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mode, static air temperature is calculated from TAT and Mach
number. Because Mach number is not available in the soft
alternate mode, the EEC uses the last valid value for delta air
temperature from standard day. This estimate is accurate only if
the outside air stays the same.
The EEC goes to the hard alternate or reversionary mode when
these conditions occur:
ENGINE FUEL AND CONTROL - ENGINE CONTROL - THRUST CONTROL - FUNCTIONAL DESCRIPTION
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* EEC is in the soft alternate mode for more than 15 seconds
(ALTN light on) and the thrust lever is less than 19 degrees
above the idle stop
* EEC switch is in the OFF position.
NOTE: If one EEC is in the normal mode and the other EEC is
in the soft alternate mode, it can cause thrust lever
stagger. When this condition occurs, the pilots must put
both engine EECs in the hard alternate mode. When
both EECs are in the hard alternate mode, it prevents
thrust lever stagger.
At low thrust levels, there is a small thrust difference between
soft alternate and hard alternate modes. At higher thrust levels
there can be an uncommanded large thrust change when the
EEC changes from the soft alternate mode to the hard alternate
mode. Large uncommanded thrust changes are not acceptable.
The EEC will not change automatically from soft alternate mode
to hard alternate mode if there is a large thrust change.
In the hard alternate mode, the EEC uses static pressure (P0) to
get an assumed Mach number. To make sure the airplane will
have enough thrust for satisfactory airplane performance in all
conditions, the EEC assumes the outside air temperature with
the highest thrust requirement. In this mode, large maximum
thrust rating exceedances are possible during hot day
conditions. This can cause EGT exceedances during hot day
conditions.
The EEC returns to the normal mode from the hard alternate
mode and the ALTN light goes off if one of these occur:
* EEC switch goes from the OFF to ON position and PT is valid
* The engine is shutdown and restarted, PT is valid and the
EEC switch is in ON position.
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CFM56 ENGINES (CFM56-7) 737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
73-21-00-021
ENGINE FUEL AND CONTROL - ENGINE CONTROL - THRUST CONTROL - FUNCTIONAL DESCRIPTION
ENGINE FUEL AND CONTROL - ENGINE CONTROL - THRUST CONTROL - FUNCTIONAL DESCRIPTION
EFFECTIVITY
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73-21-00-021
General
The EEC built-in test equipment (BITE) stores engine
information in non-volatile memory and lets the mechanic do
ground tests. You get the information from the EEC BITE
memory and do the ground tests with the flight management
computer (FMC) control display unit (CDU). You select the data
or test with the CDU. The FMC CDU sends a signal to the EEC
through the display electronic unit (DEU) on a ARINC 429 data
bus. The EEC returns the requested data or test results to the
FMC CDU through the DEU.
These are the types of data that the EEC stores:
* RECENT FAULTS (faults that occurred during the last 3 flight
legs)
* FAULT HISTORY (faults that occurred during the last 10 flight
legs)
* IDENT/CONFIG (engine identification and configuration data)
* INPUT MONITORING (data sent to the EEC by engine and
airplane sensors).
EEC BITE can do several ground tests. The ground test let the
mechanic find engine system problems and make sure
maintenance action corrected the problem.
Training Information Point
You use the fault isolation manual (FIM) to interpret engine
faults that show on the CDU.
You use part II of the maintenance manual to do the engine
ground tests.
ENGINE FUEL AND CONTROL - ENGINE CONTROL - TRAINING INFORMATION POINT - EEC BITE - GENERAL
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CFM56 ENGINES (CFM56-7) 737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
　
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