I A E 
 
 V2500 

CONTROLLING - DESCRIPTION AND OPERATION
_______________________________________

1. _______
General
The Full Authority Digital Electronic Control (FADEC) system provides full
range control of the engine to achieve steady state and transient
performance when operated in combination with aircraft subsystems.
The FADEC system consists of: a dual-channel FADEC unit; Fuel Metering Unit
(FMU); dedicated Permanent Magnetic Alternator (PMA); actuation systems for
stator vanes, engine bleeds, active clearance control, 10th stage cooling
air, engine and Integrated Drive Generator (IDG) heat management control;
sensors; electrical harness; and start system components.
The FADEC Electronic Engine Control (EEC) is a vibration-isolated,
air-cooled unit mounted on the engine fan case. Its vibration isolation and
cooling systems are specifically designed to provide a protected and
controlled internal environment that is completely compatible with the
electronic components.

2. __________________
System Description

A. FADEC

(1) FADEC Functions

The FADEC system operates compatibly with applicable aircraft systems
to perform the following functions
(Ref. Fig. 001)

(a) GAS generator control for steady state and transient engine
operation within safe limits.
- Fuel flow control
- Acceleration and deceleration schedules
- Variable Stator Vane (VSV) and Booster Stage Bleed Valve (BSBV)
schedules
- Turbine clearance control (High Pressure/Low Pressure) (HP/LP)
- 10th stage cooling air control
- Idle setting.

(b) Engine limits protection

- Fan and core overspeed protection to prevent engine running
over certified red lines
- Engine turbine outlet gas temperature monitoring.

(c) Power management

- Automatic engine thrust rating control
- Thrust parameter limits computation
- manual power management through constant ratings versus
throttle lever relationship


EFF :

ALL  73-20-00

Page 1
May 01/06
 
IGO 


 I A E 
 
 V2500 


Full Authority Digital Electronic Control - Schematic

Figure 001


EFF :

ALL  73-20-00

Page 2
May 01/06
 
IGO 


 I A E 
 
 V2500 

. take-off/go-around at full forward throttle control lever
position
. flex take-off at constant intermediate position whatever the
derating is
. other ratings (max continuous, max climb, idle, max reverse)
at associated throttle lever detent points.
- Automatic power management through direct engine power
adjustment to the autothrust system demand.

(d) Automatic engine start sequencing

- Control of the starter valve ON/OFF
- Control of HP fuel shutoff valve (ON/OFF on ground, ON in
flight)
- Control of the fuel schedule
- Control of the ignition (ON/OFF)
- Engine Pressure Ratio (EPR), N1, N2, WF, Exhaust Gas
Temperature (EGT) monitoring
- Abort/Recycle capability on ground.

(e) Thrust reverser control

- Control of thrust reverser actuation (deployment and stowage)
- Control of engine power during reverser operation.
. engine idle setting during reverser transient
- Control of maximum reverser power at full rearward throttle
control lever position.
- Restow command in case of non commanded deployment.
- Redeploy command in case of non commanded stowage.

(f) Engine parameters transmission for cockpit indication

- Engine primary parameters
- Starting system status
- Thrust reverser system status
- FADEC system status.

(g) Engine condition monitoring parameters transmission.

(h) Detection, isolation, accommodation and memorization of its

internal system failures.

(i) Fuel return valve control

The FADEC controls the ON/OFF return to the aircraft tank in
relationship with:
- Engine oil, IDG oil and fuel temperatures
- Aircraft fuel system configuration
- Flight phases.


EFF :

ALL  73-20-00

Page 3
May 01/06
 
IGO 


 I A E 
 
 V2500 

(2) Fuel Metering Unit
(Ref. Fig. 002)
The FMU provides fuel flow control for all operating conditions.
Variable fuel metering is provided by the FMU through EEC commands by
a torque motor controlled servo drive. Position resolvers provide
feedback to the EEC. The FMU has provision to route excess fuel
(above engine requirements) to the fuel diverter valve through the
bypass loop.

(3) Functional interfaces

(Ref. Fig. 003)

(4) Additional Engine Sensing (AES)

(Ref. Fig. 001)

B. Gas Generator Control

(1) Fuel Control

(a) General
The EEC produces a fuel flow request using the control laws
relevant to engine operation. The request is transmitted through
the torque motor in the fuel metering unit. Setting steady state
power, idle speed and accel/decel transients requires different
control laws.
The primary mode of setting steady state power is provided by
controlling fuel flow to set EPR as illustrated in
(Ref. Fig. 004)
An EPR Reference (EPR REF) is calculated as a function of the
Throttle Resolver Angle (TRA), ambient temperature (T2), Mach
number and altitude. The EPR reference is compared to sensed EPR
and dynamic compensation is then applied to this EPR error. The
result is that fuel flow is modulated until the EPR error is
eliminated.
If the control is unable to sense EPR or calculate EPR REF, a
transition to an N1 reversionary control mode will take place.
In the event of this transition, EEC logic is incorporated to
prevent thrust perturbation when control is transferred from EPR
to the reversionary control mode. The rotor speed reference (N1
REF) will be scheduled as a function of TRA and T2.

(b) Idle power level

Engine power level at idle is determined by selecting the highest
of three possible controlling loops as shown in
(Ref. Fig. 005)


EFF :

ALL  73-20-00

Page 4
May 01/06
 
IGO 


 I A E 
 
 V2500 


Fuel Metering Unit

Figure 002


EFF :

ALL  73-20-00

Page 5
May 01/06
 
IGO 


 I A E 
 
 V2500 


INTENTIONALLY BLANK




 73-20-00

Page 6
May 01/06
 
IGO 


 I A E 
 
 V2500 


Functional Interfaces - Block Diagram

Figure 003


EFF :

ALL  73-20-00

Page 7/8
May 01/06
 
IGO 


 I A E 
 
 V2500 


Power Setting Requirements

Figure 004


EFF :

ALL  73-20-00

Page 9
May 01/06
 
IGO 


 I A E 
 
 V2500 


Idle Control Requirements

Figure 005


EFF :

ALL  73-20-00

Page 10
May 01/06
 
IGO 


 I A E 
 
 V2500 

- The first N2 is a constant corrected N2 (N2/square of theta T2)
which provides constant thrust under various ambient conditions
and varying customer bleed and horse power extraction.
- Approach idle is the second constant N2 speed which varies as a
function of total air temperature and altitude. This idle speed
is selected to ensure sufficiently short acceleration time to
go around thrust and is used when the aircraft is in an
approach configuration.
- The third requirement is for a minimum mechanical N2 speed to
avoid cut out of the electrical generator.
The highest of these three minimum N2 speed requirements is used
to generate the request for the N2-speed idle fuel flow
derivative.
Then it is compared to the fuel flow derivative based on minimum
burner pressure and the highest one is selected.

NOTE : The minimum requirement for burner pressure is determined

____
as a function of altitude. It is compared to actual burner
pressure and the error term is used to determine the fuel
flow derivative request.
Finally, the selected fuel flow derivative is integrated
and compared to the minimum fuel flow required to prevent
burner blow out. The highest fuel flow requested is used
as the command.

(c) Engine acceleration/deceleration

Engine acceleration/deceleration is accomplished as a function of
N2Dot (N2 speed derivative) to provide consistent power response
with and without bleed load throughout the engine life. A ratio
unit topper (Wf/Pb) is also provided to protect engine integrity
under abnormal engine conditions such as surge. Fuel flow for
engine starting is scheduled as a function of ratio units
(Wf/Pb).
The N2Dot acceleration schedule is a function of N2/square root
of theta T2 (N2 to conditions at the high compressor inlet) with
an altitude bias.
In the event of a fast decel, the accel schedule is transiently
reduced in anticipation of a throttle movement. This reset is
removed when the deceleration transient detection clears and a
follow-on variable timer elapses. The scheduled N2 derivative is
compared to the actual N2 derivative to form an error term, and
dynamically compensated. The output is limited by an acceleration
WfDot/Wf rate limit.
The N2Dot deceleration schedule is a function of N1/square root
of theta T2 and altitude.


EFF :

ALL  73-20-00

Page 11
May 01/06
 
IGO 


 I A E 
 
 V2500 

The decel N2Dot schedule is compared to the actual N2 derivative
to form an error term, and dynamically compensated. The output is
limited by a deceleration WfDot/Wf rate limit.
In the event of an engine surge, a ratio unit accel schedule
(Wf/Pb) will be in control to reduce fuel flow. Scheduled ratios
are a function of N2/square root of theta T2.6. If a surge is
detected, the requested ratio units are reduced to aid in
recovery.
Fuel for engine starting and acceleration to idle is computed
from a Wf/Pb start schedule and Pb. The schedule is a function of
N2/square root of theta T2 and P2.

(2) Variable Stator Vane (VSV) Control

The VSV position is controlled by the EEC as a function of N2/square
root of theta T2.6.
The EEC uses the VSV feedback signal from the Linear Variable
Differential Transducer (LVDT) to adjust the actual VSV position. The
VSV control schematic is given on
(Ref. Fig. 006)

(3) Booster Stage Bleed Valve (BSBV) Control

The BSBV position is controlled by the EEC. The EEC uses the BSBV
feedback signal from the LVDT to adjust the actual BSBV position.
The BSBV control schematic is given on
(Ref. Fig. 006)

(4) HPT/LPT Active Clearance Control (HPT/LPT ACC)

The HPT/LPT ACC valve modulates fan air flow to the HP and LP turbine
cases.
The EEC controls the valve position as a function of the thrust
level.
The LVDTs transmit the valve position to the EEC.
The HPT/LPT ACC schematic is given on
(Ref. Fig. 007)

(5) HP Turbine (10th Stage) Cooling Air Control

The HP turbine cooling air valve supplies supplemental air (from HP
compressor 10th stage) to cool various parts of the HP and LP
turbines.
The valve operates as a function of high rotor speed and altitude and
incorporates a 2-position switch to provide a feedback signal to the
EEC (channels A and B)
(Ref. Fig. 008)


EFF :

ALL  73-20-00

Page 12
May 01/06
 
IGO 


 I A E 
 
 V2500 


VSV and BSBV Control - Schematic

Figure 006


EFF :

ALL  73-20-00

Page 13
May 01/06
 
IGO 


 I A E 
 
 V2500 


HPT/LPT Active Clearance Control (HPT/LPT ACC)

Figure 007


EFF :

ALL  73-20-00

Page 14
May 01/06
 
IGO 


 I A E 
 
 V2500 


HP Turbine (10th Stage) Cooling Air Control - Schematic

Figure 008


EFF :

ALL  73-20-00

Page 15
May 01/06
 
IGO 


 I A E 
 
 V2500 

(6) Oil/Fuel Temperature Control

(a) General
Heating and cooling of fuel, engine oil and IDG oil is
accomplished by the Fuel Cooled Oil Cooler (FCOC), the Air Cooled
Oil Cooler (ACOC) and the IDG cooler under the management of the
EEC. Devices used by the EEC include the fuel diverter valve, the
ACOC modulating air valve and the return to tank valve. Fuel,
engine oil and IDG oil temperatures are transmitted to the EEC by
thermocouples.
The fuel temperature is measured at the exit of the filter. The
engine oil temperature is measured upstream of the ACOC. The IDG
oil temperature is measured at IDG oil cooler exit.

(b) ACOC modulating air valve

The modulating air valve regulates air flow to the ACOC. Oil
heated by the engine passes through the ACOC and then to the
FCOC. The air valve is modulated by the EEC to maintain both oil
and fuel temperatures within acceptable minimum and maximum
limits. Minimum oil temperature limits are used such that the oil
may be used to prevent fuel icing with the use of FCOC. Maximum
limits have been established to avoid breakdown of engine oil and
to avoid excessively high fuel temperatures.

(c) Fuel diverter and return to tank valve

The fuel diverter valve and the return to tank valve are
controlled by the EEC to provide the selection of four modes of
operation shown schematically in figures
(Ref. Fig. 009, 010, 011, 012)
The two-position fuel diverter valve, controlled by a single EEC
signal, and the return to tank valve, which varies flow from a
maximum to zero flow in response to a modulated EEC command, are
both contained in the same housing.
The four modes of operation, described below, are intended to
maintain fuel, engine oil and IDG oil temperatures in limits
while minimizing AOC cooling air usage. Return to tank is
inhibited under certain power conditions as well as other
aircraft fuel system conditions determined by aircraft logic.

1
_ Mode 1
(Ref. Fig. 009)
Fuel through the IDG FCOC or combined with a quantity of fuel
downstream of the FCOC is modulated for return to tank. FMU
bypass flow is returned upstream of fuel filter. This is the
normal mode of operation.
This mode is maintained if the following conditions are
satisfied:


EFF :

ALL  73-20-00

Page 16
May 01/06
 
IGO 


 I A E 
 
 V2500 


Heat Management System

Figure 009


EFF :

ALL  73-20-00

Page 17
May 01/06
 
IGO 


 I A E 
 
 V2500 


Heat Management System

Figure 010


EFF :

ALL  73-20-00

Page 18
May 01/06
 
IGO 


 I A E 
 
 V2500 


Heat Management System

Figure 011


EFF :

ALL  73-20-00

Page 19
May 01/06
 
IGO 


 I A E 
 
 V2500 


Heat Management System

Figure 012


EFF :

ALL  73-20-00

Page 20
May 01/06
 
IGO 


 I A E 
 
 V2500 

- engine at low power setting,
- return to tank valve not fully open to maintain IDG oil
temperature to 85 deg.C (180 deg.F).

2
_ Mode 4
(Ref. Fig. 010)
Fuel through IDG FCOC modulated for fuel return to tank. FMU
bypass flow returned upstream of FCOC. Supplemental cooling of
fuel is provided by this mode.
This mode is adopted at low engine speeds with a high IDG oil
inlet temperature.

3
_ Mode 3
(Ref. Fig. 011)
Fuel through IDG FCOC returned downstream of FCOC. FMU bypass
flow returned upstream of fuel filter. Return to tank
inhibited. This is the preferred mode of operation when return
to tank is not allowed.
This mode is maintained if the following conditions are
satisfied:
- engine at high power setting,
- ACOC not fully open,
- IDG oil temperature not greater than 110 deg.C (230 deg.F)
or 100 deg.C ( 212 deg.F) on ground.

4
_ Mode 5
(Ref. Fig. 012)
FMU bypass flow returned upstream of FCOC via the IDG cooler
in the reverse direction. Return to tank inhibited. This mode
is adopted if the conditions exist:
- fuel temperature less than 5 deg.C (41 deg.F),
- oil temperature less than 30 deg.C (86 deg.F),
- ACOC fully open in mode 3,
- IDG OIL temperature greater than 100 deg.C (212 deg.F) in
mode 4,
- IDG OIL temperature greater than 110 deg.C (230 deg.F) in
mode 3.

C. Engine Limits Protection

(1) General
The FADEC prevents inadvertent overboosting of the expected rating
(EPR limit and EPR target) during power setting.
It also prevents exceedance of rotor speeds (N1 and N2) and burner
pressure limits. In addition, the FADEC unit monitors EGT and sends
an appropriate indication to the cockpit display in case of
exceedance of the limit.


EFF :

ALL  73-20-00

Page 21
May 01/06
 
IGO 


 I A E 
 
 V2500 

The FADEC unit also provides surge recovery.

(2) Description

(a) Overspeed
Overspeed protection logic consists of overspeed limiting loops,
for both the low and high speed rotors, which act directly upon
the fuel flow command. Supplementary electronic circuitry for
overspeed protection is also incorporated in the EEC. Trip
signals for hardware and software are combined to activate a
torque motor which drives a separate overspeed valve in the fuel
metering unit to reduce fuel flow to a minimum value. The engine
can be shut down to reset the overspeed system to allow a restart
if desired.

(b) Engine surge

Engine surge is detected by a rapid decrease in burner pressure
or the value of rate of change of burner pressure, which
indicates that surge varies with engine power level (N2/square
root of theta 2 and engine inlet pressure (P2)).
Once detected, the EEC will reset the stator vanes by several
degrees in the closed direction, open the booster 7th and 10th
stage bleeds, and lower the maximum Wf/Pb schedule. Recovery of
burner pressure to its steady state level or the elapse of a
timer will release the resets on the schedules and allow the
bleeds to close.

D. Power Management

(1) Engine Thrust Setting Computation

The FADEC unit contains all the engine thrust setting curves to
provide automatic engine thrust ratings control in Engine Pressure
Ratio, (EPR) (in normal mode) and N1 (in reversionary mode).
The FADEC unit computes power management LIMIT and COMMAND parameters
in EPR mode, except during reverse operation (N1 mode). These
parameters are available for the following engine thrust modes:
- Maximum Take-Off and Go-Around
- Flexible Take-Off
- Maximum Continuous
- Maximum Climb
- Idle (no limit parameter)
- Reverse (N1 mode operation)
Environmental Control System (ECS) bleed and anti-ice bleed are taken
into account by the FADEC to compute thrust corrections.


EFF :

ALL  73-20-00

Page 22
May 01/06
 
IGO 


 I A E 
 
 V2500 

(a) Engine rating versus throttle position
The power management COMMAND parameter is calculated as a
function of TRA such that:
- TRA versus rated thrust relationship is as shown on
(Ref. Fig. 013)
In normal operation a forward action on the throttle resolver
does not lead to a decrease in thrust. A rearward action on the
throttle resolver does not lead to an increase in thrust except
in reverse.
- TRA versus rated thrust is consistent regardless of ambient
conditions.
- TAKE-OFF/GO-AROUND ratings are always achieved at full forward
throttle resolver position.
- Other ratings (MAX-CONT, MAX-CLIMB, IDLE, MAX REVERSE) are
achieved at constant throttle resolver positions.
- FLEXIBLE TAKE-OFF for a given derating is achieved at constant
retarded throttle resolver position.
- In normal operation there is no restriction on TRA rate of
change.
Engine transient response in the Engine Pressure Ratio (EPR)
and low Rotor Speed (N1) power setting modes is critically
damped with minimal overshoot.

(b) Flexible take-off rating

FLEXIBLE TAKE-OFF rating is set by the assumed temperature method
with the possibility to insert an assumed temperature value
higher than the maximum one certified for engine operation to
provide for the maximum derate allowed by the certifying
Authorities.
The FADEC unit permits:
FLEXIBLE TAKE-OFF procedure with constant retarded throttle
resolver position, allowing the application of full TAKE-OFF
power at full forward position if selected. At this given
retarded throttle resolver position, the FADEC unit thrust
setting is such that thrust obtained all along the FLEXIBLE
TAKE-OFF at T1 ambient temperature, and with TA assumed
temperature, is the same as thrust obtained during MAXIMUM
TAKE-OFF at an actual ambient temperature of TA.

(c) Reverse
The FADEC unit controls thrust rating during thrust reverser
operation.
Engine power is set automatically by the FADEC unit to the level
required for correct deploying and restowing operations in all
ambient conditions. Maximum reverse power is obtained at a unique
throttle control lever position (maximum rearward) and is
automatically limited.


EFF :

ALL  73-20-00

Page 23
May 01/06
 
IGO 


 I A E 
 
 V2500 


Thrust Command Relationship

Figure 013


EFF :

ALL  73-20-00

Page 24
May 01/06
 
IGO 


 I A E 
 
 V2500 

Reverser selection logic is based on throttle control lever
positions and aircraft discrete information.
During reverser transit, the power setting command is limited as
a function of reverser position and throttle control lever
resolver position as shown in
(Ref. Fig. 014)
When reverser is fully deployed or fully restowed, the FADEC unit
follows throttle control lever demand.
In case of an inadvertent deployment (sensed movement greater
than 10 percent of actuator full deploy travel), the EEC will
execute an auto-restow
(Ref. Fig. 014)
In case of an inadvertent stowing (sensed movement greater than
10 percent of actuator full stow travel), the EEC will execute an
auto-redeploy
(Ref. Fig. 014)
If the reverser inadvertent travel exceeds 15 percent of its
travel from the fully stowed position, the EEC will command idle
power. If reverser inadvertent travel exceeds 22 percent of its
travel from the fully deployed position, the EEC will command
idle power
(Ref. Fig. 014)

(2) Thrust Setting

(a) General
(Ref. Fig. 015)
Two thrust setting modes are available, the autothrust mode and
the manual mode. The mode selection depends on throttle control
lever position and on the autothrust activation/deactivation
logic.
Throttles control levers move over a sector divided into three
areas where autothrust system (ATHR) can be activated or not
(Ref. Fig. 016)
- In the rear region (from 5 up to and excluding 4) ATHR cannot
be activated.
- In the middle region (from and including 4 up to and including
2) ATHR can be activated.
- In the forward region (from 2 to 1) ATHR cannot be activated.
TAKE-OFF and FLEX TAKE-OFF shall be performed manually.
The thrust setting general arrangement is given on
(Ref. Fig. 017)


EFF :

ALL  73-20-00

Page 25
May 01/06
 
IGO 


 I A E 
 
 V2500 


Thrust Reverser Inadvertent Deploy/Restow

Figure 014


EFF :

ALL  73-20-00

Page 26
May 01/06
 
IGO 


 I A E 
 
 V2500 


Thrust Reverser Logic State Diagram

Figure 015


EFF :

ALL  73-20-00

Page 27
May 01/06
 
IGO 


 I A E 
 
 V2500 


Throttle Control Lever Definition

Figure 016


EFF :

ALL  73-20-00

Page 28
May 01/06
 
IGO 


 I A E 
 
 V2500 


Thrust Setting General Organization

Figure 017


EFF :

ALL  73-20-00

Page 29
May 01/06
 
IGO 


 I A E 
 
 V2500 

(b) ATHR activation/deactivation
(Ref. Fig. 018, 019)
The autothrust function (ATHR) can be engaged or active. The
engagement logic is done in the Flight Management Computer (FMGC)
and the activation logic is implemented into the EEC. The
activation logic in the EEC unit is based upon two digital
discretes, ATHR engaged, ATHR active, from the FMGC, plus an
analog discrete from the instinctive disconnect pushbutton on the
throttle control lever.
The ATHR function is engaged automatically in the FMGC by auto
pilot mode demand and manually by action on the ATHR pushbutton
located on the Flight Control Unit (FCU).
The ATHR de-activation and ATHR disengagement are achieved by
action on the disconnect pushbutton located on the throttle
control levers or by pressing the ATHR pushbutton provided that
the ATHR was engaged, or by selection of the reverse thrust.
If the Alpha Floor condition is not present, setting at least one
throttle control lever forward of the MCT gate leads to ATHR
deactivation but maintains ATHR engaged; the thrust is controlled
by the throttle control lever position and ATHR will be activated
again as soon as both throttle control levers are set at or below
MCT gate.
If the Alpha Floor condition is present, the ATHR function can be
activated regardless of throttle control lever position.
When ATHR is deactivated (pilots action or failure), the thrust
is frozen to the actual value at the time of the deactivation.
The thrust will be tied to the throttle control lever position as
soon as the throttle control levers have been set out of the MCT
or MCL positions.
The ATHR is active if:
0 less than or equal to TLA less than MCT or (TLA = MCT and
selected mode different from FLEXTO) or Alpha Floor condition
and - FCU discretes set to 1
ATHR active = 1
ATHR engaged = 1
and - Deactivation condition is not present.

(c) ATHR deactivation

There are two cases:

1
_ The thrust is frozen to the N1 actual if (memo thrust
setting):
- ATHR was active in the EEC
and - throttle is in MCT gate of MCL gate
and - one of the deactivation conditions is present
- ATHR not engaged (from the EEC)
or - N1 target not valid


EFF :

ALL  73-20-00

Page 30
May 01/06
 
IGO 


 I A E 
 
 V2500 


Autothrust System (ATHR) - Activation/Deactivation

Figure 018


EFF :

ALL  73-20-00

Page 31
May 01/06
 
IGO 


 I A E 
 
 V2500 


Autothrust System (ATHR) - Activation/Deactivation

Figure 019


EFF :

ALL  73-20-00

Page 32
May 01/06
 
IGO 


 I A E 
 
 V2500 

or - instinctive disconnect condition.
OR
- Thrust was frozen
and - condition to switch to manual thrust setting not
present
and - condition to switch to automatic thrust setting not
present.

2
_ The thrust is controlled manually (i.e., function of TLA
position) if:
- The throttle control levers are not in the ATHR area
OR
- ATHR setting or thrust was frozen
and - TLA different from MCT and TLA different from MCL
and - one of the deactivation conditions is present
OR
- ATHR setting or the thrust was frozen
and - the deactivation condition not present
and - the FCU discrete ATHR active is not present
OR
- Manual Thrust was selected
and - condition to switch to automatic mode not present
OR
- Power up condition.

(d) Manual thrust setting

1
_ General
In manual thrust setting mode, power management COMMAND
parameter is calculated as a function of the throttle lever
angle (TLA) as follows:
Throttle lever angle versus rated thrust relationship is as
shown on
(Ref. Fig. 020)
A forward action of the throttle control lever will not lead
to a decrease in thrust. A rearward action on the throttle
control lever will not lead to an increase in thrust.
TLA versus rated thrust is consistent regardless of ambient
conditions.
TAKE-OFF/GO-AROUND ratings are always achieved at full forward
throttle control lever position (except in Alpha-floor mode).
Other ratings (MAX CONTINUOUS, MAX CLIMB, IDLE, MAX REVERSE)
are achieved at constant throttle control lever positions.
FLEXIBLE TAKE-OFF for a given derating is achieved at constant
retarded throttle control lever position.


EFF :

ALL  73-20-00

Page 33
May 01/06
 
IGO 


 I A E 
 
 V2500 


(FN - TLA) Relationship

Figure 020


EFF :

ALL  73-20-00

Page 34
May 01/06
 
IGO 


 I A E 
 
 V2500 

2
_ Thrust limit mode selection
Throttle control lever is used as a rating mode selection
device. By receiving the throttle control lever position
signal, the FADEC computes permanently thrust limit ratings,
shall select the corresponding limit value and send it to the
cockpit.
Thrust limit mode selection shall be achieved by manually
setting the throttle control lever to the corresponding unique
position
(Ref. Fig. 016)
- MAX CLIMB rating on position 3.
- MAX CONTINUOUS rating on position 2.
- MAX TAKE-OFF/GO-AROUND rating on position 1 (MTO/GA).
When the throttle control lever is positioned between two
unique positions, the FADEC will select the limit of the
higher for display

-----------------------------------------------------------------------------
A/C |ENGINE |DERATE| TRA | -38 | -8.23 | 5.75 | 51.5 | 69.67 | 85.5 |
| | | |deg. |deg. |deg. |deg. |deg. |deg. |
STATUS|STATUS |STATUS| TLA | -20 | -4.22 | 3.03 | 27.11 | 36.67 | 45 |
| | | |deg. |deg. |deg. |deg. |deg. |deg. |
----------------------------------------------------------------------------|
ON |RUNNING| NO |BIT STATUS| 110 | 101 | 101 | 101 | 101 | |
GROUND| |DERATE|EPR OR N1 | | | | | | |
| | | LIMIT (1)| | | | | | |
----------------------------------------------------------------------------|
ON | NOT | NO |BIT STATUS| 110 | 010 | 010 | 011 | 101 | |
GROUND|RUNNING|DERATE|EPR OR N1 | | | | | | |
| | | LIMIT (1)| | | | | | |
----------------------------------------------------------------------------|
ON | NOT | |BIT STATUS| 110 | 010 | 010 | 100 | 101 | |
GROUND|RUNNING| FLEX |EPR OR N1 | | | | | | |
| | | LIMIT (1)| | | | | | |
----------------------------------------------------------------------------|
ON | | |BIT STATUS| 110 | 100 | 100 | 100 | 101 | |
GROUND|RUNNING| FLEX |EPR OR N1 | | | | | | |
| | | LIMIT (1)| | | | | | |
----------------------------------------------------------------------------|
| | NO |BIT STATUS| 110 | 010 | 010 | 011 | 101 | |
FLIGHT|RUNNING|DERATE|EPR OR N1 | | | | | | |
| | | LIMIT (1)| | | | | | |
----------------------------------------------------------------------------|
| | |BIT STATUS| 110 | 010 | 010 | 100 | 101 | |
FLIGHT|RUNNING| FLEX |EPR OR N1 | | | | | | |
| | | LIMIT (1)| | | | | | |
----------------------------------------------------------------------------|


EFF :

ALL  73-20-00

Page 35
May 01/06
 
IGO 


 I A E 
 
 V2500 

-----------------------------------------------------------------------------
A/C |ENGINE |DERATE| TRA | -38 | -8.23 | 5.75 | 51.5 | 69.67 | 85.5 |
| | | |deg. |deg. |deg. |deg. |deg. |deg. |
STATUS|STATUS |STATUS| TLA | -20 | -4.22 | 3.03 | 27.11 | 36.67 | 45 |
| |ALPHA |BIT STATUS| 101 | 101 | 101 | 101 | 101 | |
FLIGHT|RUNNING|FLOOR |EPR OR N1 | | | | | | |
| | | LIMIT (1)| | | | | | |
----------------------------------------------------------------------------|
Description of Bits in Discrete Label 292

(1)
Bit No.21 20 19 No. Definition
----------------- - ----------
0 0 0 0 Invalid thrust mode (N1 unrated mode)
0 0 1 1 Not used
0 1 0 2 Max Climb thrust mode
0 1 1 3 Max Continuous thrust mode
1 0 0 4 Flex Take off
1 0 1 5 Max Take off/Go-Around thrust mode
1 1 0 6 Reverse thrust mode
1 1 1 7 Bump

NOTE : In case of non validation of FLEX TAKE-OFF temperature

____
before the throttle control lever is set to the MCT
detent, the FADEC will not activate FLTO. In-flight if
the throttle control lever is set to MCL or to TO/GA
then FLTO is cancelled, and FLTO becomes MCT.

When both throttle control lever positions select two

different modes the rating limits sent by the two FADECs will
be different. The Auto Flight System (AFS) will take into
account the highest one.
On the ground, as soon as the FADEC is powered ON (engine
not running), it shall be possible to read the computed thrust
limit parameter values on the upper ECAM DU by positioning the
throttle control lever on the various unique positions.
(Including flex take-off condition).
On the ground, as soon as the engine is running, the
computation of the thrust limit parameter is initialized in
MTO/GA mode.

3
_ Flex take-off
On the ground, if a Flex TO temperature has been set on the
CDU of the FMS and has been validated (range, parity, SSM
test...) and is higher than the static air temperature, the
FADEC unit shall set the MCT/FLEX TO detent point at the Flex
TO (FTO) rating.


EFF :

ALL  73-20-00

Page 36
May 01/06
 
IGO 


 I A E 
 
 V2500 

When the engine is not running, the limit mode is a function
of the throttle control lever position. When the conditions of
the previous paragraph are met as soon as engine is running,
the computation of the thrust limit parameter is initialized
in Flex TO mode, as long as the throttle control lever is
lower than or equal to MCT.
When the engine is running, by setting the throttle control
lever above MCL, the value of FLEX temperature is latched in
the FADEC unit and the FLEX temperature value sent by the FMS
is no longer considered in power management computations.
In flight, the only way to cancel the FLEX TAKE-OFF rating and
to reset the MCT/FTO position to MCT rating is to set the
throttle control lever to less than or equal to MCL or equal
to TO/GA.
In flight, changing from the FLEX TAKE-OFF thrust limit mode
to MCT limit mode shall be achieved by setting the throttle
control lever in one of the two detent points - TO/GA or MCL -
and by coming back to the MCT detent point.
In flight, it shall not be possible to set back the MCT/FLEX
TO detent point to FTO rating.
When a FLEX TAKE-OFF is performed, MAX TAKE-OFF rating shall
be achieved by pushing the throttle control lever to the full
forward stop.

4
_ Thrust adjustment
In manual mode the actual thrust parameter controlled by the
FADEC shall be adjusted to the level required by the throttle
control lever position through EPR CMD = f (TLA).
(Ref. Fig. 020)
When throttle control lever is positioned on one of the unique
positions the commanded thrust parameter shall be the limit
corresponding to this unique position.

(e) Autothrust setting

1
_ General
In autothrust mode the FADEC is working with EPR CMD = EPR
target from the AFS, taking into account that the EPR CMD will
be always limited by the EPR throttle.

2
_ Alpha floor protection
Alpha floor protection is part of autothrust function.
When the aircraft angle of attack is greater than a threshold
depending on the aircraft configuration, the alpha floor
condition is reached and the ATS sends an EPR target demand
equal to EPR MAX TAKE-OFF.


EFF :

ALL  73-20-00

Page 37
May 01/06
 
IGO 


 I A E 
 
 V2500 

When receiving alpha floor protection signal through ARINC 429
data bus, the FADEC switches EPR target limitation from EPR
throttle = f (TLA) to EPR MAX TAKE-OFF for any throttle
control lever position.
The alpha floor function can only be overridden by pilots
action on the ATHR system disconnect switches located on the
throttle control levers.

3
_ Memo thrust setting
When ATHR is deactivated, there are some cases where the
thrust is frozen to the actual value see 5.B. (2) in that case
the thrust is set accordingly to logic shown on
(Ref. Fig. 021)

E. Engine Starting/Ignition Control

(Ref. Fig. 022)

(1) General
There are two modes of starting control associated with two different
procedures and corresponding to two engine starting logics in the EEC
(Ref. Fig. 022)

(a) Automatic starting logic under the full authority of the FADEC
system.
The FADEC initiates the automatic sequence of command to:
- pneumatic starter valve opening and closing
- HP fuel valve
- igniters.
The FADEC provides:
- engine limits protection N1, N2, EGT
- on ground start abort in case of detected incident (hot start,
stall, failure to light, hung start)
- in flight start, only fault indication, without automatic start
abort
- specific fault message transmission.

(b) Alternate start logic with authority of the FADEC limited to:
- actuation of the pneumatic starter valve, through the
activation of the MAN START pushbutton switch and the setting
of the ENG/MODE/CRANK/NORM/IGN START to IGN START.
- energization of the spark igniter and setting of the ENG/MASTER
control switch to ON to energize the HP fuel shut off valve.
- Stop of the ignition and starter air valve.
- generation of warning indications.
A passive survey of the engine is provided during start without
authority to abort it.


EFF :

ALL  73-20-00

Page 38
May 01/06
 
IGO 


 I A E 
 
 V2500 


Thrust Setting
Figure 021


EFF :

ALL  73-20-00

Page 39
May 01/06
 
IGO 


 I A E 
 
 V2500 


Engine Panels
Figure 022


EFF :

ALL  73-20-00

Page 40
May 01/06
 
IGO 


 I A E 
 
 V2500 

Other FADEC functions are associated to the starting function
such as engine cranking, flame out detection and continuous
ignition selection.

R (2) Automatic Start

R (a) Engine starting logic

R The FADEC has the capability to perform starting of the engine,
R including protection of the engine during the starting phase with
R the necessary indication to the cockpit.
R The FADEC operates with the following sequence:
R - the selector being in ignition position, the FADEC opens the
R pneumatic starter valve and a dry crank sequence of 30s is
R performed when the MASTER control switch is switched to ON
R - then the FADEC switches the igniter ON and opens the HP fuel
R shut off valve
R - at N2 = 43 percent rpm the FADEC closes the pneumatic starter
R valve and deenergizes the igniter
R - then the FADEC controls the fuel according to the start fuel
R schedule
R - in case of ignition delay, the FADEC will automatically operate
R both igniters and will provide information to the DMC
R - for an airstart the FADEC identifies windmilling or starter
R assist conditions
R - in case of failure of the automatic starter valve actuation
R device, the FADEC logic is compatible with manual actuation of
R the start valve.
R

(b) Start interruption

Interruption of automatic start is possible by selection of the
ENG/MASTER control switch to the OFF position.
This action initiates:
- direct closure of the HP fuel shut off valve
- pneumatic starter valve closure via the FADEC
- de-energization of the igniters.

(c) Start abort

1
_ On the ground
Start abort by the FADEC is automatic in case of detected
incident such as:
- hot start,
- no ignition,
- start stall.
The FADEC also provides the necessary information to the
cockpit.


EFF :

ALL  73-20-00

Page 41
May 01/07
 
IGO 


 I A E 
 
 V2500 

2
_ In flight
The FADEC provides the same monitor as on ground with fault
indication but the start abort is manual only.

R (3) Alternative Start

R (a) Engine starting logic

R The FADEC has the capability to perform alternative start, after
R reception of the MAN START signal.
R The FADEC operating sequence is as follows:
R - with the ENG/MODE/CRANK/NORM/IGN START selector switch in the
R IGN/START position, the FADEC opens the pneumatic starter valve
R when it receives the MAN START signal and an automatic dry
R crank sequence of 30s is performed.
R - then the ENG/MASTER control switch is switched to ON, the FADEC
R opens the HP fuel shut off valve and energizes igniter.
R - when N2 reaches 43 percent rpm the FADEC closes the starter
R valve and de-energizes the igniter
R - then the FADEC controls the fuel according to the start fuel
R schedule.

R NOTE : For airstart, when alternative start is selected, the

____
R FADEC always commands a starter assisted airstart
R - in alternate mode the FADEC performs the same monitoring
R as in automatic start and provides the same warning
R indications but the starting interruption is under manual
R control.

R (b) Start interruption

R Interruption of the alternative start is possible:
R - before the MASTER control switch is set to ON, by switching the
R MAN START pushbutton switch to OFF.
R - after the MASTER control switch is set to ON, by switching
R first the MAN START pushbutton switch to OFF and then the
R MASTER control switch to OFF.

R (4) Engine Shut off

If the MASTER control switch is set to the OFF position, an engine
off signal is sent to the FADEC. The HP fuel shut off valve is
directly closed.
The FADEC does not have the capability to turn fuel off except during
automatic ground start below N2 idle speed.
The direct signal from the cockpit has always priority over the FADEC
for shutting the engine down even if the FADEC commands the HP fuel
shut off valve open.


EFF :

ALL  73-20-00

Page 42
May 01/07
 
IGO 


 I A E 
 
 V2500 

R (5) Engine Flame-out
The FADEC will detect an engine flameout and automatically attempt a
relight. This procedure will select dual ignition and send the
corresponding message for cockpit display. If the attempt to relight
is unsuccessful, the FADEC will identify engine condition, command
the restart conditions, and send a message for cockpit display.

R (6) Dry Crank

Dry crank can be selected manually from the cockpit starting panel or
automatically by the FADEC when starting sequence is aborted by the
FADEC.
Manual cranking is selected by:
- ENG/MODE selector switch in CRANK position
- MAN start pushbutton switch set to ON.
Manual cranking is interrupted by:
- MAN START pushbutton switch set to OFF.
Automatic cranking is selected automatically by the FADEC when it has
aborted a ground start.
This can be interrupted manually at any time by positioning the
ENG/MASTER control switch to OFF.

R (7) Wet Crank

Wet crank can only be performed manually, it is selected by:
- ENG/MODE selector switch in CRANK position,
- MAN START pushbutton switch set to ON,
- ENG/MASTER control switch set to ON position.
Wet crank is interrupted by selection of MAN START pushbutton switch
to OFF (HP fuel shut off valve left open).
Selection of the ENG/MASTER control switch to OFF (manual start left
ON) leads to dry crank.

R (8) Igniter Selection/Continuous Ignition Selection

The FADEC automatically alternates the igniter used for each start.
The FADEC automatically selects continuous ignition when:
- the ENG/MODE selector switch is turned to IGN/START while the
engines are at or above idle,
- flameout is detected,
- airstart is performed,
- takeoff (determined by TRA) or flex takeoff is performed,
- engine anti-ice is selected,
- EIU fails (except during cranking),
- EEC receives a failed rotory selector position input from the EIU,
- approach idle is selected,
- Master Lever is inadvertently cycled from ON to OFF then back to ON
position.


EFF :

ALL  73-20-00

Page 43
May 01/07
 
IGO 


 I A E 
 
 V2500 

F. Engine Parameter Transmission for Cockpit Display
The FADEC provides the necessary engine parameters for cockpit display
through the ARINC 429 data bus outputs.

G. Engine Condition Parameter Transmission

Engine Condition monitoring is provided by the ability of the FADEC to
transmit the engine parameters through the ARINC 429 data bus output.
The basic engine parameters available are:
- WF, N1, N2, P5, PB, Pamb T4.9 (EGT), P2, T2, P3 and T3.
- VSV, BSBV, 7th and 10th stage bleed commanded positions HPT/LPT ACC,
HPT cooling, WF valve or actuator position
- status and maintenance words, engine serial number and position.
In order to perform a better analysis of the engine condition, some
additional parameters are optionally available. These are P12.5, P2.5 and
T2.

H. FADEC System Maintenance

(1) Fault Detection

The FADEC maintenance is facilitated by internal extensive Built in
Test Equipment (BITE) providing efficient fault detection.
The results of this fault detection are contained in status and
maintenance words according to ARINC 429 specification and are
available on the output data bus.

R (2) Fault display on the Scheduled Maintenance Report (SMR)

R Faults are shown and recorded on the Scheduled Maintenance Report.
R They are stored in the EEC memory with the date when the fault
R occurred for the last time.
R A maximum of 60 faults during the last 64 flights legs can be
R recorded.
R Thus, if there are less than 60 faults recorded, the faults recorded
R before will be available on the Scheduled Maintenance Report during
R 64 flight legs.
R After 64 flight legs, the fault is erased from the EEC memory.
R For each fault, there is the date when the fault occurred last:
R - If the date of the fault is superseded by the date of the last
R flight leg, the fault is still present.
R - If the date of the fault is not the same as the date of the last
R flight leg, the fault is no more present but is available on the
R Scheduled Maintenance Report during a maximum of 64 flight legs.

R (3) Non Volatile Memory

In flight fault data is stored in FADEC non volatile memory and, when
requested, is available on an aircraft centralized maintenance
display unit.


EFF :

ALL  73-20-00

Page 44
Feb 01/08
 
IGO 


 I A E 
 
 V2500 

R (4) Communication with CFDS
Ground test of electrical and electronic parts is possible from the
cockpit, with engines not running and through the CFDS.
The FADEC provides engine control system self testing to detect
problems at LRU level.
With the FADEC no engine ground run is necessary for trim purposes
after component replacement.

3. _____________________
Component Description

A. Engine Sensors
NOTE : The EEC uses P2 pressure and P5 pressure (from P2 and P5 sensors)
to calculate EPR value = P5
--
P2

(1) T4.9 (EGT) Sensor

(Ref. 77-20-00)

(2) N1 Sensor
(Ref. 77-10-00)

(3) N2 Sensor
(Ref. 77-10-00)

(4) Engine Oil Temperature Sensor

(Ref. 79-30-00)

(5) P2/T2 Sensor

(Ref. Fig. 023)
The P2/T2 sensor is located near the 12 oclock position of the inlet
cowl. It measures total pressure and temperature in the inlet air
stream of the engine forward of the engine front flange. The dual
output total temperature measurement is accomplished by two
resistance-sensing elements housed in the P2/T2 sensor body. Each
channel of the Electronic Engine Control (EEC) monitors one of these
resistance elements and converts the resistance measurement to a
temperature equivalent. The total gas pressure is transmitted by the
pressure tubing and measured by the sensor located in channel A of
the EEC. The anti-icing function of the P2/T2 sensor is provided
through a heating element internally bonded to the sensor. The heater
is a hermetically sealed, coaxial resistance element brazed
internally to the sensor casting. Aircraft power, which is used for
the heater, is switched on and off by the EEC, via the relay box.


EFF :

ALL  73-20-00

Page 45
Feb 01/08
 
IGO 


 I A E 
 
 V2500 


P2/T2 Sensor
Figure 023


EFF :

ALL  73-20-00

Page 46
May 01/06
 
IGO 


 I A E 
 
 V2500 

(6) P3/T3 Sensor
(Ref. Fig. 024)
The P3/T3 sensor monitors the pressure and temperature at the exit of
the HP compressor. The combined sensor houses two thermocouples and
one pressure inlet port. Each thermocouple provides an independent
electrical signal, proportional to the temperature, to one channel of
the Electronic Engine Control (EEC).
The purpose of the P3/T3 sensor is to provide performance data to the
EEC for starting and during transient and steady state operation of
the engine.

(7) P5 (4.9) Sensor

(Ref. Fig. 025)
Pressure sensing instrumentation is incorporated in the leading edge
of specific turbine exhaust case struts. Struts 4, 7 and 10 contain
the pressure sensing ports. Each sensing point contains eight radial
pressure sensing ports which are combined to provide an average
pressure. The resulting average radial pressure value from each strut
is then ducted into a manifold which provides an overall turbine
exhaust pressure average (P4.9). A tube from this manifold is
connected to the Electronic Engine Control (EEC).
A pressure transducer located within the EEC converts the average
pressure at station 4.9 into a useable electronic signal
(proportional to pressure) that can be processed and used by the EEC
as required to control the engine, perform fault detection, etc..

(8) Fuel Temperature Sensor

(Ref. Fig. 026)

(a) Description
The fuel temperature is measured by the thermocouple at the fuel
exit of the FCOC (Fuel Cooled Oil Cooler).
The thermocouple is composed of stainless steel sheathed sensing
portion, stainless steel installing flange with seal spigot and
electrical connector.
Fuel temperature is controlled by the fuel diverter valve which
is installed upstream of the FCOC.

(b) Operation
The measured temperature is transmitted to the EEC.
In response to the measured temperature, the EEC sends the signal
to the fuel diverter valve. The fuel diverter valve is used to
reduce the fuel temperature if it is too high. The excess of high
pressure fuel flow from the FMU and return fuel from control
actuator are routed to the diverter valve which normally directs
the flow to the FCOC exit.


EFF :

ALL  73-20-00

Page 47
Feb 01/08
R  
IGO 


 I A E 
 
 V2500 


P3/T3 Sensor
Figure 024


EFF :

ALL  73-20-00

Page 48
Feb 01/08
R  
IGO 


 I A E 
 
 V2500 


P4.9 Sensor
Figure 025


EFF :

ALL  73-20-00

Page 49
May 01/06
 
IGO 


 I A E 
 
 V2500 


Fuel Temperature Sensor

Figure 026


EFF :

ALL  73-20-00

Page 50
May 01/06
 
IGO 


 I A E 
 
 V2500 

B. Dedicated Permanent Magnet Alternator (PMA)
(Ref. Fig. 027)
The alternator functions as the primary power source for the EEC and
transmits an N2 signal to the EEC, Engine Vibration Monitoring Unit
(EVMU) and the cockpit. It comprises two stators (one power and one
speed) and a rotor.
The rotor is mounted directly on the gearbox output shaft and the stator
is bolted to the gearbox housing.
The alternator provides two identical and independent power outputs, one
for each channel of the EEC. On one channel, an N2 speed input is
obtained by the EEC by sensing the frequency of the output of the
alternator.
A separate stator provides two identical frequency outputs: one is
utilized by the Engine Vibration Monitoring Unit (EVMU), and the other
utilized by the EEC as an N2 speed input. The ECAM system is provided
with this signal as it is valid at very low speeds. The speed stator is
designed to tolerate indefinite short circuit conditions.
The stator and rotor are sealed from the gearbox by a shaft seal. If a
shaft seal failure occurs and the alternator fills with engine oil, the
alternator will continue to function normally.
To maintain the temperature of the dedicated alternator at an acceptable
level the alternator incorporates an integral cooling air manifold using
fan air.

C. Engine Electronic Control (EEC)

(Ref. Fig. 028, 029)

(1) General
The Electronic Engine Control is the main component of the engine
fuel and control system. The EEC receives data input from the other
aircraft systems and generates control signals to the engine systems
and components. The EEC also monitors the systems and components to
make sure they operate properly.

(2) Description
The EEC is installed on the fan case, at the 2 oclock location. It
is attached with four brackets and four vibration-isolated bolts.
The EEC is a full-authority digital control. It has two identical
electronic channels. Each channel receives aircraft and
engine-supplied data, including:
- throttle position,
- total air pressure,
- total air temperature,
- pressure altitude,
- rotor speeds,
- Exhaust Gas Temperature (EGT),
- aircraft digital data.


EFF :

ALL  73-20-00

Page 51
Feb 01/08
R  
IGO 


 I A E 
 
 V2500 


Dedicated Alternator
Figure 027


EFF :

ALL  73-20-00

Page 52
Feb 01/08
R  
IGO 


 I A E 
 
 V2500 


Engine Electronic Control

Figure 028


EFF :

ALL  73-20-00

Page 53
May 01/06
 
IGO 


 I A E 
 
 V2500 


Engine Electronic Control

Figure 029


EFF :

ALL  73-20-00

Page 54
May 01/06
 
IGO 


 I A E 
 
 V2500 

This data is used to set the correct engine ratings for the flight
condition. The EEC also transmits engine performance data to the EIU.
This data can be used for cockpit display, thrust management and
condition-monitoring systems.
The EEC controls these engine functions:
- acceleration and deceleration limits,
- Engine Pressure Ratio (EPR),
- isochronous idle speed governing,
- overspeed limits (N1 and N2),
- fuel flow,
- compressor stator vane angle,
- compressor bleed systems,
- turbine cooling air,
- air-cooled and fuel-cooled oil coolers,
- active clearance control system,
- thrust reverser,
- automatic start of the engine.
The EEC controls these aircraft-powered (28 volt) components:
- fuel on/off solenoid,
- starter pneumatic valve,
- ignition relay box,
- thrust reverser control solenoids (2).
The fuel cutoff system is manually operated and is not controlled by
the EEC (except during start sequence).
The EEC uses identical software in each of the two electronic
channels. Each of the two channels has a processor, power supply,
program memory and input/output function.
This provides redundancy for the engine control system.
The mode of operation and the selection of the channel in control
results from availability of input signals and output controls. Each
channel normally uses its own input signals. Each channel can also
use signals from the other channel.
The primary mode of operation is a closed-loop control using Engine
Pressure Ratio (EPR). If sufficient input signals are not available
to operate in this mode, the EEC changes to closed-loop control using
N1 speed (Ref. Chapter 3.A.).
Selection of the channel in control results from the ability to
control the most important outputs and condition of the processor and
power supply.
The output devices use hydraulic, pneumatic, and electrical sources
of power. Torque motors and solenoids use redundant coils. Feedback
devices such as resolvers, Linears Variable Directional Transducers
(LVDTs), and Rotary Variable Directional Transducers (RVDTs) are
redundant, with one provided for each channel of the EEC. The EEC is
shielded and grounded to prevent damage caused by lightning.

(3) Power Supply

Electrical power for the EEC is supplied by an alternator.
The alternator is driven by the engine gearbox.
The alternator has two independent windings, one for each channel of
the EEC.
28VDC power is used to supply:


EFF :

ALL  73-20-00

Page 55
Feb 01/08
R  
IGO 


 I A E 
 
 V2500 

- the EEC for auto start on the ground,
- the reverser,
- the start control in flight,
- the EEC (as an alternative to the alternator in flight).

(4) Test
The EEC has extensive self-test and fault isolation logic. This logic
operates continuously to detect and isolate the faults in the EEC and
associated systems.

D. Fuel Metering Unit (FMU)

(Ref. Fig. 030, 031)
The Fuel Metering Unit (FMU) provides fuel flow control for all operating
conditions. Variable fuel metering is provided by the FMU through EEC
commands, by a torque motor controlled servo drive. Position resolvers
provide feedback to the EEC. The FMU has provision to route excess fuel
above engine requirements to the fuel diverter valve through the bypass
loop.
A separate overspeed valve is installed in series with the main metering
valve. The overspeed system reduces engine fuel flow to a minimum value
in the event of an overspeed, as detected by the EEC. Overspeed valve
position indication is provided to the EEC. The overspeed control is
actuated by a dual coil torque motor. A fuel shutoff valve, independent
from the main metering valve and the overspeed control valve, is provided
in the FMU. When closed, the valve shuts off the fuel of the combustion
system and unloads the fuel pump by connecting the high pressure fuel to
the high pressure pump inlet. The shutoff valve is controlled by a 28
volt DC powered torque motor.
Indication of the shutoff valve position is provided as a digital signal
to the EIU from the EEC.
The FMU also provides fuel hydraulic pressure to all the fuel hydraulic
system external actuators. These include the BSBV system actuators,
stator vane actuator, return-to-tank valve, ACOC air valve and HPT/LPT
ACC valve. Each modulated actuator is controlled by a pilot valve
positioned by an EEC signal to a torque motor. Low pressure return fuel
from the actuators is sent to the fuel diverter valve.
During start-up, a on/off servo valve automatically shuts off control
flow to the external devices to minimize fuel pump requirements at low
speed. The servo valve is switched on after receiving a fuel pressure
signal from the diverter valve indicating adequate fuel capacity in the
bypass loop.

E. Ignition Boxes
They are powered with aircraft 115VAC - 400Hz through the EIV and the
FADEC.
The igniter A is powered from the emergency bus and the igniter B is
powered from the normal bus.


EFF :

ALL  73-20-00

Page 56
Feb 01/08
R  
IGO 


 I A E 
 
 V2500 


Fuel Metering Unit - Installation

Figure 030


EFF :

ALL  73-20-00

Page 57
May 01/06
 
IGO 


 I A E 
 
 V2500 


Fuel Metering Unit - Schematic

Figure 031


EFF :

ALL  73-20-00

Page 58
May 01/06
 
IGO 


 I A E 
 
 V2500 

F. Pneumatic Starter Valve
The FADEC controls the opening/closing of the valve and receives the
open/not open signal from the valve.

G. Thrust Reverser Control Valve Actuation

(Ref. 73-25-00).

H. VSV Feedback Signal

The FADEC receives a VSV position feedback signal from the VSV actuator.

J. BSBV Feedback Signal

Same as VSV feedback signal.

K. HP Turbine Cooling Controlled Air System Feedback Signal

The FADEC receives a position feedback signal from the control valve.

L. HPT/LPT ACC Feedback Signal

Same as HP turbine cooling system feedback signal.


EFF :

ALL  73-20-00

Page 59
May 01/06
 
IGO