DRAFT ONLY TROUBLESHOOTINGJAE V2500 Troubleshooting Introduction In order to locate the source of an engine problem both quickly and efficiently, it is essential that the aircraft maintenance engineer is aware of the fundamental approach to troubleshooting required on the Airbus A319/320/321 Having acquired the knowledge of various engine systems functionality and operation - typically during a Line and Base maintenance course, we are now in a position to take the natural step forward and discuss the all-important methodology of isolating and identifying the source of a problem. An important tool available to the engineer is the A319/A320/A321 Trouble Shooting section in “AirN@v" CD- ROM. This valuable aid provides the user with an enormous amount of detail and information. This electronic manual is revised and issued every three months. Upon receipt and installation of the up-dated version the previous version is automatically overwritten and the previous disc is now no longer valid or useable. The AirN@v CD-ROM is password protected for each airline, as it is tailored specifically for each operator's requirements. Therefore it is essential that the user always access the procedures for their own particular airline. After inserting the correct password the user is presented with the screen shot below. The most common and straightforward menu selection is ‘Trouble Shooting Procedures’. If the user were to select ‘Trouble Shooting Manual’, this would require the user to insert a known trouble shooting task reference number in order to progress. Revision 2 Unless a procedural task has been already identified during previous investigation activity it will not be practical to use, as its selection would be dependent knowing which system has the fault and how this is being displayed or indicated. Below is the opening screen of AirN@v with the Troubleshooting entry point highlighted. Page 16-2Page 16-3 Revision 2 iIAE V2500 Troubleshooting Introduction — Fault Detection The basis for the fault detection system of the entire aircraft is based on the principle of continual monitoring of all circuits for correct operation, integrity and continuity using Built In Test Equipment (BITE). High reliability and redundancy is assured with the use of duplicated channels of operation to permit failures to occur without a noticeable detrimental effect on the operation of the system. This give the additional opportunity for comparison between channels for consistency and accuracy during normal operation with standby values available for some systems, which can be used in the event of a double channel failure. Finally, a “fail safe” position is used when it becomes totally inoperable. The heart of the aircraft system is the Centralised Fault Display System (CFDS). The CFDS logs and stores all failures & malfunctions and displays them as necessary dependant on the severity or level of failure. The higher the level of failure (Class1, 2 or 3) depends on where and when the failure is displayed. High-level failures will be immediately displayed on the Upper Electronic Centralised Aircraft Monitoring (ECAM) screen for immediate crew action while for Revision 2 lower level failures, only a Status (STS) warning is given at the end of the flight. For the engine, the ECAM receives failure indications from either the Engine Interface Unit (EIU) or the Electronic Engine Control (EEC) and is classed as the Fault Source. Investigation of the CFDS is possible using the Multipurpose Centralised Display Unit (MCDU). This gives the engineers a maintenance aid to intervene at system or sub-system level froma located on the flight deck The MCDU allows the engineer to: * Interrogate variety of systems using BITEs for in depth maintenance information * Toinitiate system return to service tests. The detection of the failures, processing and formatting of the failure messages to be displayed, is carried out in each systems individual systems BITE. Either the Captain or First Officer's MCDU can be used to access the CFDS (but it is not recommended to use them at the same time). A printer (using ultra violet paper) is available for hard copy printouts of the essential pages containing troubleshooting information. Page 16-4ECAM Screens a Printer LOCATION OF ECAM SCREENS, MCDU’S AND PRINTER Revision 2 Page 16-5IAE V2500 Troubleshooting Post Flight Report One of the first indications of a fault (Class 1 or 2) is given on ‘the Post Flight Report (PFR) print out produced by the Flight Crew after the flight. It will give the required details of the flight but more importantly, it will contain all the incidents and failures that have occurred within the duration of that particular flight. If the incident had a direct influence on the operation or performance of the aircraft, when further action is necessary or restriction on engine handling is required, then the crew will have had an in-flight ECAM warning (Class 1 Failure) of the system that is experiencing difficulties. Lower level failures do not give indications to the Crew whilst in flight However, on landing, then a Status warning (STS) is given of a degradation of the systems but it is not specific as which system is at fault unless further investigation is carried out (see PFR). The PFR print out lists all in-flight failures for investigation as necessary. It gives all ECAM Warnings that the Flight Crew observed together with Failure Messages associated with the Status warning the Crew would have seen on landing. Both the ECAM Warning and the Failure Messages will have indications of the time (GMT) and the Flight Phase (PH) at which the failure occurred together with the Air Transport Association (ATA) number associated with the failed system. Revision 2 It can be seen that there is some correlation between some of the Failure Messages and ECAM Warnings by nature of the time at which they occur. If the times are identical (or very close) and they of the same associated system area, then they are considered to be from the same fault origin. Here, the Fuel Diverter Valve has indicated that it has failed under the Failure Messages heading at 195Shrs in PH 06 and it has failed in such a way as it will effect the handling of the engine and therefore an ECAM warning (ENG 2 FUEL HEAT SYS) was generated at the same time. If it had failed but could still operate, given at a lower level of reliability, then the only a Failure Message warning would be present. The FADEC item of equipment having identified and detecting the fault is given by a Source heading. For most engine related faults, this will be either the Engine Interface Unit (EIU) or Electronic Engine Control (EEC) in either Channel 1 or 2. Page 16-6MAINTENANCE POST FLIGHT REPORT ACID HRXKKK DATE 2a SEP GMT 1aa7/27 FLIN ABCI23 cry PAIR ABCD EFGH ECAM WARNINGS GMT PH ATA 187 02 187 02 1955] 06 22-00 AUTO FLT RUD TRIM 1 FAULT 22.00 AUTO FLT RUD TRY LIML 77-211 [ENG 2 FUEL HEAT SYS. FAILURE MESSAGES GMT PH ATA SOURCE IDENTIFIERS 1837 02 22-66-34 AFS:FACL/P-BSW12CCL 1959 06 73-13-42[ FULDIV RET VLV /HC/ EEC2 ARS. EIU2FAD Beginning of PFR recording, first engine start + 3 minutes =18:27 End of PFR Recording, 80 knots + 30 seconds 4:17 GMT (Greenwich Mean Time) =Time when the cockpit warning was displayed. PH = Flight Phase. ATA = Air Transport Association Note time of ECAM Warning and CFDS. Failure Message is the same. (Although there fan he tin to twin minuites differance) Source = System detecting the fault TYPICAL POST FLIGHT REPORT Revision 2 Page 16-7IAE V2500 Troubleshooting FADEC, CFDS & MCDU Access The basis of FADEC fault message structure is that the within the CFDS, a fault will generate a Fault Acronym (AS & later As) or Code (early A1s) dependent on which component has actually failed and how this failure manifests itself. This acronym or code will give the best indication of the details of the fault and then in turn, generate its’ own Clear Language Message (CLM). This CLM will give a good indication of faulty system and can also be seen on the PFR (see above) or can alternatively be found using the MCDU by accessing the aircraft's CFDS. Finally, the highest level of fault indication is given from ECAM or Status warnings. These only give a very general indication on the system that is experiencing the fault when it has exhausted its levels of redundancy and action is required by the aircrew. However, the less experienced personnel may use the ECAM Waring as an “entry level’ into the AirN@v system for troubleshooting purposes. To glean the maximum information on a fault, then the Fault Acronym should be found. This can only be accessed from the CFDS using the MCDU following the correct given menus having determined when the fault had originally manifested itself (in flight, on ground etc). It is also necessary to have a good preliminary understanding of the fault (from the ECAM Revision 2 Warning and/or the PFR) before entering the CFDS using the MCDU. Determining whether it is a Class 1 or 2 fault can be established from the information from the above two sources. The majority of Engine originated failures take the form of the following Acronym ending. These will assist in describing the fault and will be used within the AirN@v Troubleshooting in the final stages to isolate the fault to a particular point. The acronym will be split into two distinct parts (see below). The first part (annotated with “XXX” here) indicates the suspect component at fault, whilst the second part will give an indication how the suspect component had failed. It should be pointed out that this does not indicate that the component has actually failed, as it is connected into the complete FADEC system and further checks are required by maintenance personnel to confirm the fault. This will prevent unnecessary and expensive component replacements. A complete listing of all FADEC fault acronyms and a description of what they relate to can be found later in this section. * Track Check Failure (XXXTK). * Crosscheck Failure (XX.XCF). * Wrap-Around Failure (XXXWAF). Input Latched Failed (XXXL). Page 16-8ee [ Line Select Keys | ~ Line Select Keys Function and Mode Keys Brightness Adjust Annunciators Numeric Keys | Alpha Keys MULTIPURPOSE CENTRALISED DISPLAY UNIT (MCDU) Revision 2 Page 16-9AE V2500 Troubleshooting FADEC, CFDS & MCDU Access The following MCDU figures show a typical method of accessing the CFDS for an Engine fault down to Fault Acronym level. The PFR together with the Flight Crew observations would give the initial indications of the fault and it is possible to identify the system area at fault and whether it is a Class 1 or 2. This should be referred to and used as the basis for further investigation. In this example, the previous flight PFR would have indicated a double class 2 fault on both the Variable Stator Vane and the 2.5 Bleed Valve on the number 1 Engine, both in Channel A, but at different times in the flight. This will demonstrate how to use the MCDU to find out more information on one of the faults. Revision 2 After powering-up the FADEC system and accessing the MCDU then the following would be seen: 1. Entry level into CFDS system by pressing the Line Entry key beside the “CFDS” indication on the screen 2. Having transferred to the CFDS page, select “System Report Test’ for logged faults 3. The first System Report Page does not contain the information on Engine faults however, it can be seen the is a following second page by the Forward Arrow in the top right hand corner of the screen. Press the "NEXT PAGE” key on the Function keypad 4. On the second System Report Page press the Line Entry Key next to the “ENG” indication to access logged Engine faults. 5. The next screen is the SYSTEM REPORT PAGE - ENG. As the fault was on the Number 1 Engine in Channel A then this is the next required selection. Press the Line Entry Key next to “FADEC A1” 6. The fault occurred on the last flight, so Press the Line Entry Key next to "LAST LEG REPORT”, Page 16-10SCT nnn 5 Caen ces » oS fl — = aeies Bales poles ao agar o¢ Ton 000 .;—— ° «aes bajoe aes aa Beco = SOT nnn) = Ss *,i2e selce aglce melee Eee nD 32: of Wt t0D >;—-— © = nti. .,——_ By ~ oUt 1 B *slcs Beles aeloo Page 16-11IAE V2500 Troubleshooting FADEC, CFDS & MCDU Access 7. This page is for FADEC 1A — LAST LEG REPORT. Here we can see the same Clear Language Message (CHA VSV ACT/HC/EEC1), ATA reference Number (75 32 41), Date & Time (Nov 16 15:17) and Cell Number (01) as that would have been seen on the PFR therefore we have an indication that we are looking at the same fault as reported by the Flight Crew. 8. Pressing the Line Entry Key next to “RETURN’ will go back one menu page for further interrogation of this, fault. 9. This screen is now the FADEC 1A for System Report/Test as seen before. This time, press the Line Entry Key next to “TROUBLESHOOTING” in order to take you to the Troubleshooting menu page. 10.The FADEC 1A - TROUBLESHOOTING menu page again requires an entry to identify where the fault occurred. As before, press the Line Entry Key next to “FLIGHT DATA’ as the fault occurred on the last flight, Revision 2 11. This page shows some of the details of all Engine and Aircraft parameters when the fault occurred. Whilst they may not be of use at this time, they will assist in further investigation work by IAE Engineers to find a long-term solution if it proves to be a persistent fault. More importantly for this level of fault diagnosis, is the Fault Acronym (SVAL) is given and annotated with the same Cell Number (01) as the previous level. In this case, SVAL indicates that the Stator Vane Actuator has a Latched Failure. It can also be seen there is an additional page, as a Forward Arrow is given at the top right hand comer. Pressing the "NEXT PAGE" key on the Function keypad takes you to the final page. 12.More Engine and Aircraft parameters are given here together with the same Fault Acronym and Cell Number details as previously given. Again these may be of use for IAE Engineers. It should be noted and recommended that a print facility is available at all the pertinent pages. If you are unsure of what details you need for troubleshooting purposes, then a hard copy print out should be taken at this time for reference when using the AirN@v CD-ROM. Page 16-12iii lS : %,)08 —“|ae8 B8los ag|o9 aa 8B oo0g8 et goon ey Ht 000 5; —cm x o Page 16-13, 3 @IAE V2500 Troubleshooting Definitions Clear Language Messages CLMs found on the PFR and the MCDU when accessing the CFDS, will give an indication of the area of failure within a system. This will be in the form of: LRU/HC/EEC# This indicates that a fault has been detected in either the Line Replacement Unit (LRU), the wiring Harness & Connectors (HC) to the unit or the associated Electronic Engine Control (EEC). As in the previous pages example, if the Number 1 Engine EEC in Channel A was experiencing problems controlling the Variable Stator Vane Actuator, then it was seen that is this was given as: CHA VSV ACT/HC/EEC1 No order of priority is intended. It is generally recommended that the fault isolation take the following priority: Harness and Connectors, the LRU and finally the EEC. Fault Acronyms Fault Acronyms for Engine faults generally give four forms as seen previously (although many are available) here are the explanations of each: Revision 2 Track Check Failure (XXXTK) Failure of a system to follow the commands of the EEC within a specified time. The EEC compares the input (positional feedback provided by the LVDT) against commanded position from the EEC. A Dual Track Failure normally indicates a double LVDT failure, a seized actuator or loss of motive force (i. fuel pressure). Crosscheck Failure (XX.XCF) A detected difference in the feedback from the sensors of Channel A and Channel B e.g. LVDT's, thermocouples or micro-switches. The EEC constantly compares the positional feedback signals from Channel A to that from Channel B. Wraparound Failure (XXXWAF) A detected failure in the circuitry of a system. The EEC checks the system for continuity. This test is only carried out ‘on an EEC output circuit to a component e.g. solenoids, torque motor windings and micro-switches. Note. For the purpose of identifying the problem, the Channel that is experiencing a fault will have additional fault messages in the respective channel e.g. ‘Latch Input’ or ‘Track Check’ faults. Input Latch Failed (XXXL) A detected failure of an input of the system. The EEC checks the input signal from a feedback device to be within 2 normal working range and rate of change of movement Page 16-14CFDS MCDU Main Menu (Screen 1) SYSTEM REPORT TEST DEC XX (Screen 6) r T — i 1 Last Leg PREVIOUS LEG GROUND SYSTEM TEST SCHEDULED ciass 3 REPORT REPORT SCANNING MAINT REPORT (Cells 61-69) (Sereen7) Faults etorea | {Faults storea ‘CURRENT FADEC Self Test Class 3 Faults jou ‘GROUND 500 HOURS UNLIMITED. during the ast tog | |OOrs Eoe FAULTS, Ignitor Test DESPACTH Start Valve Test P22 Heater Test (Screen 2) ‘FLIGHT’ OPERATION IS DEFINED AS ENGINE AT IDLE (PLUS 3 MINUTES) MCDU SCREEN ROUTEMAP Revision 2 Page 16-15IAE V2500 Troubleshooting AirN@v CD-ROM continued: Upon selecting ‘Troubleshooting’ procedures from the ‘opening screen, then the user is then presented with the screen shot (fig. 1) shown below. Tasman) gcwen[ereann: Quen lemtas| & Fig.1 BCRVERS tm ioe From this menu it is possible to enter into the trouble shooting process with information derived from a variety of sources: 1, ECAM WARNINGS: These are the messages that appeared on the Upper ECAM Screen during operation Revision 2 and show the symptom or system, which has been degraded bya fault These are generally of a ‘Class 1’ level which would prevent the aircraft from being dispatched unless the problem and source of the message had been rectified. Check Minimum Equipment List (MEL). 2. ECAM_ STATUS Maintenance Status). The presence of an ECAM Status Message ‘STS’ is automatically displayed on the Upper ECAM Screen during Flight Phase 1 (Electrical Power ‘on’ before first engine start) and Flight Phase 10 (When the second engine has been shut down after the flight). It is used to highlight a problem or degradation in the built in redundancy facility of the FADEC system. This feature prevents un-wanted distractions of system degradation being shown to the pilot during the flight. A fault of this nature is dispatchable and can be left un- rectified for up to ten days. Check Minimum Equipment List (MEL) the Status Page can then be selected by pressing the STS button on the Systems Page Select Panel. This will then provide information under the ‘Maintenance’ heading regarding the failure, for example: ENG 1(2) FADEC or ENG 1 (2) EIU. 3. LOCAL WARNINGS (i.e. Panel Lights and Standby Indicators). This lists a means of entry into the Trouble Shooting procedure given indicated engine related faults observed (This has limited use) (inoperative Systems and Page 16-16EE csc (Sc. antgvazenman, Feoci/i5 AL Fut Smee cal FAs Loca. (Caw Martenson Obe cos Pate Seen a ee al Cisbs) Asar|| 4 € “june eease nant] G@aoocnenroater..Jejesc astajaazn... @ricowlePhotes..| Msecain 16 raw... [Eek ML ENP ARIAS 11:08 Revision 2 Page 16-17IAE V2500 Troubleshooting AlrN@v CD-ROM continued: By selecting the appropriate system, the user will be 4. EFIS PFD SYSTEM PAGE presented with a complete listing of Flags and Advisories available, related to problems with that particular system. Selecting this provides the user with the screen shown See (fig 3) below. Below, see (fig. 2). VPHAP Of eR ae Dre OFA P OF eo en aes ROWE 5 ATW 50K SefSe aaa (alee (lea lee | SA REWER we (fig. 2) (fig.3) Revision 2 Page 16-18IAE V2500 Troubleshooting AirN@v CD-ROM continued: 4, CREW and MAINTENANCE OBSERVATIONS By selecting this option, the user can relate to what conditions they have seen during the engines operation and link and match the symptoms that to the list provides. Fig 4 below illustrates that if the user types in the main heading for that system, @ complete list of all possible observations of faults are produced Fig4 Revision 2 Fig. 5 illustrates the complete listing of, in this example (ATA 73) referenced observations. Page 16-19IAE V2500 Troubleshooting AirN@v CD-ROM continued: 6. CFDS FAULT MESSAGE Centralised Fault Display System (CFDS) This menu selection is one of the most common methods of entering into the Trouble Shooting process. By interpreting the information provided on the Post Flight Report (PFR) and completing the necessary data field boxes, the user can quickly locate the appropriate Trouble Shooting task for this particular systems problem. In this example we have a problem with the Number 2 Engine’s Fuel Heat Management System. This message appeared on the upper ECAM as an ‘ECAM WARNING’ as: ‘ENG 1 COMPRESSOR VANE” This is a Class 1 failure and is not dispatchable. ‘The CFDS Fault Message is the text contained under the heading ‘FAILURE MESSAGES’ on the PFR. Again, in this example the Failure Message that is linked to the Upper ECAMis: ‘CHA VSV ACTIHCIEEC1” Together with the ATA reference number: "72-32-41" Revision 2 And the Source: ‘EIU1FAD’ These are copied into the text boxes as shown on (fig. 6) below. Completing the Class of Failure data is essential to make further refinement of identifying the task. In this case we had an upper ECAM warning message, so in this example we can identify it as a ‘Class 1’ fault. WIZ Ar Of CO¥OES ‘ies J SU aRCEIVER on Fig. 6 Page 16-20IAE V2500 Troubleshooting AirN@v CD-ROM continued: 7. Pattern Search In selecting the menu option of ‘Pattern Search’ the user is presented with the screen shown below (fig. 7) This requires the insertion of known information in order to refine the search. If in the example shown the user simply types the first two ‘ATA’ digits for engine related problems, which are ‘77' and then selects ‘Enter’. Then the complete list of failures and associated warnings is produced (fig. 8) opposite. DidwaFlAr Osu oIed ae ATWO 5 OR Lv aHAK CAL ONS RS io ees Fig7 Revision 2 Page 16-21Failure Classification and Master Minimum Equipment List (MMEL) The MMEL cannot be used as a Minimum Equipment List (MEL) due to the fact that it is not related to operational requirements, specific operations or airlines particular definitions. The MMEL can be used as a basis for particular operators own MEL. The MEL should be used to establish dispatchability for a particular operation. The MEL does not include those items that are obviously required for aircraft safety, such as wings, engines etc. The MEL does not include those items that do not affect the airworthiness of the aircraft, such as galley equipment, entertainment system etc. Note. All items, which are related to the airworthiness of the aircraft and not included in the list, are automatically required to operational for each flight. MEL Preamble The MEL is intended to permit operation with inoperative items of equipment for a period of time, until repairs can be carried out at the earliest opportunity. In order to maintain acceptable levels of safety and reliability the MEL establishes limitations on the duration of and conditions for operation with inoperative equipment. When an item of equipment is discovered to be inoperative, it is reported by making an entry into the Aircraft Maintenance Record/Logbook as prescribed by the Federal Aviation Regulations (FAR). Revision 2 The item is then either repaired or may be deferred as per the MEL or other approved means acceptable to the Administrator prior to further operation MEL conditions and limitations do not relieve the operator from determining that the aircraft is in a condition for safe operation with items of equipment inoperative. Federal Aviation Authority (FAA) Repair Intervals All users of an approved MEL, must effect repairs of inoperative systems or components, deferred in accordance with the MEL, at or prior to the repair times established by the following letter designators: © Category A: To be repaired within the time interval specified in the remarks column of the operator's approved MEL. * Category B: To be repaired within three (3) consecutive calendar days (72 hours), excluding the day the malfunction occurred. * Category C: To be repaired within ten (10) consecutive calendar days), excluding the day the malfunction occurred. * Category D: To be repaired within one hundred and twenty (120) days), excluding the day the matfunction occurred. Page 16-22FAULT CLASS Scheduled Maintenance Report (CFDS must be interrogated for details) FLIGHT CREW ALERT DISPATCH ACTION REQUIRED CONDITIONS Class 1 Visual and Audible Warning NO GO Refer to MEL for details or (Upper ECAM) GO IF or GO Class 2 Visual Indication GO Fault must be recorded and ('STS' appears on Upper repaired as per MEL ECAM) Specific Details (Lower ECAM) SMR No Indication No Conditions Repair at next ‘A’ Check / 500 hours Class 3 No Indication (CFDS must be interrogated for details) No Conditions Time Unlimited Fault (Should be repaired at earliest convenient opportunity) FAULT CLASSIFICATION TABLE AND REQUIREMENTS Revision 2 Page 16-23Operational Test of the FADEC on the Ground Reference Task Number (73-22-00-710-040) Reason for the Job: Use this test to do a check of the FADEC. Note, Make sure that the power supply to the FADEC has been supplied for a minimum of 30 seconds, whilst still in menu mode before you start the test. Note. If failures are found during the test, the message ‘SEE GROUND SCANNING MENU! comes into view on the MCDU, You must then go into the GROUND SCANNING menu of the FADEC and carryout the related trouble shooting. Note. If the test is to be repeated on the same or altemate channel, you have to go back to the SYSTEM/REPORT TEST menu and wait 30 seconds before you try to carryout the test again: Should you fail to wait the required 30 seconds, upon completion of the test the message ‘NO RUN’ will appear adjacent to the ‘INPUIT/INT. TEST. Revision 2 Page 16-24Revision 2 SIBIEIEIBIS SIBIEIBIEIE ROECX REVERSER TEST SIGIBISIBIS SBIBIGIGIBIB Page 16-25Operational Test of the Thrust Reverse System with the CFDS Ref Task Number (78-31-00-710-041) Reason for the test: Use this test to carryout a check of the Thrust Reverser System operation. WARNING! MAKE SURE THAT: + THE TRAVEL RANGES OF THE THRUST REVERSERS OF ENGINE 1(2) ARE CLEAR OF ALL TOOLS, EQUIPMENT AND PERSONS. « THE THRUST REVERSERS ARE CLOSED AND LOCKED + THE THROTTLE CONTROL LEVERS OF ENGINE 1 (2) IS IN THE IDLE POSITION (ZERO ON THE SCALE) Opposite is an extract from the AMM with some relevant important information indicated. Revision 2 “fuebdas Hus lsusetzepr®f* © BE2dsBian check vo,maee euge thas the Biedat gebbedees oP cat Sapine ME, 2 rev unnpess Siete tect 25 ce ete 1.5 pEahinte « “poets antitae © oBepelenrs pata vo ghe on ecieidtat fare Eee aris ‘tue cFD9 sans cones Sate vlow: Page 16-26aude alesFouenee | ae systen Test FADEC SELF TEST fenevenseR TEST {yGNETOR TEST STARTER YALVE TEST BIBIEIEIEIE SIBISIEIBIE SIENA SIAN IAIES Tae REVERSER TEST REVERSER TEST. a a | ollymaattite ||e GS ese cseruparion, || | GIRLUE EERO OS |e SUTRA ERA ||OB | eh s mal Peetereorrascene’ "|]Ef | | [re vostraonsoernoven || BB] ess 10 stan esr: 5 a a a|| = as REVERSER TEST a Bf eR Steere |Z Sllyssesumsrows, lls | = Be eatemeetizt ||Gp | Bi] ones wo eesuans esr] | ERRESESOSXERE vie 8E sna | os} | kreruew = a PRESS Yo Bhi vite tEsrw THRUST REVERSER RETURN TO SERVICE TEST Revision 2 Page 16-27Operational Test of the Ignition System with the CFDS Reference task number (74-00-00-710-041) Reason for the Task: Use this test to carryout an aural check of the Ignitor plug operation: Warning! Make sure there is no air pressure supplied at the Starter Valve Inlet. 1. Select 'IGNITOR TEST’ option from the System Test Menu The ‘IGNITOR TEST’ Menu comes into view. Ensure that the ‘ENG/MODE’ Switch is in the ‘NORM position. 2. Set ENG/MASTER Control Switch to ‘ON’. ‘SWITCH 1 ENABLED’ comes into view. 3. Select ‘TURN ON IGNITOR’ ‘IGNITOR 1 ON’ comes into view Make sure ingitor plug ‘A’ of the engine makes a noise at the same time. 4, Select TURN OFF IGNITOR' “TURN ON IGNITOR ‘ comes into view Check ignition stops! 5. Select ‘SWITCH 1 ENABLED ‘SWITCH 2 ENABLED’ now displayed. Revision 2 6. Select ‘TURN ON IGNITOR’ ‘IGNITOR 2 ON’ now displayed Make sure ingitor plug ‘B' of the engine makes a noise at the same time. 7. Select TURN OFF IGNITOR “TURN ON IGNITOR' displayed Check ignition stops! 8. On the ENG PNL set the ENG/MASTER control switch to ‘OFF’ 9. Push the Left Line Key adjacent to the ‘RESELECT MASTER LEV OFF’ indication. The ‘SYSTEM TEST’ menu comes into view. Note. The ‘RETURN’ indication does not show. To close the test page, use the line key that normally has the return function. This key stays valid. Do the procedure again for channel ‘B’ of the FADEC. Page 16-28a 3g | honnane’ eee rere area | 8 FAOEG SELF TEST 3 (e)| fte“orr aesers ceo || BB] ncvensen ver a aio s S| fonnctoe vee a BL ESSE om of il feereen ira} | pesesecr masren usv.orr || Ege eget HEM | onnane sae rete zoonss | | eanroneesae Pere ace | al founeestac™ || a 5 SEP aN Bl Pret ren eseen on | BB proseasnes cn vcven of | S| a sunaioe tte" OY |i @ a OO] hones desecerna'say | OD) hrne Se ee Bl] fever weserscee™ a By froore aesevs eee @ Hl] Processes con veven on | | rroceaunes sen ccven on | kswiren #1 eWAsLeD a {| |tentronee"an @ IGNITOR TEST INDICATIONS Revision 2 Page 16-29Operational Test of the P2/T2 Heater Reference Task Number (73-22-11-710-040) Revision 2 Page 16-30Bislalalse SISIBISIeI a “| a g a im OPERATIONAL TEST OF THE P2/T2 PROBE HEATER Revision 2 Page 16-31Operational Test of the Pneumatic Starter Valve with the CFDS Reference Task Number 80-13—51-710-040 Supply the aircraft pneumatic system from a HP ground power or an APU. On the lower ECAM display, make sure that the available air pressure is between 30 psi (2.07 bar) and 40 psi (2.75 bar) Caution: Make sure that the ENG/MASTER 1 (2) Control Switch (On the panel 115vu) is set to off before you start the fuel pumps. Do not run the engine if the fuel inlet pressure is not positive (The fuel pressure is necessary to lubricate the engine fuel pump and the FMU and thus prevent damage). Revision 2 Page 16-32IBIGIEIEIS GIGIGIENEIE ~ BIGIGIGIBIS FIBIIAIEG 4 i * SIGIGIAIAIA AIGIGIEIEIG OPERATION OF THE PNEUMATIC STARTER MOTOR Page 16-33 Revision 2IAE V2500 Troubleshooting AirN@v Fault Acronyms - Supplementary Information Find below an extract from the AirN@v CD-ROM of all expected Fault Acronyms. It can be found in the Trouble Shooting Manual (TSM) under the Task Supporting Data for Engine Fuel and Control (73-00-00 PB 301). It gives a description of both the system experiencing the problem and how it has failed for further investigation by Maintenance Crews to isolate the fault. Revision 2 Page 16-34pe LS ees (515) Ded > S/S) A Roa DTG AT Nowe GED Seton FI nest 525 Input Failed: Logic compares the local and crossLink Zeeback al signals of the 2.5 bleed LYDT to each other and to @ synthesised value. This feult code ie set if these signals are different trom each other by more than # specified tine. B2oTK B2.5 Track Check Failure, This fault is set if the sensed position of the device does not agree vith the commended position. B2SUAT BLS Torque Motor Wraparound Failed: Logic changes the bleed 2.5 corque-notor-current feedhack-voltage to a digital torque noter current value. This value ie compared to the commanded torque motor current. This fault code is set if che feedback voluage is out of range check limite or the comparison identifies a failure. BSECF _—«~BZS Feedhack Croas Check Failed: This tault code is sec if the local and crosslink feedbeck values for the 2.5 bleed LVDT do not agree for more than ® specified tine perioa. B7ADAF «7th Stage Bleed 1 Uraperound Failed: Logic compares the state of the wraparound discrete to the atate of the commanded device. This fault code is set if the position of the device does not agree with the wraparound discrete. BBUAF TCH stage Bleed 2 Wraparound Failed: Logic compares the state of tthe wraparound discrete to the state of the commanded device, This fouit code 19 set if che position of che device does not agree vith the wraparound dicorate. BDUAF _—=«7eh Stage Bleed Vraparcund Failed: Logic compares che state of the wraparound discrete to the state of the conmanded device. This fault code is set if the position of the device does not agree vith the wraparound discrete BGFATL Background Joftvare Execution Failure: Logic examines the status Of tuo flags to ake a check of ackground operation. This fault code ie set-if both flags ere not set. DCVOAF -—=sReverser DCV Wraparound Fated: Logie compares the state of the uraparound discrete to the state of the commanded device. The fault code is set if the position of the device does not agree vith the wraparound discrete. DENFLI _bata Entty Woditier Failure: Flag set when channel in control and sj Pastart|) C2] BS |) Whsecion 6 woudsdestn..| Gl edoc never conse |feyese aavarasoojaaa — SCRcBALYAG v0 Revis 2 Page 16-35