SECTION 16 TROUBLESHOOTING
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
IAE 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.
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.
Having acquired the knowledge of various engine systems functionality and operation during this course, we are now in a position to take the course the natural step forward and discuss the all-important methodology of isolating and identifying the source of a problem.
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.
An important tool available to the engineer is the A319/A320/A321 ‘Computer Assisted Aircraft Trouble Shooting’ (CAATS) CD-ROM. This valuable aid provides the user with an enormous amount of detail and information.
Below is a screen shot showing the opening menu options and for the purpose of these training notes we are using ‘British Midland’ as the ‘Log on Airline’.
This 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and installation of the up-dated version the previous version is automatically overwritten and the previous disc is now no longer valid or useable.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 CAATS 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.
Revision 2
Page 16-1
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Revision 2
Troubleshooting
Page 16-2
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
IAE V2500 Troubleshooting Introduction continued: Upon selecting ‘Trouble Shooting Procedures’ the user is then presented with the screen shot (fig. 1) shown below.
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 (Inoperative Maintenance Status).
Systems
and
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 the fault can be left un-rectified for up to ten days.
Fig.1
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.
From this menu it is possible to enter into the trouble shooting process with information derived from a variety of sources:
3.
1. ECAM WARNINGS: These are the messages that appeared on the Upper ECAM Screen during operation and show the symptom or system, which has been degraded by a fault.
Lists the entry into the Trouble Shooting procedure.
Revision 2
LOCAL WARNINGS (Panel Lights and Standby Indicators).
Given indicated engine related faults. (This has limited use). Valves’ and Anti-Ice Valve problems. Page 16-3
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
STATUS MAX SPD…………………….250/.85 APPR PROC DUAL HYD LO PR -IF BLUE OVHT OUT: -BLUE ELEC PUMP….. ON -LG………………………..GRVTY EXTN -LDG SPD INCRMT………10 KT SLATS SLOW CAT 1 ONLY CANCELLED CAUTION NAV IR 2 FAULT PSI 35
TAT - 5°C SAT – 30°C
23H56
INOP SYSTEM G+B HYD CAT 3 G RSVR L+R AIL SPLR 1+3+5 L ELEV AP 1+2 ENG 1 REV NORM BREAK NW STEER MAINTENANCE APU AIR COND ENG 1 FADEC
Class 2 Failure of the Engine Number One’s FADEC System
G.W. 60300KG
STATUS PAGE (LOWER ECAM) Revision 2
Page 16-4
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
IAE V2500 Troubleshooting Introduction continued: 4.
FLAGS and ADVISORIES (On ECAM and EFIS System Pages)
Selecting this provides the user with the screen shown Below, see (fig. 2).
(fig. 2)
Revision 2
By selecting the appropriate system, the user will be presented a complete listing of Flags and Advisories available, related to problems with that particular system. In this example the Engine System. See (fig 3) below.
(fig.3)
Page 16-5
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Revision 2
Troubleshooting
Page 16-6
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
IAE V2500 Troubleshooting Introduction continued: 5.
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, a complete list of all possible observations of faults are produced.
Fig 4 Revision 2
Fig. 5 illustrates the complete listing of, in this example (ATA 73) referenced observations
Fig 5 Page 16-7
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Revision 2
Troubleshooting
Page 16-8
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
IAE V2500 Troubleshooting Introduction 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.
Completing the Class of Failure data can 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.
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’ 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 Post Flight Report. Again, in this example the Failure Message that is linked to the Upper ECAM ‘ENG 2 FUEL HEAT SYS’ is: ‘FUL DIV RET VLV/HC/EEC2’ This text along with the ATA reference number: ‘73-13-42’ and the Source: ‘EIU2FAD’ is copied into the text boxes as shown on (fig. 6) opposite.
Revision 2
Fig. 6 Page 16-9
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Revision 2
Troubleshooting
Page 16-10
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
IAE V2500 Troubleshooting Introduction continued: 7.
None
In selecting the menu option of ‘None’ 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.
Fig 7 Revision 2
Fig 8 Page 16-11
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
Beginning of PFR recording, first engine start + 3 minutes =18:27 End of PFR Recording. 80 knots + 30 seconds = 21:17 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 can be up to two minutes difference)
Source = System detecting the fault
POST FLIGHT REPORT Revision 2
Page 16-12
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
E V2500 Troubleshooting Centralised Fault Display System (CFDS) The purpose of the CFDS is to give the maintenance engineers a central maintenance aid to intervene at system or sub-system level from a Multipurpose Centralised Display Unit (MCDU) located on the flight deck. The MCDU allows the engineer to; •
Interrogate a variety of systems using Built in Test Equipment (BITES) for maintenance information.
•
To initiate 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. There are two MCDU’s and either the Captain or First Officer’s MCDU can be used.
Revision 2
Page 16-13
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Line Select Keys
Function and Mode Keys
Troubleshooting
Line Select Keys
Brightness Adjust
Annunciators
Numeric Keys
Alpha Keys
MULTIPURPOSE CENTRALISED DISPLAY UNIT (MCDU) Revision 2
Page 16-14
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
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 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.
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.
Federal Aviation Authority (FAA) Repair Intervals
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 accomplished 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
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. 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 malfunction occurred.
Page 16-15
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
MCDU’s
Printer
LOCATION OF MCDU’S AND PRINTER Revision 2
Page 16-16
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
Failure Classifications There are three (3) levels of ‘Failure Classifications’ and these are signified by the method of notification of their existence to the Flight Crew or to the Maintenance Engineer during ground operation and testing. Class 1 Failures are indicated, by means of the upper ECAM display or local warnings. Procedures to be followed by the operator to help to ameliorate the problem may also be displayed. Class 2 The operator is informed of a Class 2 failure on the ECAM STATUS page, which only shows the system, affected by the Class 2 failure. A white ‘STS’ symbol appears on the upper ECAM. Class 3 The operator is not informed of Class 3 failures. Class 3 failures are only accessible through the Centralised Fault Display System (CFDS) via the MCDU in ‘menu mode’
Revision 2
Page 16-17
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
MCDU Main Menu (Screen 1)
Troubleshooting
CFDS
SYSTEM REPORT TEST
(Screen 2)
ENG
FADEC XX
(Screen
(Screen 6)
FADEC XX MAIN MENU (Screen 6)
LAST LEG REPORT (Screen 7)
Faults stored during the last leg
PREVIOUS LEG REPORT
TROUBLESHOOTING (Screen 8)
Faults stored GROUND during previous DATA 63 legs (Cells 46 - 60)
DATE TIME ATA CHAPTER CELL NUMBER (1 - 60) Clear Language Message
FLIGHT DATA (Cells 1- 45) (Screen 9 &10)
GROUND SCANNING
CURRENT GROUND FAULTS
SYSTEM TEST
SCHEDULED MAINT REPORT
FADEC Self Test Reverser Test Ignitor Test Start Valve Test P2 T2 Heater Test
500 HOURS
CLASS 3 (Cells 61-69)
Class 3 Faults UNLIMITED DESPACTH
Trouble Shooting Data from Stored Faults
FAULT ACRONYM CELL NUMBER FLIGHT PHASE FLIGHT LEG
'FLIGHT' OPERATION IS DEFINED AS ENGINE AT IDLE (PLUS 3 MINUTES)
ENGINE PARAMETERS WHEN FAULT RECORDED
MCDU SCREEN ROUTEMAP Revision 2
Page 16-18
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
THIS PAGE IS LEFT INTENTIONALLY BLANK
Revision 2
Page 16-19
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
FAULT CLASS
Class 1
Troubleshooting
FLIGHT CREW ALERT Visual and Audible Warning (Upper ECAM)
Class 2
SMR Scheduled Maintenance Report
Class 3
Visual Indication (‘STS’ appears on Upper ECAM) Specific Details (Lower ECAM) No Indication
DISPATCH CONDITIONS
ACTION REQUIRED
NO GO or GO IF or GO
Refer to MEL for details
GO
Fault must be recorded and repaired as per MEL
No Conditions
Repair at next 'A' Check / 500 hours
No Conditions
Time Unlimited Fault
(CFDS must be interrogated for details) No Indication (CFDS must be interrogated for details)
(Should be repaired at earliest convenient opportunity)
FAULT CLASSIFICATION TABLE AND REQUIREMENTS Revision 2
Page 16-20
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
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 alternate 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 16-21
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
< FMGC
Before entering CFDS, ensure that the FADEC power supply is ‘on’
< ACARS < CFDS < AIDS
TROUBLESHOOTING WITH CFDS Revision 2
Page 16-22
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
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
Page 16-23
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
THRUST REVERSER RETURN TO SERVICE TEST Revision 2
Page 16-24
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
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
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.
Check ignition stops! 5. Select ‘SWITCH 1 ENABLED ‘SWITCH 2 ENABLED’ now displayed.
Revision 2
Page 16-25
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Revision 2
Troubleshooting
IGNITOR TEST INDICATIONS
Page 16-26
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
Operational Test of the P2/T2 Heater Reference Task Number (73-22-11-710-040)
Revision 2
Page 16-27
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
OPERATIONAL TEST OF THE P2/T2 PROBE HEATER Revision 2
Page 16-28
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
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 16-29
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
OPERATION OF THE PNEUMATIC STARTER MOTOR Revision 2
Page 16-30
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
Trouble Shooting FADEC Faults and Failure types
Crosscheck Failure (XX.XCF)
The majority of FADEC failures take the form of the following Acronym ending. These assist in describing the fault.
A detected difference in the feedback from the sensors of Channel A and Channel B e.g. LVDT’s, thermocouples or micro-switches.
When attached to the end of the abbreviation of the system that is experiencing the problem it is possible to anticipate the troubleshooting process. 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).
The EEC compares the input (positional feedback signal) from Channel A to that of the input from Channel B. This is only carried out on a EEC input circuit. Example: Clear Language Message (CLM)
ATA
ACRONYM
VSVA ACT/HC/EEC#
753241
SVAXCF
Stator Vane Actuator ‘Crosscheck Failure’.
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. For example; Clear Language Message (CLM)
ATA
ACRONYM
VSVA ACT/HC/EEC#
753241
SVATK
Stator Vane Actuator ‘Track Check Fault’.
Revision 2
Page 16-31
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
Trouble Shooting FADEC Faults and Failure types Input Latch Failed (XXXL)
Note;
A detected failure of an input of the system.
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.
The EEC checks the input signal from a feedback device for range and rate of change. This test is only carried out on the input signal to the EEC. Clear Language Message (CLM)
ATA
ACRONYM
VSVA ACT/HC/EEC#
753241
SVAL
Stator Vane Actuator ‘Input Latch Failed’. 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.
A complete list of fault code acronyms can be found in the CAATS program by selecting ‘Supporting Data’ and after selecting an appropriate aircraft ‘tail’ number for your airline. Typing in the following ATA Reference; 73-00-00-301 into the ‘Type Known Data’ boxes. You will then be able to view a description of over 250 Fault Code Acronyms.
Note; The devices that are associated with wraparound faults are solenoids, torque motor windings and micro-switches. Clear Language Message (CLM)
ATA
ACRONYM
VSVA ACT/HC/EEC#
753241
SVAWAF
Stator Vane Actuator ‘Wraparound Fault. Note; By definition the failure message will be set in ‘both’ channels i.e. If ‘channel A’ feedback is not equal to ‘channel B’ then by default ‘channel B’ is not equal to ‘channel A’.
Revision 2
Page 16-32
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Troubleshooting
Accessing Fault Code Acronym Descriptions in CAATS Revision 2
Page 16-33
© IAE International Aero Engines AG 2000
V2500 Maintenance Special
Revision 2
Troubleshooting
Example of Fault Code Acronym Descriptions Contained in the CAATS Program
Page 16-34