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The FMl is designedt o bea maintenancet ool
only and should not be used as a go/no-go
device by aircrew on preflight. Likewise, aircrew
should not take it upon themselves to
reset the device. Do not press both CLEAR
and STATUS SWITCH at the same time.
Failure to comply will result in the FEMS
onboard clock being altered.
The following is a composite listing of the data automatically
recordedi n memory for maintenancea nd displayed
in numeric code on the FMI:
1. Fan/core overspeed
2. Decay in core speed or signal out of range
3. Compressor stall
4. Turbine blade temperature limit exceeded or signal
out of range
Figure 2-16. Flight Maintenance Indicator
5. Exhaust nozzle off schedule or signal out of range
6. Fan inlet guide vanes off schedule or signal out of
range
7. AB fuel valve operation (dry power)
8. AB fuel schedule fault or signal out of range
9. AB signal on but not selected
IO. No AB light-off signal
11. AB blowout
12. Secondary mode operation
13. Pilot-initiated EMS data
14. Anti-icing fault
15. Low oil quantity or signal out of range
16. Oil overtemperature
17. AFTC power out of limits
ORIGINAL 2-20
18. Tbrottle/AFTC signal fault
19. Mach signal to AFTC fault
20. Aircrafi 28-volt supply to AFTC fault
2 1. EMSP fault
22. ADAUEMSP interface fault
23. ADAC BIT fault and system failure
24. ADAC battery low
25. Data storage set memory full and requires service
26. Aircratl overstress
27. System DSS
28. ADAC A-6 failure
29. RATS failure.
2.3.2 FEMS Operation. FEMS data acquisition for
monitoring engine performance is automatic. However,
the pilot may encounter unusual engine behavior of a
nature.t hat does not automatically initiate data recording.
This data is valuable for diagnosis of the cause of
mmsual behavior and should be recorded by the pilot by
depressing the ENG RCD button on the fuel management
panel. Pressing the ENG RCD button momentarily
causes 21 seconds of engine data to be recorded: 6 seconds
before and 15 seconds after switch initiation. It is
important to remember that if a transient problem is to
be recorded by FEMS, the ENG RCD button must be
activated quickly so the actual event is not missed. Manual
recording will not interfere with data automatically
saved by the FEMS.
2.3.3 FEMS and OBC. FEMS is checked during
OBC preflight and in flight (Class III). It is designated
by a FEM acronym. This acronym is displayed at the
comoletion of OBC if FEMS fails its BIT durine OBC.
Engine-life tracking data is still available throughYEMSP
if FEMS is lost.
2.4 ENGINE FUEL SYSTEM
The engine fuel system, which is identical for each
engine, provides motive flow fuel to effect fuel transfer
and metered fuel for combustion as a function of pilot
throttle commands and numerous engine parameters
(Figure 2-17).
NAVAIR 01.Fl4AAD-1
2.4.1 Motive Flow Fuel Pump. The motive flow
fuel pump is a gear-driven centrifugal pump on each
engine accessory gearbox that returns high-pressure
fuel to the fuselage and wing tanks to effect normal fuel
transfer. Motive flow is used to power the boost pump
in the respective sump tank. This fuel continues through
control valves to ejector pumps in the fuselage and wing
fuel tanks. There is no cockpit control for the motive
flow fuel pumps. Failure of one pump illuminates the R
or L FUEL PRESS caution light and reduces tbe rate of
fuel transfer but does not inhibit the transfer of fuel from
any tank. Motive flow pump failures cause the engine
to draw fuel through suction feed. Higher altitudes and
decreaseda mbientp ressurer esult in reducedf uel flow,
which may cause engine flameout because of fuel starvation.
With a single motive flow fuel pump failure, AB
selection above 15,000 feet MSL may cause engine
flameout. With failure of both motive flow fuel pumps,
high power settings in basic engine may cause flameout
above 25,000 feet MSL. Ifa dual motive flow fuel pump
failure occurs, wing fuel will not be available.
2.4.2 Engine Fuel Boost Pump. The engine (total
flow) fuel boost pump is an engine-driven centrifugal
pump on the aft accessoryg earboxt hat providesb oosted
pressure and flow from the fuel supply system to meet
main andA B fuel requirements.T he pump receivesf uel
at aircraft boost pressure and boosts fuel pressure to
levels adequate to operate the engine at all power settings
(maximum 40-psi pressure rise). During non-AB
operation, some fuel is circulated between AB fuel control
　
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