Aircraft Interfaces, Fault Detection and Accommodation

A300-600 AMM - AIRCRAFT INTERFACES, FAULT
DETECTION AND ACCOMMODATION DESCRIPTION

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FED 650-665,667-692
[CF6-80C2A5F] AIRCRAFT INTERFACES, FAULT DETECTION AND ACCOMMODATION
DESCRIPTION AND OPERATION
1. 1.
General
The ECU interfaces with the aircraft by means of electrical systems. This section describes
the methods used by the ECU to determine which aircraft system interfaces are functioning
correctly, and are to be used by the ECU.
Malfunctioning interfaces will be detected and announced via the ECU maintenance system.
2. 2.
Throttle Resolver Angle (TRA) (Ref. Fig. 001)
(Ref. Fig. 001 )
This section deals with the fault accommodation of the throttle resolver input to the ECU. The
physical interface is described in ATA Chapter 76-11.
A. A.
Position Sensor
The TRA position sensors are resolvers. The sensors are attached to the Throttle
Lever within the airframe. The ECU receives a TRA position signal from each of the
two resolvers, one signal per ECU channel. The resolver is the six wire type and is
provided with an excitation signal (two wires) from the respective channel of the ECU.
Each resolver provides two voltage signals (four wires) to the ECU that are used to
represent the TRA position. The voltage inputs are converted to an angle, this throttle
resolver angle is used for control purposes.
B. B.
Position Sensor Validation
The validation and selection logic ensures that the ECU is able to control the engine
using the best available TRA data. The logic will also provide information to the status
system to identify fault conditions and to the maintenance system to identify faulty
components.
Each channels TRA position signal validity is determined by use of :
- raw input voltage range checks for all windings
- trigonometric voltage checks on sine and cosine windings
- internal ECU hardware checks
- range check, ensures TRA is within normal operating range.
After the input validity is determined comparisons between channel A and channel B
TRA inputs are performed to accomodate the following fault conditions :
- two inputs are valid but do not agree
- only one valid input
- no valid inputs.
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When both TRA inputs are valid, in agreement within 1.5 degrees, and in range, then
the average of the TRA inputs is selected.
When both TRA inputs are valid and in range but do not agree within 1.5 degrees, then
status word 274 bit 23 and maintenance word 350 bit 24 are set. The highest TRA
input is selected if in flight. The defaulted idle TRA is selected if on the ground which
sets status word 274 bit 24.
When only one TRA input is valid and in range, then that TRA input is selected. The
other TRA input is either invalid or valid but out of range and shall set maintenance
word 350 bit 23 on the corresponding channel.
When both TRA inputs are invalid, then maintenance word 350 bit 23 is set on both
channels. In flight, the prior TRA value is selected which sets status word 274 bit 25 if
the prior TRA is not on the idle flat and sets status word 274 bit 24 if the prior TRA is
on the idle flat. On the ground, the default idle TRA is selected which sets status word
274 bit 24.
When both TRA inputs are valid and are out of range, then maintenance word 350 bit
23 is set on both channels. In flight, the prior TRA value is selected which sets status
word 274 bit 25 if the prior TRA is not on the idle flat and sets status word 274 bit 24 if
the prior TRA is on the idle flat. On the ground, the default idle TRA is selected which
sets status word 274 bit 24.
When one TRA is invalid and the other TRA is valid but out of range, then
maintenance word 350 bit 23 is set on both channels. In flight, the prior TRA value is
selected which sets status word 274 bit 25 if the prior TRA is not on the idle flat and
sets status word 274 bit 24 if the prior TRA is on the idle flat. On the ground, the
default idle TRA is selected which sets status word 274 bit 24.
The determination of ground/flight status is based on TCC label 273 bit 22 when this
input label is valid.
273/22 SELECT
1 GROUND
0 FLIGHT
When TCC label 273 is invalid, Mach number will be used to determine ground/flight
status only for TRA selection logic as follows :
Mo 0.35 SELECT (with Hysterisis)
T GROUND
F FLIGHT
3. 3.
HP Fuel Shut Off Valve Lever (HPSOV)
(Ref. Fig. 002 )
The HP fuel shut off valve lever (HPSOV) in the cockpit is connected to the HP Shut Off
Valve solenoid in the HMU (see 73-13 and ATA Chapter 76-12). The ECU does not interface
with the HPSOV system.
The HPSOV lever does provide two discretes to the ECU, one for each ECU channel. These
discretes are used by the ECU hardware only and are not read by the ECU software.

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The discretes will cause the ECU to perform a 'soft' reset when the HPSOV lever is moved
from the "FUEL ON" to "FUEL OFF" position. The external reset performed does not corrupt
the reserved RAM area of the ECU (see 73-21), thus enabling critical parameters to be
initialized to there prior values during the ECU initialization.
4. 4.
Engine Control Mode
The ECU alternate control mode function is described in 73-23 and 76-13.
The interface consists of two discrete outputs from the ECU to the cockpit, and one discrete
input from the cockpit to the ECU.
A. A.
Control Mode Input
The 'ENGINE N1 MODE' discrete from the cockpit is connected once to the ECU and
cross wired to both channels. Isolation is provided within the ECU to ensure a fault in
either ECU channel will not propogate to the remaining channel. Each channel
operates on the state of the discrete input to that channel, and will operate
independently of the other channels input state.
B. B.
Control Mode Output
The two ECU outputs are relay driven, the relays are internal to the ECU and provide a
wraparound function. When the ECU enters the 'soft' reversionary mode the relay is
energized, the relay energized depends on the which ECU channel is in control and
the master disconnect. This illuminates the 'ENGINE N1 MODE' push button 'FAULT'
lamp in the cockpit.
When the ECU output relay is energized a feedback discrete is provided by the relay
to the ECU for fault detection purposes. The detection of faults is announced via the
maintenance system (see section 73-23). Loss of power to the ECU channel causes
the relay to assume the normal operation state, ensuring the 'FAULT' lamp is not
illuminated.
5. 5.
ARINC Inputs
A. General
(Ref. Fig. 003 )
Each channel of the ECU has input ports for two Air Data Computers (ADC) data
busses and one Thrust Control Computer (TCC) data bus. Each ADC data bus is
wired to each ECU channel and crosswired internal to the ECU, to the other channel.
The TCC is wired directly to one channel and crosswired,
internal to the ECU to the other channel (Ref. Fig. 002 ) . The ECU data bus input
ports are ARINC 429 standard.
The ECU performs validation tests and implements data selection on each input data
item. The fault detection in the aircraft data links includes for each input the following
validation tests :
- parity check

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- transmission update rate check

- Source Destination Identifier (SDI) check (ADC's only)
- Status Matrix (SM) check
- range check for binary input data.
B. Air Data Computer (ADC) Data Bus Input (See Table 002)
Each ECU channel receives a digital data stream, containing altitude, total air
temperature, total air pressure signals, and one discrete status word from each of two
ADC Computers in the aircraft, see Table 001 and
(Ref. Fig. 003 ) .
The FADEC System has sensors and synthesized values corresponding to the ADC's
signals, to provide the capability to detect, isolate and accommodate input data bus
signals faults.
The ECU sensors are a dual element T12 temperature sensor and a dual Po ambient
pressure sensor, single P25 pressure sensor (See 73-24 for selection logic).
NORMAL MAXIM
ARINC OPERATING OPERAT
UPDATE SIGN RANGE RANG
ARINC TIME BINARY FICANT
PARAMETER MAX. LABEL (MSEC) RANGE BITS MIN. MAX. UNITS MIN.
ALTITUDE 51,000 203 62.5 ±131,072 17 50,000 FEET - 2

- 1000
TOTAL AIR 99.0 211 500 512 13 99.0 DEG C - 8
- 60.0
TEMP
TOTAL 1500.0 242 125 2.048 16 1354.5 mb 125.0
135.5
PRESSURE
Table 001
If a given parameter fails to meet any of the validity criteria, that parameter will be
declared invalid by the ECU for its input selection logic and appropriate
accommodation and status and/or maintenance indication will be provided.
(1) Data Parity Test : The ECU shall check the ADCs serial data bus words for
odd parity.
(2) Transmission Update Rate : The ECU shall check that each data word is
received within the maximum transmission update interval.
(3) Source destination Identifier : The ECU shall check the SDI bits of each data
word accordingly.
ADC1 will transmit all data to the ECU with the SDI set to 01 (bits 10 and 9
respectively).

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ADC2 will transmit all data to the ECU with the SDI set to 10 (bits 10 and 9
respectively).
(4) Status Matrix : The ECU shall check the SM bits of each data word
accordingly.
Discrete data word Binary word

SM SM
BIT BIT BIT BIT
31 30 31 30
0 1 NO COMPUTED DATA 0 1 NO COMPUTED DATA

1 0 FUNCTIONAL TEST 1 0 FUNCTIONAL TEST
1 1 FAILURE WARNING 1 1 NORMAL OPERATION
(5) Range Check : ADC data used by the FADEC shall be range checked
according to Table 001.
All ADC faults, including parity, data not received, SDI, SM, range and
transmission rate faults, are treated in the same manner for all labels.
Accommodation is as follows :
- Until data is initially received, it shall be
considered faulted and default values shall be used in
the selection process. After valid data is initially
received, the ECU shall accommodate the faults via
comparison checks between the ADCs inputs and the
FADEC System sensed data.
- Transmission update rate faults shall not be declared
unless the fault has been confirmed for at least five
transmission update intervals.
The fail-safe states for ADCs discrete input are as follows :
Label 270 Bit
12 Pitot probe heat Of Bit Status 0

14 Right static probe heat f Bit Status 0
15 Left static probe heat Of Bit status 0
f
16 TAT probe heat Bit Status 0
Of
f

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Of
f
ADC bus faults are only set if all labels used by the ECU on the bus are
confirmed to be faulted for 13.86 seconds. The fault flags indicate that all data
is invalid for any of the reasons listed in a) through e). The fault flags
indicating that all bus data is faulted are set in maintenance words only when
the engine is running at or above idle or in FADEC ground test mode. ADCs
fault annunciation shall be inhibited when the ADC is in ground test
configuration. Ground test shall be defined as "Functional Test" indication on
the ADC Status Matrix bits and the flight/ground status set to "Ground"
indication.
The status words shall announce, but not latch faults when the SM indicates
"Ground".
Each port looks for the following data contained in the ADC discrete data
word.
PARAMETER AIR DATA DISCRETE

OCTAL LABEL 270
SIGNAL FORMAT DISCRETE
MAX TRANSMIT INTERVAL 500 ms
ADC Status word label 270
BIT STATUS
BIT FUNCTION 1 0
1 LABEL X
2 LABEL X
3 LABEL X
4 LABEL X
5 LABEL X
6 LABEL X
7 LABEL X
8 LABEL X
9 SDI
10 SDI

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BIT STATUS
BIT FUNCTION 1 0
11
12 PITOT PROBE HEAT ON OFF
13
14 LEFT STATIC PROBE HEAT ON OFF
15 RIGHT STATIC PROBE HEAT ON OFF
16 TAT PROBE HEAT ON OFF
17
18
19
20
21
22
23
24
25
26
27
28
29
30 SSM
31 SSM
32 PARITY
DISCRETE ADC STATUS DATA TO ECU

Table 002
C. Thrust Control Computer (TCC) Data Bus Input (See Table 003) The following
categories of aircraft data are transmitted by the TCC to the ECU :
- Aircraft bleed status
- Aircraft flight/ground status
- Aircraft wing slat status
TCC data transmitted to the ECU is shown in Table 003

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(1) The ECU shall check for faults in the received data with the following tests.
(a) Data Parity Test : The ECU shall check the TCC serial data bus
words for odd parity.
(b) Transmission Update Interval : The ECU shall check that each data
word is received within the maximum receive interval.
(c) Status Matrix is received by the ECU and checked for proper status
as :
BIT BIT
31 ! 30
0 ! 0 NORMAL OPERATION
0 ! 1 NO COMPUTED DATA
1 ! 0 FUNCTIONAL TEST
1 ! 1 FAILURE WARNING
(2) The aircraft data supplied to the FADEC System by the TCC is comprised of
the following items :
Flight/Ground Status - This status is used for interface logics, such as
approach idle selection, fault accommodation, maintenance mode selection
(also see 73-23).
Aircraft and Engine Bleed Configuration - The aircraft and engine bleed
configuration is received by the TCC from the Environmental Control System
(ECS).
This bleed status as well as the wing anti-ice and nacelle anti-ice status shall
be used by the ECU for power management (also see 73-23).
Slats Position - This data shall be used in the approach idle selection logic
(also see 73-23).
TCC bus faults shall only be set if all labels, used by the ECU, on the bus are
confirmed to be invalid for 16.5 seconds. The fault flags shall be set in the
ECU maintenance words only when the engine is running at idle or above or
when the ECU is in ground test mode.
Faults set in maintenance words shall be inhibited when flight/ground status
indicates "Ground".
Transmission update interval faults shall not be declared unless the fault has
been confirmed for at least five maximum transmit intervals.
Bus faults shall be declared if all labels on the bus are invalid. If subsequent to
a bus fault, valid data is again received, the ECU shall again use the data.
Bleed definition for Table 003
BIT 11 BIT 12

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PACK FLOW DEMAND 0% OF NOMINAL PACK FLOW 0 0

100% OF NOMINAL PACK FLOW 0 1
200% OF NOMINAL PACK FLOW 1 1
BIT BIT
WING ANTI ICE DEMAND 0% OF NOMINAL WAI FLOW 13 14
100% OF NOMINAL WAI FLOW 0 0
200% OF NOMINAL WAI FLOW 1 0
0 1
BIT 15
NACELLE ANTI ICE 0% OF NOMINAL AI FLOW 0
DEMAND 100% OF NACELLE AI FLOW 1
For indifined configurations default values shall be selected for computations :

Pack flow = 0%
Wing Anti ice = 0%.
Discrete TCC Status Data to ECU
Each port looks for the following data contained in the TCC discrete data
word.
PARAMETER STATUS
OCTAL LABEL WORD
SIGNAL FORMAT 273
MAX RECEIVE INTERVAL DISCRETE
200 ms
TCC status word label 273 (ECU does not survey the SDI of TCC word label
273)
BIT STATUS
BIT FUNCTION 1 0
1 LABEL X
2 LABEL X
3 LABEL X
4 LABEL X
5 LABEL X

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BIT STATUS
BIT FUNCTION 1 0
6 LABEL X
7 LABEL X
8 LABEL X
9 SDI X
10 SDI X
11 AIR CONDITIONING 1 ON OFF
12 AIR CONDITIONING 2 ON OFF
13 WING ANTI-ICING 1 ON OFF
14 WING ANTI-ICING 2 ON OFF
15 NACELLE ANTI-ICING ON OFF
16
17
18
19
20
21
22 WEIGHT ON WHEELS GROUND FLIGHT
23 SLATS RETRACTED RETRACT EXTEND
24
25
26
27
28
29
30 SSM
31 SSM
32 PARITY (000)
DISCRETE TCC STATUS DATA TO ECU

Table 003
6. 6.
ARINC Outputs (Ref. Fig. 004) and see Table 004
(Ref. Fig. 004 ) and see Table 004
Each channel of each ECU has independent ARINC 429 standard output ports to interface
with the aircraft. Each output port is driven from a separate transmitter and the used output

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per channel shall be monitored with an individual wrap-around. Data is be provided by each
output port at the "low bit rate" defined by the ARINC 429 specification.
Each channel outputs one data bus. Depending upon the propulsion system parameter being
output by the ECU, the data shall be either the local channel's sensor output, the output of
the selection processing which chooses between redundant inputs, or the output from a
single sensor.
Selected data is based on the selection of inputs from multiple sensors.
Input data is transferred between channels via the cross channel data link.
In this case the data output by the two channels will normally be identical except in the case
where the cross channel communication is not available.
For some parameters, there is only one sensing element. Therefore both channels will output
the same measured parameter as long as the cross channel communication is available.
The ECU transmissions are continuous on each output bus regardless of which channel is in
control. The data transmission is inhibited when the processor in the applicable channel is
not functioning, during power-up or power-down transients, and during channel initialization.
The bus content of each individual data bus, except for local values and status words, shall
be identical in absence of faults.
Parameter values output by the two channels shall nominally be the same within the
tolerance of the redundant sensors. Selected parameter values shall be output identically on
both channels.
The channel switchover does not affect the output data of the ECU with the exception of the
status indication for the channel in control and whatever faults caused the switchover. In
these cases, channel A and B will indicate status specific to the channel.
A wraparound check is performed on the ARINC output bus on each channel.
The ARINC output bus per channel is verified for data integrity by means of looping the bus
to an internal, dedicated ARINC input port within each channel. Specified output data is read
by the ECU and compared with the corresponding software buffer, the following output labels
are checked (SDI, SM, data, parity checks) every 240 msec :
Label Parameter
133 Selected TRA

341 N1 Command
345 EGT
344 Selected N2 Actual
346 Selected N1 Actual
If a given transmitter fails the wraparound test, all the subsequent ARINC parameters output
on that bus are flagged with an invalid Status Matrix (SM).
The spare bus on the same channel shall not be affected if it passes the wrap around test.
The scaling for all binary parameters conforms to ARINC 429 standards.

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Each data label transmitted on the ARINC 429 data bus contains two bits for Source
Destination Identifier (SDI) and two bits for Status Matrix (SM) indication. The SDI bits
indicate the source or destination of the data ; the SM bits indicate the status of the data.
The SDI bits 10 and 9 for the ARINC 429 output words shall be set to "0" regardless of
engine position discrete.
A. A.
The Status Matrix for the ARINC output parameters is based on the following criteria :
(1) (1)
Discrete Words :
SM CODE
BIT
31 BIT 30 STATUS
1 1 Failure Warning
0 1 No Computed Data
1 0 Functional Test
0 0 Normal Operation
(2) (2)
Binary Words :
SM CODE
BIT
31 BIT 30 STATUS
0 0 Failure Warning
0 1 No Computed Data
1 0 Functional Test
(3) (3)

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BCD Words :
SM CODE
BIT
31 BIT 30 STATUS
1 1 Not Use/Norm Op
0 1 NCD/Fail. Warn.
1 0 Functional Test
B. B.
The output SM codes also conform to the following :
(1) (1)
When the ARINC output 1 wraparound verification is failed, the affected
ARINC output 1 transmits all parameters on that bus with a failure warning
SM indication.
(2) (2)
In the absence of failure, the SM is set to normal operation.
(3) (3)
For simplex parameters (single sensor) that utilize cross channel data, the SM
is set to failure warning when the corresponding cross channel data is not
available : PS14, P25, P49, T5, T3. In other cases the status matrix will have
the source channel status as described in item (5).
(4) (4)
For condition monitoring (PMUX) parameters PS14, P49, T5 the SM shall be
set to no computed data when these sensors are not installed.
(5) (5)
For the local sensor value, the SM is set to no computed data when the input
is invalid : P0, T12, T495, TECU, and P3.
--------------------------------------------------------------------------------
! !ARINC ! ! ! ! !
! !UPDATE! !SIGNI-! OPERATING ! !
!ARINC!TIME !BINARY!FICANT! RANGE ! ! PARAMETER
MNEMONIC !LABEL!(MSEC)!RANGE !BITS ! MIN MAX !UNITS! DESCRIPTION
---------!-----!------!------!------!------!------!-----!-----------------------
TRAFILTR ! 133! 60 ! 180 ! 12 !-127.5! 127.5!DEG !THROTTLE RESOLVER ANGLE

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TRACNV ! 134! 960 ! 180 ! 12 !-127.5! 127.5!DEG !LOCAL CHANNEL TRA
TATSEL ! 130! 240 ! 128 ! 11 ! -80.0! 90.0!DEG C!SELECTED TAT
T12CNV ! 211! 960 ! 128 ! 11 ! -80.0! 90.0!DEG C!LOCAL CHANNEL T12
T25EST ! 132! 240 ! 256 ! 12 ! -55.0! 160.0!DEG C!
T3SEL ! 265! 240 ! 1024 ! 12 ! -55.0! 650.0!DEG C!SELECTED T3
T495SEL ! 115! 240 ! 2048 ! 12 ! -55.0!1100.0!DEG C!SELECTED EGT (T495)
T495CNV ! 321! 960 ! 2048 ! 12 ! -55.0!1100.0!DEG C!LOCAL CHANNEL EGT
EGT ! 345! 60 ! 2048 ! 12 ! -55.0!1100.0!DEG C!SELECTED EGT (T495)
POSEL ! 114! 240 ! 32 ! 12 ! 1.5! 20.0!PSIA !SELECTED P0
POCNV ! 203! 960 ! 32 ! 12 ! 1.5! 20.0!PSIA !LOCAL CHANNEL PO
PS14 ! 127! 240 ! 32 ! 12 ! 1.5! 30.0!PSIA !CONDITION MONITORING
! ! ! ! ! ! ! !PS14
P25 ! 131! 240 ! 64 ! 12 ! 2.0! 50.0!PSIA !P.25
PS3SEL ! 264! 120 ! 1024 ! 12 ! 5.0! 600.0!PSIA !SELECTED PS3
PS3CNV ! 326! 960 ! 1024 ! 12 ! 5.0! 600.0!PSIA !LOCAL CHANNEL PS3
P49 ! 261! 240 ! 256 ! 12 ! 2.0! 120.0!PSIA !CONDITION MONITORING
! ! ! ! ! ! ! !P49
N1TRA ! 343! 120 ! 256 ! 14 ! 0.0! 117.0!PER- !
! ! ! ! ! ! !CENT !
TECU ! 300! 960 ! 256 ! 12 ! -55.0! 125.0!DEG C!TEMPERATURE LOCAL ECU
! ! ! ! ! ! ! !CHANNEL
FMVDMD ! 301! 120 ! 128 ! 12 ! 0.0! 100.0!PER- !FMV POSITION DEMAND
! ! ! ! ! ! !CENT !
VSVDMD ! 324! 240 ! 128 ! 12 ! 0.0! 100.0!PER- !VSV POSITION DEMAND
! ! ! ! ! ! !CENT !
VBVDMD ! 303! 240 ! 128 ! 12 ! 0.0! 100.0!PER- !VBV POSITION DEMAND
! ! ! ! ! ! !CENT !
HPTCDMD ! 304! 240 ! 128 ! 12 ! 0.0! 100.0!PER- !HPTACC VALVE POSITION
! ! ! ! ! ! !CENT !DEMAND
LPTCDMD ! 305! 240 ! 128 ! 12 ! 0.0! 100.0!PER- !LPTACC VALVE POSITION

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! ! ! ! ! ! !CENT !DEMAND
REGULATOR! 306! 60 ! 16 ! 12 ! 0.0! 16.0!- !
FMVSEL ! 316! 120 ! 128 ! 12 ! -5.0! 105.0!PER- !SELECTED FMV POSITION
! ! ! ! ! ! !CENT !
FMVCNV ! 327! 960 ! 128 ! 12 ! -5.0! 105.0!PER- !LOCAL CHANNEL FMV
! ! ! ! ! ! !CENT !POSITION
VSVSEL ! 325! 120 ! 128 ! 12 ! -5.0! 105.0!PER- !SELECTED VSV POSITION
! ! ! ! ! ! !CENT !
VSVCNV ! 323! 960 ! 128 ! 12 ! -5.0! 105.0!PER- !LOCAL CHANNEL VSV
VBVSEL ! 335! 240 ! 128 ! 12 ! -5.0! 105.0!PER- !SELECTED VBV POSITION
! ! ! ! ! ! !CENT !
---------------------------------------------------------------------------------
--------------------------------------------------------------------------------
! !ARINC ! ! ! ! !
! !UPDATE! !SIGNI-! OPERATING ! !
!ARINC!TIME !BINARY!FICANT! RANGE ! ! PARAMETER
MNEMONIC !LABEL!(MSEC)!RANGE !BITS ! MIN MAX !UNITS! DESCRIPTION
---------!-----!------!------!------!------!------!-----!-----------------------
VBVCNV ! 336! 960 ! 128 ! 12 ! -5.0! 105.0!PER- !LOCAL CHANNEL VBV
HPTCSEL ! 332! 240 ! 128 ! 12 ! -5.0! 105.0!PER- !SELECTED HPTACC VALVE
HPTCCNV ! 337! 960 ! 128 ! 12 ! -5.0! 105.0!PER- !LOCAL CHANNEL HPTACC
! ! ! ! ! ! !CENT !VALVE POSITION
LPTCSEL ! 331! 240 ! 128 ! 12 ! -5.0! 105.0!PER- !SELECTED LPTACC VALVE
LPTCCNV ! 347! 960 ! 128 ! 12 ! -5.0! 105.0!PER- !LOCAL CHANNEL LPTACC
! ! ! ! ! ! !CENT !VALVE POSITION
N1ACTIND ! 346! 60 ! 256 ! 13 ! 0.0! 128.0!PER- !N1 SPEED ACTUAL TO BE
! ! ! ! ! ! !CENT !USED FOR INDICATOR
N1ACTSEL ! 246! 120 ! 256 ! 13 ! 0.0! 128.0!PER- !UNCORRECTED N1 ACTUAL

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! ! ! ! ! ! !CENT !
N2ACTSEL ! 344! 60 ! 256 ! 13 ! 0.0! 128.0!PER- !SELECTED N2 SPEED
! ! ! ! ! ! !CENT !
N2ACTCNV ! 373! 960 ! 256 ! 13 ! 0.0! 128.0!PER- !LOCAL CHANNEL N2 SPEED
! ! ! ! ! ! !CENT !
N1MAXIND ! 342! 240 ! 256 ! 14 ! 0.0! 117.5!PER- !N1 SPEED COMMAND FOR
! ! ! ! ! ! !CENT !TRA AT MAX TAKE OFF
N1CMDIND ! 341! 60 ! 256 ! 14 ! 0.0! 117.5!PER- !N1 SPEED COMMANDED TO
! ! ! ! ! ! !CENT !BE USED FOR INDICATOR
N1CMD ! 360! 120 ! 256 ! 14 ! 0.0! 117.5!PER- !
! ! ! ! ! ! !CENT !
MO ! 205! 240 !4.096 ! 12 ! 0.0! 1.000!MACH !MACH NUMBER
ESN046 ! 046! 960 !BCD ! N/A ! N/A ! N/A !LSD'S!ENGINE SERIAL NUMBER
! ! ! ! ! ! ! !(BCD FORMAT)
ESN047 ! 047! 960 !BCD ! N/A ! N/A ! N/A !MSD'S!ENGINE SERIAL NUMBER
! ! ! ! ! ! ! !(BCD FORMAT)
TRPOSSEL ! 137! 120 ! 128 ! 12 ! -5.0! 105.0!PER- !SELECTED THRUST
! ! ! ! ! ! !CENT !REVERSER POSITION
TRLCNV ! 374! 960 ! 128 ! 12 ! -5.0! 105.0!PER- !LOCAL CHANNEL LEFT
! ! ! ! ! ! !CENT !THRUST REVERSER
! ! ! ! ! ! ! !POSITION
TRRCNV ! 375! 960 ! 128 ! 12 ! -5.0! 105.0!PER- !LOCAL CHANNEL RIGHT
! ! ! ! ! ! !CENT !THRUST REVERSER
! ! ! ! ! ! ! !POSITION
BITEPAGE ! 302! 240 ! 1024 ! 10 ! 0.0! 999.0!- !TRANSMITTED DURING
! ! ! ! ! ! ! !BITE TEST
N1ACTCNV ! 372! 960 ! 256 ! 13 ! 0.0! 128.0!PER- !LOCAL CHANNEL N1
! ! ! ! ! ! !CENT !
PT2SYNT ! 242! 240 ! 32 ! 12 ! 1.5! 30 !PSIA !SYNTHESIZED PT2
--------------------------------------------------------------------------------
For all labels listed bit 29 defines the sign, 0 = positive, 1 = negative.
Status discrete words are transmitted on labels 270 through 276 (see 73-23).

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Maintenance discrete words are transmitted on labels 350 through 354 (see
73-23).
ECU ARINC OUTPUT BUS DATA
(BINARY)
TABLE 004
7. 7.
Maintenance Discrete (Ref. Fig. 005)
(Ref. Fig. 005 )
The maintenance discrete informs the ECU of whether to perform in the BITE mode or
Ground Test mode, these modes are for on ground maintenance purposes only. The two
modes provide different information to the ECAM system (see 73-38). The three position
maintenance discrete is wired from the cockpit to the ECU, and is labelled 'OFF', 'TEST' and
'BITE'. The function of the discrete in the three positions is :
- OFF, no power is supplied to either ECU. Power is supplied to the
ECU of the engine selected when the maintenance discrete is in
either of the remaining two positions. The engine selection is
made by a second discrete.
- TEST, the discrete interface to the powered ECU is an open
circuit, the function of the ECU in ground test mode is
described in 73-38.
- BITE, the discrete interface to the powered ECU is a closed
circuit, the function of the ECU in BITE test mode is described
in 73-38.
The second discrete switch labeled 'ENG 1' and 'ENG 2' is used to select which engine is
supplied with aircraft power to run the ECU for the two test modes.
The maintenance discrete is connected once to the ECU and cross wired to both channels,
isolation is provided to ensure a fault in either ECU channel shall not propagate to the
remaining channel. Each channel operates on the state of the discrete input to that channel,
and will operate independently of the other channels discrete input state.
8. 8.
Engine Position Discretes (Ref. Fig. 006)
(Ref. Fig. 006 )
The engine position discretes indicate the position of the engine on the aircraft. The discretes
are hardwired in the pylon at the engine aircraft interface, these discretes are connected
once to the ECU and cross wired to both channels. Isolation is provided to ensure a fault in
either ECU channel shall not propagate to the remaining channel. The ECU validates the
discrete inputs to determine the engine position. The bit patterns provided by the discretes
are chosen so that a 1 bit error will result in an invalid engine position. The engine position
discretes are only read during power up initialization and the validated values are stored in
ECU memory.
The detection of faults is announced via the maintenance system (see section
73-23).

Page 17 of 24
AND OPER...
Engine Engine
position position ECU
discrete 2 discrete 1 Interpretation
open open invalid
open closed engine 1
closed open engine 2
closed closed invalid
9. 9.
28 Volts Aircraft Power
The airframe supplies two independent sources of 28VDC to the ECU, one per ECU channel.
These power sources are only used during ground test operation or during fault conditions
when PMA power is not available. The aircraft supplies are internally disconnected by the
ECU when PMA power is available.
If both PMA and aircraft power supplies are connected in a channel then a maintenance bit
will be set for that channel. The power supply connections and the aircraft logic that controls
the isolation relay (therefore providing aircraft power to the ECU) are shown in section 73-21
'Power Supply'.

Page 18 of 24
AND OPER...
FED 650-665,667-692
Figure 001
Figure 001. Throttle Resolver Interface(Sheet 1)

Page 19 of 24
AND OPER...
FED 650-665,667-692
Figure 002
Figure 002. ECU Reset (HP Fuel S0V Lever) Circuit(Sheet 1)

Page 20 of 24
AND OPER...
FED 650-665,667-692
Figure 003
Figure 003. FADEC Digital Data Bus Inputs(Sheet 1)

Page 21 of 24
AND OPER...
FED 650-665,667-692
Figure 004
Figure 004. FADEC ARINC Output Bus Connections(Sheet 1)

Page 22 of 24
AND OPER...
FED 650-665,667-692
Figure 005
Figure 005. Maintenance Discrete(Sheet 1)

Page 23 of 24
AND OPER...
FED 650-665,667-692
Figure 006
Figure 006. Maintenance Discrete Circuit Diagram(Sheet 1)

Page 24 of 24

Aircraft Interfaces, Fault Detection and Accommodation

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Aircraft Interfaces, Fault Detection and Accommodation

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A300-600 AMM - AIRCRAFT INTERFACES, FAULT

DETECTION AND ACCOMMODATION DESCRIPTION

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

- transmission update rate check

ALTITUDE 51,000 203 62.5 ±131,072 17 50,000 FEET - 2

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

Discrete data word Binary word

0 1 NO COMPUTED DATA 0 1 NO COMPUTED DATA

12 Pitot probe heat Of Bit Status 0

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

PARAMETER AIR DATA DISCRETE

ADC Status word label 270

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

DISCRETE ADC STATUS DATA TO ECU

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

PACK FLOW DEMAND 0% OF NOMINAL PACK FLOW 0 0

DEMAND 100% OF NACELLE AI FLOW 1

For indifined configurations default values shall be selected for computations :

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

DISCRETE TCC STATUS DATA TO ECU

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

133 Selected TRA

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

! !UPDATE! !SIGNI-! OPERATING ! !

!ARINC!TIME !BINARY!FICANT! RANGE ! ! PARAMETER

MNEMONIC !LABEL!(MSEC)!RANGE !BITS ! MIN MAX !UNITS! DESCRIPTION

TRAFILTR ! 133! 60 ! 180 ! 12 !-127.5! 127.5!DEG !THROTTLE RESOLVER ANGLE

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

TRACNV ! 134! 960 ! 180 ! 12 !-127.5! 127.5!DEG !LOCAL CHANNEL TRA

TATSEL ! 130! 240 ! 128 ! 11 ! -80.0! 90.0!DEG C!SELECTED TAT

T12CNV ! 211! 960 ! 128 ! 11 ! -80.0! 90.0!DEG C!LOCAL CHANNEL T12

T25EST ! 132! 240 ! 256 ! 12 ! -55.0! 160.0!DEG C!

T25CNV ! 267! 960 ! 256 ! 12 ! -55.0! 160.0!DEG C!LOCAL CHANNEL T25

T3SEL ! 265! 240 ! 1024 ! 12 ! -55.0! 650.0!DEG C!SELECTED T3

T3CNV ! 322! 960 ! 1024 ! 12 ! -55.0! 650.0!DEG C!LOCAL CHANNEL T3

T495SEL ! 115! 240 ! 2048 ! 12 ! -55.0!1100.0!DEG C!SELECTED EGT (T495)

T495CNV ! 321! 960 ! 2048 ! 12 ! -55.0!1100.0!DEG C!LOCAL CHANNEL EGT

T5CNV ! 260! 240 ! 1024 ! 12 ! -55.0! 850.0!DEG C!LOCAL CHANNEL T5

EGT ! 345! 60 ! 2048 ! 12 ! -55.0!1100.0!DEG C!SELECTED EGT (T495)

POSEL ! 114! 240 ! 32 ! 12 ! 1.5! 20.0!PSIA !SELECTED P0

POCNV ! 203! 960 ! 32 ! 12 ! 1.5! 20.0!PSIA !LOCAL CHANNEL PO

PS14 ! 127! 240 ! 32 ! 12 ! 1.5! 30.0!PSIA !CONDITION MONITORING

P25 ! 131! 240 ! 64 ! 12 ! 2.0! 50.0!PSIA !P.25

PS3SEL ! 264! 120 ! 1024 ! 12 ! 5.0! 600.0!PSIA !SELECTED PS3

PS3CNV ! 326! 960 ! 1024 ! 12 ! 5.0! 600.0!PSIA !LOCAL CHANNEL PS3

P49 ! 261! 240 ! 256 ! 12 ! 2.0! 120.0!PSIA !CONDITION MONITORING

N1TRA ! 343! 120 ! 256 ! 14 ! 0.0! 117.0!PER- !

TECU ! 300! 960 ! 256 ! 12 ! -55.0! 125.0!DEG C!TEMPERATURE LOCAL ECU

FMVDMD ! 301! 120 ! 128 ! 12 ! 0.0! 100.0!PER- !FMV POSITION DEMAND

VSVDMD ! 324! 240 ! 128 ! 12 ! 0.0! 100.0!PER- !VSV POSITION DEMAND

VBVDMD ! 303! 240 ! 128 ! 12 ! 0.0! 100.0!PER- !VBV POSITION DEMAND

HPTCDMD ! 304! 240 ! 128 ! 12 ! 0.0! 100.0!PER- !HPTACC VALVE POSITION

LPTCDMD ! 305! 240 ! 128 ! 12 ! 0.0! 100.0!PER- !LPTACC VALVE POSITION

P.Blk EFFECTIVITY: FED 650-665,667-692 73-25-00-00

REGULATOR! 306! 60 ! 16 ! 12 ! 0.0! 16.0!- !

FMVSEL ! 316! 120 ! 128 ! 12 ! -5.0! 105.0!PER- !SELECTED FMV POSITION

FMVCNV ! 327! 960 ! 128 ! 12 ! -5.0! 105.0!PER- !LOCAL CHANNEL FMV

VSVSEL ! 325! 120 ! 128 ! 12 ! -5.0! 105.0!PER- !SELECTED VSV POSITION

VSVCNV ! 323! 960 ! 128 ! 12 ! -5.0! 105.0!PER- !LOCAL CHANNEL VSV

VBVSEL ! 335! 240 ! 128 ! 12 ! -5.0! 105.0!PER- !SELECTED VBV POSITION