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increasing rapidly. The amount of reset is determined the memory of the Electronic Supervisory
by acceleration rate. For every 10%/second change in Control (ESC). If a fuel control advisory
the NP, the NP i s reduced by 1%. This i s a and/or FUEL CONT caution message is
noncommitting system, i.e., when the overspeed displayed and the situation permits, it is
condition is gone, so is the attempt to reduce the NP recommended the fuel control bit check
RPM. In the event of digital mode failure, the ESC will be performed and the fault codes
automatically transfer to the analog mode. Manually recorded prior to turning the battery off.
placing the NORM ANLG BACK UP switch to the ANLG
BACK UP position ensures the system is operating in Placing the NORM-ANLG BACK UP
the analog mode only. switch to the ANLG position will erase the
memory.
CAUTION • With engine operation at 100% RPM, the
crew will notice a 2 to 3% increase in
Operation in the analog mode will not be RPM if NORM-ANLG BACK UP switch is
considered as normal operations. Flight placed in the ANLG BACK UP position.
2-26
TM 1-1520-248-10
(3) DIGITAL Test Switch. The push-type
DIGITAL test switch is used to test the overspeed
control of the ESC without the danger of an actual
overspeed. Pressing the DIGITAL test switch changes
the overspeed reference point from 122% NP to 70%
NP. With NP set between 70 and 80%, a droop in TGT,
NP, and/or NG should be observed if overspeed
protection is operating properly. Activation of the
DIGITAL test switch interrogates the ESC for any fault
codes and can be done anytime. During the end at the
completion of the interrogation, the advisory message
will display. If no fault codes are present, the message
will display only a few times then delete. If on the FDL
bit page, the words IN TEST will display below the fuel
control prompt followed by a GO. If fault codes are
present, the advisory will display for a longer period of
time. When interrogated, the ESC will send fault codes
in a coded sequence or pattern given in two-digit
numerical combination to the MCPU for interpretation.
The first digit indicates the number of long (2 second
duration) signals; the second digit indicates the number
of short (0.5 second duration) signals. The signals are
separated by a one second pause. For example: if the
ESC sent a code 33 to the MCPU, this would be three
long signals followed by three short signals, taking the
NORM
ANLG
BACK
UP
DIGITAL
ANALOG
406075-9
H3832
Figure 2-13. Fuel Control Panel MCPU approximately 15 seconds to interpret. Because
the ESC sends fault codes out in a time dependent
(1) NORM ANLG BACK UP Switch. The NORM sequence, time before the pilot sees the interpreted
ANLG BACK UP switch is used to remove DC power codes will vary. If the DIGITAL test switch is held in
from the digital mode of the ESC. With the cover down during testing, it could cause the MCPU to lock into the
(NORM position), the digital mode is used to control test mode. If this occurs, a press and release of the
metered fuel flow. In case of failure of the digital mode, test switch should correct the lockup.
the analog mode will take over control of fuel metering
automatically, even with the switch in the NORM (4) ANALOG Test Switch. The push-type
position. The ANLG BACK UP position should only be ANALOG test switch is located below the DIGITAL test
used to test operation of the analog mode or after a switch on the fuel control panel. Pressing the ANALOG
digital mode failure. When the analog mode of the ESC test switch changes the overspeed reference point from
assumes control, the digital mode is off line and the 113% NP to 70% NP. With NP set between 70 and 80%
caution and advisory will display to advise the crew of a droop in TGT, NP, and/or NG should be observed if
the limited capability situation. In the analog mode, the overspeed protection is operating properly. Unlike the
pilot must be aware of the loss of ability to control the DIGITAL test, the analog test will not display any fault
RPM through the RPM switch, the loss of droop codes. This is due to the absence of a communication
anticipation, and the loss of RPM surge protection. link with the digital section of the ESC.
(2) Fuel Control Mode Switching Procedure.
NOTE
( a ) DIGITAL t o ANALOG s w i t c h i n g 
unrestricted for all flight conditions. • Anomalies within the analog system will
(b) ANALOG to DIGITAL switching  limited to not be annunciated to the flight crew due
maximum of 60% mast torque. to the absence of a communications link
with the digital system.
NOTE
　
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