Section 16

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 The most common and straightforward menu selection is
quickly and efficiently, it is essential that the aircraft Trouble Shooting Procedures. If the user were to select
maintenance engineer is aware of the fundamental Trouble Shooting Manual, this would require the user to
approach to troubleshooting required on the Airbus insert a known trouble shooting task reference number in
A319/320/321. order to progress.
Having acquired the knowledge of various engine systems Unless a procedural task has been already identified
functionality and operation during this course, we are now during previous investigation activity it will not be practical
in a position to take the course the natural step forward to use, as its selection would be dependent knowing which
and discuss the all-important methodology of isolating and system has the fault.
identifying the source of a problem. Below is a screen shot showing the opening menu options
An important tool available to the engineer is the and for the purpose of these training notes we are using
A319/A320/A321 Computer Assisted Aircraft Trouble British Midland as the Log on Airline.
Shooting (CAATS) CD-ROM. This valuable aid provides
the user with an enormous amount of detail and
information.
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previous disc is now no longer valid or useable.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 operators
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



Introduction continued:
Upon selecting Trouble Shooting Procedures the user is then These are generally of a Class 1 level which would prevent
presented with the screen shot (fig. 1) shown below. 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 Systems and
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 the fault 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
Fig.1 ENG 1(2) FADEC or ENG 1 (2) EIU.
From this menu it is possible to enter into the trouble shooting 3. LOCAL WARNINGS (Panel Lights and Standby
process with information derived from a variety of sources: Indicators).
1. ECAM WARNINGS: These are the messages Lists the entry into the Trouble Shooting procedure.
that appeared on the Upper ECAM Screen during operation Given indicated engine related faults. (This has limited use).
and show the symptom or system, which has been degraded
Valves and Anti-Ice Valve problems.
by a fault.

STATUS
INOP SYSTEM
G+B HYD
MAX SPD.250/.85 CAT 3
G RSVR
APPR PROC DUAL HYD LO PR L+R AIL
-IF BLUE OVHT OUT: SPLR 1+3+5
-BLUE ELEC PUMP.. ON L ELEV
-LG..GRVTY EXTN AP 1+2
-LDG SPD INCRMT10 KT ENG 1 REV
NORM BREAK
SLATS SLOW NW STEER
CAT 1 ONLY MAINTENANCE
CANCELLED CAUTION APU
NAV IR 2 FAULT AIR COND
ENG 1 FADEC
PSI 35 Class 2 Failure of the
Engine Number Ones
FADEC System
TAT - 5C G.W. 60300KG

SAT 30C 23H56
STATUS PAGE (LOWER ECAM)


4. FLAGS and ADVISORIES (On ECAM and EFIS By selecting the appropriate system, the user will be
System Pages) presented a complete listing of Flags and Advisories
available, related to problems with that particular system.
Selecting this provides the user with the screen shown In this example the Engine System. See (fig 3) below.
Below, see (fig. 2).
(fig. 2) (fig.3)



5. CREW and MAINTENANCE OBSERVATIONS Fig. 5 illustrates the complete listing of, in this example (ATA
73) referenced 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 Fig 5



6. CFDS FAULT MESSAGE
Completing the Class of Failure data can make further
Centralised Fault Display System (CFDS) This menu selection refinement of identifying the task. In this case we had an
is one of the most common methods of entering into the upper ECAM warning message, so in this example we can
Trouble Shooting process. By interpreting the information identify it as a Class 1 fault.
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

Engines 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.
Fig. 6



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 Fig 8

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

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 MCDUs and either the Captain or First
Officers MCDU can be used.

Line Select Keys

Line Select Keys
Function and Mode Keys Brightness Adjust
Annunciators
Numeric Keys Alpha Keys
MULTIPURPOSE CENTRALISED DISPLAY UNIT (MCDU)

Failure Classification and Master Minimum Equipment

List (MMEL)
The MMEL cannot be used as a Minimum Equipment List The item is then either repaired or may be deferred as per
(MEL) due to the fact that it is not related to operational the MEL or other approved means acceptable to the
requirements, specific operations or airlines particular Administrator prior to further operation.
definitions. The MMEL can be used as a basis for MEL conditions and limitations do not relieve the operator
particular operators own MEL. The MEL should be used to from determining that the aircraft is in a condition for safe
establish dispatchability for a particular operation. operation with items of equipment inoperative.
The MEL does not include those items that are obviously Federal Aviation Authority (FAA) Repair Intervals
required for aircraft safety, such as wings, engines etc.
The MEL does not include those items that do not affect All users of an approved MEL, must effect repairs of
the airworthiness of the aircraft, such as galley equipment, inoperative systems or components, deferred in
entertainment system etc. accordance with the MEL, at or prior to the repair times
established by the following letter designators:
Note;
Category A: To be repaired within the time interval
All items, which are related to the airworthiness of the
specified in the remarks column of the operators
aircraft and not included in the list, are automatically
approved MEL.
required to operational for each flight.
Category B: To be repaired within three (3) consecutive
MEL Preamble
calendar days (72 hours), excluding the day the
The MEL is intended to permit operation with inoperative malfunction occurred.
items of equipment for a period of time, until repairs can
Category C: To be repaired within ten (10) consecutive
be accomplished at the earliest opportunity. In order to
calendar days), excluding the day the malfunction
maintain acceptable levels of safety and reliability the MEL
occurred.
establishes limitations on the duration of and conditions for
operation with inoperative equipment. Category D: To be repaired within one hundred and
When an item of equipment is discovered to be twenty (120) days), excluding the day the malfunction
inoperative, it is reported by making an entry into the occurred.
Aircraft Maintenance Record/Logbook as prescribed by the
Federal Aviation Regulations (FAR).

Printer
MCDUs
LOCATION OF MCDUS AND PRINTER

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

CFDS SYSTEM REPORT ENG FADEC XX

MCDU
TEST
Main Menu (Screen 2) (Screen 6)
(Screen
(Screen 1)
FADEC XX
MAIN MENU
(Screen 6)
LAST LEG PREVIOUS LEG TROUBLESHOOTING GROUND SYSTEM TEST SCHEDULED CLASS 3
REPORT REPORT (Screen 8) SCANNING MAINT REPORT (Cells 61-69)
(Screen 7)
Faults stored CURRENT FADEC Self Test Class 3 Faults

Faults stored GROUND FLIGHT
during previous GROUND Reverser Test 500 HOURS UNLIMITED
during the last leg DATA DATA
63 legs FAULTS Ignitor Test DESPACTH
(Cells 46 - 60) (Cells 1- 45)
Start Valve Test
(Screen 9 &10)
P2 T2 Heater Test
Trouble Shooting Data

from Stored Faults
DATE
TIME
ATA CHAPTER FAULT ACRONYM
'FLIGHT' OPERATION IS DEFINED AS
CELL NUMBER (1 - 60) ENGINE AT IDLE (PLUS 3 MINUTES)
Clear Language Message CELL NUMBER
FLIGHT PHASE
FLIGHT LEG
ENGINE PARAMETERS
WHEN FAULT RECORDED
MCDU SCREEN ROUTEMAP

THIS PAGE IS LEFT INTENTIONALLY BLANK

FAULT CLASS 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
Scheduled Maintenance (CFDS must be interrogated
Report for details)
Class 3 No Indication No Conditions Time Unlimited Fault
(CFDS must be interrogated (Should be repaired at

for details) earliest convenient
opportunity)
FAULT CLASSIFICATION TABLE AND REQUIREMENTS

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.

< FMGC
Before entering
< ACARS
CFDS, ensure that
the FADEC power < CFDS
supply is on
< AIDS
TROUBLESHOOTING WITH CFDS

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.

THRUST REVERSER RETURN TO SERVICE TEST

Operational Test of the Ignition System with the CFDS

Reference task number (74-00-00-710-041)
6. Select TURN ON IGNITOR
Reason for the Task:
IGNITOR 2 ON now displayed
Use this test to carryout an aural check of the Ignitor plug
operation. Make sure ingitor plug B of the engine makes a noise
at the same time.
Warning! Make sure there is no air pressure supplied
at the Starter Valve Inlet. 7. Select TURN OFF IGNITOR
1. Select IGNITOR TEST option from the System Test Menu TURN ON IGNITOR displayed
The IGNITOR TEST Menu comes into view. Ensure Check ignition stops!
that the ENG/MODE Switch is in the NORM position. 8. On the ENG PNL set the ENG/MASTER control switch to
2. Set ENG/MASTER Control Switch to ON. OFF
SWITCH 1 ENABLED comes into view. 9. Push the Left Line Key adjacent to the RESELECT
MASTER LEV OFF indication.
3. Select TURN ON IGNITOR
The SYSTEM TEST menu comes into view.
IGNITOR 1 ON comes into view
Note! :
Make sure ingitor plug A of the engine makes a noise
at the same time. The RETURN indication does not show. To close the test
page, use the line key that normally has the return function.
4. Select TURN OFF IGNITOR This key stays valid.
TURN ON IGNITOR comes into view 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
IGNITOR TEST INDICATIONS Page 16-26
Operational Test of the P2/T2 Heater

Reference Task Number (73-22-11-710-040)

OPERATIONAL TEST OF THE P2/T2 PROBE HEATER

Operational Test of the Pneumatic Starter Valve with the

CFDS
Reference Task Number 80-1351-710-040
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).

OPERATION OF THE PNEUMATIC STARTER MOTOR

Trouble Shooting FADEC Faults and Failure types Crosscheck Failure (XX.XCF)
The majority of FADEC failures take the form of the following A detected difference in the feedback from the sensors of
Acronym ending. These assist in describing the fault. Channel A and Channel B e.g. LVDTs, 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 The EEC compares the input (positional feedback signal) from
troubleshooting process. Channel A to that of the input from Channel B.
A complete listing of all FADEC fault acronyms and a This is only carried out on a EEC input circuit.
description of what they relate to can be found later in this Example:
section.
Clear Language Message (CLM) ATA ACRONYM
Track Check Failure (XXXTK).
VSVA ACT/HC/EEC# 753241 SVAXCF
Crosscheck Failure (XX.XCF).
Stator Vane Actuator Crosscheck Failure.
Wrap-Around Failure (XXXWAF).
Input Latched Failed (XXXL).
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;
VSVA ACT/HC/EEC# 753241 SVATK
Stator Vane Actuator Track Check Fault.

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
The EEC checks the input signal from a feedback device
messages in the respective channel e.g. Latch Input or
for range and rate of change.
Track Check faults.
This test is only carried out on the input signal to the EEC.
A complete list of fault code acronyms can be found in the
VSVA ACT/HC/EEC# 753241 SVAL CAATS program by selecting Supporting Data and after
Stator Vane Actuator Input Latch Failed. selecting an appropriate aircraft tail number for your
airline. Typing in the following ATA Reference;
Wraparound Failure (XXXWAF)
73-00-00-301 into the Type Known Data boxes. You will
A detected failure in the circuitry of a system. The EEC then be able to view a description of over 250 Fault Code
checks the system for continuity. This test is only carried Acronyms.
out on an EEC output circuit.
Note;
The devices that are associated with wraparound faults
are solenoids, torque motor windings and micro-switches.
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.

Accessing Fault Code Acronym Descriptions

in CAATS
Example of Fault Code Acronym Descriptions

Contained in the CAATS Program

Section 16 - Troubleshooting

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IAE V2500 Troubleshooting

Revision 2 Page 16-1

Revision 2 Page 16-2

IAE V2500 Troubleshooting

Revision 2 Page 16-3

TAT - 5C G.W. 60300KG

STATUS PAGE (LOWER ECAM)

IAE V2500 Troubleshooting

Revision 2 Page 16-5

Revision 2 Page 16-6

IAE V2500 Troubleshooting

Revision 2 Page 16-7

Revision 2 Page 16-8

IAE V2500 Troubleshooting

In this example we have a problem with the Number 2

The CFDS Fault Message is the text contained under the

FUL DIV RET VLV/HC/EEC2

This text along with the ATA reference number:

Revision 2 Page 16-9

Revision 2 Page 16-10

IAE V2500 Troubleshooting

This requires the insertion of known information in order to

Revision 2 Page 16-11

Beginning of PFR recording, first engine start +

GMT (Greenwich Mean Time) =Time when the

Note time of ECAM Warning and CFDS Failure

Source = System detecting the fault

POST FLIGHT REPORT

Revision 2 Page 16-13

Line Select Keys

Function and Mode Keys Brightness Adjust

Numeric Keys Alpha Keys

MULTIPURPOSE CENTRALISED DISPLAY UNIT (MCDU)

Failure Classification and Master Minimum Equipment

Revision 2 Page 16-15

LOCATION OF MCDUS AND PRINTER

Revision 2 Page 16-17

CFDS SYSTEM REPORT ENG FADEC XX

Faults stored CURRENT FADEC Self Test Class 3 Faults

Trouble Shooting Data

MCDU SCREEN ROUTEMAP

THIS PAGE IS LEFT INTENTIONALLY BLANK

Revision 2 Page 16-19

FAULT CLASS FLIGHT CREW ALERT DISPATCH ACTION REQUIRED

Class 1 Visual and Audible Warning NO GO Refer to MEL for details

Class 2 Visual Indication GO Fault must be recorded and

SMR No Indication No Conditions Repair at next

Class 3 No Indication No Conditions Time Unlimited Fault

(CFDS must be interrogated (Should be repaired at

FAULT CLASSIFICATION TABLE AND REQUIREMENTS

Revision 2 Page 16-20

Operational Test of the FADEC on the Ground

Revision 2 Page 16-21

TROUBLESHOOTING WITH CFDS

Operational Test of the Thrust Reverse System with the

Reason for the test:

Use this test to carryout a check of the Thrust Reverser

WARNING! MAKE SURE THAT:

Opposite is an extract from the AMM with some relevant