUMBER
Z = CHANNEL A OR CHANNEL B
CTC-231-021-01 INPUT VALIDATION RANGE CHECK - ANALOG AND DISCRETE VALUES

EFFECTIVITY
TOC & ANNUNCIATION
DIGITAL DATA VALIDATION
If the digital word contains parametric data (parametric

values transformed into digital values), the ECU extracts
that data and checks the range limits.
ADC data received by the ECU can also be checked

against inputs from the engine’s dedicated sensors
(P0, PS12, T12). After validation, a weighted average
of ADC data and engine sensor values is selected. In
the case where values from both ADC parameters and
engine sensors are considered invalid, default values are
assigned.
If the digital word contains discrete data (on/off, open/

closed), the ECU determines its validity based on the
validity of the word in which it resides. i.e. if the digital
word has been passed as ‘valid’, then the ECU considers
that the discrete data contained in that word is also valid.
EFFECTIVITY
& ANNUNCIATION
TOC
VALID FOR FURTHER DATA = VALUE

PROCESSING STATUS = VALID
RANGE
CHECK MESSAGES SET ON APPROPRIATE CHANNEL IF :
INVALID HOLD DATA = LAST VALID VALUE
LAST VALID VALUE STATUS = INVALID
- RANGE FAULT : PARAMETER BETWEEN
A MIN AND A MAX VALUE.
MESSAGES GRAMMARS :
1 SYSTEM, LOCATION FOR EACH CHANNEL.
LOCAL CHANNEL EIU, LGCIU (WOW)

ANALOGIC
SIGNAL
CHECK
2 SYSTEM, INTERFACE, HARNESS FOR EACH CHANNEL.
DISCRETE
FCU, EIU (ATN1), HARNESS HARNESS = J3

ARINC RANGE
CHECK ZC, EIU (ECSD), HARNESS
CFDIU, EIU (XXX), HARNESS XXX = FLGT OR GMT OR DATE
CCDL
ECU (ADC Z INFTC) Z = 1 OR 2
CROSS CHANNEL
ANALOGIC
DISCRETE AS
ABOVE
ARINC
C
CTC-231-114-01 INPUT VALIDATION RANGE CHECK - DIGITAL VALUES

EFFECTIVITY
TOC & ANNUNCIATION
FEEDBACK LOOPS
RVDT/LVDT
The RVDT’s and LVDT’s send actuator position
information to the ECU and can be considered as a kind
of electrical transformer.
They consist of a primary coil (winding) and two

secondary coils, separated by a moveable core.
Resolver
The resolver is used because, compared to the RVDT’s
and LVDT’s, it is more accurate.
The resolver also has two secondary coils, but the

moveable core is a rotating primary coil.
Operation
The excitation voltage for the primary coil is provided
by the ECU channel output side and, as the actuator
position changes, the moveable core changes the value
of the voltage induced into the secondary coils.
The induced voltages from the two secondary coils are

provided back to the input side of the ECU channel,
where they are subjected to validation tests.
EFFECTIVITY
& ANNUNCIATION
TOC
FEEDBACK SIGNALS
+ V1 HMU
-
+ V2
PILOT SECONDARY
TM
VALVE COILS
(V1 AND V2)
ECU
CHANNEL
PRIMARY
COIL
EXCITATION VOLTAGE
+
-
CTC-231-022-00 VDT AND RESOLVER

EFFECTIVITY
TOC & ANNUNCIATION
FEEDBACK LOOPS
RVDT/LVDT Resolver
The ECU checks the output voltage validity and The ECU checks the output voltage validity and
generates a fault message if: generates a fault message if:
- V1 or V2 is out of range. - V1 or V2 is out of range.

or, or,
- the sum of V1 + V2 is out range. - The sum of V1² + V2² is out range.
or, or,
- the calculated position is out of range. - The calculated position is out of range.
Typical fault message Typical fault message
CHA / CHB CHA CHB

J7, HMU(FMVRES), ECU J8, HMU(FMVRES),
VSV ACT, ECU
VBV SNSR,
HPTC VLV, J11 / J12, ECU Set if:
LPTC VLV,
TBV VLV, - Local OR cross invalid
- Local & cross invalid
Set if: - Local OR cross invalid & In range fault
- Conversion fault on local AND/ OR Cross channel
Local & cross values disagree more by than a certain
value.
EFFECTIVITY
& ANNUNCIATION
TOC
CHA CHB
+ + VSV ACT, J11, ECU HPTC VLV, J12, ECU
V SECONDARY 1
V1 (VOLTAGE V1)
PRIMARY -
V1=V2 SET IF :
SECONDARY 2
V2 - + (VOLTAGE V2) V1, V2, V1+V2 OUT OF RANGE
0
0% 50% 100% AND / OR
ACTUATOR POSITION MOVABLE
CORE CALCULATED POSITION OUT OF RANGE
RVDT / LVDT
CHA CHB
J7, HMU(FMVRES), ECU TLA SNSR, J3, ECU V V2
1
0.9
ROTATING 0.8
V1 PRIMARY 0.7
SET IF : SINE 0.6
0.5
V1, V2, V1²+V2² OUT OF RANGE 0.4
90° 0.3
AND / OR 0.2
0.1 V1
V2 0
CALCULATED POSITION OUT OF RANGE 0 10 20 30 40 45 50 60 70 80 90
COSINE ANGULAR POSITION
RESOLVER
CTC-231-023-01 INPUT VALIDATION RANGE CHECK - FEEDBACK LOOP FAULT

EFFECTIVITY
TOC & ANNUNCIATION
OSG VALIDATION
Overspeed governor switch
During startup, the ECU checks the state of the

mechanical overspeed governor switch in the HMU.
The OSG switch is closed at zero engine speed. The

overspeed governor begins to translate at 5554 RPM and
the OSG switch should be open by 7000 RPM.
A fault message is generated and a fault flag set if:

- the N2 signal is valid,
and,
- the aircraft is on ground,
and,
- the fault persists for more than 1 second,
and either,
- the local channel OSG switch indicates open at
3000 RPM,
or,
- the local channel OSG switch indicates closed at
7500 RPM.
EFFECTIVITY
& ANNUNCIATION
TOC
HMU
ECU
OPEN CLOSED
CHANNEL
A
OSG
SWITCH
CHANNEL
B
TYPICAL FAULT MESSAGE

"HMU (OSG), J7"
CTC-231-024-00 INPUT VALIDATION : RANGE CHECK (OSG SWITCH)

EFFECTIVITY
TOC & ANNUNCIATION
IDENTIFICATION PLUG VALIDATION
The information contained in the engine ID plug is coded Typical fault message
by a combination of open/closed discretes and includes
identification and configuration for: J14 (ID FAULT), ECU
- PMUX option
- Engine model 5A, 5B - rating, N1 trim This fault will be issued with the Message ENGINE
- Hardware configuration - 5B, 5B/P IDENTIFIER PLUG in the event of an incorrect reading of
- Combustor type - SAC/DAC the plug during initialization.
- New/Old plug
- Acoustic panel. The same fault will provided in the event of a parity error
or an engine equipment configuration error.
Each ECU channel reads the state of the discretes only
at power up initialization and not during an external reset. The BSV removal may lead to the following messages if
Once read, the information is held in reserved RAM. an error is found:
J14 (WRONG), BSV C or LBSV (CL) , J14
On ground, the reserved RAM values are compared with (WRONG) will be issued
NVM. If they are different, and the reserved RAM values
are valid, the RAM values are stored into NVM. If the Disagreement between ID Plug Nozzle configuration and
reserved RAM values are not valid, the NVM values will menu mode nozzle configuration leads to the following
not be overwritten. error message:
J14 WRONG, ECU ENTRY
The information is coded in such a way that the total
number of closed discretes for a particular configuration In the event of a SAC ID plug installed on the DAC
is odd, in order for the ECU to check the information for engine, this message is provided:
correct parity (odd). J14 (WRONG), BSV(CL)
Short circuit faults cannot be detected unless the parity The opposite produces the following message:
is affected. J14 (WRONG), BSV, ECU
EFFECTIVITY
& ANNUNCIATION
TOC
NEW / OLD
RATING 5A - 5B
PLUG
PMUX
ACOUSTIC DATA STORED TO RAM THEN OVERWRITTEN

NOZZLE CCN IN NVM IF VALID
5B - 5B/P
DIFFERENCE IF ERROR FOUND, A MESSAGE IS ISSUED :
J14 (ID FAULT), ECU

J14 (WRONG), BSV CL
DAC COMBUSTOR J14 WRONG, ECU ENTRY
N1 TRIM SAC - DAC
TYPE BSV (CL), J14 (WRONG)
AND THE LAST VALID VALUES ARE USED.

: PUSH-PULL LINK
CTC-231-025-01 INPUT VALIDATION - RANGE CHECK ID PLUG

EFFECTIVITY
TOC & ANNUNCIATION
INPUT SELECTION
Cross channel validation
Validated input signals and validation status data are A failsafe value is one that has been predetermined and
transmitted from one channel of the ECU to the other. stored in the ECU memory. There are 2 failsafe values
This cross channel data is then available for use in the that can be selected: failsafe 1 and failsafe 2.
data selection process. Data is transferred between
channels A and B, via a set of discrete digital signals and Failsafe 1 is a predetermined minimum, or maximum
two unidirectional databuses. value. Failsafe 2 is a predetermined fixed value.
If the local channel digital data is invalid, or fails a A model is a value which is mathematically calculated by
maximum/minimum range check, then that channel uses the ECU from other parameter values.
the opposite channel’s data, through the CCDL, provided
that the data has passed validity and range checks. The
validation status also indicates if cross channel data is
unavailable.
If the parameters value fails the validation and max/min

range checks on both channels, then the ECU selects
either a failsafe value or, for certain parameters, a model
value.
EFFECTIVITY
& ANNUNCIATION
TOC
LOCAL CHANNEL
ANALOG
SIGNAL
PARAMETER
CHECK ARINC
SELECTION
DISCRETE OUTPUT
CONTROL
LAW CONTROL
S/TM
RANGE CALCULATIONS
ARINC FAILSAFE
CHECK OR MODEL
CCDL
CROSS CHANNEL
ANALOG
ARINC
DISCRETE AS AS AS
ABOVE ABOVE AS ABOVE S/TM
ARINC ABOVE
CTC-231-026-01 SIGNAL PROCESSING

EFFECTIVITY
TOC & ANNUNCIATION
PARAMETER SELECTION
When both channels are operational and cross-channel T495, TC, TEO, TECU, HPTC, TBV, LPTC are
data is available, the validity of channel A and B dual parameters without ECU-calculated models.
sensor measured values and the absolute difference
between the two inputs are checked. The outcome Input F/S 1 F/S 2
of these tests determines the selected value and the
corresponding selection status. T495 Max 15°C
TC Min -60°C
If one channel’s input is invalid, then the other channel’s TEO Max 178°C
value is selected. If both channels’ inputs are invalid, TECU Max 65°C
and the sensor has an ECU calculated model, then the HPTC Max 101.0%
model value is selected. If the sensor does not have a TBV Max 101.0%
calculated model, then failsafe value 2 is selected. LPTC Max 105.0%
If channel A and B measured values are considered Sensor inputs PS3, N1, N2, T3, T25, FMV, VSV and VBV
valid, the ECU checks that the absolute difference have ECU-calculated models.
between the two inputs is within a predetermined range.
For persistent, or intermittent failures, the ECU sets latch
If the delta between the two inputs is outside the flags after a specific number of fault counts are exceeded
predetermined range and the inputs have a model, then to prevent repeated switching between sensor values and
the value that is closest to that model is selected. If modeled values. The dual sensor fault is latched until the
the sensor does not have a model, failsafe value 1 is next ECU reset.
selected.
EFFECTIVITY
& ANNUNCIATION
TOC
CHANNEL A
VALUE YES DELTA YES
VALID WITHIN AVERAGE SELECTED
CHANNEL B RANGE
VALUE
NO NO
VALUE CLOSEST TO MODEL

OR FAILSAFE 1 SELECTED
1 CHANNEL
VALUE OTHER CHANNEL VALUE SELECTED
INVALID
INPUT F/S1 F/S2

TC MIN. -60°C 2 CHANNEL
TEO MAX. 178°C VALUES MODEL OR FAILSAFE 2 SELECTED
TECU MAX. 65.0°C INVALID
HPTC MAX. 101.0%
TBV MAX. 101.0%
LPTC MAX. 105.0%
T495 MAX. 15°C
CTC-231-027-00 INPUT DATA SELECTION

EFFECTIVITY
TOC & ANNUNCIATION
SIGNALS DISAGREE
TRA signals disagree
The ECU interfaces with two TRA resolvers, one

dedicated to channel A and the other to channel B. Each
ECU channel provides excitation for and accepts inputs
from its resolver.
The ECU performs input conversion checks (resolver

sine and cosine signals to TRA degrees) and the input is
rejected if a conversion fault is detected, or the value is
outside the minimum/maximum range limits.
Validated channel A & B inputs are compared across

the CCDL and if they are in agreement, the average is
selected. The comparison difference is 3.0 degrees.
If there is a cross channel signals disagree for more than

1 second, the ECU generates a fault message and TRA
selection is a function of flight/ground status and the
selected throttle position at the time of fault detection.
Typical fault message
TLA SNSR, J3, ECU

in conjunction with
TLA SNSR, J4, ECU
EFFECTIVITY
& ANNUNCIATION
TOC
CASE 2 VALIDATED TLA NOT IN AGREEMENT DIFFERENCE > 3°
THROTTLE POSITION REVERSE IDLE TO MCT FLX / DRT T/O TO/GA ERROR MESSAGE
FLIGHT GROUND STATUS SELECTED TLA
LARGER TLA OR LARGER TLA OR
CLOSEST OR
GROUND FWD IDLE FWD IDLE IF FWD IDLE IF
FWD IDLE MAX
ONE TLA IS < IDLE ONE TLA IS < IDLE
NOT APPROACH : TLA SNSR, J3 (4), ECU
FLIGHT LARGER TLA BUT < MCL LARGER TLA
APPROACH : FWD IDLE
CASE ONE VALIDATED TLA
GROUND SELECT VALID TLA
TLA SNSR, J3 (4), ECU

FLIGHT SELECT VALID TLA
CASE NO VALID TLA.
GROUND FWD IDLE

TLA SNSR, J3, ECU
NOT APPROACH : SLATS RETRACTED : TLA = MCL TLA SNSR, J4, ECU
FLIGHT TLA = MCL SLATS EXTENDED OR EIU INVALID :
APPROACH : FWD IDLE LAST VALID TLA VALUE
CTC-231-028-01 INPUT DATA SELECTION: TLA SIGNALS DISAGREE AND NO VALIDATED TLA
EFFECTIVITY
TOC & ANNUNCIATION
INPUT DATA SELECTION SIGNALS DISAGREE
Switch disagree
The ECU checks the components containing

switches for disagreement.
A fault message is generated if:
- Switch 1 signals disagree between channels A & B,

or,
- Switch 2 signals disagree between channels A & B,
or,
- Switch 1 signals disagree with switch 2 signals.
FRV (SW), J7/J8, ECU

SAV (SW), J9/J10, ECU
J7/J8, HMU, (SOV)
EFFECTIVITY
& ANNUNCIATION
TOC
ECU
OPEN CLOSED
SWITCH 1
CHANNEL
A THE FOLLOWING MESSAGES ARE SET IF THERE IS
A DISAGREEMENT BETWEEN THE CHA AND CHB.
SAV THE MESSAGES ARE :
FRV
HMU FRV (SW), J7/J8, ECU
SAV (SW), J9/J10, ECU
J7/J8, HMU, (SOV)
OPEN CLOSED CHANNEL

B
SWITCH 2
PARAMETER
SELECTION
CCDL
AS
ABOVE
CTC-231-029-01 INPUT DATA SELECTION - POSITION SIGNAL DISAGREEMENT

EFFECTIVITY
TOC & ANNUNCIATION
THRUST REVERSER
Pressure switch failures Both switches faulty and open
Two pressure switches in the HCU, one dedicated to Unless the thrust reverser is detected inhibited, the ECU
channel A and the other to channel B, indicate if the automatically selects forward idle when in flight, or on
system is pressurized. ground, for any of the following cases:
- 4 doors detected unstowed.
The state of the switches is as follows: - At least 1 door detected unstowed and thrust
- Switch open = System pressurized. reverser inadvertently pressurized.
- Switch closed = System not pressurized. - In case of an indeterminate state and thrust reverser
inadvertently pressurized.
The ECU detects failures of the pressure switches by
comparing the switches status across the CCDL. If The thrust reverser is considered inadvertently
channel A and B switches are both available, but pressurized when either the local, or cross channel
disagree with one another, a pressure switch fault is pressure switches indicate that the system is pressurized
generated. for at least 360ms and the TRPV and TRDV are both
commanded off.
The ECU also detects if both pressure switches have
failed open. This fault detection is active if the thrust Once inadvertent pressurization has been detected, this
reverser shut-off valve is installed, the reverser is state remains latched unless both pressure switches
commanded to the stow position and the TRPV is indicate unpressurized, or the TRDV is energized
commanded unpressurized. (deploy), or the ECU is reset.
Typical fault message Typical fault message
TR PR SW, J5/J6, ECU TR PR SW, J5+J6, ECU
EFFECTIVITY
& ANNUNCIATION
TOC
HCU (TRPV), HYD IS SET ON BOTH

CHANNELS IF:
T/R PRESSURIZATION FLAG DISAGREES

WITH COMMANDED VALUE.
HCU ECU TRSOV NOT INSTALLED.
CHANNEL
A
TR PR SW, J5+J6, ECU IS SET ON BOTH

CHANNELS IF BOTH PRESSURE SWITCHES
HYDRAULIC
ARE FAULTY OPEN.
PRESSURE SW
CHANNEL
B
TR PR SW, J5/J6, ECU LOCAL & CROSS

CHANNEL THRUST REVERSER SWITCHES DO
NOT AGREE.
CTC-231-040-01 HCU PRESSURE SWITCHES

EFFECTIVITY
TOC & ANNUNCIATION
THRUST REVERSER
Inadvertent Pressurization
On Airplanes not equiped with TRSOV, the typical

following message:
HCU(TRPV), HYD
Is set on both channels when pressure has been

detected, the pressure flag is set, and it disagrees with
the commanded value.
EFFECTIVITY
& ANNUNCIATION
TOC
EFFECTIVITY
& ANNUNCIATION
TOC
THRUST REVERSER
Stow switches
The ECU interfaces with 8 stow switches (1 double Based on the 6 inputs, a maintenance status is assigned.
switch per T/R door), connected in 2 identical parallel The ECU detects failures of the position switch circuits by
circuits of 4 switches. Each parallel circuit of 4 stow determining the position of the thrust reverser from those
switches provides 2 inputs to the ECU. Both ECU inputs that agree.
channels have direct hardwired access to both parallel
circuits inputs. The inputs are designated TRS1 and When a decision cannot be made, the ECU assigns
TRS2. an indeterminate status to the T/R selected position
parameter. In this state, the logic will continue its
Deploy switches attempts to move the doors to the proper position.
The ECU interfaces with 8 deploy switches (1 double
switch per T/R door), connected in 2 identical series The thrust reverser maintenance status parameter
circuits of 4 switches. Each circuit of 4 deploy switches indicates the most probable location of any switch circuit
provides 1 input to the ECU. Both ECU channels have failure.
direct hardwired access to both series circuits inputs.
The input is designated TRD. Typical fault message
Detection STOW SW, J5/J6, ECU

The ECU detects failures in the position switch circuits by
comparing the 6 available inputs and identifying inputs DEPL SW, J5/J6, ECU
which disagree. A position status is assigned based on:
- the 6 inputs (stow and deploy switches), when in DPLSTW SW, J5/J6, ECU
reverse, or on ground.
- the 4 stow inputs, when in flight, or forward on
ground.
EFFECTIVITY
& ANNUNCIATION
TOC
ECU
DEPLOY SWITCHES RETURN (-) CH A
RETURN (-)
DEPL SW, J5/J6, ECU IS SET ON TRD (+)
BOTH CHANNELS IF LOCAL AND
CROSS CHANNELS DO NOT AGREE. TRD (+)
TRS1 (+)
TRS2 (+)
TRS1 (+)
TRS2 (+)
DEPLSTW SW, J5/J6, ECU IS SET ON
BOTH CHANNELS IF ECU UNABLE
TO DETERMINE T/R POSITION
RETURN (-)
RETURN (-)
STOW SWITCHES
(-) CH B
DOOR DOOR DOOR DOOR (-)
1 2 3 4
TRD (+)
TRD (+)
TRS1 (+)
TRS2 (+)
STOW SW, J5/J6, ECU IS SET ON TRS1 (+)
BOTH CHANNELS IF LOCAL AND
CROSS CHANNELS DO NOT AGREE. TRS2 (+)
(-)
(-)
CTC-231-041-01 STOW / DEPLOY SWITCHES

EFFECTIVITY
TOC & ANNUNCIATION
OUTPUTS
Wraparound fault detection Example 3 : Line-to-line short circuit
Possible causes In this case, the ECU is unable to detect a short circuit as
i1 will be the same as i2.
Example 1 : Short circuit to ground
No wraparound fault is generated and there is no change
If there is a short circuit to ground, the current flows back of channel in control.
to the ECU, through the ground path.
However, because of the short circuit, the ECU is no
The ECU detects that i1 is not equal to i2 and generates longer able to control the torque motor, or solenoid
a fault message. function and a ‘demand/position disagree’ fault is
generated.
Example 2 : Open circuit
If there is an open circuit, the ECU generates a current

that is unable to loop back to the ECU.
Therefore, i1 and i2 equals zero in all conditions and the

ECU generates a fault message.
EFFECTIVITY
& ANNUNCIATION
TOC
SHORT CIRCUIT TO GROUND

i1
TORQUE MOTOR
ECU /
SOLENOID
i2
LINE TO LINE
SHORT CIRCUIT
SHORT CIRCUIT TO GROUND : i1 = i2

i1
TORQUE MOTOR
ECU /
SOLENOID
i2
OPEN CIRCUIT
NO "SHORT CIRCUIT" DETECTION
NO TORQUE MOTOR CONTROL = "DEMAND / POSITION DISAGREE"
i1
ECU TORQUE MOTOR

/
i2 SOLENOID
OPEN CIRCUIT : i1 AND i2 = 0
CTC-231-031-01 OUTPUT CONTROL - WRAPAROUND FAULT DETECTION

EFFECTIVITY
TOC & ANNUNCIATION
OUTPUT CONTROL - CURRENT DRIVER

WRAPAROUND TESTS
Wraparound A wrap fault is generated if:

- the difference between i1 & i2 is greater than a value
The ECU uses a current-driver-wraparound test to check defined in mA,
correct operation of the torque motors, solenoid drivers or
and certain relays. - i2 > a value defined in mA.
To check the integrity of the circuits, the ECU outputs a

calculated current and compares it to the sensed return Typical fault messages
current (wraparound).
CHA CHB
In normal operation, the output current value should be HMU(FMV TM), ECU J8, HMU(FMV TM), ECU
the same as the return current value. J7, HMU(VSV TM), ECU J8, HMU(VSV TM), ECU
If there is a difference between the output and return

current, it must exceed a defined value for a specific time J7, FRV(SOL 1), ECU J8, FRV(SOL 1), ECU
interval in order for a fault to be declared. SAV (SOL), J9, ECU SAV (SOL), J10, ECU
HCU (TRDV), J5, ECU HCU (TRDV), J6, ECU
On a transition of channel selection state from standby to
active, the ECU clears all wraparound faults and sets the
fault-delay timers to zero.
EFFECTIVITY
& ANNUNCIATION
TOC
HMU
PILOT
TM
VALVE
i1 i2
ECU
i1 - i2 > XX mA
T > YYY mS YES CHA CHB
J7, HMU(FMV TM), ECU J8, HMU(FMV TM), ECU
J7, HMU(LPTCTM), ECU J8, HMU(LPTCTM), ECU
OR
J7, FRV(SOL 1), ECU J8, FRV(SOL 1), ECU
YES
SAV (SOL), J9, ECU SAV (SOL), J10, ECU
HCU (TRDV), J5, ECU HCU (TRDV), J5, ECU
ARINC
i2 > ZZZ mA
CONTROL OUTPUT
LAW
CALCULATIONS
CONTROL
S/TM SET IF THERE IS A DIFFERENCE BETWEEN OUTPUT
AND INPUT CURRENT FOR MORE THAN A SPECIFIC
TIME.
AND/OR
IT MUST EXCEED A SPECIFIC CURRENT.
ARINC
AS
AS ABOVE S/TM
ABOVE
CTC-231-030-01 OUTPUT CONTROL - CURRENT DRIVER WRAPAROUND TESTS

EFFECTIVITY
TOC & ANNUNCIATION
OUTPUTS
ARINC wraparound test

The looped-back datawords pass through an ARINC
Each channel of the ECU has two output ports to receiver and the datawords received are compared with
interface with the aircraft. ARINC output databus 2 the corresponding datawords stored in the source data
is also used for the Engine Monitoring System for buffer.
development purposes and aircraft flight test. There are
no output differences in the two busses on each channel, The datawords that are looped back are:
unless an ARINC transmitter is faulty, or if databus 2 is in - VSV Demand
the Engine Monitoring System mode of operation. - N1 Command
- N1 Target
In most cases, however, parameter values output by the - Indicated N1 Actual
two separate channels will be slightly different, but within - Selected FMV position
signal tolerance requirements. Data which is specific to a
channel, such as fault and maintenance data, may differ The ECU confirms the accuracy of the data, SDI,
from channel to channel. SM and word parity. If the ARINC output databus 1
transmitter fails the wraparound test, all subsequent
Each ECU output databus port is driven from a separate ARINC parameters output on that bus are flagged with
transmitter and the databus 1 port is monitored with an an invalid SM.
individual wraparound test. The ECU verifies for data
integrity by looping output databus 1 back to an internal, No wraparound data verification is performed on output
dedicated input port, within each ECU channel. databus 2.
Specifically chosen datawords are stored in a source

data buffer and continuously transmitted a specified time
interval expressed in mS.
EFFECTIVITY
& ANNUNCIATION
TOC
ECU CH A
BUFFER
ARINC 1 RX DATA COMPARE ARINC 1 TX OUTPUT DATABUS 1
SPECIFIC LABELS OUT

(SPECIFIED TIME INTERVAL mS)
ARINC 2 RX ARINC 2 TX OUTPUT DATABUS 2
FAULT MESSAGE : "ECU (ARINC OUT)"
LOCAL & CROSS CHANNELS IDENTICAL
CTC-231-033-01 ARINC WRAPAROUND TEST

EFFECTIVITY
TOC & ANNUNCIATION
CONTROL LOOPS
LPTC, HPTC, TBV & FMV control Demand and position signals disagree
The LPTC, HPTC, TBV and FMV have dual sensors The ECU checks if the sensed (measured) actuator
providing feedback of the actuator position. position agrees with the demanded position.
Only the active channel provides an excitation voltage to A fault message is generated if:
drive its torque motor, because the other channel’s output - The absolute value of the difference between the
drivers are disconnected when in standby mode. demand and valid position is greater a specified
value.
Both channels, active and standby, provide excitation - There is not a wrap fault on the local channel.
signals for the primary windings of the position sensors. - N2 is greater than a specified value to ensure
enough fuel pressure.
The secondary windings provide position feedback - The channel is active.
signals to their respective channels and are subjected to
a validation check to make sure they are within range.
Typical fault messages
The signals input to each channel is also compared
across the CCDL to make sure that there is not a position CHA & CHB
disagree. LPTC VLV, HMU
HPTC VLV (POS), HMU
TBV VLV, J11, ECU
HMU (FMV)
EFFECTIVITY
& ANNUNCIATION
TOC
SECONDARY COILS FEEDBACK (LVDT1)
PRIMARY COIL EXCITATION (LVDT2)

+ - CHA & CHB
- +
+ LPTC VLV, HMU
HPTC VLV (POS), HMU
STANDBY TBV VLV, J11, ECU
CHANNEL HMU (FMV)
HMU
+
TM
-
PILOT
CCDL
VALVE
-
SET IF :
TM
+ DIFFERENCE BETWEEN
COMMANDED AND REAL
ACTIVE POSITION > THAN A VALUE
CHANNEL THERE IS NO WRAP FAULT
+ PRIMARY COIL EXCITATION (LVDT1) ON ACTIVE CHANNEL
- +
+ - N2 > A SPECIFIED VALUE TO
ENSURE ENOUGH FUEL
SECONDARY COILS FEEDBACK (LVDT2)
PRESSURE
CHANNEL IS ACTIVE.
CTC-231-034-01 DEMAND & POSITION DISAGREE - LPTC, HPTC, TBV AND FMV CTRL LOOP
EFFECTIVITY
TOC & ANNUNCIATION
CONTROL LOOPS
VSV control
The VSV system has two actuators, one on either side of A fault message is generated if:
the engine. Each actuator contains an LVDT to provide - The absolute value of the difference between the
position feedback signals. demand and valid position is greater than a given
value.
One LVDT is connected to ECU channel A and the other - There is not a wrap fault on the local channel.
LVDT is connected to channel B. - N2 is greater than a given speed providing enough
hydraulic pressure.
Both channels, active and standby, provide excitation - The channel is active.
signals for their respective primary windings and the
signals induced into the secondary windings provide
position feedback signals. Typical fault message
The feedback signals are subjected to validation checks VSV ACT, HMU
and the inputs to each channel are also compared across
the CCDL, to make sure that there is not a position
disagree.
EFFECTIVITY
& ANNUNCIATION
TOC
SECONDARY COILS FEEDBACK
PRIMARY COIL EXCITATION

+ -
- +
+
CHA & CHB :
STANDBY
CHANNEL VSV ACT, HMU
HMU
+
TM
-
PILOT
CCDL SET IF :
VALVE
- DIFFERENCE BETWEEN
TM COMMANDED
+ AND REAL
POSITION > THAN
ACTIVE A VALUE THERE IS NO
CHANNEL WRAP FAULT ON
ACTIVE CHANNEL
+ PRIMARY COIL EXCITATION
- +
+ - N2 > A SPECIFIED
VALUE TO ENSURE
SECONDARY COILS FEEDBACK ENOUGH FUEL
PRESSURE
CHANNEL IS ACTIVE.
CTC-231-035-01 DEMAND & POSITION DISAGREE - VSV CONTROL LOOP FAULT

EFFECTIVITY
TOC & ANNUNCIATION
CONTROL LOOPS
VBV control
The VBV system has two actuators, one on either side of A fault message is generated if:
the engine. Each actuator contains an RVDT to provide - The absolute value of the difference between the
position feedback signals. demand and valid position is greater than a given
value.
One RVDT is connected to ECU channel A and the other - There is not a wrap fault on the local channel.
RVDT is connected to channel B. - N2 is greater than a given speed providing enough
hydraulic pressure.
Both channels, active and standby, provide excitation - The channel is active.
signals for their respective primary windings and the
signals induced into the secondary windings provide
position feedback signals. Typical fault message
The feedback signals are subjected to validation checks VBV ACT, HMU
and the inputs to each channel are also compared across
the CCDL, to make sure that there is not a position
disagree.
EFFECTIVITY
& ANNUNCIATION
TOC
SECONDARY COILS FEEDBACK
PRIMARY COIL EXCITATION

+ -
- +
+
CHA & CHB :
STANDBY
CHANNEL VBV ACT, HMU
HMU
+
TM
-
PILOT
CCDL SET IF :
VALVE
- DIFFERENCE BETWEEN
TM COMMANDED
+ AND REAL
POSITION > THAN
ACTIVE A VALUE THERE IS NO
CHANNEL WRAP FAULT ON
ACTIVE CHANNEL
+ PRIMARY COIL EXCITATION
- +
+ - N2 > A SPECIFIED
VALUE TO ENSURE
SECONDARY COILS FEEDBACK ENOUGH FUEL
PRESSURE
CHANNEL IS ACTIVE.
CTC-231-098-00 DEMAND & POSITION DISAGREE - VBV CONTROL LOOP FAULT

EFFECTIVITY
TOC & ANNUNCIATION
OUTPUT CONTROL - TRDV AND TRPV SOLENOIDS

AND INHIBITION SWITCH
TRDV & TRPV solenoids The ECU also interfaces with the TRPV solenoid, which
The ECU interfaces with the TRDV solenoid, which contains 2 electrically isolated windings, one dedicated
contains 2 electrically isolated windings, one to channel to channel A and the other to channel B. The ECU
A and the other to channel B. Each of the windings is performs current wrap tests on the circuitry of the TRDV
capable of operating the solenoid. and TRPV solenoids to check continuity. This wrap
test is continuously done, even if the solenoids are not
Each TRDV solenoid winding is connected to the ECU commanded to be energized.
via a two-wire cable, wired in series with an aircraft
throttle operated inhibition switch. The inhibition switch A fault message is generated if a failure is detected and
closes only when the throttle is in the reverse region, the ECU will switch to the standby channel when the
supplying 28 Vdc to the TRDV solenoid windings. faulted solenoid is commanded to energize, provided that
the standby channel is healthier.
Inhibition switch
The ECU detects failures of the inhibition switch circuit, to In addition, the ECU detects pressurizing valve position
the closed state, if 28 Vdc is present when the throttle is faults by comparing the position command to the
in the forward thrust region during power up. system pressure indication given by the T/R pressurized
switches. A position fault is generated when the TRPV
Typical fault message demand is for ‘pressure on’ and at least one of the two
pressure switches indicates ‘not pressurized’.
Harness, TR ACTF SW, ECU
HCU (TRPV), harness, ECU

HCU (TRDV), harness, ECU
NOTE:
Harnesses used by Thrust reverser are J5 and J6.
EFFECTIVITY
& ANNUNCIATION
TOC
AIRCRAFT HARNESS, TR ACFT SW, ECU
SET DURING POWER UP IF :
TLA IN FWD POSITION AND

INHIBITION INHIBITION SW IS CLOSED.
SWITCH
ECU CH.A T/R HCU

K4
+ SOLENOID
DRIVER
TRDV
CURRENT SENSOR SOLENOID
-
HCU (TRDV)
VOLTAGE
SENSOR , HARNESS, ECU
HCU (TRPV)
K2
+ SOLENOID
DRIVER
TRPV SET IF DETECTED WRAP
CURRENT SENSOR SOLENOID CURRENT IS DIFFERENT
- FROM COMMAND
DRIVE SIGNAL.
CCDL
HARNESSES FOR THRUST REVERSER = J5 & J6
ECU CH.B
CTC-231-039-01 TRDV AND TRPV SOLENOIDS AND INHIBITION SWITCH

EFFECTIVITY
TOC & ANNUNCIATION
THRUST REVERSER - DEPLOY RESTOW POSITION

FAULTS
Deploy failures Restow Failure
During a normal thrust reverser deployment cycle, the 4 After restow has been commanded, if the restow time is
doors should move from the fully stowed position to fully greater than 8 seconds, this will generate a message.
deployed.
This message will also pop-up if the restow time
Different deploy faults may occur. measured is different by more than 1 second.
An open circuit in the EIU TLA position will prevent the Typical fault message.
Thrust reverser from deploying when commanded. Note
that a failure on the TRSOV 28 VDc will produce the HCU
same effect.
Likewise a failure in a door lock or actuator may prevent

deployment of that door.
Typical fault messages
EIU, HCU
TR LOCK, TR ACT
EFFECTIVITY
& ANNUNCIATION
TOC
TRA
WOW ADIRU
EIU 28V
EIU, HCU IS SET ON BOTH
MACH
CHANNELS IF :
28VDC
SUPPLY
TR IS NO LONGER STOWED
BUT IS NOT DEPLOYED WITHIN
ECU 8 SECONDS.
RELAY
HYDRAULIC HCU IS SET ON BOTH CHANNELS IF :

TRSOV HCU
POWER
TR HAS FAILED TO RESTOW MORE
THAN 8 SECONDS AFTER COMMAND
RETURN LINE
OR
C DUCT
RESTOW TIME IS DIFFERENT FROM
1 SECOND FROM PREVIOUS RESTOW
TIME.
TR LOCK, TR ACT IS SET ON BOTH
CHANNELS IF :
TR IS STILL STOWED 3 SECONDS AFTER

DEPLOY COMMAND, WITHOUT OTHER FAULT.
CTC-231-099-00 THRUST REVERSER - DEPLOY RESTOW POSITION FAULTS

EFFECTIVITY
TOC & ANNUNCIATION
DEMAND & POSITION DISAGREE - THRUST

REVERSER STOW SWITCHES
Stow switches
The stow switches have already been described in this

manual.
Detection
The ECU detects failures because stow switches

provide a signal that 1, 2, 3 doors are not closed and the
Thrust reverser is still deployed too long after the stow
command, and the throttle is in the forward thrust area.
The ECU also detects Position disagree on airplanes not

equipped with the TRSOV. This time, the conditions are
the following:
- 1, 2, 3 doors are not closed, Thrust reverser restow
is not in Progress and the condition lasts more
than a certain time with Throttle out of reverse idle
area.
Typical message
TR LATCH, STOW SW
EFFECTIVITY
& ANNUNCIATION
TOC
DEPLOY SWITCHES ECU

RETURN (-) CH A
RETURN (-)
TRD (+)
TRD (+)
TRS1 (+)
TRS2 (+)
TRS1 (+)
TRS2 (+)
RETURN (-)
RETURN (-)
STOW SWITCHES
(-) CH B
DOOR DOOR DOOR DOOR (-)
1 2 3 4
TRD (+)
TRD (+)
TR LATCH, STOW SW IS SET ON BOTH CHANNELS IF :
TRS1 (+)
1, 2, 3 DOORS ARE NOT STOWED TRS2 (+)
TLA IS IN FORWARD IDLE TRS1 (+)
THE T/R NOT STOWED WITHIN A CERTAIN TIME
AFTER COMMAND TRS2 (+)
(-)
(-)
CTC-231-042-01 DEMAND & POSITION DISAGREE - THRUST REVERSER STOW/SWITCHES

EFFECTIVITY
TOC & ANNUNCIATION
THRUST REVERSER
TRSOV installed - pressure switch and TRPV TRDV

position faults
When energized, the TRSOV enables hydraulic pressure

to be delivered for thrust reverser operation.
If the TRSOV is installed, TRPV closed position failures

and TRSOV closed failures cannot be individually
isolated. Consequently, failure detection strategies differ,
based on whether the SOV is installed, or not.
The ECU detects TRPV position faults, along with

TRSOV failures, by comparing the HCU pressure
switches to the TRPV position command that is output by
the T/R control logic.
If there is an information disagree, the TRPV position

disagree faults will be annunciated for the failure
combinations presented in the table.
HCU, TRSOV, HYD
HCU (TRPV OPEN)
TR ISOL VALVE, HCU
EFFECTIVITY
& ANNUNCIATION
TOC
PHASE AND A/C TRPV CMD TRPV CMD PRESSURE SW ECAM WARNING
TRSOV NORMAL FAILURE DETECTION & AND
= DEPLOY = PRESSURIZE INDICATION
POSITION MAINT MESSAGE
AFTER ENGINE START NO YES “ENG 1(2) REV ISOL

DURING TRSOV TEST BOTH TRSOV FAILED FAULT”
(SOV CLOSED) PRESSURE OPEN “TR ISOL VALVE, HCU”
YES YES TRPV “ENG 1(2) REVERSER

DEPLOY BOTH COMMAND/POSITION FAULT”
(SOV OPEN) NO PRESSURE DISAGREE “HCU, TRSOV, HYD”
END OF DEPLOY YES NO TRPV “ENG 1(2) REV

T/R FULLY DEPLOYED BOTH COMMAND/POSITION PRESSURIZED”
(SOV OPEN) PRESSURE DISAGREE “HCU(TRPV OPEN)”
(TRPV FAILED OPEN)
BEGINNING OF NO YES TRPV “ENG 1(2) REVERSER

STOW PHASE BOTH COMMAND/POSITION FAULT”
(TRSOV OPEN) NO PRESSURE DISAGREE “HCU, TRSOV, HYD”
“ENG 1(2) REV ISOL

AFTER ENGINE START NO YES TRSOV FAILED OPEN FAULT” &
DURING TRSOV TEST EITHER AND
PRESSURE “TR ISOL VALVE, HCU”
(TRSOV CLOSED) T/R PRESSURE “ENG 1(2) FADEC” &
SWITCH FAULT “TR PR SW,J5/J6,ECU”
CTC-231-043-01 TRSOV INSTALLED - PRESSURE SWITCH & TRPV TRDV POSITION FAULTS
EFFECTIVITY
TOC & ANNUNCIATION
TRSOV NOT INSTALLED - PRESSURE SWITCH &

TRPV TRDV POSITION FAULTS
The TRSOV is an optional component. In the event of

an airplane not equipped with this component the True /
False table becomes as shown on the opposite page.
EFFECTIVITY
& ANNUNCIATION
TOC
TRPV COMMAND PRESSURE SWITCH FAILURE DETECTION & ECAM WARNING

= PRESSURIZE INDICATION AND
ARINC 429 DISCRETES
MAINTENANCE MESSAGES
NO
BOTH T/R SYSTEM PRESSURIZED, “ENG 1(2) REVPRESSURIZED”
PRESSURE TRPV COMMAND/POSITION “HCU (TRPV), HYD”
YES
BOTH TRPV COMMAND/POSITION “ENG 1(2) REVERSER FAULT”
NO PRESSURE DISAGREE “HCU (TRPV), HYD”
EITHER T/R PRESSURE “ENG 1(2) FADEC”

YES OR NO
NO PRESSURE SWITCH FAULT “TR PR SW, J5/J6, ECU”
CTC-231-100-00 TRSOV NOT INSTALLED - PRESSURE SWITCH & TRPV POSITION FAULTS
EFFECTIVITY
TOC & ANNUNCIATION
CONTROL LOOPS
Primary excitation groups
The LVDT, RVDT and resolver primary excitation

windings are wired together in groups.
It is possible, therefore, that a fault registered on one

primary winding may be caused by a fault on another
winding in the same group.
Channel A
Group 1 Resolver 1 (TRA)

Group 2 Resolver 2 (FMV), HPTC
Group 3 VBV, VSV
Group 4 LPTC, TBV
Channel B
Group 1 Resolver 1 (TRA)

Group 2 Resolver 2 (FMV), VSV
Group 3 VBV, LPTC
Group 4 HPTC, TBV
EFFECTIVITY
& ANNUNCIATION
TOC
PRIMARY
EXCITATION
+
ECU LPTC
CH A -
TBV
CHANNEL A CHANNEL B
GROUP 1 RESOLVER 1 (TRA), RESOLVER 1 (TRA),
RESOLVER 2 (FMV), RESOLVER 2 (FMV),

GROUP 2
HPTC VSV
GROUP 3 VSV, VBV VBV, LPTC
GROUP 4 LPTC, TBV HPTC, TBV
CTC-231-036-00 PRIMARY EXCITATION GROUP

EFFECTIVITY
TOC & ANNUNCIATION
POWER SUPPLY LOGIC - FAULT MESSAGES
The ECU monitors power inputs. The power inputs 115 volts
monitored are the 28 volts, the 115 Volts and the power
delivered by the control alternator. 115-Volt failures are also monitored by the ECU when the
igniters are not supplied. This information will be provided
28 volts later in the course.
The ECU power supply logic also monitors internal Control alternator
voltages used to power the computer boards and also
the Torque motor current and solenoid current used to In the event of a single winding failure, the typical
activate the various engine functions: FMV, VBV, FRV message is:
solenoids etc.
ALT, Harness, ECU Harness J9 or J10
In the event of a failure of the 28 volt supply, two cases
exist: Internal VDC powers
- The ECU still receives the 28 Volt but it has been The ECU also monitors the internal power used to supply
ordered to disconnect, above minimum idle in the various boards. The voltages measured are the 15
normal mode, or 15%N2 in menu mode. and 25 volts. The typical message is:
- The other case is when the 28 volt is lost or ECU XX VDC FAULT
disconnected when it is necessary.
XX = 15 V or 25 V
The messages are, respectively:
EIU-28V, ECU
ECU, EIU-28V, Harness J1 or J2
EFFECTIVITY
& ANNUNCIATION
TOC
EIU-28V, ECU CHA & CHB ECU, EIU-28V, HARNESS CHA & CHB ECU XX VDC FAULT
HARNESS J1 OR J2
IS SET WHEN THE 28V IS STILL XX = 15V, 25V
AVAILABLE BUT ORDERED IS SET WHEN THE 28V AIRCRAFT IS SET ON BOTH CHANNELS WHEN
DISCONNECTED (> MINIMUM IDLE). POWER SUPPLY IS LOST OR THE ECU 15V AND / OR 28V
DISCONNECTED ON X CHANNEL DC POWER SUPPLY HAS FAILED.
ENGINE 1 ENGINE 2 A/C BUSES ECU 1(2) ECU 1(2)
ESS BUS ESS BUS

CH A POWER SUPPLY SOLENOIDS
28VDC 28VDC
RELAYS MONITORING AND

PMA
CH B POWER SUPPLY TORQUE

BAT BUS BUS 2
MOTORS
28VDC 28VDC
ALT, HARNESS ECU CHA & CHB

HARNESS J9 OR J10
SET WHEN AT LEAST ONE ENGINE

ALTERNATOR WINDING IS OPEN.
CTC-231-101-00 POWER SUPPLY LOGIC - FAULT MESSAGES

EFFECTIVITY
TOC & ANNUNCIATION
IGNITION MONITORING
The ECU has 2 independent 115 Vac inputs from the The ECU generates a fault message if:
airframe, one dedicated to each ignition system: - there is insufficient voltage on the 115 Vac input.
- the master lever is select ON.
- The Emergency bus supplies System 1 - the fire switch pushbutton is not selected.
(J1 - Ch A - upper ignition box ) Right.
- The Normal bus supplies System 2 Typical fault message
(J2 - Ch B - lower ignition box) Left.
J1, 115 VAC, ECU
The ignition power supply is automatically disconnected
by the EIU if the master lever is selected off, or in case of J2, 115 VAC, ECU
fire emergency procedure.
Ignition power supply is failsafed to ‘ON’, in the case of a

failed EIU. The ECU also generates a fault message if:
- The channel is active,
Each ECU channel has a software-operated ignition - No lightoff has been detected,
on/off switch to operate one exciter/ignitor. Each channel - 115Vac is available,
can control the operation of both of these switches. - Ignitor switched on.
A software monitor in each system keeps both ECU Typical fault message
channels informed of the status and messages are
generated if faults are detected. IGN1, ECU
IGN2, ECU
EFFECTIVITY
& ANNUNCIATION
TOC
IGNX, ECU THIS MESSAGE IS SET IN AUTO START

IF, ON THE ACTIVE CHANNEL :
- NO LIGHTOFF HAS BEEN DETECTED

- 115 V IS AVAILABLE
- THERE IS AN IGNITER FAULT
ENGINE 1 ENGINE 2 X = 1 OR 2
ECU
ESS BUS ESS BUS
ECU 1(2) SYSTEM 1
115VAC 115VAC A/C
STAT INV STAT INV BUSES MONITOR STATUS
115VAC 115VAC
J1
CHANNEL A COMMAND
UPPER
IGNITION
BOX
CHANNEL B COMMAND SYS A/1
J1
SYSTEM 2
AIRCRAFT LOGIC MONITOR STATUS

BUS 1 BUS 2 J2
115VAC 115VAC
CHANNEL A COMMAND
HARNESS 115 VAC, ECU CHA & CHB SET WHEN LOWER
A/C IGNITION POWER IGNITION
IS NOT AVAILABLE FOR BOX
IGNITION SYSTEM CHANNEL B COMMAND SYS B/2
#1 OR #2 J2
HARNESS J1 OR J2.
CTC-231-037-01 IGNITION MONITORING

EFFECTIVITY
TOC & ANNUNCIATION
CHANNEL HEALTH
Fault processing CCDL fault
Each channel integrates several fault conditions into a If the cross channel parallel discrete inputs do not agree
channel-health 32-bit word. with the cross channel serial discrete inputs, the following
fault is set:
This word can be considered as a ‘health report’, listing
the faults for a particular channel. In this way, each ECU (CC DISCRETE)
channel is able to keep the other constantly informed of
its current status. A Cross Channel Data Link (CCDL) fault is set
when there is a CCDL fault and no local channel
In the ECU, the fault processing software (logic) for synchronization fault for more than a certain time in ms.
channel selection uses the existing fault conditions to The following fault is set:
create fault statuses that will then make up the channel
health words. ECU (CCDL)
For example, channel selection fault statuses may In the event of a local channel synchronization fault, the
include: following fault is set:
- Loop faults for FMV, VSV and VBV.
- Loss of cross channel data, on the active channel. ECU (CHAN SYNCH)
- NVM fault, on the active channel.
- Alternator winding faults, on the active channel. The cross channel is sensed faulty, therefore the ECU
declares the following fault:
The complete channel health word is then transmitted,
over the serial CCDL, to the cross channel. Furthermore, ECU (X CHANNEL)
several of the highest priority status discretes are
transmitted over dedicated parallel discrete buses to
provide an additional level of redundancy.
EFFECTIVITY
& ANNUNCIATION
TOC
MESSAGES SET ON CHA & CHB CHANNEL A

ECU INTERNAL FAULT
ECU (CC DISCRETES) PROCESSING
DIFFERENCE BETWEEN SERIAL DATA &
HARDWIRED DATA.
INPUT FAULT
ECU (CCDL) PROCESSING
CHANNEL IS SENSED FAULTY.
CHANNEL SELECTION
LOGIC
ECU (CHAN SYNCH)
THE TWO ECU CHANNELS ARE NOT OUTPUT WRAP
SYNCHRONIZED. FAULT DETECTION
ECU (X CHANNEL)
CROSS CHANNEL IS SENSED FAULTY
32-BIT WORD - CHANNEL HEALTH REPORT MOST IMPORTANT HARDWIRED DATA
LOCAL CHANNEL
ANALOGIC
SIGNAL
CHECK OUTPUT WRAP
DISCRETE PARAMETER
SELECTION FAULT DETECTION
RANGE
CHANNEL SELECTION
ARINC
CHECK LOGIC
CCDL
INPUT FAULT
CROSS CHANNEL
PROCESSING
ANALOGIC
DISCRETE AS AS
ABOVE ABOVE
ARINC
C ECU INTERNAL FAULT
PROCESSING
CHANNEL B
CTC-231-044-01 CHANNEL SELECTION LOGIC

EFFECTIVITY
TOC & ANNUNCIATION
CHANNEL SELECTION
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 ECU 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 ECU loses electronic control of that
function.
In this case, a null current is supplied to the torque motor,

or solenoid driver of the pilot valve in the HMU. The pilot
valve will then hydraulically move the valve (VSV, VBV,
HPTC, etc) to a position, which protects the engine.
EFFECTIVITY
& ANNUNCIATION
TOC
ACTIVE K1 SPARE
SOLENOID DRIVER
CHANNEL K1 SAV
SOLENOID DRIVER
K2 TRPV NO CURRENT
SOLENOID DRIVER FAILSAFE POSITION
K2 FRV1
SOLENOID DRIVER
K3 VBV SPARE OPEN
TORQUE MOTOR DRIVER
OUTPUT K4 TRDV
SOLENOID DRIVER NO CONTROL SAV CLOSED
DATABUS
K4 LPTC
TORQUE MOTOR DRIVER
K5 VSV TRPV CLOSED
TORQUE MOTOR DRIVER
K6 FMV
TORQUE MOTOR DRIVER FRV1 CLOSED
K7 HPTC
TORQUE MOTOR DRIVER
K7 TBV VBV OPEN
TORQUE MOTOR DRIVER
CCDL TRDV OPEN
STAND-BY K1 SPARE
SOLENOID DRIVER
CHANNEL K1 SAV (FAULT DETECTED) LPTC CLOSED
SOLENOID DRIVER
K2 TRPV
SOLENOID DRIVER VSV CLOSED
K2 FRV1
SOLENOID DRIVER
K3 VBV FMV CLOSED
TORQUE MOTOR DRIVER
OUTPUT K4 TRDV HPTC CLOSED
SOLENOID DRIVER
DATABUS
K4 LPTC
TORQUE MOTOR DRIVER
TBV CLOSED
K5 VSV
TORQUE MOTOR DRIVER
K6 FMV
TORQUE MOTOR DRIVER
K7 HPTC
TORQUE MOTOR DRIVER
K7 TBV
TORQUE MOTOR DRIVER
CTC-231-045-01 OUTPUT DRIVER - NO CONTROL - FAILSAFE POSITION

EFFECTIVITY
TOC & ANNUNCIATION
EFFECTIVITY
& ANNUNCIATION
TOC
WARNING INDICATIONS
EFFECTIVITY
WARNING
INDICATIONS Page 143
ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 Sep 05
CFMI PROPRIETARY INFORMATION FAULT DETECTION
TOC & ANNUNCIATION
WARNING INDICATIONS
Depending on the data transmitted from the engine,

messages are generated on the:
- Upper ECAM : Engine Warning Display (EWD).
- Lower ECAM : Systems Display (SD).
- Master caution, or warning.
- Audible chimes and oral warnings.
- Status box ( STS) displayed after landing
- Advisory box (ADV) may appear to draw pilot’s
attention during flight.
These messages are used to run the engine under

normal conditions throughout the operating range, or to
provide warning messages to the crew and maintenance
personnel.
The aircraft computers that impact the engine are:

- 2 System Data Acquisition Concentrators (SDAC).
- 3 Display Monitoring Computers (DMC).
- 2 Flight Warning Computers (FWC).
- 2 Engine Interface Units (EIU).
- 1 Engine Vibration Monitoring Unit (EVMU).
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
SINGLE MASTER
DONG
CHIME WARN
ACCELEROMETER 1 SDAC 1 DING

ACCELEROMETER 2 CONTINUOUS MASTER DING
EVMU CHIME CAUT DING
N1 SPEED
N2 SPEED DING
SDAC 2
5
10
OIL QUANTITY RED INDICATION
OIL PRESSURE 104.1
FUEL FILTER CLOG
OIL FILTER CLOG 5
10 AMBER INDICATION
726
UPPER
N1 SPEED ECAM
N2 SPEED DMC 1 100 INDICATION PULSING
EGT 0 15 GREEN OR AMBER
FUEL FLOW ECU
T/R SWITCHES DMC 2 5
10 DIGITS PARTIALLY
SAV SWITCHES DMC 3 LOWER DASHED
101.4
4
IGNITION ECAM
ALL DIGITS
1410
DASHED
STS STATUSES
ADV ADVISORIES
NACELLE TEMP. EIU 1 FWC 1
OIL TEMP. ENG 1 N1 OVERLIMIT
THR LEVER 1 BELOW LIMIT
AMBER MESSAGES
OIL QUANTITY
OIL PRESSURE SWITCH EIU 2 FWC 2 ENG 1 OIL LOW PR
THROTTLE 1 IDLE RED MESSAGES
CTC-231-046-01 ENGINE INDICATING SYSTEM

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Advisory status information Status informations
STS and ADV message indications may appear on the The status box comes on when the aircraft is back on
ECAM upper display to draw the pilot’s attention. ground with class 2 failures. The box is displayed after 80
knots plus 30 seconds.
Advisory mode
The value of some critical system parameters is

monitored by an Advisory mode. When the value drifts
from its normal range, the corresponding System page
is displayed automatically and the affected parameter
pulses. An Advisory may, or may not, lead to a failure.
The ADV parameters are:
- EGT above MCT limit

- Oil high pressure > upper limit
- Oil low pressure limit < lower limit
- Oil quantity Low limit < lower limit
- Nacelle temp > upper limit
- Vib N1 above limit
- Vib N2 above limit.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5 5 5
10
N1 10 10
N1 10
% %
89.0 89.0 CL 89.0%
0% 89.0 89.0 CL 89.0%
0%
5
10 EGT 5
10
5
10 EGT 5
10
575
0
C 575 FOB:16300
16300KG 575
0
C 575 FOB:16300
16300KG
N2 N2
95.0 % 95.0 95.0 % 95.0
F.F F.F
2100 2100 2100 2100
KG/H KG/H
SEAT BELTS ENG A ICE SEAT BELTS ADV ENG A ICE

NO SMOKING NO SMOKING
STS
ADVISORY ADV REMINDER

STATUS REMINDER EGT COMES IN REAL TIME DURING
COMES AFTER LADING OIL HIGH PRESSURE ABOVE MCT LIMIT FLIGHT AND RELEVANT ECAM
AT 80 kt + 30 SECONDS OIL LOW PRESSURE LIMIT < LOWER LIMIT PAGE COMES INTO VIEW.
OIL QUANTITY LOW LIMIT < LOWER LIMIT ADVISORY INDICATION IS
NACELLE TEMP > UPPER LIMIT PULSING TO DRAW CREW’S
VIB N1 ABOVE LIMIT ATTENTION.
VIB N2 ABOVE LIMIT
CTC-231-102-00 ADVISORY STATUS INFORMATION

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
SYSTEM AND STATUS DISPLAY
After a failure, the status and system page provides the Overflow low arrow: only concerns the warning messa-
operational summary of the aircraft systems. The left part ges and indicates that the messages exceed the capacity
of the status page displays: of the display on the Left Memo Area. In this case, the
heading titles of the warning messages are displayed on
- In blue the limitations and the postponable the Right Memo Area.
procedures.
- In green the landing capability and some reminder Automatic display
information.
The status page contain an operational summary of the
The cancelled cautions are displayed at the bottom. aircraft condition. This page is automatically called when
The right part indicates the inoperative systems and the slats > 2 (in approach).
maintenance status. On the lower part of the status and
system page, some data are displayed.
NOTE:
When the STATUS page disappears, a white STS mes-
sage appears on the ENGINE and WARNING display to
indicate that the STATUS page is no longer empty.
When pressed the STATUS page is displayed. If no

STATUS message is present the NORMAL message is
displayed for 5 seconds.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
SYSTEMS DISPLAY BUTTOM ON THE CENTRAL CONSOLE
TO
T.O EMER
ER
CO G
CONFIG CA
CANC
STATUS
APPR PROC DUAL HYD LO PR INOP SYS
ALL -IF BLUE DVHT OUT= G+B HYD
-BLUE ELEC PUMP...AUTO CAT 2
-IF GREEN OVHT OUT: B ELEC PUMP
STS RCL
C -GREEN ENG 1 PUMP..ON G RSVR
-PTU.............AUTO L+R AIL
SPLR 1+3+5
L ELEV
-L/G........GRVTY EXTN
FLATS
-LDG SPD INCREN...10 KT
AP 1+2
-LDG DIST........X 1.2
ENG 1 REV
CAT 1 ONLY NORM BRK
FLAP SLOW NV STEER
MAINTENANCE
CANCELLED CAUTION
STATUS APU
AIR COND
NAV IR 2 FAULT
APPROACH PROCEDURES INOPERATIVE SYSTEMS
PROCEDURES TAT +19 C GW 66000 KG

LIMITATIONS SAT +18 C 23 H 56
CANCELLED CAUTION MAINTENANCE
STATUS PAGE SAMPLE: ENGINE THRUST REVERSER

INOPERATIVE
STATUS PAGE CONTENT
CTC-231-103-00 STATUS PAGE

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
ENGINE INDICATING FAULTS - N1
Upper display N1 indications Warning indication
The N1 indication is displayed on the upper display unit When N1 LIM < N1 < red line:
of the ECAM system: - The indication becomes amber.
- In analog form, by a pointer deflecting in front of a
dial, When N1 = red line:
- In digital form, in the lower section of the dial. - The indication becomes red.
- The MASTER CAUT light comes on accompanied
The indication is normally green. by a single chime.
The following messages appear on the ECAM:
- ENG 1(2) N1 OVERLIMIT

- THR LEVER 1(2)...BELOW LIMIT
If fan speed reaches the red line N1, a small red line
remains positioned on the analog scale at that value
(max pointer). The max pointer is reset at next Master
Lever ON.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
IF N1 > RED LINE INDICATION BECOMES RED
MASTER
DONG
CAUT
5 5
10
N1 10
FLX 84.6%
6% 350C
%
104.0 101.4
5
10 EGT 5
10
670
0
C 670 FOB:16300
16300KG A/C ID DATE GMT FLNT CITY PAIR
N2 S FLAP F
99.8 % 99.
.9 MAINTENANCE
POST FLIGHT REPORT
F.F 2
955 977
KG/H A/C ID DATE GMT FLTN CITY PAIR
ENG 1 N1 OVERLIMIT ECAM WARNING MESSAGES
THR LEVER 1 BELOW LIMIT
GMT PH ATA
0820 05 73-21 ENG 1 N1 OVERLIMIT
GMT PH ATA
0920 06 73-21 THR LEVER 1 BELOW LIMIT
CTC-231-104-00 ENGINE INDICATING FAULTS - N1

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
ENGINE INDICATING FAULTS - N1
Upper display N1 indications
Warning indication
Upper display N1 indications: in case of failure of the

normal N1 measurement system from the FWC, the ECU
computes a theoretical value taking into account the
other engine parameters. In this case the last digit of N1
is dashed with two horizontal amber lines.
In the event of a total failure of parameters to the Display

Monitoring Computer (DMC), the ECAM indicates amber
crosses to show that no value is available. This display
is also used when the Aircraft system is powered up and
ECU power is off. In this case it is normal.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
LAST DIGIT AMBER & DASHED AMBER CROSSES WHEN NO VALUE

ECU MATHEMATICAL MODEL AVAILABLE MIGHT BE NORMAL, I.E.
DISPLAYED ECU POWER IS OFF
MASTER
DONG
CAUT
5 5
10
N1 10
FLX 84.6%
6% 350C
% A/C ID DATE GMT FLNT CITY PAIR
101.4
4 XX .F-GFXU 20JUN 1842 AF2706 LFPO LFPN
5
10 EGT 5
10
670
0
C 670 FOB:16300
16300KG MAINTENANCE
POST FLIGHT REPORT
N2 S FLAP F A/C ID DATE GMT FLTN CITY PAIR

99.8 % 99.
.9 .F-GFXU 20JUN 1842 AF2706 LKFB LFML
F.F 2 ECAM WARNING MESSAGES

955 977
KG/H GMT PH ATA
0920 06 73-21 ENG 1 N1 SENSOR FAULT
ENG 1 N1 SENSOR FAULT FAILURE MESSAGES

0920 06 73-21-10 N1 SNSR, ECU1B
J9, ECU
GMT PH ATA
0920 06 73-21-10 N1 SNSR, ECU1B
J10, ECU

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATION
Upper display N1 indications
If N1 has exceeded the red line: the maximum value

reached is memorized with the corresponding time in
overcondition. These values are available on the MCDU
page Power setting Max values.
Above the overspeed limit, the message displayed on the

ECAM becomes:
- ENG 1(2) N1 OVERLIMIT

- THR LEVER 1(2)...IDLE
- ENG MASTER 1(2)…OFF
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
MASTER
DONG
CAUT
5 5
10
N1 10
FLX 84.6%
6% 350C
%
104.1 105.9
5
10 EGT 5
10
670
0
C 670 FOB:16300
N2 S FLAP F
99.8 % 99.
.9 MAINTENANCE
POST FLIGHT REPORT
F.F 2
955 977
KG/H A/C ID DATE GMT FLTN CITY PAIR
ENG 2 N1 OVERLIMIT ECAM WARNING MESSAGES
THR LEVER 2...IDLE
ENG MASTER 2...OFF GMT PH ATA
GMT PH ATA
0820 06 73-21 THR LEVER 2...IDLE
GMT PH ATA
0820 06 73-21 ENG MASTER 2...OFF

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Upper display - EGT indications
The actual EGT indications are normally green.
The index pulses amber above EGT MCT max value (or
above start limit during the start sequence).
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
MASTER
5 5 DONG
10
0
N1 10
FLX 84.6%
6% 35 C 0 CAUT
%
101.4 70.4
5
10 EGT 5
10
726
0
C 670 FOB:16300
N2 S FLAP F
99.8 % 99.
.9
MAINTENANCE
F.F 2 POST FLIGHT REPORT
955 977
KG/H
ENG 1 START FAULT .F-GFXU 20JUN 1842 AF2706 LFPO LFPN
-EGT OVERLIMIT
GMT PH ATA
0720 02 73-21 ENG 1 START FAULT-EGT OVERLIMIT
5
10 EGT 5
10
915
0
C 670
ADV
CTC-231-048-01 ENGINE INDICATING FAULTS - EGT AMBER WARNINGS

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Upper display - EGT indications.
The index and the numerical value pulse red above the
EGT red line.
At red line the following message pops up on the upper
ECAM to ask the crew to reduce the throttle:
- ENG 1 EGT OVERLIMIT

- THR LEVER BELOW LIMIT
If the red line is exceeded, a red mark appears at the

maximum value achieved. It disappears after a new take
off, or after maintenance action through the MCDU.
The following message is displayed on the ECAM system

when EGT goes above the Overtemperature limit:
- ENG 1 EGT OVERLIMIT

- THR LEVER 1 …IDLE
- ENG MASTER 1 …OFF
NOTE:
If the red line is exceeded, the EGT max value is
memorized with the corresponding time.
For these two messages, there is only an ECAM warning,

there is no troubleshooting message.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
MASTER
DONG
5 5 CAUT
10
0
N1 10
FLX 84.6%
6% 350C
%
101.4 70.4

5
10 EGT 5
10 .F-GFXU 20JUN 1045 AF2706 LFPO LFPNO
950
0
C 670 FOB:16300
16300KG
N2 S FLAP F MAINTENANCE
POST FLIGHT REPORT
99.8 % 99.
.9
F.F 2 A/C ID DATE GMT FLTN CITY PAIR
955 977 .F-GFXU 20JUN 1842 AF2706 LFPO LFPN
KG/H
ENG 1 EGT OVERLIMIT GMT PH ATA

THR LEVER BELOW LIMIT 0820 04 73-21 ENG 1 EGT OVERLIMIT
0820 04 73-21 THR LEVER BELOW LIMIT
MAINTENANCE
POST FLIGHT REPORT
5
10 EGT BECOME RED ABOVE A/C ID DATE GMT FLTN CITY PAIR
971
0
C OVERTEMPERATURE LIMIT
GMT PH ATA
0820 04 73-21 ENG 1 EGT OVERLIMIT
ENG 1 EGT OVERLIMIT
THR LEVER 1...IDLE 0820 04 73-21 THR LEVER 1...IDLE
ENG MASTER 1...OFF 0820 04 73-21 ENG MASTER 1...OFF
CTC-231-107-00 ENGINE INDICATING FAULTS - EGT RED WARNINGS

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Upper display - N2 indications. As previously explained, the following message is

displayed to the ECAM system to pull down the throttle:
The HP rotor speed digital indication is normally green.
- ENG 1 N2 OVERLIMIT
During start, to draw crew’s attention, the N2 speed is - THR LEVER BELOW LIMIT
displayed in green in a grey box.
Above the red line limit, the max value is memorized with
During the start sequence, the indication is green on a corresponding time in over condition.
grey background.
When the overspeed limit is reached, the ECAM
When N2 is above red line limit, the indication becomes message comes:
red and a red + appears next to the digital indication. It
disappears after a new take off, or after a maintenance - ENG 1 EGT OVERLIMIT
action through the MCDU. - THR LEVER 1 …IDLE
- ENG MASTER 1 …OFF
If the N2 value is degraded (N2 dual sensor failure), the

last digit is amber and dashed. The ECU mathematical
model is used.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
MASTER
5 5 DONG
10
0
N1 10
FLX 84.6%
6% 350C CAUT
%
101.4 70.4
5
10 EGT 5
10
914
0
C 670 FOB:16300
S FLAP F .F-GFXU 20JUN 1045 AF2706 LFPO LFPNO
N2
105.1+ % 82.5
F.F 2 MAINTENANCE
955 977 POST FLIGHT REPORT
KG/H
ENG 1 N2 OVERLIMIT
THR LEVER 1...BELOW LIMIT
GMT PH ATA
GMT PH ATA
N2 0820 05 73-21 THR LEVER 1...BELOW LIMIT
105.9+ % 82.5
F.F
955 977
KG/H
MAINTENANCE
POST FLIGHT REPORT
ENG 1 N2 OVERLIMIT
THR LEVER 1...IDLE
ENG MASTER 1...OFF A/C ID DATE GMT FLTN CITY PAIR
LAST DIGIT AMBER & DASHED
N2 ECAM WARNING MESSAGES
85.1 % DUAL SENSOR FAILURE,
MATHEMATICAL MODEL USED GMT PH ATA
GMT PH ATA
0820 05 73-21 THR LEVER 1...IDLE
N2 GMT PH ATA
35.1 % START NORMAL CONDITION 0820 05 73-21 ENG MASTER 1...OFF

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Upper display - fuel flow indications NOTE:

When ECU power is off, or 5 minutes after engine shut
The fuel flow indications are displayed in green. down, the ECAM also displays crosses, but this is a
normal condition.
Two units are available to display fuel flow kg/H or lb/H.
In the event of a difference of more than 30% between
In case of invalid fuel flow information, the digital display the Fuel flow meter information and the FMV resolver, the
is replaced by two amber crosses. Resolver position will be used on the ECAM.
The fuel flow displayed is provided by the fuel flow When all the digits are amber dashed with two horizontal
transmitter. In the event of a failure on the fuel flow amber lines, this means that the information has not been
transmitter, the following message is provided: correctly received by the DMC in flight for more than one
minute.
- FLOW SNSR, J13, ECU
Below the amber lines, the last valid value is displayed.
Amber crosses are displayed on the ECAM system.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5
10
N1 10
FLX 84.6%
6% 350C
%
70.4 70.4
F.F
OR 1910 1954
LB/H
5
10 EGT 5
10
670
0
C 670 FOB:16300
16300KG
N2 S FLAP F F.F
XX 1410
99.8 % 99.
.9 KG/H
F.F 2
955 977
KG/H
ENG 1 THR LEVER

LE DISAGREE
ECU POWER OFF ALL THE DIGITS ARE

NO FAILURE AMBER DASHED WITH TWO
HORIZONTAL AMBER LINES
OR WHEN THE INFORMATION FOR
THE FUEL FLOW IS NOT
NO VALID VALUE CORRECTLY RECEIVED BY
RECEIVED BY DMC THE DMC IN FLIGHT.
“FLOW SNSR, J13, ECU” BELOW THE AMBER LINES,

THE LAST VALID IS DISPLAYED.
IS THE MESSAGE.
CTC-231-051-01 ENGINE INDICATING FAULTS - FUEL FLOW

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
PARAMETER DISCREPANCY
Parameter difference between engines
MONITORING OF THE RELEVANT DISPLAY OF THE

ENGINE PARAMETERS N1, N2, EGT and FF (Fuel
Flow).
Indications of both engines are monitored.
The FWC’s perform monitoring between the feedback

signals (that correspond to the displayed values) and the
signals that are directly received by the FWC’s from the
ECU’s.
Should a discrepancy occur, for one or more parameters,

a CHECK amber message is displayed under the
relevant indication. The FWC’s generate a caution:
- single chime
- master caution light
- message on the upper ECAM DU:
ENG1(2) N1(N2/EGT/FF) DISCREPANCY
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5
10
N1 10
FLX 84.6%
6%
6% 35 C 0
%
80.2 84.6
MASTER
5
10 EGT 5
10
DONG
0
C FOB:16300
16300KG CAUT
670 670
N2 S FLAP F
99.8 % 99.
.9
F.F 2
955 977
KG/H
ENG 1 N1 DISCREPANCY
MAINTENANCE
POST FLIGHT REPORT
ENG 1(2) N2 DISCREPANCY


ENG 1(2) EGT DISCREPANCY
GMT PH ATA
0820 05 31-53 ENG 1 N1 DISCREPANCY
FAULT MESSAGES
NO FAULT RECORDED
ENG 1(2) FF DISCREPANCY
CTC-231-108-00 PARAMETER DISCREPANCY

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Lower display - Fuel used indications
The fuel used value, computed by the ECU, is displayed

in green.
It is reset at the next engine start (Master lever ON) on

ground.
It is frozen at its last value at engine shut down until the

next engine start.
The two last digits are dashed if the fuel used indication
is inaccurate due to a loss of fuel flow information for
more than 1 minute.
It is replaced by amber XX after a long DMC power

supply interruption in flight. In this case, the fuel used
computation stops until the next starting sequence on
ground.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
F.USED
ENGINE 2820
LB
0
F.USED RESET AT ML ON
1410 1432 VIB (N1
N1)
KG
0.8 0.9
F.USED
20
OIL 20
XX
KG
1410
VIB (N2)
QT
0 11.5 0 11.4 1.2 1.3
100 100
00
PSI
0 42 0 44
0
C
20 20
AIGN
IGNB IT IS REPLACED BY AMBER XX THE LAST TWO DIGITS ARE
PSI 35
5 34 PSI AFTER A LONG DMC POWER AMBER DASHED WITH TWO
SUPPLY INTERRUPTION IN HORIZONTAL AMBER LINES
TAT
AT +10 C GW 54700 KG FLIGHT. IN THIS CASE THE WHEN THE FUEL FLOW IS
SAT +10 C 03 H 25 FUEL USED COMPUTATION NOT RECEIVED BY THE DMC
STOPS UNTIL NEXT STARTING IN FLIGHT FOR MORE THAN
SEQUENCE ON GROUND. 60 SECONDS.
BELOW THE AMBER LINES,

THE LAST VALID VALUE IS
DISPLAYED.
CTC-231-052-01 ENGINE INDICATING FAULTS - FUEL USED

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Lower display - Oil quantity indications
The needle and the digital indication are normally green.
The indication pulses below a minimum limit decreasing,

or a given value in quarts increasing.
The ADV (advisory) box only comes on when the oil

quantity goes below 3 quarts.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
F.F
955 977
KG/H
ADV
ENGINE OIL 20
F.USED 20
1410 1432 VIB (N1
N1) QT
KG 0 2.9 0 5.1
0.8 0.9
20
OIL 20
VIB (N2)
QT
0 11.5 0 11.4 1.2 1.3
100 100
00
PSI
0 42 0 44
0
C
20 20
PULSING PULSING
AIGN
IGNB
BELOW
PSI 35
5 34 PSI ABOVE
MIN LIMIT LIMIT
TAT
AT +10 C GW 54700 KG DECREASING INCREASING
SAT +10 C 03 H 25
CTC-231-053-01 ENGINE INDICATING FAULTS - OIL QUANTITY

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Lower display - Oil pressure indications
The needle and digital indication are normally in green.
The normal indication pulses if:

- The oil pressure exceeds a given maximum limit
and will continue to pulse until the pressure drops
below a given value.
- The oil pressure drops below a given minimum

limit and will continue to pulse until the pressure
exceeds a given value.
The indication is red associated with an ECAM warning

if the oil pressure drops below the minimum oil pressure
limit with engine speed above idle.
In case of oil low pressure warning, the master warning

flashes and the aural warning (continuous chime)
sounds. The failure message is shown in red on the
upper ECAM display.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
100
PSI 100 DING
MASTER DING
0 91 0 85
955
KG/H
977 DING
WARN DING
ENG 1 OIL LOW PR
THROTTLE 1 IDLE
INCREASING DECREASING
PULSING GREEN PULSING GREEN A/C ID DATE GMT FLNT CITY PAIR
ABOVE MAX LIMIT UNTIL PRESSURE
+ DROPS BELOW
ADVISORY A LIMIT MAINTENANCE
POST FLIGHT REPORT

ENGINE
F.USED ECAM WARNING MESSAGES
ADV 1410
KG
1432 VIB (N1
N1)
0.8 0.9 GMT PH ATA
0820 05 73-21 ENG 1 OIL LOW PR
20
OIL 20
0820 05 73-21 ENG 1 THROTTLE IDLE
VIB (N2)
QT
0 11.5 0 11.4 1.2 1.3
100 100
100 100
PSI
PSI 0 12 0 44
0 15 0 19
C
0
20 20
AIGN
IGNB
PSI 35
5 34 PSI RED IN BELOW MINIMUM OIL PRESSURE
TAT
AT +10 C GW 54700 KG AND N2 SPEED ABOVE IDLE.
DECREASING INCREASING SAT +10 C 03 H 25 DISAPPEARS ABOVE A GIVEN LIMIT.
PULSING GREEN PULSING GREEN
BELOW A UNTIL PRESSURE
GIVEN LIMIT EXCEEDS A LIMIT
+
ADVISORY
CTC-231-109-00 ENGINE INDICATING FAULTS - OIL PRESSURE
EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Lower display - Oil temperature indications
The oil temperature indication is normally green.
The indication pulses above a maximum value increasing

and continues to pulse until the temperature drops below
a given value.
The indication becomes amber associated, with an

ECAM warning, if the temperature exceeds:
- The max value for more than 15 minutes,

or
- Overtemperature without delay.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
KG/H
ENGINE MASTER
ENG 1 OIL HI TEMP DONG
F.USED
1410 1432 VIB (N1
N1) CAUT
KG
0.8 0.9
20
OIL 20
VIB (N2)
QT
0 11.5 0 11.4 1.2 1.3
100 100
00
PSI
0 42 0 44
C
0 MAINTENANCE
141 90 POST FLIGHT REPORT
NAC
N AC
250 0
C 90
TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 ECAM WARNING MESSAGES
GMT PH ATA
0820 05 73-21 ENG 1 OIL HI TEMP
PULSING WHEN OIL TEMPERATURE 0

C INDICATION BECOMES AMBER
EXCEEDS THE MAX LIMIT. 141 90 WHEN CONDITION LASTS MORE
STOPS PULSING WHEN TEMPERATURE THAN 15 MINUTES
DECREASES BELOW A GIVEN VALVE.
0
C INDICATION BECOMES AMBER
156 90
WHEN TEMPERATURE GOES
ABOVE OVERTEMP LIMIT
CTC-231-055-01 ENGINE INDICATING FAULTS - OIL TEMPERATURE INDICATION

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Lower display - Ignition indications Lower display - Nacelle temperature indications
IGN is displayed in white during the start sequence. This indication is displayed, except during the start
sequence, when the nacelle temperature is above nacelle
The selected ignitors ‘A’, or ‘B’, or ‘AB’ are displayed in max temperature (advisory threshold).
green when supplied during start, or continuous relight.
The start valve position is green and displayed only

during the start sequence.
The bleed pressure, upstream of the precooler, is

displayed normally in green. It becomes amber below a
given pressure with N2 greater than 10%, or in the case
of overpressure. It is displayed only during the start
sequence.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
0955 977
KG/H
ADV
ENGINE
AIGNB F.USED
1410 1432 VIB (N1
N1)
PSI 35 34 PSI KG
0.8 0.9
TAT +10 C GW 54700 KG OIL
SAT +10 C 03 H 25 20 20
VIB (N2)
QT
0 11.5 0 11.4 1.2 1.3
100 100
00
PSI
AIGNB 0 42 0 44
PSI 20 20 PSI 0
C
20 20
NAC
BLEED PRESSURE BECOMES AMBER BELOW 241 C
0 90
A GIVEN VALUE WITH N2 GREATER THAN 10%
TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25
INFORMATION IS DISPLAYED ABOVE A GIVEN VALUE

PULSING GREEN EXCEPT DURING START SEQUENCE
CTC-231-056-01 ENGINE INDICATING FAULTS - BLEED PRESSURE & NACELLE TEMPERATURE

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
EVMU FAULTS
The engine vibration indications are displayed (in green) 2) In the event of a loss of the N1 vibration indication
on the lower display unit of the ECAM, in the engine on one engine, the ECAM warning is also:
or cruise pages. If the advisory level is reached the
indication flashes green. ENG VIB SYS FAULT
The faults related to the engine are covered in this But the related Maintenance message might be:
chapter, and not the faults induced by the aircraft
computers involved in vibration transfer to the ECAM and - ENG1 N1 SPEED SENSOR
to the CFDS. The following cases exist: OR
- EVMU
1) In the event of a total loss of vibration on the two The related missing information is replaced by amber
engines, the ECAM warning is the following: crosses.
ENG VIB SYS FAULT
The related Maintenance message is: EVMU.
The indication is replaced by amber crosses.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
ENGINE
F.USED N1 INDICATION PULSES ABOVE 6 UNITS.
1410 1432 VIB (N1)
KG
0.8 6.1
N2 INDICATION PULSES ABOVE 4.2 UNITS.
20
OIL 20
VIB (N2)
QT
0 11.5 0 11.4 1.2 4.3
0955 977
KG/H
ADV
MAINTENANCE
POST FLIGHT REPORT
0955 977
KG/H
ENG VIB SYS FAULT
GMT PH ATA
ENGINE 0920 06 77-00 ENG VIB SYS FAULT
F.USED
1410 1432 VIB (N1)
KG FAULT MESSAGES
XX XX
20
OIL 20
VIB (N2) 0920 06 73-32-34 EVMU EVMU
QT
0 11.5 0 11.4 XX XX OR

0920 06 77-11-15 ENG1 N1 EVMU
SPEED SENSOR
VIB (N1) VIB (N1)
XX 0.9 XX 0.9
VIB (N2) VIB (N2)

XX 1.3 1.2 1.3
CTC-231-110-00 EVMU FAULTS

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
EVMU FAULTS (CONTINUED)
3) In the event of a loss of N1 or N2 vibration

indication on one engine, the displays are replaced
by two amber crosses, the ECAM warning
message is:
ENG EVMU
The related Maintenance messages might be:
- EVMU
OR
- ENG 1(2) N1 SPEED SENSOR
OR
- ENG 1(2) N2 SPEED SENSOR
OR
- ENG 1(2) BRG1 ACCEL
OR
- ENG1 SECOND ACCEL
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
955 977
KG/H A/C ID DATE GMT FLNT CITY PAIR
ENG EVMU
MAINTENANCE
POST FLIGHT REPORT

GMT PH ATA
0920 06 77-00 ENG EVMU
IF INDICATION UNAVAILABLE, THE

CORRESPONDING INDICATION IS FAULT MESSAGES
REPLACED BY 2 AMBER CROSSES GMT PH ATA SOURCE IDENT.
0920 06 73-32-34 EVMU EVMU
OR

ENGINE 0920 06 73-11-15 ENG1 N1 EVMU
SPEED SENSOR
F.USED
1410 1432 VIB (N1)
KG OR
XX 0.9
20
OIL 20
0920 06 73-12-15 ENG1 N2 EVMU
VIB (N2) SPEED SENSOR
QT
0 11.5 0 11.4 1.2 4.3 OR

0920 06 77-32-16 ENG1 N1 BRG1 EVMU
ACCEL
VIB (N1)
0.8 0.9 OR

VIB (N2) 0920 06 73-32-18 ENG1 SECONDEVMU
ACCEL
XX 1.3
CTC-231-111-00 EVMU FAULTS

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
OVERSPEED PROTECTION FAULT
Loss of the HMU Overspeed Governor
This fault is generated if an Overspeed Governor (OSG)

switch position fault is detected during an engine start.
This fault can be caused by a failed switch in the HMU,
an open or short circuit in the HJ7 harness, low fuel
pressure to the HMU, or a failed main fuel pump shaft.
If the failure message HMU (OSG), J7 ENG1(2)A or HMU
(OSG), J7 ENG1(2)B occurs during an engine start:
- restart the engine to confirm the fault.
The ECAM message is ENG 1(2) OVSPD PROT FAULT
During starting, the ECU monitors the TLA position. If it is

not in the IDLE position, the ECU will warn the crew, but
the starting sequence will continue.
The ECAM messages are:
ENG 1 START FAULT

THR LEVER NOT AT IDLE
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5
10
N1 10
84.6%
6% 350C
%
7.0 21.0
5
10 EGT 5
10
350
0
C 450 FOB:16300
16300KG
N2 S FLAP F
35.1 % 59.1
F.F 2
272 245 MAINTENANCE
KG/H POST FLIGHT REPORT
ENG 1 START FAULT

THR LEVER NOT AT IDLE A/C ID DATE GMT FLTN CITY PAIR
ENG 1 OVSPD PROT FAULT
GMT PH ATA
0820 04 76-00 ENG 1 START FAULT
0820 04 76-00 THR LEVER NOT AT IDLE
0820 04 77-00 ENG 1 OVSPD PROT FAULT

FAULT MESSAGES

0820 04 73-21-10 HMU (OSG), ECU1A
FAULT PRODUCED BY A OSG SWITCH OPEN BELOW 45% N2. J7, ENG1A
AN OPEN LINE TO THE ECU.
A SWITCH NOT CHANGING FROM CLOSED TO OPEN DURING
STARTING SEQUENCE.
CTC-231-112-00 OVERSPEED PROTECTION FAULT

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Lower display - Filter clog indications
Oil
The oil filter clog message appears in amber in case of
excessive pressure loss (25.5 psid) across the oil main
filter.
When the pressure loss in the oil filter drops below a

given limit, the caution disappears.
Fuel
The fuel filter clog message appears in amber in case of
excessive pressure loss across the fuel filter.
When the pressure loss in the filter drops below a given

limit, the pressure switch is de-energized and the caution
goes off.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
ENGINE ENGINE
F.USED F.USED
1410 1432 VIB (N1
N1) 1410 1432 VIB (N1
N1)
KG KG
0.8 0.9 0.8 0.9
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 11.5 0 11.4 1.2 1.3 0 11.5 0 11.4 1.2 1.3
100
PSI 100
00 OIL FILTER 100
PSI 100
00
42 44 CLOG 42 44
0 0 0 0
F.FILTER
C
0
C
0
CLOG
20 20 20 20
AIGN
IGNB AIGN
IGNB
PSI 35
5 34 PSI PSI 35
5 34 PSI
TAT
AT +10 C GW 54700 KG TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25
MESSAGE APPEARS IF PRESSURE LOSS MESSAGE APPEARS IF PRESSURE LOSS

ACROSS OIL MAIN FILTER EXCEEDS A VALUE ACROSS FUEL FILTER EXCEEDS A VALUE
CTC-231-058-01 FILTER CLOG INDICATIONS

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Low N1
This warning appears when there is a low N1 rotation

speed during engine start.
In case of low N1 warning, the master caution comes on

and the aural warning (single chime) sounds.
The failure is shown in amber on the upper ECAM

display.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5
10
N1 10
FLX 84.6%
6% 350C
%
12.2 84.2
5
10 EGT 5
10
MASTER 75
0
C 670 FOB:16300
16300KG
WARN
N2 S FLAP F
MESSAGE APPEARS IF THERE IS
35.7 % 99.
.9
A LOW N1 ROTATION SPEED
MASTER F.F 2 DURING ENGINE START.
150 2350
CAUT KG/H
ENG 1 LOW N1
CTC-231-059-00 LOW N1 WARNING

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Thrust lever disagree Thrust lever fault
This warning appears when there is a disagreement This warning appears when both resolvers on one thrust
between both resolvers of a thrust lever. lever are lost.
The master caution comes on and an aural warning The master caution comes on and an aural warning
sounds. (single chime) sounds.
The failure message appears in amber on the upper The failure message appears in amber on the upper
ECAM display. ECAM display.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
84.2 84.2 84.2 84.2
5
10 EGT 5
10
5
10 EGT 5
10
MASTER 670
0
C 670 FOB:16300
F OB:16300
16300KG MASTER 670
0
C 670 FOB:16300
F OB:16300
16300KG
WARN N2 S FLAP F WARN N2 S FLAP F

99.8 % 99.
.9 99.8 % 99.
.9
F.F 2 F.F 2
MASTER 2300 2350 MASTER 2300 2350
KG/H KG/H
CAUT ENG 1 THR LEVER DISAGREE CAUT ENG 1 THR LEVER FAULT
THIS WARNING APPEARS WHEN THERE IS A THIS WARNING APPEARS WHEN BOTH
DISAGREEMENT BETWEEN BOTH RESOLVERS RESOLVERS ON ONE THRUST LEVER
OF A THRUST LEVER. ARE LOST.
CTC-231-060-00 THRUST LEVER WARNINGS

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
HP fuel valve not open fault Starter time exceeded fault
If the HP fuel valve does not open an aural warning The maximum starter time cycle duration is 2 minutes.
(single chime) sounds.
If the starter time limit is exceeded, an aural warning
The master caution and the engine fault lights come on. sounds (single chime) and the master caution comes on.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
0 0.5 0 2
MASTER 5
EGT 5 MASTER 5
EGT 5
10 10 10 10
18
0
C 18 F
FOB:16300
16300KG 18
0
C 400 F
FOB:16300
16300KG
WARN WARN
N2 S FLAP F N2 S FLAP F
0 % 22 0 % 48
F.F 2 F.F 2
MASTER 0
KG/H
0 MASTER 0
KG/H
390
CAUT ENG 2 HP FUEL VALVE

-HP FUEL VALVE NOT OPEN
CAUT ENG 2 START FAULT
-STARTER TIME EXCEEDED
MAXIMUM STARTER TIME
-ENG MASTER 2..........OFF -ENG MASTER 2..........OFF CYCLE = 2 MINUTES
ENGINE ENGINE
F.USED F.USED
3100 0 VIB (N1
N1) 3100 0 VIB (N1
N1)
KG KG
1.6 1.6 1.6 1.6
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 22.5 0 22.5 0.3 0.3 0 22.5 0 22.5 0.3 0.3
100 100 100 100

PSI PSI
0 0 0 2 0 0 0 6
0
C 0
C
20 20 20 20
IGNA IGNA
PSI 35 35 PSI PSI 35 35 PSI
TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25
HP VALVE NOT OPEN FAULT
CTC-231-061-00 START FAILURES

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Start valve not open fault Start valve not closed fault
If the start valve does not open, an aural warning (single If the start valve does not close, an aural warning (single
chime) sounds. chime) sounds.
The master caution and the engine fault light come on. The master caution and the engine fault light come on.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
0 0 0 1
MASTER 5
EGT 5 MASTER 5
EGT 5
10 10 10 10
18
0
C 18 F
FOB:16300
16300KG 18
0
C 440 F
FOB:16300
16300KG
WARN WARN
0 % 0 0 % 50
F.F 2 F.F 2
MASTER 0
KG/H
0 MASTER 0
KG/H
220
CAUT ENG 2 START VALVE FAULT

-START VALVE NOT OPEN
CAUT ENG 2 START VALVE
-START VALVE NOT CLOSED
NOTE THAT IF THIS FAILURE
-ENG MASTER 2..........OFF -X BLEED...........SHUT OCCURS ON ENGINE 1,
-ENG MASTER 2.......OFF
THE APU BLEED MUST BE
CUT OFF.
ENGINE ENGINE
F.USED F.USED
3100 0 VIB (N1
N1) 3100 0 VIB (N1
N1)
KG KG
1.6 1.6 1.6 1.6
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 22.5 0 22.5 0.3 0.3 0 22.5 0 22.5 0.3 0.3
100 100 100 100

PSI PSI
0 0 0 0 0 0 0 4
0
C 0
C
20 20 20 20
IGN IGN
TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
Ignition fault
If an ignition fault occurs, an aural warning (single chime)

sounds.
The master caution and engine fault light come on and a

failure message appears in amber on the upper ECAM
display.
If the FADEC system detects an ignition fault in automatic

mode, it will automatically initiate a second attempt.
In manual mode, however, the FADEC system does not

abort the start and the operator/pilot must perform the
necessary action to shut down the engine.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
0 0.5 0 3
MASTER 5
EGT 5 MASTER 5
EGT 5
10 10 10 10
18
0
C 18 F
FOB:16300
16300KG 18
0
C 18 F
FOB:16300
16300KG
WARN WARN
0 % 22 0 % 32
F.F 2 F.F 2
MASTER 0
KG/H
390 MASTER 0
KG/H
390
ENG 2 START FAULT ENG 2 START FAULT

CAUT -ENG 2 IGN A FAULT
CAUT -ENG 2 IGN A+B FAULT
-MASTER LEVER.......OFF
-MAN START..........OFF
ENGINE ENGINE
F.USED F.USED
3100 0 VIB (N1
N1) 3100 0 VIB (N1
N1)
KG KG
1.6 1.6 1.6 1.6
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 22.5 0 22.5 0.3 0.3 0 22.5 0 22.5 0.3 0.3
100 100 100 100

PSI PSI
0 0 0 2 0 0 0 2
0
C 0
C
20 20 20 20
IGNA IGNAB
TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25
AUTO MODE MANUAL MODE

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
WARNING INDICATIONS
EGT overlimit, or stall fault
If an EGT overlimit, or stall is detected, an aural warning

sounds.
The master caution and engine fault light come on and a

failure message appears in amber on the upper ECAM
display.
If the FADEC system detects an engine stall in automatic

mode, it will automatically initiate a start abort, a crank
and a restart sequence.
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
0 1 0 1
MASTER 5
EGT 5 MASTER 5
EGT 5
10 10 10 10
18
0
C 440 F
FOB:16300
16300KG 18
0
C 560 F
FOB:16300
16300KG
WARN WARN
0 % 46 0 % 25
F.F 2 F.F 2
MASTER 0
KG/H
220 MASTER 0
KG/H
210
ENG 2 START FAULT ENG 2 START FAULT

CAUT -ENG 2 STALL
CAUT -ENG 2 STALL
-NEW START IN PROGRESS -MAN START Z...........OFF
-ENG MASTER Z..........OFF
ENGINE ENGINE
F.USED F.USED
3100 0 VIB (N1
N1) 3100 0 VIB (N1
N1)
KG KG
1.6 1.6 1.6 1.6
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 22.5 0 22.5 0.3 0.3 0 22.5 0 22.5 0.3 0.3
100 100 100 100

PSI PSI
0 0 0 4 0 0 0 4
0
C 0
C
20 20 20 20
IGNA IGNAB
TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25
AUTO MODE MANUAL MODE

EFFECTIVITY
WARNING
TOC & ANNUNCIATION
EFFECTIVITY
WARNING
& ANNUNCIATION
TOC
MESSAGE INTERROGATION
EFFECTIVITY
MESSAGE
INTERROGATION Page 197
TOC & ANNUNCIATION
CENTRALIZED FAULT DISPLAY SYSTEM &

AIRCRAFT INTEGRATED DATA SYSTEM
The MCDU menu is displayed by selecting the The AIDS enables the data stored and processed in
appropriate key on the keypad. The menu provides the Data Management Unit (DMU) to be read in the
access to various systems, including the Centralized form of printed reports. A report is a set of data related
Fault Display System (CFDS) and, if installed, the Aircraft to a specific event (e.g. Limit exceedance of engine
Integrated Data System (AIDS). parameters).
The CFDS enables maintenance personnel to perform The reports can also be sent to the ground through the
system operational tests, functional checks and readout ACARS, if installed, or dumped on the MDDU floppy disk,
of BITE memory information, through the MCDU. The if installed.
CFDS enables memorization and display of fault
messages and ECAM warnings and also enables BITE The AIDS also enables the operator to view, in real time,
interrogation and system tests. the values of aircraft and engine parameters and also the
labels transmitted on the ARINC buses.
The CFDS operates in 2 modes : Normal and Menu.
- Normal mode : The CFDS records fault messages.
- Menu mode : The CFDS allows the operator to
obtain troubleshooting data from the systems
and initiate self tests. This mode is available on
ground only.
Most CFDS reports can be printed on board, or

transmitted to the ground, manually or automatically,
through the ACARS, if installed, or dumped on the MDDU
floppy disk, if installed.
EFFECTIVITY
MESSAGE
& ANNUNCIATION
TOC
MCDU MENU
<FMGC
<ACARS
<AIDS
< CFDS
RETURN>
BRT
DIR
IR PRO
ROG
RO PER
PERF INI
NIT
NI DAT
ATA
OFF
RAD
AD FUEL
EL SEC
C ATC
TC
F-PL
-PLN
-PL N
NAV PR
PRED F-
F-PLN CC
CCMM MCDU
MENU
CTC-231-065-00 MCDU MENU

EFFECTIVITY
MESSAGE
TOC & ANNUNCIATION
EFFECTIVITY
MESSAGE
& ANNUNCIATION
TOC
CENTRALIZED FAULT DISPLAY SYSTEM
EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION
CENTRALIZED FAULT DISPLAY SYSTEM (CFDS).

FAULT CLASSIFICATION - AIRCRAFT.
Failures are classified by the aircraft according to three Class 2 failures

classes : Class 1, 2, scheduled maintenance and 3. Class 2 failures have no immediate operational
consequences on the current flight, or on subsequent
Class 1 failures ones, but should be repaired when the aircraft is back
Class 1 failures may have operational consequences at its main base (first opportunity). They are indicated
on the current flight, or on subsequent ones. These to the crew by means of an STS indication, pulsing after
failures are normally displayed in real time on the upper the 2nd engine shutdown, on ground. They can be
ECAM warning display. In some cases, the FWC applies displayed, on request, on the ECAM status page under
inhibitions and failures are displayed in delayed time the MAINTENANCE title.
during critical flight phases when crew disruptions are not
desired. Scheduled maintenance
Scheduled maintenance failures have no operational
Class 1 failure warning messages are displayed in 3 consequences on the flight or subsequent ones. The
levels, according to their severity and the required crew Repair time must not exceed the next A check. They
corrective action. Warning messages may also be are not presented to the flight crew either in flight or on
associated with specific sounds. ground. They are only available for maintenance Crews
- Display level 3 : Red warning. This corresponds to through the MCDU.
an emergency situation and the crew will have to
take immediate corrective actions. Class 3 failures
- Display level 2 : Amber caution. This corresponds to Class 3 failures have no operational consequences on
an abnormal situation and corrective action is not the current flight, or on subsequent ones. They are not
immediately required. presented to the flight crew, either in flight, or on ground.
- Display level 1 : Caution. This level corresponds to They are only available for maintenance crews, on
an alert situation and the affected system must be manual request, through the MCDU.
monitored by the crew.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
FAILURE CLASS 1 CLASS 2 SM CLASS 3
INDICATION TO THE MESSAGE DISPLAYED IN STATUS LIGHT NO INDICATION TO NO INDICATION TO

FLIGHT CREW FLIGHT FLASHINGAT THE THE FLIGHT CREW THE FLIGHT CREW
- WARNING, CAUTION END OF THE FLIGHT
ON EWD
- FLAGS
- LOCAL WARNINGS
DISPATCH MEL ENTRY : MEL PREAMBLE : MEL NOT APPLICABLE MEL NOT APPLICABLE
CONSEQUENCES "GO", "GO IF" OR "NO GO" "GO"
MAINTENANCE HAVE TO BE REPORTED BY THE PILOTS IN THE LOG PRESENTED ON PRESENTED ON

INFORMATION BOOK. FAILURES INDICATED AT THE END OF EACH REQUEST, WHEN REQUEST, WHEN
FLIGHT LEG BY A STS BOX COMING IN UPPER NEEDED. MUST BE NEEDED. NO FIXED
ECAM. REPAIRED AT NEXT TIME FOR CORRECTION
MEL ENTRY REQUIRED A CHECK.
CTC-231-066-01 AIRCRAFT FAULT CLASS ASSIGNMENTS

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

MAINTENANCE MENU.
From the MCDU menu, selecting CFDS will display the The second page of the maintenance menu provides
first page of two maintenance menu pages. The first access to:
page provides access to:
- The Last Leg Report : This displays up to 40 - ACARS/Print Program : This selection provides
failures (Class 1 & 2), which occurred during the access to a menu in order to program automatic
last flight. transmission, or print-out of the Post Flight Report
at the end of the flight, or failures and warnings in
- Last Leg ECAM Report : This report displays a list real time.
of ECAM warning messages sent to the CFDIU, by
the FWC’s. It can store up to 40 warnings, which - PFR Filter Program : The purpose of this function
occurred during the last flight. is to improve the operational use of the Post
Flight Report by filtering all spurious, or unjustified
- Previous Legs Report : At each new flight leg, the failures, or messages.
contents of the last leg report are transferred to
the Previous Legs Report. It can store up to 200
failures recorded over the last 63 flights.
- Avionics Status : This presents a list of the systems

currently affected by a failure. The information is
permanently updated.
- System Report/Test : This presents a list of all the

systems connected to the CFDIU.
- Post Flight Report : This is the sum of the Last Leg

Report and the Last Leg ECAM Report. It is only
available on the printer.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
CFDS ?
<LAST LEG REPORT
<LAST LEG ECAM REPORT
<PREVIOUS LEGS REPORT
<AVIONICS STATUS
<SYSTEM REPORT / TEST
POST
*SEND FLT REP PRINT*
CFDS →
<ACARS/PRINT PROGRAM
NEXT
PAGE <PFR FILTER PROGRAM
CTC-231-067-00 THE MAINTENANCE MENU

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

MAINTENANCE MENU.
This function is available only on ground. Selection of

the System Report/Test provides access to a list of all the
systems connected to the CFDIU.
The System Report/Test function allows interactive

dialogue between the MCDU and one system computer.
The systems are displayed in ATA chapter order and the

list is displayed on 2 pages, which can be accessed using
the NEXT PAGE key.
Selecting ENG on page 2 of the System Report/Test will

display a menu for engine related systems.
- EIU 1 & EIU 2 : allows access to the main menus for

Engine Interface Units 1 & 2.
- FADEC 1A & FADEC 1B : allows access to the

main menus for ECU 1 channels A & B.
- FADEC 2A & FADEC 2B : allows access to the

main menus for ECU 2 channels A & B.
- EVMU : allows access to the main menu for the

Engine Vibration Monitoring Unit. This menu has
2 pages.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
SYSTEM REPORT / TEST →
<AIRCOND F/CTL>
<AFS FUEL>
<COM ICE&RAIN>
<ELEC INST>
<FIRE PROT L/G>
<RETURN NAV> SYSTEM REPORT / TEST
ENG
<EIU 1 EIU 2>
<FADEC 1A FADEC 1B>
NEXT <FADEC 2A FADEC 2B>
PAGE
<EVMU
SYSTEM REPORT / TEST → <RETURN

<PNEU ENG>
<APU TOILET>
<RETURN
CTC-231-068-00 SYSTEM REPORT/TEST

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

THE ENGINE INTERFACE UNIT (EIU).
The Engine Interface Unit (EIU) is an interface

concentrator between the FADEC system and the aircraft
systems. There is one EIU for each engine.
Each EIU main menu provides access to:
- Last leg report : Presents any internal, or external

EIU failures, which occurred during the last flight.
- Previous legs report : Any internal, or external EIU

failures, which occurred during the previous 64
flights are displayed in this report.
- LRU identification : Presents the EIU serial

number.
- Class 3 faults : This report presents any class 3

failure messages that appeared during previous
flights.
- Ground scanning : This presents any internal,

or external failures which are present when a
ground scanning request is made. This report is
established by forcing operation of the BITE into
normal mode (same BITE operation as in flight).
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
EIU 1
<LAST LEG REPORT
<LRU IDENTIFICATION
<CLASS 3 FAULTS
<GROUND SCANNING
<RETURN
CTC-231-069-00 EIU MAIN MENU

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

ENGINE SYSTEMS - ECU.
Data retrieval ECU Menu
The ECU interfaces with the CFDIU over ARINC429 The ECU main menu provides access to various sub-
databuses, through the EIU, for all fault reporting and menus:
maintenance operations.
- Last leg report (leg 00).
When using the MCDU to interrogate the Last Leg - Previous legs report (legs 01 - 63).
Report, the data displayed is retrieved from the CFDIU - LRU identification report.
memory. - Troubleshooting report.
- Class 3 report.
When using the MCDU to interrogate the System Report/ - Ignition tests.
Test- FADEC 1 A/B & FADEC 2 A/B, the data displayed is - Thrust reverser tests.
retrieved from the respective ECU memory. - FADEC test (motoring / non-motoring).
- Scheduled maintenance report.
- Specific data (PWR setting max values).
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
** ENGINE 1 MAIN MENU **

< LAST LEG IGN TEST >
REPORT
< PREV LEGS T/R TEST >
REPORT
< LRU IDENT FADEC TEST >
REPORT
< TROUBLE SHOOTING
REPORT
< CLASS 3 SCHED MAINT >
REPORT REPORT
< RETURN S P E C I F I C D A T A >
CTC-231-070-00 ECU MAIN MENU

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

ECU fault class assignments Class 3 UNLIMITED faults

The ECU automatically determines the criticality level of These faults have ‘UNLIMITED’ conditions and do not
the fault, or combination of faults to establish the dispatch have any impact on the dispatch of the aircraft. They
state of the control/indication system, to comply with the may remain unrepaired during the entire aircraft life.
engine and aircraft safety objectives.
The ECU assigns different fault classes to those of the Class SM LONG TIME faults
aircraft. The ECU fault classes are: These faults are ‘time limited’ conditions and may be
- Class 1 ‘NO GO’. hidden from the flight crews up to the next ‘A’ check.
- Class 2 ‘ TIME LIMITED’. ‘LONG TIME’, or Scheduled Maintenance (SM)
- Class 3 ‘UNLIMITED’. conditions are system faults that have an indirect impact
- Class SM (Scheduled Maintenance) ‘LONG TIME’. on the loss of thrust control and the aircraft can be
dispatched with these faults. All long time faults must be
Class 1 NO GO faults cleared at an interval that is no longer than the ‘A’ check
This condition does not satisfy dispatch criteria and maintenance interval.
should be corrected prior to aircraft dispatch. However,
there may be possible maintenance, or operational NOTE:
procedures that allow dispatch with the fault(s) and the The ECU may re-evaluate a particular fault and change
maintenance manual and MMEL refer to these particular its priority to a higher class level depending on the health
cases. state of the 2 ECU channels.
Class 2 TIME LIMITED faults For example, if there is a Class 2 fault set on the active
These conditions are system faults that have no channel and the standby channel becomes inoperative,
immediate direct impact on the loss of thrust control and or, the same fault is set on both active and standby
satisfy the engine and aircraft safety objectives during the channels, the ECU will re-evaluate the situation and
time limitation. The aircraft can be dispatched with these change the fault level to a Class 1 condition.
faults, but they should be cleared at an interval that is not
greater than the time limitation specified in the AMM.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
CLASS 1 NO GO.
CONDITION DOES NOT SATISFY DISPATCH CRITERIA.

SCHEDULED MAINT REPORT SHOULD BE CORRECTED PRIOR TO AIRCRAFT DISPATCH.
ENGINE 1 CHANNEL A
CLASS 2 TIME LIMITED.
DATE ATA #
AIRCRAFT CAN BE DISPATCHED, BUT SHOULD BE CORRECTED
T5 SNSR. J13. ECU *
1302 772200
BEFORE TIME LIMITS SPECIFIED IN AIRCRAFT MAINTENANCE MANUAL.
J7/J8.HMU(SOV SW) *
1102 732150 CLASS SM LONG TIME.
TIME LIMITED CONDITION.

< RETURN PRINT > MUST BE CORRECTED AT NEXT A CHECK.
CLASS 3 UNLIMITED.
MAY REMAIN UNREPAIRED DURING THE ENTIRE AIRCRAFT LIFE.
CTC-231-071-00 ECU FAULT CLASS ASSIGNMENTS

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

ECU BITE memory structure & fault storage Zone 4 : NVM - Contains information required for
troubleshooting the ECU, while in the repair shop. The
Internal and external class 1, 2, 3 and SM faults data data is only accessible in the repair shop and display of
isolated during Normal Mode operation is stored in BITE this information on the aircraft is inhibited.
memory and the entire contents can be retrieved by shop
maintenance test equipment. Zone 5 : NVM - Contains failure identification of the
12 most recent class 3 and class SM isolated faults
The BITE memory structure is divided into five zones and that occurred during the previous 64 flights. This zone
each zone is treated as a circular buffer. The oldest data contains the fault number, flight leg (0-63), number of
is overwritten by incoming data. Data from one zone will fault occurrences (up to 4), the GMT and date data.
not be stored in another zone. Class 1 and 2 fault data is
divided between zones 1 and 2. NOTE:
This zone is shared between class 3 and class SM faults.
Zone 1 : NVM - Contains failure identification of the 12 The sum total of faults saved in the zone is 12, therefore,
most recent class 1, or 2 isolated faults that occurred if there are several SM faults, less than 12 class 3 faults
during the previous 64 flights. This zone contains can be reported.
the fault number, flight leg (0-63) and number of fault
occurrences (up to 4).
Zone 2 : NVM - Contains snapshot data corresponding to

the 12 class 1 and 2 faults stored in zone 1.
Zone 3 : Reserved RAM - contains failure identification

of the 12 most recent class 1, 2, 3, or SM isolated faults
that occurred during the ECU test, or thrust reverser test.
This zone contains the fault number, flight leg (0), number
of occurrences (up to 4), the GMT and date data.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
ZONE 1 : NVM (FAULT IDENTIFICATION).
12 MOST RECENT CLASS 1, OR 2 ISOLATED FAULTS DETECTED DURING THE PREVIOUS 64 FLIGHTS.
FAULT NUMBER. FLIGHT LEG (0-63). NUMBER OF OCCURRENCES (UP TO 4).
ZONE 2 : NVM (ADDITIONAL FAULT DATA).
SNAPSHOT DATA CORRESPONDING TO THE 12 MOST RECENT CLASS 1, OR 2 ISOLATED FAULTS

DETECTED DURING THE PREVIOUS 64 FLIGHTS AND STORED IN ZONE 1.
ZONE 3 : RESERVED RAM (FAULT IDENTIFICATION).
12 MOST RECENT CLASS 1, 2, 3, OR SM ISOLATED FAULTS DETECTED DURING THE ECU TEST, OR
THRUST REVERSER TEST
FAULT NUMBER. FLIGHT LEG (0) NUMBER OF OCCURRENCES (UP TO 4).
TIME AND DATE DATA.
ZONE 4 : NVM (SHOP DATA).
INFORMATION REQUIRED FOR TROUBLESHOOTING THE ECU AND ONLY ACCESSIBLE

IN THE REPAIR SHOP.
ZONE 5 : NVM (CLASS 3 & SM FAULTS).
12 MOST RECENT CLASS 3 AND SM ISOLATED FAULTS DETECTED DURING THE PREVIOUS
64 FLIGHTS.
FAULT NUMBER. FLIGHT LEG (0-63) NUMBER OF OCCURRENCES (UP TO 4).
TIME AND DATE DATA.
CTC-231-072-00 ECU BITE MEMORY STRUCTURE

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Aircraft status - ECU memory
Storage of internal and external fault data in BITE

memory is a function of aircraft status.
NULL : No data is stored.
DC2 : Data for all internal faults only will be stored in

appropriate areas.
DC1 : Data for all internal and external faults will be

stored in appropriate areas.
Flight leg counting and storage processing is done at

the start of the flight at the NULL to DC2 transition. The
current flight leg (or, last leg if on ground) is identified by
00 on the menu mode display. The previous flight legs
increment from 01 to 63.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
AIRCRAFT MEMORY
STATUS
CLASS 1 & 2 CLASS 1 & 2 CLASS 1, 2, 3, SM CLASS 3 & SM
NULL DC2 DC1 Z1 Z2 Z3 Z4 Z5
POWER UP
1ST ENG START

+ 3 MIN 12 MOST RECENT 12 MOST
INCREMENT
INTERNAL RECENT
FLIGHT LEG
IDENTS SNAPSHOT INTERNAL
+ 30 SEC
W
O
1ST ENG R R
T/O POWER 12 MOST RECENT E K 12 MOST
S S
80 KTS E H RECENT
INTERNAL R PFR
O
V P
LIFT OFF & E INTERNAL
D U
EXTERNAL S &
TOUCH DOWN R E
A
IDENTS SNAPSHOT M EXTERNAL
O
80 KTS N
L
Y
+ 30 SEC
LAST ENG
STOPPED
+ 5 MIN
CTC-231-073-01 A/C STATUS - ECU MEMORY FAULT STORAGE

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Last leg report (Leg 00)
The last leg report format (class 1 and 2 faults only)

contains the identity of each faulty LRU, the flight leg
(always 00), the date and time at which the fault occurred
and the ATA reference number.
A maximum of three faults are displayed per page and

the faults are displayed in chronological order with the
oldest fault first.
If no faults were recorded during the last flight, a ‘NO

FAULTS RECORDED’ message is displayed.
When there is an NVM failure, the ECU will display a

‘DATA NOT RETRIEVABLE’ message.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC

REPORT
REPORT
REPORT
< TROUBLE SHOOTING
REPORT
REPORT REPORT
LAST LEG REPORT

ENGINE 1 CHANNEL A
LEG DATE GMT ATA #
VBV ACT. HMU

00 1302 1706 753110
< RETURN PRINT >
CTC-231-074-00 LAST LEG REPORT (00)

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Previous legs report (Legs 01 to 63)
The previous legs report format (class 1 and 2 faults only)

is the same as the last leg report, except that for each
fault, the flight leg number at which the fault occurred is
added.
Flight leg numbers are displayed in reverse chronological

order with the most recent flight leg first and the faults
within each leg are displayed in chronological order with
the oldest fault first.
If no faults were recorded during previous flights, a ‘NO

FAULTS RECORDED’ message is displayed.
When there is an NVM failure, the ECU will display a

‘DATA NOT RETRIEVABLE’ message.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC

REPORT
REPORT
REPORT
< TROUBLE SHOOTING
REPORT
REPORT REPORT
PREVIOUS LEGS REPORT

ENGINE 1 CHANNEL A
LEG DATE GMT ATA #
BSV. J11/J12. ECU

01 1302 1510 731170
< RETURN PRINT >
CTC-231-075-00 PREVIOUS LEGS REPORT (01-63)

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

LRU identification NOTE:

The LRU ident screen may be different according to
The LRU identification page provides information on engine type. On:
engine configuration.
CFM56-5B8/P
The page displays: OR
CFM56-5B9/P
- ECU ATA number
- ECU part number Both installed on A318, the TCMA (Overthrust protection)
- Engine rating (5B1, 5B2, 5B3, 5B4, 5B5, 5B6, 5B7, is displayed on the LRU ident screen. The TCMA must
TEST, or ‘xxx’ for invalid rating). be deactivated.
- Enhanced performance installed ( /P) On any other CFM56-5B, the TCMA is not displayed.
- Bump availability
- N1 Trim (0 - 7)
- PMUX inhibited status
- Core chevron nozzle installed or not.
- Engine configuration (RACSB valve, or TBV valve)
- TR SOV status
- Engine serial number
- TCMA Activated or not ( A318 only), must be
disabled.
A menu selection is also provided to change the engine

serial number if the ECU is moved from one engine
to another and also to change the TRSOV installation
status.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
A319/320/321
LRU IDENTIFICATION
ENGINE 1 CHANNEL A
ALL OTHER CFM56-5B MODELS
CFM56-5B5/P
ATA # LRU PART NO.
732160 ECU 1820M89P11
IDENT PLUG DATA
BUMP N N1 TRIM 6
CONFIG TBV PMUX Y
SAC CONFIG CCNIDP N
<CONFIG CHANGE CCNECU N

ENGINE 575111 T/R SOV Y ** ENGINE 1 MAIN MENU **
< RETURN PRINT >
REPORT
REPORT
REPORT
< TROUBLE SHOOTING
OR CFM56-5B8/P REPORT
LRU IDENTIFICATION REPORT REPORT
ENGINE 1 CHANNEL A < RETURN S P E C I F I C D A T A >
CFM56-5B9/P
ATA # LRU PART NO.
732160 ECU 1820M89P11
IDENT PLUG DATA
BUMP N N1 TRIM 6
CONFIG TBV PMUX Y
SAC CONFIG CCNIDP N
OVERTHR PROT N
<CONFIG CHANGE CCNECU N MUST BE DISABLED IE: N
ENGINE 575111 T/R SOV Y
< RETURN PRINT >
A318
CTC-231-076-01 LRU IDENTIFICATION

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

LRU identification - S/N & TRSOV & core chevron Once the correct number has been entered, the ECU
nozzle status change stores it in both channels. The LRU identification menu
will then display the new S/N.
If the ECU has been changed, or moved to another
engine, the engine serial number may be changed If the operator selects ‘T/R SOV STATUS CHANGE’, a
through the MCDU. The S/N must correspond to that new sub-menu is displayed that allows the operator to
engraved on the Engine Dataplate, riveted on the fan change the status. The current status is displayed and
frame. the operator can key ‘Y’, or ‘N’ using the keypad.
When ‘CONFIGURATION CHANGE’ is selected from When the new status has been entered, the operator
the LRU identification page, a sub-menu appears that presses the corresponding line select key and a new
allows the operator to select either engine S/N change, or screen appears informing the operator that the new
TRSOV status change. status has been accepted.
If the operator selects ‘ENGINE S/N CHANGE’, a new If the entry was incorrect (any character other than ‘Y’,
sub-menu is displayed that allows the operator to enter or ‘N’), a different screen will be displayed informing
six digits from the keypad. When the new S/N has the operator that a mistake was made and allowing the
been entered, the operator presses the corresponding correct status to be re-entered.
line select key and a new screen appears informing the
operator that the S/N entry has been accepted. Once the correct status has been entered, the ECU
stores it in both channels. The LRU identification menu
If the number was wrongly entered (incorrect number will then display the new status.
of digits, or a letter accidentally keyed), a different
screen will be displayed informing the operator that a The CCNECU key enables the operator to change the
mistake was made and allowing the correct number to be core chevron nozzle status. It will be shown on the next
re-entered. slide.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
LRU IDENTIFICATION SERIAL NUMBER ENTRY

ENGINE 1 CHANNEL A ENGINE 1 CHANNEL A
CFM56-5B5/P
ATA # LRU PART NO.
732160 ECU 1820M89P11 ENTER ENGINE S/N FROM
IDENT PLUG DATA KEYPAD.
BUMP N N1 TRIM 6
CONFIG TBV PMUX Y CURRENT S/N: 575111
SAC CONFIG CCNIDP N
ENTER NEW S/N
<CONFIG CHANGE CCNECU N >
ENGINE 575111 T/R SOV Y
< RETURN PRINT > < RETURN PRINT >
LRU IDENTIFICATION
ENGINE 1 CHANNEL A
CFM56-5B5/P
T/R SOV INSTALLED ENTRY

ENGINE S/N: 575111 ENGINE 1 CHANNEL A
ENGINE S/N CHANGE >
CC NOZ INSTALLED: N
CC NOZ STATUS CHANGE > ENTER T/R SOV VALVE
T/R SOV INSTALLED: Y INSTALLED STATUS
T/R SOV STATUS CHANGE > (Y OR N)
CURRENT STATUS: Y
< RETURN PRINT >
ENTER T/R SOV STATUS
>
< RETURN PRINT >
NEXT SCREEN
CTC-231-077-01 S/N AND TRSOV STATUS CHANGE

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

LRU identification core chevron nozzle status change
If the operator selects ‘CORE CHEVRON NOZZLE

STATUS CHANGE’, a new sub-menu is displayed that
allows the operator to change the status. The current
status is displayed and the operator can key ‘Y’, or ‘N’
using the keypad.
When the new status has been entered, the operator

presses the corresponding line select key and a new
screen appears informing the operator that the new
status has been accepted.
If the entry was incorrect (any character other than ‘Y’,

or ‘N’), a different screen will be displayed informing
the operator that a mistake was made and allowing the
correct status to be re-entered.
Once the correct status has been entered, the ECU

stores it in both channels. The LRU identification menu
will then display the new status.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
LRU IDENTIFICATION
ENGINE 1 CHANNEL A
CFM56-5B5/P
ENGINE S/N: 575111

ENGINE S/N CHANGE >
CC NOZ INSTALLED: N
CC NOZ STATUS CHANGE >
T/R SOV INSTALLED: Y
T/R SOV STATUS CHANGE >
< RETURN PRINT >
CORE CHEVRON NOZZLE

INSTALLED STATUS
ENGINE 1 CHANNEL A
ENTER CODE CHEVRON

NOZZLE INSTALLED STATUS
(Y OR N)
CURRENT STATUS: Y
ENTER CCN CFG/STATUS

>
< RETURN PRINT >
CTC-231-113-00 CORE CHEVRON NOZZLE CONFIGURATION CHANGE

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Troubleshooting report
This report provides a snapshot of certain parameters

recorded at the time the fault first appeared and is used
as an aid in troubleshooting.
Each report has 2 pages and data for a maximum of 12

class 1 & 2 faults recorded over the last 64 flight legs
may be displayed.
Troubleshooting data is displayed in reverse

chronological order, i.e. last event first.
The display shows the fault message and the normal

mode message, followed by the flight leg number, date,
time, and ATA number.
The number of occurrences (1 to 4) and the ECU

designation are shown followed by the values of selected
parameters.
If no troubleshooting data is available, a ‘NO FAULTS

RECORDED’ message is displayed.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
TROUBLE SHOOTING REPORT→

ENGINE 1 CHANNEL A
VBV ACTUATOR ACTUATION

VBV ACT. HMU
00 1302 1706 753110
OCCURRENCES=02 ECUDSG=01 ** ENGINE 1 MAIN MENU **
N1ACTSEL = 01664.00 RPM
N2ACTSEL = 09216.00 RPM < LAST LEG IGN TEST >
T495SEL = 00368.00 C REPORT
TLASEL = 00024.50 DEG < PREV LEGS T/R TEST >
REPORT
< RETURN PRINT > < LRU IDENT FADEC TEST >
REPORT
< TROUBLE SHOOTING
REPORT
REPORT REPORT
NEXT < RETURN S P E C I F I C D A T A >
PAGE
TROUBLE SHOOTING REPORT→

ENGINE 1 CHANNEL A
PS3SEL = 00040.00 PSI

FMVSEL = 00002.00 %
VSVSEL = 00003.00 IN.
VBVSEL = 00028.50 DEG
P0SEL = 00012.25 PSI
TATSEL = 00009.00 C
M0 = 00000.51
N1CMD = 01472.00 RPM
< RETURN PRINT >
CTC-231-078-00 TROUBLESHOOTING REPORT

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Class 3 report
The Class 3 report has the same format as the ‘Last

leg report’, except that there is no flight leg, or date
information.
Troubleshooting data is not available for class 3 faults.
If no class 3 faults have been recorded during the last

64 flights, a ‘NO FAULTS RECORDED’ message is
displayed.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC

REPORT
REPORT
REPORT
< TROUBLE SHOOTING
REPORT
REPORT REPORT
CLASS 3 REPORT
ENGINE 1 CHANNEL A
DATE ATA #
ECU, PS13 SNSR LINE

1302 732160
< RETURN PRINT >
CTC-231-079-00 CLASS 3 REPORT

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Ignition test
The ignition test consists of cycling ignitor A for 10

seconds, waiting 2 seconds, then cycling ignitor B for 10
seconds.
Selecting ‘IGN TEST’ from the main menu will display a

screen with initial aircraft setup conditions. The operator
is prompted to place the mode selector switch to the
‘NORM’ position and place the master lever to ‘ON’. The
operator must then press the appropriate line select key
to start the test.
While the test is active, a page is displayed warning the

operator the ignitors are cycling and that pressing the
‘RETURN’ key will abort the test.
Upon completion of the test, a test ‘close up’ screen is

displayed to ensure that the function is exited with the
master lever returned to the ‘OFF’ position.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC

REPORT
REPORT
REPORT
< TROUBLE SHOOTING
REPORT
REPORT REPORT
IGNITION TEST IGNITION TEST

CAUTION: IGNITERS WILL
CYCLE DURING TEST CAUTION: IGNITERS WILL
IGNITER A TESTED THEN B CYCLE DURING TEST
PUT THE MODE SELECTOR IGNITER A TESTED THEN B
SWITCH TO <NORM>
PLACE THE MASTER LEVER IGNITER A THEN B WILL
TO THE <ON> POSITION CYCLE FOR 10 SECS EACH
PUSH BUTTON TO
START THE TEST -> PRESS RETURN TO ABORT
CTC-231-080-00 IGNITION TEST

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Thrust reverser test
During this test, hydraulic pressure must be available If the TRSOV is not installed, a screen is displayed to ask
for supply to the thrust reverser system. By moving the the operator to set the throttle lever to max reverse and
throttle in the reverse and forward regions, the T/R will this screen is displayed until a timer times out, or the T/R
deploy and stow under controlled conditions. is fully deployed.
Thrust reverser position switch faults, pressurizing valve If the TRSOV is installed, a ‘PERFORMING TR
and directional valve solenoid electrical checks, aircraft SHUTOFF VALVE TEST’ screen is displayed, which
inhibition switch failures and pressurizing valve position times out after about 8 seconds. The next display asks
faults are announced, if detected. the operator to set the throttle lever to max reverse and
this screen is displayed until a timer times out, or the T/R
Only thrust reverser system faults are announced during is fully deployed.
the test and the general FADEC test may be selected to
determine if any other faults are present. The next display asks the operator to set the throttle lever
to fwd idle and, when the doors are fully stowed, the test
Selecting ‘T/R TEST’ from the main menu will display results screen is displayed.
a screen with initial setup conditions and caution
information. The operator must press the appropriate line If no faults were found, a ‘TEST OK’ message is
select key to start the test. displayed and the operator is also given the opportunity
of performing a restow test. This checks for possible
Selecting ‘START TEST’ displays another screen with restrictions in the hydraulic return lines from the HCU.
more caution information and setup conditions. The To the operator, the test is identical to the previous test.
operator must confirm the start of the test by pressing the There is no limit to the number of times the operator may
appropriate line select key. perform the restow test.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
** ENGINE 1 MAIN MENU ** THRUST REVERSER TEST

ENGINE 1 CHANNEL A
REPORT CAUTION: SURFACES WILL
< PREV LEGS T/R TEST > MOVE AT HYD PRESS RISE
REPORT AND REVERSER WILL MOVE
< LRU IDENT FADEC TEST > DURING TEST
REPORT -REMOVE T/R INHIBITION
< TROUBLE SHOOTING -ENSURE NO PERSONNEL ARE THRUST REVERSER TEST
NEAR AREA ENGINE 1 CHANNEL A
REPORT
START TEST > CAUTION: SURFACES WILL
MOVE AT HYD PRESS RISE
REPORT REPORT
< RETURN S P E C I F I C D A T A > < RETURN PRINT > AND REVERSER WILL MOVE
DURING TEST
-SET BOTH THROTTLE
LEVERS TO FORWARD IDLE
-SELECT HYD PRESS ON FOR
TEST ENGINE
< CONFIRM START OF TEST
< RETURN PRINT >
THRUST REVERSER TEST

ENGINE 1 CHANNEL A
-SET THROTTLE LEVER OF

TEST ENGINE TO MAX
THRUST REVERSER TEST REVERSE
ENGINE 1 CHANNEL A
-WAIT FOR NEXT SCREEN
-SET THROTTLE LEVER OF
THRUST REVERSER TEST TEST ENGINE TO FWD IDLE
ENGINE 1 CHANNEL A -WAIT FOR NEXT SCREEN
< RETURN PRINT >
TEST OK
< RETURN PRINT >
< START RESTOW TEST
< RETURN PRINT >
CTC-231-081-00 THRUST REVERSER TEST

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

FADEC test
The FADEC test is divided into two parts. If starter air is If starter air is supplied, the engine is dry cranked and
available at the beginning of the test, a motoring test is the various actuators and valves (except FMV, HPSOV
performed. Otherwise, a non-motoring test is performed. and FRV valves) are commanded to move to certain
positions. The test will complete automatically in less
The non-motoring test will complete automatically in than one minute.
about two minutes. After the operator has pressed
the line select key to start the test, a screen appears As in the non-motoring test, after the operator has
prompting the operator to place the mode selector switch pressed the line select key to start the test, a screen
to ‘NORM’ and the master lever to ‘ON’. When the appears prompting the operator to place the mode
conditions are met, a ‘TEST ACTIVE’ screen is displayed. selector switch to ‘NORM’ and the master lever to ‘ON’.
When the conditions are met, a ‘TEST ACTIVE’ screen is
When the test is complete, a display reports that a non- displayed.
motoring test was performed and prompts the operator to
either press a key to display the test results, or return to If the test is positive, a ‘NO FAULTS RECORDED’
the main menu. message is displayed.
If a fault is detected, the fault report page contains the Before exiting either the non-motoring, or motoring tests,
identity of the 3 most likely failed LRU’s for the fault. a ‘TEST COMPLETE’ screen is displayed that prompts
A maximum of 3 faults per page are displayed with a the operator to place the master lever to the ‘OFF’
maximum of 12 faults recorded. position.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC

REPORT
REPORT
REPORT
< TROUBLE SHOOTING
REPORT
REPORT REPORT
FADEC TEST FADEC TEST

CAUTION: ENGINE WILL
ROTATE DURING TEST CAUTION: ENGINE WILL
FOR ENGINE MOTORING TEST ROTATE DURING TEST
SUPPLY STARTER AIR. PUT MODE SELECTOR
OTHERWISE A NON-MOTORING SWITCH TO <NORM>
TEST WILL BE PERFORMED PLACE THE MASTER LEVER
SWITCH TO <ON>
PUSH BUTTON TO
START THE TEST -> PRESS RETURN TO ABORT
FADEC TEST FADEC TEST

A NON-MOTORING TEST WAS

PERFORMED DUE TO ******* WARNING ********
INSUFFICIENT STARTER ***** TEST ACTIVE ******
AIR PRESSURE OR DUE TO
A STARTER AIR VALVE
FAILURE. PRESS RETURN TO ABORT
DISPLAY NON-MOTORING >

TEST RESULTS
CTC-231-082-00 FADEC TEST

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Scheduled maintenance report
The report format is the same as the ‘Last leg report’,

except that there is no flight leg or data information.
When no SM faults are recorded during the last 64 flight

legs, a ‘NO FAULTS RECORDED’ message is displayed.
Troubleshooting data is not available for scheduled

maintenance faults.
NOTE:
Some (not all) single channel SM faults may be upgraded
by the ECU to class 2, or even class 1, if they become
dual channel faults.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC

REPORT
REPORT
REPORT
< TROUBLE SHOOTING
REPORT
REPORT REPORT
SCHEDULED MAINT REPORT

ENGINE 1 CHANNEL A
DATE ATA #
T5 SNSR. J13. ECU *

1302 772200
J7/J8.HMU(SOV SW) *
1102 732150
< RETURN PRINT >
CTC-231-083-00 SCHEDULED MAINTENANCE REPORT

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Specific data
The specific data report is a sub-menu that currently has

only one selection available:
PWR SETTING MAX VALUES
This displays the maximum values of N1, N2 and EGT

reached the last time the engine was operated. The
time, in seconds, logged at these maximum values is also
displayed.
Both indicated and physical N1 and EGT values are

displayed. There is no separate indicated value for N2.
These maximum values and the duration of any limit

exceedance are reset during engine ground start, or they
may be reset by an option in menu mode.
When the reset option is selected by the operator, a

confirmation screen is displayed. If the operator presses
the line select key to confirm, then the reset values (all
zeros) are displayed.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC

REPORT
REPORT
REPORT
< TROUBLE SHOOTING
REPORT
REPORT REPORT
SPECIFIC DATA
ENGINE 1 CHANNEL A
< PWR SETTING MAX VALUES
< RETURN PRINT >
PWR SETTING MAX VALUES

ENGINE 1 CHANNEL A
PHYSICAL VALUES:
VALUE REACHED TIME
N1 89.3% 0S
N2 97.7% 0S
EGT 720 DEG 0S
INDICATED VALUES:
N1 89.4% 0S
EGT 730 DEG 0S
< RESET MAX VALUES
< RETURN PRINT >
CTC-231-084-00 SPECIFIC DATA

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

Function terminated report
If the cockpit rotary selector is turned to ‘IGN/START’, at

any time, menu mode will terminate the current function
and display the function terminated report screen.
If the master lever is set to ‘ON’, (except during the

ignition test, or FADEC test), menu mode will also
terminate the current function and display the function
terminated report screen.
The purpose is to prompt the operator to return cockpit

switches to safe positions. The page is displayed until
the operator does so and then, when the return key is
pressed, the screen displays the main menu.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
**FUNCTION TERMINATED***
ENGINE 1 CHANNEL A
DO NOT EXIT MENU MODE
ENSURE:
-THE MODE SELECTOR
SWITCH IS AT <NORM>
-THE MASTER LEVER IS
AT <OFF>
< RETURN PRINT >
CTC-231-085-00 FUNCTION TERMINATED REPORT

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

ENGINE SYSTEMS - EVMU.
Engine vibration measurement consists of: The EVMU receives analog signals from the 4 engine
- 2 transducers (piezo-electric accelerometers). accelerometers (2 per engine) and the N1 and N2 speed
- An Engine Vibration Monitoring Unit (EVMU). sensors of each engine.
- 2 vibration indications.
The EVMU interfaces with the CFDS, through ARINC429
The No 1 bearing vibration sensor permanently monitors databuses, for maintenance fault messages and vibration
vibrations from the No 1 bearing. It also senses data analysis.
vibrations in the LPT and HPT shafts. This sensor is also
used for trim balance operations. The EVMU also sends signals to SDAC1, SDAC2 and
the DMU over ARINC429 databuses.
The Turbine Rear Frame (TRF) vibration sensor is used
in conjunction with the No 1 bearing vibration sensor to The ECAM receives information via SDAC1 and SDAC2.
monitor and, if necessary, reduce engine vibration levels The vibration indications are displayed in green on the
using the trim balance procedure. lower ECAM display, in the engine and cruise pages.
The EVMU computes the position and the amplitude The maximum value that can be displayed is 10 units.
of the unbalance and is capable of on-board fan trim - 10 units for the N1 rotor corresponds to 10 MILS
balancing. (MILS = Milli-Inch).
- 10 units for the N2 rotor corresponds to 4 IPS
The EVMU does not interface directly with the ECU. (IPS = Inch per second).
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
LOWER ECAM
ENGINE
VIB (N1) CFDS
0.1 0.1
VIB (N2)
0.4 0.4
ENGINE OR CRUISE
PAGE N1
N2
TURBINE FROM
EVMU
REAR FRAME SECOND
ACCELEROMETER ENGINE
NUMBER 1 BEARING
ACCELEROMETER
N1 N2
TURBINE
REAR FRAME
ACCELEROMETER
NUMBER 1 BEARING
ECU
ACCELEROMETER
CTC-231-086-00 ENGINE SYSTEMS - EVMU

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION

ENGINE SYSTEMS - EVMU.
The EVMU main menu is on 2 pages and provides The second page provides access to:
access to various sub-menus.
- Acc. reconfiguration : Allows selection of the
The first page provides access to: accelerometer (Fan No 1 bearing, or TRF) to be
used for the next flight. The EVMU also indicates
- Last leg report : Internal and external class 1 & 2 which accelerometer is in operation.
faults recorded during the last flight leg.
- Engine unbalance : Allows selection, per engine, of
- Previous legs report : Internal and external class 5 different engine speeds (from 50% to 100% N1)
1 & 2 faults recorded during the previous 63 flight at which unbalance data will be stored. Unbalance
legs, excluding the last flight. data acquired during the previous command can
be read and trim balancing (one shot, or vectorial
- LRU identification : Provides part and serial method) for both engines with both accelerometers
number information. can be performed.
- Class 3 failures : Provides a list of LRU’s detected - Frequency analysis : With this menu, the operator
faulty during a ground test. Only the last 3 can set aquisition conditions for an in-flight
detected failures are displayed. frequency analysis. This menu also provides lines
for comments (up to 3) that the operator considers
- Test : Allows user to initiate a complete check of the necessary for the frequency analysis printout that
EVM system and view the results. will be made after the next flight.
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
EVMU →
<LAST LEG REPORT

<LRU IDENTIFICATION
<CLASS 3 FAILURES
<TEST
<RETURN PRINT>
NEXT
PAGE
EVMU →
<ACC. RECONFIGURATION
<ENGINE UNBALANCE
<FREQUENCY ANALYSIS
<RETURN PRINT>
CTC-231-087-00 EVMU MAIN MENU

EFFECTIVITY
CFDS MESSAGE
TOC & ANNUNCIATION
EFFECTIVITY
CFDS MESSAGE
& ANNUNCIATION
TOC
AIRCRAFT INTEGRATED DATA SYSTEM
EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION
THE AIRCRAFT INTEGRATED DATA SYSTEM (AIDS)
The AIDS is an option that is organized around the From the MCDU menu, selecting AIDS will display
Data Management Unit (DMU), which is reconfigurable the main menu, which provides access to 10 specific
via Ground Support Equipment (GSE). The DMU is functions:
connected to various aircraft systems and receives data
from them over ARINC429 databuses. - Call-up parameter : This selection provides access
to Label call-up, Alpha call-up and Parameters
One of the functions of the DMU is the generation of menus (programmed through GSE).
reports as a result of specific events defined by trigger - Programming : This displays identification
conditions. The DMU is able to record data either by the information and allows reconfiguration of limits,
use of an optional Digital Aids Recorder (DAR), optional counters and reports inhibition.
Smart Access Recorder (SAR), or integrated PCMCIA - SAR/DAR : This displays the state of the SAR
interface. The storage medium of the DAR is a magnetic memory and allows access to the DAR function.
tape cartridge, or optical disk, while the SAR stores data - Micro 3 : This is used to access either additional
in a solid state mass memory. The PCMCIA interface menus, or customer menus. This line is only
can accept disks to store SAR data, DAR data, or displayed if a third CPU board is present.
standard AIDS reports. - Assignment remote print : Displays a list of reports
triggered by the remote print button.
While the CFDS is intended to assist line maintenance - Load status : Displays the status of all airborne data
in isolating faults detected by the BITE functions of loader operations.
the aircraft systems, the main objective of AIDS is - PCMCIA : Used to access PCMCIA disk
preventative. Long term trend monitoring of the engines management and display functions.
avoids expensive unscheduled maintenance. Continuous - List of previous reports : Displays a list of the last
monitoring of the engine is also intended to substitute stored reports.
fixed interval inspections with on-demand maintenance. - Stored reports : Displays a list of all stored reports.
- Manual request reports : Provides all the report
In addition, AIDS is used for various tasks such as names and associated numbers.
hard landing detection, special investigations and
troubleshooting on a system level.
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
MCDU MENU
<FMGC
<ACARS
<AIDS
< CFDS
RETURN>
AIDS
CALL-UP
<PARAM LOAD STATUS>
<PROGRAMMING PCMCIA>
LIST OF
<SAR/DAR PREV REP>
STORED
<MICRO 3 REPORTS>
ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS>
DAR = STOPPED START
CTC-231-088-00 AIDS MAIN MENU

EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION
THE AIRCRAFT INTEGRATED DATA SYSTEM (AIDS).

PARAMETER CALL-UP.
From the AIDS main menu, selection of Call-up

parameter will display a sub-menu with three selections :
- Parameter label call-up.
- Parameter alpha call-up.
- Menus.
Label call-up
This function enables direct access to all parameters
transmitted on the ARINC429 databuses, connected to
the DMU, for on-line display. The values displayed are in
real time and refreshed once per second.
To display a label call-up, the operator enters the

following parameters, separated by a slash(/):
- EQ : Equipment number entered by 2 characters.
- SYS : System number (1, 2, 3, or 4).
- LAB : Parameter label entered in octal (001 to 377).
- SDI : Source destination identifier (00, 01, 10, or 11).
- Databits : Number of databits to be used for decimal
conversion (1 to 18). 18 is the default value.
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
AIDS
CALL-UP
<PARAM LOAD STATUS>
<PROGRAMMING PCMCIA>
LIST OF
<SAR/DAR PREV REP>
AIDS PAR LAB CALL-UP 1/8 STORED
EQ SYS LAB SDI DATABITS <MICRO 3 REPORTS>
← [18] ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS>
DAR = STOPPED START
EQ SYS LAB SDI DATABITS
← [18]
<RETURN PRINT*
↑↓
AIDS PARAM CALL-UP

<PARAM LABEL CALL-UP
<PARAM ALPHA CALL-UP
<MENUS
AIDS PAR LAB CALL-UP 1/8 <RETURN PRINT*

←7 C 1 345 01 12
345 01 1629
SSM DATABITS 28 - 11
11 011001011101000001

← [18]
<RETURN PRINT*
↑↓
EXAMPLE - EGT
CTC-231-089-00 LABEL CALL-UP

EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION

PARAMETER CALL-UP.
Alpha call-up
This function enables the operator to read out parameter
values in real time.
Every alpha call-up defined in the set-up database may

be selected to visualize parameters in engineering units.
The values are refreshed once per second.
Up to 20 alpha call-ups can be displayed (5 pages).

If parameters from 2 systems are available, both
parameters are displayed upon a single alpha call-up
code entry.
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
AIDS PARAM CALL-UP

<MENUS
<RETURN PRINT*
AIDS ALPHA CALL-UP 1/5 AIDS ALPHA CALL-UP 1/5

CLEAR ALL * CLEAR ALL *
ALPHA SOURCE POS VALUE ALPHA SOURCE POS VALUE
← ←E G T ECU-1 1:5.0
DEGC ECU-2 2:6.0
← ←
← ←
← ←
<RETURN PRINT* <RETURN PRINT*

↑↓ ?↑ ↓
CTC-231-090-00 ALPHA CALL-UP

EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION

PARAMETER CALL-UP.
Menus
This page provides a list of the menu titles, programmed
through Ground Support Equipment (GSE) and available
to the operator. Up to 20 menus can be programmed
through GSE.
AIDS is supplied with 11 standard menus, spread over

three pages. Airlines can choose to add other menus, or
change the name of existing menus through GSE.
The 11 standard menus are:

Page 1:
- Test.
- Calgen.
- Engine.
- Report01.
- ECW.
Page 2:
- Autopilot.
- Fuel_D.
- OIQH.
- APU1.
- APU2.
Page 3:
- SSEL.
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
AIDS PARAM CALL-UP

<MENUS
<RETURN PRINT*
AIDS PARAMETERS MENU 1/3 AIDS PARAMETERS MENU 2/3 AIDS PARAMETERS MENU 3/3
<TEST <AUTOPILOT <SSEL
<CALGEN <FUEL←D
<ENGINE NEXT <OIQH NEXT
PAGE PAGE
<REPORT01 <APU1
<ECW <APU2
<RETURN PRINT* <RETURN PRINT* <RETURN PRINT*
↑↓ ↑↓ ↑↓
CTC-231-091-00 PARAMETER MENUS

EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION
Reports
The data stored and processed in the DMU can be read
in the form of printed reports, which are triggered and
generated when specific conditions are met.
A report is a comprehensive set of data related to

a specific event (e.g. limit exceedance of engine
parameters).
The reports are used in routine follow-up (Trend

monitoring) and to provide information in the case of
specific events.
Below, is a list of the reports which concern the engine:

- Engine cruise report <01>
- Cruise performance report <02>
- Engine take off report <04>
- Engine report on request <05>
- Engine gas path advisory report <06>
- Engine mechanical advisory report <07>
- Engine divergence report <09>
- Engine start report <10>
- Engine run up report <11>
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
ENGINE CRUISE REPORT <01>
CRUISE PERFORMANCE REPORT <02>
ENGINE TAKE OFF REPORT <04>
ENGINE REPORT ON REQUEST <05>
ENGINE GAS PATH ADVISORY REPORT <06>
ENGINE MECHANICAL ADVISORY REPORT <07>
ENGINE DIVERGENCE REPORT <09>
ENGINE START REPORT <10>
ENGINE RUN UP REPORT <11>
CTC-231-092-00 AIDS REPORT

EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION
Engine cruise report <01> Cruise performance report <02>

This report is a collection of data over a period of This report is similar to the engine cruise report, except
time in which the aircraft met the appropriate stability that the data is sampled for longer periods and more
criteria. The required stability period is 100 seconds information is provided about the aircraft.
(programmable value). Whatever the number of times
the stability is detected, only one report is generated per The following data is added:
flight leg. - Aircraft quality number used as stability indicator.
- Inner cell fuel quantity.
If no stability is detected, then a report is generated with - Elevator position.
the following message in its last line: - Corrected angle of attack and side slip angle.
- Last DMU calculated flight path acceleration and
NO STABLE FRAME CONDITION inertial vertical speed.
- Roll angle and body axis yaw rate (average).
The report mainly contains operating data of both - True heading, longitude and latitude positions.
engines, including vibration data. - Wind speed and direction (average).
All the data is an average over the required stability - Fuel temperature and density (average).
period, except: - Flight controls positions (average).
- Serial number, flight hours, running time, cycle.
- Autopilot status. In addition, the trigger logic for this report differs from the
- Engine quality number used as stability indicator. engine cruise report and is performed independently (e.g.
- Oil consumption from the previous flight. the required stability period can be different).
- Engine vibration status word, engine control word,
status of FADEC sensors.
- Data lines V3, V4, which are the averaged values
taken from the last stable descent (last leg).
- Data lines V5, V6, which are the averaged values
taken from the last stable climb (current leg).
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
A320 ENGINE CRUISE REPORT <01> A320 CRUISE PERFORMANCE REPORT <02>
A/C ID DATE UTC FROM TO FLT A/C ID DATE UTC FROM TO FLT
CC F-MISC OCT26 172639 EGLL LFPG 0903 CC F-MISC OCT26 172701 EGLL LFPG 0903
PH CNT CODE BLEED STATUS APU PH CNT CODE BLEED STATUS APU
C1 06 01604 5000 48 0010 0 0100 45 X C1 06 01701 5000 48 0010 0 0100 45 X
TAT ALT CAS MN GW CG DMU/SW TAT ALT CAS MN GW CG DMU/SW
ENGINE 1 DATA LINE CE N162 31027 298 801 5962 295 C31000 ENGINE QUALITY CE N164 31033 298 802 5963 295 C31000 A/C QUALITY
CN N165 31015 298 801 5963 295
ESN EHRS ERT ECYC AP QE
EC 779253 07856 08800 03625 73 22 NUMBER ESN EHRS ERT ECYC AP QA QE
NUMBER
EE 779254 07854 03766 03626 73 EC 779253 07856 08800 03625 73 21 16
N1 N1C N2 EGT FF PS13 EE 779254 07854 03766 03626 73
N1 0824 0824 0923 5852 1366 XXXXX N1 N1C N2 EGT FF PS13
N2 0824 0824 0923 5949 1375 XXXXX N1 0823 0823 0922 5841 1361 XXXXX
N2 0823 0823 0923 5936 1370 XXXXX
P25 T25 P3 T3 T5 VSV VBV
S1 XXXXX 0694 1446 4247 XXXX 023 028 P25 T25 P3 T3 T5 VSV VBV
ENGINE 2 DATA LINE S2 XXXXX 0700 1464 4298 XXXX 024 029 S1 XXXXX 0692 1442 4240 XXXX 023 029
S2 XXXXX 0698 1461 4291 XXXX 024 029
HPT LPT GLE PD TN PT2 OIQH
T1 099 096 029 39 068 06351 0178 HPT LPT GLE PD TN PT2 OIQH
T2 099 096 019 44 050 06295 0180 T1 099 096 029 39 068 06351 0178
T2 099 096 020 44 050 06294 0180
VN VL PHA PHT VC VH EVM
V1 07 04 156 233 01 00 0000C VN VL PHA PHT VC VH EVM
V2 05 08 120 214 03 00 0000C V1 07 05 155 231 01 00 0000C
V2 05 08 119 215 03 00 0000C
STABLE DESCENT
STABLE DESCENT
VN VL PHA PHT N1
V3 XX XX XXX XXX XXXX VN VL PHA PHT N1
V4 XX XX XXX XXX XXXX V3 XX XX XXX XXX XXXX
V4 XX XX XXX XXX XXXX
STABLE CLIMB
STABLE CLIMB
V6 XX XX XXX XXX XXXX V5 XX XX XXX XXX XXXX
OIP OIT ECW1 SSEL
V7 044 083 00061 22222222222511 OIP OIT ECW1 SSEL
V8 043 083 00081 22222222222111 V7 044 083 00061 22222222222511
V8 043 083 00081 22222222222111
WFQ ELEV AOA SLP CFPG CIVV
X1 02287 N001 0012 0000 N0008 N010
X2 02320 N004 0010 0000 N0008 N010
RUDD RUDT AILL AILR STAB ROLL YAW
X3 0001 0013 N010 N006 N005 0003 N000 A/C AND FLIGHT
RSP2 RSP3 RSP4 RSP5 FLAP SLAT CONTROLS
X4 0000 0000 0000 0000 0000 0000
X5 0000 0000 0000 0000 0000 0000 INFORMATION
THDG LONP LATP WS WD FT FD
X6 2825 E0131 N486 139 256 0141 XXXX
X7 2825 E0131 N486 138 256 0148 XXXX
CTC-231-093-00 ENGINE CRUISE REPORT - CRUISE PERFORMANCE REPORT

EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION
Engine take off report <04> Engine report on request <05>

This report is generated while in the take off flight phase This report provides a snapshot of the engine parameters
when the sum of the EGT for both engines is maximum. and is only generated on manual request.
It is used to check the trend and the stress of the engines
during take off. Parameters for both engines are recorded at 1 second
intervals, from 5 seconds before the request to 5 seconds
One report is generated per leg (programmable after.
frequency).
The report mainly contains data from both engines,

including the maximum EGT (EGTM). The radio height
(RALT), provided by radio altimeters 1 & 2, is also
printed.
T/O delta N1 summary data

The history of the difference between the maximum value
of N1 (N1MX) and the actual N1 during previous take
offs is provided for both engines. This data is calculated
a few seconds after entry into the take off flight phase,
independently from the report trigger.
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
A320 ENGINE TAKE OFF REPORT <04> A320 ENGINE REPORT O/R <05>
CC F-MISC OCT26 170203 EGLL LFPG 0903 CC F-MISC OCT04 161521 EGLL LFQQ 0819
C1 05 01513 4000 54 0010 0 0100 53 X C1 06 84904 2000 14 0010 0 0100 43 X
TAKE-OFF DELTA N1 CE 0192 01890 162 254 6143 289 C31000 CE N247 35023 272 801 6635 327 C31000
MAXIMUM EGT
SUMMARY DATA
ESN EHRS ERT ECYC AP ESN EHRS ERT ECYC AP
EC 779253 07855 08799 03625 23 EC 779253 07717 08642 03551 73
EE 779254 07854 03765 03626 23 EE 779254 07716 03608 03552 73
ECW2 ECW5 EVM
T/O DELTA N1 SUMMARY EGTM
MAXIMUM N1
N1 00000 08000 0000C
N1 02 00 00 01 00 01 00 00 7110
N2 00000 08000 0000C
N1 02 00 00 01 00 01 00 00 7160
N1 N1C N2 EGT FF P3 N1MX PRE EVENT, 1 SEC INTERVALS

S1 0850 0850 0968 7110 3285 3117 0925
S2 0851 0851 0968 7160 3322 3155 0925
N1 N1C N2 EGT FF VN VC VH VL T - 5SEC
S1 0845 0845 0924 6060 1284 07 01 00 03
T3 T25 T12 P0 T5 VSV VBV T1 0846 0845 0925 6150 1317 06 02 00 06
T1 5075 1103 210 137 .... 015 023
S2 0845 0845 0923 6050 1305 06 01 00 04
T - 4SEC
T2 5130 1111 211 136 .... 015 024
T2 0845 0845 0925 6150 1322 06 02 00 06
V1 .. 09 ... 252 .. 00 0000C S3 0845 0844 0923 6050 1288 06 01 00 04
T - 3SEC
V2 .. 09 ... 224 .. 00 0000C T3 0845 0845 0925 6150 1314 06 02 00 06
OIP OIT O/F ECW1 ECW2 PSEL RADIO HEIGHT S4 0844 0843 0923 6040 1292 07 01 00 04
T - 2SEC
V3 051 072 1 1 00060 00010 2225 T4 0844 0844 0924 6140 1311 06 02 00 06
V4 051 073 1 1 00080 00010 2221
S5 0843 0843 0923 6040 1294 06 01 00 04
T - 1SEC
PT2 FT HPT LPT RALT
T5 0843 0844 0924 6140 1315 06 02 00 07
X1 14578 0155 099 037 1530
X2 14593 0157 100 037 1528 AT AND POST EVENT, 1 SEC INTERVALS
N1 N1C N2 EGT FF VN VC VH VL T = EVENT

S6 0843 0843 0923 6040 1289 06 01 00 04
T6 0843 0844 0924 6140 1307 06 02 00 07
T + 1SEC
S7 0843 0843 0923 6040 1278 07 01 00 04
T7 0843 0844 0924 6140 1314 06 02 00 07
T + 2SEC
S8 0843 0843 0923 6040 1292 07 01 00 04
T8 0843 0843 0924 6140 1311 06 02 00 07
T + 3SEC
S9 0842 0842 0922 6030 1285 06 01 00 04
T9 0843 0843 0923 6130 1307 06 02 00 07
T + 4SEC
S0 0842 0842 0922 6030 1284 06 01 00 04
T0 0842 0843 0923 6130 1308 06 02 00 07
T + 5SEC
V1 0843 0842 0922 6030 1285 07 01 00 04
X1 0843 0843 0923 6120 1302 06 02 00 07
TAT ALT MN BLEED STATUS APU

C2 N247 35015 801 14 0010 0 0100 43 X
U
CTC-231-094-00 ENGINE TAKE-OFF REPORT - ENGINE REPORT ON REQUEST

EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION
Engine gas path advisory report <06> Engine mechanical advisory report <07>
This report is generated by any of the following trigger This report is generated when an exceedance of one of
conditions: the following secondary engine parameters is detected
- Stall condition detected on one engine. on one engine:
- Exceedance of one of the primary engine - Engine oil temperature (OIT).
parameters (EGT, N1, N2) detected on one - Engine oil pressure (OIP).
engine. - Vibrations of the engine LP rotor.
- Fuel shut-off valve closed in flight for at least 4 - Vibrations of the engine HP rotor.
seconds on one engine. The reason for the exceedance is displayed.
3 sets of parameters for both engines are recorded at 6 5 sets of parameters for one engine are recorded at 4
second intervals before the event, 1 set at the event and second intervals before the event, 12 sets at the event
5 sets at 5 second intervals after the event. and 4 sets at 5 second intervals after the event.
Limit exceedance summary The length of the pre-event and post-event intervals is
The following data provides a summary on the programmable.
exceedance that occurred:
- E : Engine (1 or 2) on which the exceedance
occurred.
- MAX : Maximum value (peak) of the exceeded
parameter.
- LIM : Programmable limit that was exceeded.
- REF : N2 at stall detection (for all other exceedance,
zeros are printed).
- TOL : Time over limit during report generation.
- TTP : Time to peak during report generation.
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
A320 ENGINE GAS PATH ADV REPORT <06> A320 ENGINE MECH ADV REPORT <07>
CC F-MISC JUL26 122110 BGLL LFPG 0000 CC F-MISC MAY20 170242 LFPG EGLL 0725
C1 07 12202 6000 45 0000 1 0000 53 1 C1 01 00000 1000 48 0000 1 0000 54 1
CE 0470 00236 ... ... .... ... C31000 CE 0235 N0094 ... ... .... ... C31000
ESN EHRS ERT ECYC AP TR ESN EHRS ERT ECYC AP ECW1
EC XXXXXX 07010 XXXXX 03235 00 10 EC XXXXXX 06366 XXXXX 02973 00 .....
EE 779254 07008 02807 03236 00 10 EE XXXXXX 06364 XXXXX 02974 00 .....
LIMIT EXCEEDANCE SUMMARY LIMIT EXCEEDANCE SUMMARY
E MAX LIM REF TOL TTP Y1 Y2 PSEL E MAX LIM REF TOL TTP EVM
N1 1 0000 0000 0000 000 000 06 05 2225 N1 1 000 000 0000 000 000 0000C
REASON: SHUT DOWN REASON:
T - 18SEC N1
PRE EVENT, 06 SEC INTERVALS
N1C N2 EGT FF P3 T3
PRE EVENT, 04 SEC INTERVALS
T - 20SEC
S1 XXXX XXXX XXXX XXXX XXXX XXXX XXXX
T1 0000 0174 0000 1160 0000 0145 1085 S1
N1
XXXX
N2
XXXX
VN
..
VC
..
VH
00
VL
00
PHA
...
PHT
000
OIT
062
OIP
000 T - 16SEC
T5 P25 T25 PT2 ECW1 VSV VBV S2
S3
XXXX
XXXX
XXXX
XXXX
..
..
..
..
00
00
00
00
...
...
000
000
062
062
000
000
T - 12SEC
T - 12SEC V1 XXXX XXXXX XXXX XXXXX ..... XXX XXX
X1 .... ..... 0412 14562 00040 N56 N00
S4 XXXX XXXX .. .. 00 00 ... 000 062 000 T - 8SEC
S5 XXXX XXXX .. .. 00 00 ... 000 062 000
T - 4SEC
AT AND POST EVENT, 05 SEC INTERVALS
T2 0000 0174 0000 1160 0000 0145 1085
T = EVENT
T - 6SEC V2
X2
XXXX
....
XXXXX XXXX XXXXX ..... XXX XXX
..... 0416 14562 00040 N56 N00
S6
N1
XXXX
N2
XXXX
VN
..
VC
..
VH
00
VL
00
PHF
...
PHT
000
OIT
062
OIP
000 T + 5SEC
S7
S8
XXXX
XXXX
XXXX
XXXX
..
..
..
..
00
00
00
00
...
...
000
000
062
062
000
000
T + 10SEC
T3
V3
0000
XXXX
0174 0000 1160 0000 0145 1085
S9 XXXX XXXX .. .. 00 00 ... 000 062 000 T + 15SEC
T = EVENT X3 .... ..... 0417 14562 00040 N56 N00
S0
T1
XXXX
XXXX
XXXX
XXXX
..
..
..
..
00
00
00
00
...
...
000
000
062
062
000
000 T + 20SEC
AT AND POST EVENT, 05 SEC INTERVALS T2 XXXX XXXX .. .. 00 00 ... 000 062 000
T3 XXXX XXXX .. .. 00 00 ... 000 062 000
S4 0000 0171 0000 0990 0000 0147 1185 T4 XXXX XXXX .. .. 00 00 ... 000 062 000
T4 0000 0174 0000 1160 0000 0145 1085 T5 XXXX XXXX .. .. 00 00 ... 000 062 000
T + 5SEC V4
X4
....
....
..... 0283 14562 00040 N57 N02
..... 0418 14562 00040 N56 N00
T6 XXXX XXXX .. .. 00 00 ... 000 062 000
S5 0000 0174 0000 0990 0000 0147 1180

T5 0000 0174 0000 1160 0000 0145 1085
T + 10SEC V5
X5
....
....
..... 0425 14562 00040 N57 N02
..... 0418 14546 00040 N56 N00
S6 0000 0174 0000 0990 0000 0147 1185

T6 0000 0175 0000 1160 0000 0145 1080
T + 15SEC V6
X6
....
....
..... 0500 14562 00040 N57 N02
..... 0420 14562 00040 N56 N00
S7 0000 0174 0000 0980 0000 0147 1180

T7 0000 0175 0000 1150 0000 0147 1085
T +20SEC V7
X7
....
....
..... 0543 14562 00040 N57 N02
..... 0426 14562 00040 N56 N00

T8 0000 0175 0000 1140 0000 0145 1085
T +25SEC V8
X8
XXXX
....
..... 0417 14562 00040 N56 N00

T9 0000 0175 0000 1150 0000 0147 1080
V9 XXXX XXXXX XXXX XXXXX ..... XXX XXX
X9 .... ..... 0420 14562 00040 N56 N00
CTC-231-095-00 ENGINE GAS PATH ADV REPORT - ENGINE MECH ADV REPORT
EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION
Engine divergence report <09> Engine start report <10>

This report is generated while in the climb, or cruise This report is generated in case of aborted engine start,
phases when, under stabilized conditions, any of the or EGT exceedance.
following engine divergence conditions is detected:
- EGT divergence exceeding a programmed The possible aborted start reasons are:
threshold. - Starter air valve, HP shut-off valve demand/position
- Nacelle temperature (TN) divergence exceeding a disagree.
programmed threshold. - EGT overtemperature.
The reason for the divergence is displayed (EGT, TN). - Stall.
- No engine light off.
This report is intended to detect quick degradation in - Hung start.
engine performance. - Illegal start sequence.
- Slow start.
3 sets of parameters for both engines are recorded at 2
second intervals before the event, 1 set at the event and 3 sets of parameters for one engine are recorded at 5
3 sets at 2 second intervals after the event. second intervals before the event, 1 set at the event and
3 sets at 2 second intervals after the event.
In addition, the following data is provided:
- E : Divergent engine (1 or 2). The length of the pre-event and post-event intervals is
- DIV : Absolute divergence value of EGT, or TN. programmable.
- REF : Reference delta value of EGT, or TN.
NOTE:
The engine start report is also generated:
- Every 25 engine cycles (programmable frequency).
- Every flight leg for 5 consecutive flight legs from
initialization (programmable number up to 9).
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
A320 ENGINE DIVERGENCE REPORT <09> A320 ENGINE START REPORT <10>
CC F-MISC MAY20 170250 LFPG EGLL 0725 CC F-MISC OCT22 202009 EGLL LFBO 0807
C1 01 00000 1000 48 0000 1 0000 54 1 C1 11 98910 6000 00 0000 1 0000 00 1
CE 0235 N0096 ... ... .... ... C31000 CE 0297 00093 ... ... 7698 319 C31000
ESN EHRS ERT ECYC AP VSV VBV ESN EHRS ERT ECYC AP Y1 Y2
EC XXXXXX 06366 XXXXX 02973 00 XXX XXX EC 779253 07824 08764 03613 00 05 02
EE XXXXXX 06364 XXXXX 02974 00 XXX XXX EE 779254 07823 03731 03614 00
E DIV REF K ECW1 ECW2 PARA LIMIT EXCEEDANCE SUMMARY
N1 1 0000 0000 00 ..... ..... 000
E MAX LIM TOL TTP TTF FF PD SM
REASON: N1 1 4110 0000 031 035 018 0181 19 0
T - 6SEC PRE EVENT, 2 SEC INTERVALS REASON:
T - 4SEC N1 N1C N2 EGT FF TN PRE EVENT, 05 SEC INTERVALS

S1 XXXX XXXX XXXX XXXX XXXX 106
T1 XXXX XXXX XXXX XXXX XXXX 104
N1 N2 EGT FF FMV T25 PD
S1 0000 0149 0800 0000 999 0567 28
T - 15SEC
T - 2SEC P3 T3 VSV VBV T5 OIT ECW5
S2 XXXX XXXX XXXX XXXX XXXX 106
T2 XXXX XXXX XXXX XXXX XXXX 104 T1 0152 1120 386 390 .... 052 0000D T - 10SEC
T - 5SEC
S3 XXXX XXXX XXXX XXXX XXXX 106 S2 0010 0206 0820 0000 999 0513 28
T3 XXXX XXXX XXXX XXXX XXXX 105 T2 0155 1050 386 390 .... 053 0000D
T = EVENT AT AND POST EVENT, 2 SEC INTERVALS S3 0023 0253 0990 0181 030 0473 29
T3 0170 1000 386 389 .... 052 00005 T = EVENT
T + 2SEC N1 N1C N2 EGT FF TN
S4 XXXX XXXX XXXX XXXX XXXX 106 S4 0053 0330 2000 0248 064 0445 30
T4 XXXX XXXX XXXX XXXX XXXX 105 T4 0195 1005 386 389 .... 053 00005
T + 4SEC S5 XXXX XXXX XXXX XXXX XXXX 106 AT AND POST EVENT, 02 SEC INTERVALS T + 2SEC
T + 6SEC
S5 0091 0415 3180 0342 088 0420 30
S6 XXXX XXXX XXXX XXXX XXXX 106 T5 0230 1045 373 389 .... 054 00005 T + 4SEC
T + 6SEC
S6 0106 0451 3590 0370 100 0410 29
S7 XXXX XXXX XXXX XXXX XXXX 106 T6 0247 1070 370 389 .... 055 00005
S7 0121 0490 3940 0402 112 0403 29
T7 0277 1115 359 389 .... 055 00005
S8 0140 0528 4250 0427 121 0398 25

T8 0307 1180 347 385 .... 055 00001
S9 0160 0563 4500 0451 132 0396 20

T9 0342 1255 336 383 .... 055 00001
S0 0180 0603 4690 0479 138 0393 22

T0 0387 1335 324 382 .... 055 00001
U1 0194 0626 4630 0358 078 0390 24

V1 0385 1415 315 382 .... 055 00000
U2 0191 0620 4390 0288 065 0383 26

V2 0372 1445 317 382 .... 056 00000
0372 1445 317 382 .... 056 00000
CTC-231-096-00 ENGINE DIVERGENCE REPORT - ENGINE START REPORT

EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION
Engine run up report <11>

This report is primarily generated on manual request. It
contains the same data as the engine cruise report <01>,
plus corrected parameters for the ambient temperature.
The data is an average over 20 seconds with the

exception of:
- A/C serial number.
- Flight hours with dedicated engine, cycles, control
word and vibration status.
- A/C running time with dedicated engine.
- Status of FADEC sensors.
- Oil quantity.
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC
A320 ENGINE RUN UP REPORT <11>

A/C ID DATE UTC FROM TO FLT
CC F-MISC SEP04 131016 LFBO LFBO 2924
PH CNT CODE BLEED STATUS APU
C1 02 00000 1000 56 0000 1 0000 56 1
TAT ALT CAS MN GW CG DMU/SW
CE 0217 00277 ... ... 4838 201 C33057
ESN EHRS ERT ECYC AP
EC 779805 00006 00009 00006 00
EE 779806 00006 00009 00006 00
N1 N1C N2 EGT FF PS13
N1 0737 0737 0928 6034 2312 .....
N2 0600 0600 0881 5644 1606 .....
P25 T25 P3 T3 T5 VSV VBV
S1 ..... 0883 2462 4543 .... 037 042
S2 ..... 0636 1786 3853 .... 018 013
HPT LPT GLE PD TN PT2
T1 099 036 000 20 093 14621
T2 082 037 000 18 088 14550
CORRECTED V1 08 06 091 158 02 00 00000
V2 06 09 142 266 01 00 00000
PARAMETER OIP OIT ECW1 SSEL
V3 046 075 00060 22222222222111
V4 047 079 00080 22222222222111
EGTK N1K N2K FFK
X1 5881 0728 0916 2288
X2 5500 0592 0870 1589
CTC-231-097-00 ENGINE RUN UP REPORT

EFFECTIVITY
AIDS MESSAGE
TOC & ANNUNCIATION
EFFECTIVITY
AIDS MESSAGE
& ANNUNCIATION
TOC

CFM56 - Fault Detection & Annunciation PDF

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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

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A ATC AUTOTHROTTLE COMPUTER

INTERNATIONAL) DCU DATA CONVERSION UNIT

EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT

g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)

lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST

OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL

TRANSFORMER STP STANDARD TEMPERATURE AND PRESSURE

TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER

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

WARNING INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

MESSAGE INTERROGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

CENTRALIZED FAULT DISPLAY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 201

AIRCRAFT INTEGRATED DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 249

ENGINE CONTROL SYSTEM

System components Electronic Control Unit (ECU)

T12 T25 T3 T49.5 TCASE TEO P0 PS12 PS3 N1 N2

VBV VSV TBV HPT LPT

CTC-231-001-01 FADEC COMPONENTS

ECU INPUTS AND OUTPUTS

The following chart is a summary of the ECU electrical

J1 J2 A/C POWER (28V) AND IGNITER POWER (115V)

CTC-231-002-00 ELECTRICAL CONNECTORS

ECU initialization Built-In-Tests

Specific tests are available to verify certain engine

ENGINE CONTROL SYSTEM

Electronic Control Unit (ECU) Channel selection and fault strategy

The two ECU channels operate their output drivers

The purpose of the dual-redundant architecture is to

CTC-231-004-00 ECU DESIGN

Channel selection determination

No HEALTH STATUS DISCRETE

1 GROUP 1 FAULT (SERIOUS ECU INTERNAL FAULT)

CTC-231-005-01 FAULT HIERARCHY

Output driver disconnect Cross channel active / standby sensing

With a normal healthy status (no faults), all the

The respective assignments are:

If there is a failure on the active channel, the disconnect

CTC-231-006-01 OUTPUT DRIVER DISCONNECT

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RELATED ENGINE AND AIRCRAFT INTERFACE

Air Data for engine control

ADIRU = Air Data Inertial Reference Unit

(ADIRS) AIR DATA & INERTIAL REFERENCE SYSTEM

(EIU) ENGINE INTERFACE UNIT

(FCU) FLIGHT CONTROL UNIT

(FMGC) FLIGHT MANAGEMENT & GUIDANCE COMPUTER

(CFDIU) CENTRALIZED FAULT DISPLAY INTERFACE UNIT

(MCDU) MULTIPURPOSE CONTROL & DISPLAY UNIT

(FWC) FLIGHT WARNING COMPUTER

(SDAC) SYSTEM DATA ACQUISITION CONCENTRATOR

(SFCC) SLAT/FLAP CONTROL COMPUTER