B737-CG/31/302

Engine Indicating

Boeing 737-300/400/500

Engine Indicating
Training manual
For training purposes only
LEVEL 3 ATA 31 page 1
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Training manual Engine Indicating

This publication was created by Sabena technics training department,

Brussels-Belgium, following ATA 104 specifications.

The information in this publication is furnished for informational and training

use only, and is subject to change without notice.

Sabena technics training assumes no responsibility for any errors or

inaccuracies that may appear in this publication.

No part of this publication may be reproduced, stored in a retrieval system,

or transmitted, in any form or by any means, electronic, mechanical,
photocopying, recording, or otherwise, without the prior written permission
of Sabena technics training.

Contact address for

course registrations
course schedule information

[email protected]

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TABLE OF CONTENTS

1. GENERAL................................................................................................6

2. EIS PRIMARY DISPLAY..........................................................................8

2.1. Physical Description..............................................................................8
2.2. Functional Description.........................................................................10
2.3. Primary Display Parameters Indication...............................................12
2.4. Manual Set Knob.................................................................................13
2.5. FUEL USED PUSH button..................................................................13
2.6. RESET FUEL USED button................................................................13
2.7 Display Range of the Engine Parameters............................................13

3. EIS SECONDARY DISPLAY..................................................................14

3.1. Physical Description............................................................................14
3.2. Functional Description.........................................................................14
3.3. Secondary Display Parameter Range.................................................17

4. OPERATION..........................................................................................18
4.1. Primary Display....................................................................................18
4.2. Secondary Display...............................................................................25
4.3. Control.................................................................................................29

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LIST OF ILLUSTRATIONS ABBREVIATIONS AND ACRONYMS

EIS PRIMARY DISPLAY PANEL INTERFACE BLOCK DIAGRAM....................................... 11 ACARS Arinc Communication and Reporting System
EIS PRIMARY DISPLAY SCHEMATIC DIAGRAM................................................................ 19 ADC Analog/Digital Converter
EIS SECONDARY DISPLAY PANEL BLOCK DIAGRAM...................................................... 15 ARINC Aeronautical Radio, Incorporated
EIS SECONDARY DISPLAY SCHEMATIC DIAGRAM......................................................... 27 ASI Abnormal Start Indication
ENGINE INSTRUMENT SYSTEM COMPONENT LOCATION............................................... 7 CLB Climb
CON Continuous
CRZ Cruise
DAC Digital/Analog Converter
DADC Digital Air Data Computer
DFDAU Digital Flight Data Acquistion Unit
EFIS Electronic Flight Instrument System
EGT Exhaust Gas Temperature
EIS Engine Instrument System
ENG Engine
EPROM Programmable Read Only Memory
ERF Exceedance Ram Full
FDC Frequency/Digital Converter
FMC Flight Management Computer
G/A Go/Around
HYD Hydraulic(ally)
LED Light Emitting Diode
LP Low Pressure
MMF Maintenance Module Fault
NCD No Computed Data
PROM Programmable Read Only Memory
PSU Power Supply Unit
PWR Power
QTY Quantity
R-CLB Reduced Climb
R-TO Reduced Take Off
RAM Random Access Memory
ROM Read Only Memory
RPM Revolutions Per Minute
RTC Real Time Clock
SEI Standby Engine Indicator
SDI Source Destination Identifier
TEMP Temperature
VIB Vibration

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1. GENERAL.

The engine instrument system (EIS) is microprocessor-controlled

instrument panels which display parameters of engines and hydraulic
systems to monitor airplane engines and hydraulic systems operation. It
also displays total air temperature and (for EFIS configured airplanes only)
engine thrust mode annunciation messages.

The EIS is composed of two adjacent independent, solid state integrated

displays: a Primary Display and a Secondary Display. Both displays are
installed on the pilots’ center instrument panel P2-2. The left-hand side is
the Primary Display and the right-hand side is the Secondary Display.

The EIS receives 28v electrical power from the P6-2 LOAD CONTROL
CENTER panel.

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ENGINE INSTRUMENT SYSTEM COMPONENT LOCATION

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2. EIS PRIMARY DISPLAY.

2.1. Physical Description.

The instrument consists essentially of a chassis assembly which encloses
thirteen electronic circuit boards. The front end of the chassis supports a
display/driver module. The rear end supports a backplate which carries a
case back assembly. The case back assembly carries the four electrical
connectors which provide interconnection to the airplane wiring. Connectors
J1 and J3 are assigned to engine 1 (“left” channel) and J2 and J4 to engine
2 (“right” channel).

The display/driver module incorporates various light emitting diode (LED)

displays, external light sensors and integral lighting. The front bezel
supports an unmarked confidence test button (BITE), a push-to-select fuel
used button, a fuel used reset button and two pull-to-set N1 Limit knobs.

The display panel employs LED pointer/bug and digital counter to display
engine parameters and TMA. The pointer, consisting of 3 LED bar chip in
series, moves on the circular dial in sequential progression. The counter,
formed by an LED dot matrix diode, simulates the action, appearance and
counting of a four-drum mechanical counter.

Only N1 and FF/FU indicators have scale markings to give reference points
for precise engine control.

The integral lighting consists of six lamps which are fed from an external
0-5v, 400 Hz single phase ac supply.

The unit is housed in a rectangular case assembly.

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2.2. Functional Description. Failure Monitoring.

The display panel visually indicates to the flight crew any open circuit
The EIS Primary Display receives, processes, and displays the primary failures of the N1, N2, EGT and FF engine sensors, by slewing the pointer
engine parameters of N1 (both limit and actual), N2, exhaust gas and counter displays to zero, holding the setting for 2 seconds, then
temperature (EGT), and fuel flow/fuel used (FF/FU) for two engines. For setting the counter display to “dashes” and blanking the pointer display. An
EFIS configured airplanes, it also displays engine thrust mode annunciation electrical short to ground of any analog high signal has the same effect. The
(TMA) input data from the flight management computer (FMC). In addition, loss of digital input data or incorrect parity of digital input data causes the
it provides the following special features: affected display to blank. An invalid or no computed data received by the
display unit will cause the affected display to show dashes.
Output Functions.
All displayed engine parameters are transmitted on an ARINC 429 digital Internal Relay Circuits.
output data bus to be read and used by any system requiring engine The Approach Idle relay circuit and the Starter Cutout relay circuit for each
information, such as a flight recorder system or an ACARS system. engine channel enable the relay contacts to signal the N1 Low Idle Warning
system and N2 Starter Disengage circuit, respectively.
An independent analog output of actual N1, EGT, N2 and FF parameters for
use by digital flight data acquisition unit (DFDAU). Built-In-Test-Equipment (BITE).
A software driven BITE facility is initiated by depression of an unmarked
An N1 valid output signal for each engine to stall warning computers and bezel-mounted button. When initiated, the BITE facility exercises all major
flight control computers. functions derived within the instrument. This facility is inhibited if either
engine %N1 values exceed 10% rpm.
Abnormal Start Indication (ASI).
The Primary Display will detect impending hot start (excessive exhaust Engine Exceedance Recording and Storage.
gas temperature) or hung starts (failure of the engine’s high pressure A maintenance module inside the display monitors the N1, N2 and EGT of
compressor to accelerate). If either condition is detected, the EGT digital both engine channels. On detection of an exceedance in one or more of
counters on the display will flash to alert the flight crew of the impending the parameters, the EIS Primary Display unit stores the actual parameter
abnormal start. values of N1, N2, EGT and Fuel Flow for that engine in a battery-backed
RAM.
Programmable Engine Red-line Limits. This information is also stored during an abnormal engine start condition.
The N1, EGT, and N2 parameters have limits that should not be exceeded Information stored in battery-backed RAM may be retrieved and erased by
during engine operation; these limits are known as “red-line” limits. an external command signal while power is applied to the unit.
When an engine is operating at or above its red-line limit, a visual indication
is immediately obvious by means of colored sectors on the display and also Exceedance Data Display.
by red warning lights. Also, by means of program pins, the Primary Display The BITE test button enables display of the maximum exceedance and the
is capable of displaying four different red-line limits on N1, N2, and EGT. accumulated time of all exceedances, since the last power down, for N1, N2
and EGT parameters.

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EIS PRIMARY DISPLAY PANEL INTERFACE BLOCK DIAGRAM

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2.3. Primary Display Parameters Indication N2 Parameter.

The N2 input signal is an alternating electrical signal from the engine high
N1 Parameter. pressure compressor speed sensor.
N1 consists of two input signals, the actual N1 signal and the limit N1
signal. The actual N1 input signal is an alternating electrical signal from the The N2 parameter value is displayed by an LED pointer and a digital
engine fan-mounted sensor. The limit N1 input signal is a dc ratio from the counter.
FMC via the digital analog adapter.
FF/FU Parameter.
The actual N1 parameter value is displayed by the LED counter and pointer. The fuel flow (FF) input signal is from the engine-mounted sensor.
The limit N1 parameter value is displayed by means of an LED circular The FF parameter is displayed on an LED counter and pointer.
bug display and in manual set mode by a 7 segment LED numeric counter
display in addition to LED bug display. The fuel used (FU) indication is obtained on the FF LED counter by
depressing the bezel-mounted FUEL USED pushbutton and remains
The manual set knob selects the source of the limit N1. With the knob displayed for 10 seconds.
pulled out the limit N1 bug and the manual limit N1 (MAN SET) values are
set by turning the knob. With the knob pushed in the limit N1 bug is driven TMA.
by the FMC. The thrust mode annunciation (TMA) input signal is from the flight
management computer (FMC) on ARINC 429 digital data bus.
The manual limit N1 (MAN SET) readout is blank if the FMC limit N1 source As commanded by digital input the TMA is displayed by means of a
is used. 5-character sixteen-segment alphanumeric LED display.
The TMA will display one of the following messages :
If the FMC input fails, the N1 bug freezes and dashes show in the MAN
SET N1 limit display. If N1 transmitter fails, the N1 pointer and counter - CLB (Climb)
displays slew to zero, after 2 seconds, the N1 pointer will blank and dashes - CON (Continuous)
will show across the N1 counter. - CRZ (Cruise)
- G/A (Go Around)
EGT Parameter. - R-CLB (Reduced Climb)
The EGT input signal is a dc voltage from engine-mounted chromel/alumel - R-TO (Reduced Takeoff)
thermocouples. The EGT parameter value is displayed by a LED counter - TO (Takeoff)
and pointer.
The TMA shows the active FMC limits. The TMA display is blank if FMC
The EGT display provides a visual indication of a condition that may lead to fails. Dashes show across the TMA if the FMC sends a no computed data
an abnormal engine start. The EGT digital counter will flash to alert the flight (NCD) signal.
crew of the impending engine abnormal start.

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2.4. Manual Set Knob. 2.7 Display Range of the Engine Parameters
There are two Manual Set Knobs, one located in the lower left-hand front The pointers and digital counters for displaying engine parameters
bezel and the other located in the lower right-hand front bezel. have their upper and lower limits. The display ranges for each individual
The Manual Set Knob allows the pilot to disconnect the input signal from parameter are
FMC and set the N1 limit value manually. as follows :

Manual setting of N1 limit value can be accomplished by pulling out and - Display Range for N1 :
rotating the knob. Pulling the knob out disables the FMC generated input
signal, removes the N1 bug drive failure indication (if present), causes the - Actual N1 Pointer 0 120% RPM
MAN SET numeric counter to illuminate, and allows the limit N1 to be set - Actual N1 Numerics . 0 120.0% RPM
manually by rotation of the knob. - Command N1 Bug 55 106% RPM
- Command Manual Set N1 Numerics 55.0 106.0% RPM
Clockwise rotation of the knob moves the N1 bug clockwise in unison with
changing numeric values on the MAN SET counter to show increasing limit - Display Range for EGT :
N1.
- EGT Pointer 0° 1,150°C
2.5. FUEL USED PUSH button. - EGT Numerics -50° 1,150°C

The FUEL USED PUSH button is located in the bottom of the front bezel. - Display Range for N2 :
Normally the FF/FU indicator displays fuel flow parameter, when the FUEL
USED PUSH button is pressed, the display shows fuel used parameter - N2 Pointer 0 120% RPM
value for a period of 10 seconds. After this time, the display will revert to - N2 Numeric Counter .0 120.0% RPM
fuel flow parameter display. The pushbutton is a momentary action.
- Display Range for FF/FU (Pound Version) :
2.6. RESET FUEL USED button.
- FF Pointer 0 12,000 PPH
The RESET FUEL USED button is located in the bottom of the front bezel. - FF Numerics 0 12,000 PPH
This button is used to reset the fuel used value to zero. - FU Numerics 0 65,000 LBS

- Display Range for FF/FU (Kilogram Version) :

- FF Pointer 0 6,000 KGPH

- FF Numerics 0 5,500 KGPH
- FU Numerics 0 30,000 KG

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3. EIS SECONDARY DISPLAY.

3.1. Physical Description. 3.2. Functional Description.

The instrument consists essentially of a chassis assembly which encloses The EIS Secondary Display provides displays of engine 1 and 2 oil pressure
four electronic circuit boards. The front end of the chassis supports (OIL PRESS), oil temperature (OIL TEMP), oil quantity (OIL QTY),
the display module. The rear end supports a backplate which carries a vibration (VIB), and total air temperature (TAT). It also displays hydraulic
case back assembly. The case back assembly carries the four electrical system A and B pressure (HYD PRESS) and quantity (QTY).
connectors which provide interconnection to the airplane wiring.
Engine OIL PRESS, OIL TEMP, VIB and HYD PRESS parameters are
The display module incorporates various light emitting diode (LED) displays, displayed by LED pointer moving on the dial face. TAT, engine OIL QTY and
external light sensors and the integral lighting. hydraulic QTY parameters are displayed by a numeric digital counter.
The front bezel supports an unmarked confidence test button (BIT).
All displayed engine and hydraulic system parameters are output on an
The integral lighting consists of six lamps which are fed from an external ARINC 429 digital data bus.
0-5v, 400 Hz single phase ac supply.
The Secondary Display also provides an independent analog output of
The unit is housed in a rectangular case assembly. engine oil pressure for use by the DFDAU.

The EIS Secondary Display is also capable of monitoring input signals for
failure. Any input sensor fails in any detectable manner, the secondary
display will provide failure indication of the affected parameter in the same
manner as the EIS Primary Display.

Secondary Display Parameters Indication :

- TAT Parameter :

- The total air temperature (TAT) input signal is from the digital air
data computer (DADC) via an ARINC 429 digital data bus.
- The TAT parameter value is displayed by a digital counter.
The TAT indicator will show dashes if no computed data (NCD) is
being received from the DADC.

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EIS SECONDARY DISPLAY PANEL BLOCK DIAGRAM

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- OIL PRESS Parameter : - Hydraulic Oil Pressure :

- The OIL PRESS signal is derived from an engine oil transmitter. - The hydraulic oil pressure signal is from hydraulic system A and
The parameter value is displayed by an LED pointer moving on B pressure transmitter. The HYD PRESS indicator displays the
the dial. hydraulic pressure parameter value by a LED pointer moving on a
- The display panel sends the engine oil pressure output signal to circular dial.
the digital flight data acquisition unit.
- Hydraulic Oil Quantity :
- Engine Oil Temperature :
- The hydraulic oil quantity signal is from the hydraulic system
- The oil temperature signal is from a resistive temperature bulb. reservoir-mounted transmitter and is processed by the opposite
The OIL TEMP indicator displays the parameter value in °C microprocessor. For example; the signal from system A hydraulic
(degree Celsius) by an LED pointer moving on a dial. quantity transmitter comes in on the system B (right) channel,
processed by the system B microprocessor, and displayed on the
- Engine Oil Quantity : system A (left) side.
- The HYD QTY indicator displays the hydraulic oil quantity value in
- The engine oil quantity signal is from the engine-mounted oil terms of % FULL by means of a LED digital counter.
quantity transmitter. The signal is processed and displayed in
terms of % FULL by means of a numeric LED digital counter.
- The OIL QTY indicator not only displays the engine oil quantity
value, but also displays the fault code if a BITE test fails when
initiated from a recessed BITE button.

- Engine Vibration :

- The engine vibration signal is from the airborne vibration

monitoring system and is a dc current proportional to the vibration
level. The VIB indicator displays the engine vibration level on a
circular dial with an LED pointer.
- The unit on the VIB indicator is dimensionless.

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3.3. Secondary Display Parameter Range.

Total air temperature : - 60 to 99 °C
Engine oil pressure : 0 to 100 psi
Engine oil temperature : - 50 to 200 °C
Engine oil quantity : 0 to 100 % of Full Capacity
Engine vibration : 0 to 5 Scalar Units (Nondimensional)
Hydraulic oil pressure : 0 to 4000 psi
Hydraulic oil quantity : 0 to 100% of Full Capacity

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4. OPERATION.

4.1. Primary Display. Power Supply :

The EIS Primary Display comprises two channels (left and right channels) - AIRPLANES WITH -103 OR -104 EIS PRIMARY DISPLAY;
both having independent but identical computing and signal conditioning The EIS Primary Display contains four internal power supplies that
elements. There is a total of eight separate microprocessors utilized by the are powered from P6 LOAD CONTROL CENTER panel. These four
panel, one for each of the four main parameters (i.e. N1, EGT, N2 and FF/ internal power supplies are configured in two pairs, one pair powers
FU) per channel. the left channel for engine 1, the other pair powers the right channel
A further microprocessor controls the maintenance module, which is for engine 2. With this arrangement, power supply (PSU1) connects
common to both channels. to the fuel flow/fuel used parameter displays, power supply 2 (PSU2)
connects to the N2 and EGT parameters displays per side.
The display unit is powered by the EIS circuit breakers on the P6-2 panel. - AIRPLANES WITH -105 OR -106 EIS PRIMARY DISPLAY;
The EIS PRIMARY I and EIS PRIMARY 2 circuit breakers power the left The EIS Primary Display contains six internal power supplies that
channel; the EIS PRIMARY 3 and EIS PRIMARY 4 circuit breakers power are powered from P6 LOAD CONTROL CENTER panel. These six
the right channel. internal power supplies are configured in two groups, one group
powers the left channel for engine 1, the other powers the right
N1, FF and maintenance (on the left channel only) modules are powered by channel for engine 2. With this arrangement, power supply 1 (PSU1)
EIS PRIMARY 1 and EIS PRIMARY 3 circuit breakers on battery bus; EGT connects to the N1 and the fuel flow/fuel used parameter displays,
and N2 modules are powered by EIS PRIMARY 2 and EIS PRIMARY 4 power supply 2 (PSU2) connects to the N2 parameter display, and
circuit breakers on standby bus. the power supply 3 (PSU3) connects to the EGT parameter displays
per side.
- These power supplies are identical. They supply 28v dc to electronic
modules and their associated displays. The 28v dc power supplies
are internally monitored to provide three output signals, power
interrupt, power monitor and microprocessor system and the required
control action taken if any output is invalid.
- The power supplies also contain a light sensor and its associated
amplifier circuit. The light sensor circuit supplies a correction signal,
which is dependent upon the voltage level of 5v integral lighting
supply to the autodimming control.

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EIS PRIMARY DISPLAY SCHEMATIC DIAGRAM

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Microprocessor System : - The automatic limit N1 input signal is a ratiometric dc voltage derived
from the flight management computer via the digital analog adaptor.
- The microprocessor system contains the devices which execute the The input signal is converted to digital format by an analog to digital
central processing and control functions of a module. (A/D) converter.
The microprocessor, in conjunction with a programmable read only The digitized data is processed in the same manner as the actual N1
memory (EPROM), a random access memory (RAM) and an interrupt signal and is displayed on an LED bug provided that the limit N1 valid
control, processes the digitized parameter input signal values to input is 28v dc nominal (valid input condition).
provide the sequential formatted data stored in RAM. - The manual set limit N1 is selected by pulling out the Manual Set
The microprocessor system also provides the control lines required knob. This action signals the microprocessor that automatic mode
to operate the individual displays and refresh them at a rate in excess signals are to be ignored. That the manual set limit ratiometric
of 200 Hz to ensure flicker-free operation, in sychronism with the dc voltage from an internal potentiometer is to be digitized and
interrupt control. processed in the same manner as automatic mode. The parameter
- The microprocessor system interrogates the discrete input signals is displayed by means of a 7 segment LED display in addition to the
and modifies the action of the control system to suit the discrete input LED bug. The 7 segment display is “blanked” in the automatic mode
signal conditions. (i.e. Manual Set knob pushed in).
- The digitized parameter values are also supplied as real time data to
the maintenance module via a parallel to serial data interface. EGT Module :
- The overlimit annunciator and relay drive (approach idle and
starter cutout) circuits are controlled by output signals from the - Exhaust gas temperature (EGT) is measured by six or nine chromel
microprocessor system (where applicable). alumel thermocouples located in the LP turbine.
An average temperature signal is provided for input to the EGT
N1 Module : module. The EGT signal is amplified and applied to a voltage
controlled oscillator (V/F conversion), to produce a frequency
- The N1 input consists of actual N1 as frequency input and limit proportional to the dc input signal level. The frequency is measured,
N1 as a voltage ratio input. digitized, formatted and stored in RAM, in readiness for transmission
- The actual N1 input signal is derived from an engine-mounted sensor to the display driver, under interrupt control of the microprocessor.
and is a frequency input proportional to engine speed. The EGT parameter is displayed on an LED counter and pointer.
The frequency is measured, digitized, formatted and stored in RAM,
in readiness for transmission to the display driver, under interrupt N2 Module :
control of the microprocessor. The actual N1 parameter value is
displayed on an LED counter and pointer. - The N2 module receives an analog signal from the engine high
An N1 valid output signal is provided to show validity of N1 real time pressure (core) rotor speed transmitter.
output (analog). A nominal 28v dc indicates a valid output; nominal 0v The frequency of the signal is proportional to the core rotor speed.
indicates invalid output. - The N2 input signal is processed in the same manner as the actual
N1 parameter in N1 module.

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FF Module : - The real time inputs are checked for any exceedance or Abnormal
Start condition. All parameter information for an engine will be stored
- The fuel flow (FF) input signals are derived from an engine-mounted in non-volatile RAM when there is either an exceedance or abnormal
sensor. The mass flow rate input signal consists of start and stop start condition. The exceedance values can be presented on the
pulses independently transmitted over three wires, the time interval parameter display before power is removed or transmitted via the
between the start and stop pulses being proportional to mass flow ARINC 429 data bus.
rate. The start and stop pulses are used to gate a clock frequency - An ARINC 429 input supplies total air temperature (TAT) and
(derived from the microprocessor crystal) into a binary counter. Since airspeed data, which when processed and combined with the engine
the gating period is equal to the time interval between the start and parameters enables an abnormal start condition to be detected.
stop pulses the binary counter holds a binary number proportional An abnormal start condition is indicated on the EGT display of the
to the mass flow rate. The binary number is processed by the appropriate engine by means of a discrete signal to the EGT module.
microprocessor system, formatted and stored in RAM in readiness
for transmission to the display driver, under interrupt control of the Engine Idents :
microprocessor.
The FF parameter is displayed on an LED counter and pointer. - Engine variants having different limits for N1, N2 and EGT are
- The fuel used (FU) indication is obtained on the FF LED counter by identified by means of program pins which enable engines with four
depressing the bezel-mounted FUEL USED pushbutton and remains different red-line limit options to be selected.
displayed for 10 seconds. The program pins are located on the display unit rear connectors.
- The totalized value of the fuel used is obtained by integrating the The microprocessor system decodes the program pin data and
FF rate against time. A real time clock divides down the timing pulse provides the necessary scaling to fit the presentation limit bands.
train to produce a series of integrate command pulses having a
constant time interval (dt) between each pulse. The microprocessor Built-in Test Equipment (BITE) :
detects each integrate command pulse and computes the product of
FF and dt, adds this value to the previous total of fuel used and then - A BITE facility is incorporated in the engine displays, and will test the
stores the current value. This process is repeated for each integrate indicator for confidence level. The BITE facility is inhibited whenever
command pulse. an engine is running.
- Another bezel-mounted pushbutton (FUEL USED RESET) is used to - An unmarked recessed pushbutton is located in the bottom of the
reset the fuel used value to zero. front bezel. Single operation of this button (holding button depressed)
enables an “on ground” BITE sequence provided that both N1
Maintenance Module : displays indicate less than 10% rpm, otherwise BITE is inhibited.
- The BITE sequence tests all functions (that are practical) within the
- The maintenance module receives from both engine channels (left instrument and in the event of failures displays fault codes on the
and right) the real time inputs of actual N1, N2, EGT and fuel flow counter displays per Table A. It also tests each parameter throughout
via each computing module. The input data is processed and then its range and at preset parameter values.
transmitted onto a single ARINC 429 data bus.

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- On unit “power up” the same sequence of tests are carried out prior - Up to ten minutes of exceedance data can be stored before the
to the displays being illuminated and if a fault condition is detected memory will be full. When the exceedance memory is full, an ERF
the relevant display remains blank. Pressing and holding the “on (Exceedance RAM Full) message will be displayed on the left fuel
ground” BITE button causes the detected fault code to be displayed flow counter readout during BITE. The presence of this message
on the appropriate numeric counter; when BITE button is released does not affect the operation of the EIS display unit, and the
the display returns to normal operation. exceedance data storage will continue to function properly; however,
the new data will start to overwrite the oldest data. The ERF message
TABLE A : Primary Display Fault Codes. warns maintenance personnel that the exceedance memory should
be read and then cleared.
Fault Code Module - Low battery condition occurring in a battery back-up RAM will be
Prom Check Sum ROM FF, N1, N2, EGT
annunciated by the fault code MMF (Maintenance Module Fault) at
RAM Check RAM FF, N1, N2, EGT power up and/or BITE check.
Frequency/Digital Converter FDC N1, N2, EGT and FF
Engine Identity Inputs ENG N1, N2, and EGT Exceedance Data Display :
Power Monitor PWR N1, N2, EGT and FF
Maintenance Module Fault MMF Fuel Flow (left)
Real Time Clock RTC Fuel Flow - The unmarked BITE test button is used to display exceedance data
Exceedance RAM Full ERF Fuel Flow (left) stored in the individual microprocessor systems prior to removal of
A/D Converter A/D N1 power. Once the electrical power is removed, the system shuts down
ARINC Receiver ARF Fuel Flow
and the exceedance data will be lost from the volatile memory and
Processor µP N1, N2, EGT and FF
will no longer be accessible by using the BITE button.
- Two successive actuations of the BITE pushbutton within two
Exceedance Data Recording and Storage :
seconds initiates an exceedance display. Upon initiation,
the digital display for that parameter (N1, N2 or EGT) that has
- The highest exceedance value and the duration of the exceedances,
recorded an exceedance condition will display the highest
since power up, will be recorded for actual N1, N2 and EGT for both
exceedance value experienced since power application.
engines in volatile RAM by the individual processors.
The value(s) are displayed for 2 seconds. The affected display(s)
During exceedance/Abnormal Start conditions all parameter values
then display the accumulated time in seconds of the over-limit values
including fuel flow for that engine will be stored in non-volatile RAM.
that have existed since power application. This value(s) is displayed
- Maintenance module storage begins with an exceedance on N1,
for 2 seconds and during this time the display annunciates SEC
N2 or EGT or upon the detection of an Abnormal Start condition.
vertically on the far right-hand LED counter. The displays then return
When this occurs all four parameters for the engine in addition to
to the pretest condition upon release of the BITE button.
the airplanes air/ground condition and the Abnormal Start condition
- If no exceedances have occurred during the engine run/flight and
status will be recorded during the total time of the exceedance/
the exceedance display is requested, the engine indicators will
Abnormal Start condition. Data points of actual parameter values will
continue to display current parameter values and will not change.
be taken at 1.2 second intervals.
The indications will only change when an exceedance value has

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been recorded and the power to the EIS has not been removed. - Data retrieval, like BITE test, can only be performed when both N1
Removing the power (for 10 seconds or more) before requesting the values are below 10%.
exceedance display will reset the exceedance values to zero. - The following tables provide labels and other information for
- Exceedance data display, like BITE test, can only be performed when interrogation of the EIS primary display Exceedance/Abnormal Start
both N1 values are below 10%. data on an ARINC 429 bus reader.

Interrogation and Erasure of Exceedance Data :

SIGNI— SD SSM
PARAMETER OCTAL RANGE FICANT RESOLUTION
- The exceedance data can be interrogated and erased when the
LABEL BITS (APPROX.) 10 9 31 30 29
airplane is on the ground. The EIS Primary Display unit exceedance
memory INTERROGATE and ERASE discrete inputs and ARINC N1 (L) 346 256% 13 0.03% 0 1 1 1 0
429 outputs are accessible via the EIS test connector D10146, which N1 (R) 346 256% 13 0.03% 1 0 1 1 0
N2 (L) 344 256% 13 0.03% 0 1 1 1 0
is located on a stanchion of the E2 rack, at station 347 in the E/E
N2 (R) 344 256% 13 0.03% 1 0 1 1 0
compartment. EGT (L) 345 2048 0C 12 0.5 °C 0 1 1 1 0
- Any suitable ARINC 429 bus reader can be used for retrieval of the EGT (R) 345 2048 0C 12 0.5 °C 1 0 1 1 0
exceedance data, this can be accomplished by connecting an ARINC FF (L) 347 32768 PPH 12 8 PPH 0 1 1 1 0
FF (R) 347 32768 PPH 12 8 PPH 1 0 1 1 0
429 bus reader to the EIS test connector (D10146) and interrogating
the exceedance memory. A bus reader with storage/print capability
will assist in the data retrieval. The data retrieval (dump) will start
Exceedance and Abnormal Start Mode.
with the left engine, starting with N1, then EGT, N2 and fuel flow. If
no data is held for the parameter a single “exceedance” transmission Bit 15 set to 1 (binary) Exceedance read-out
with a null data field will be transmitted for that parameter. Bit 14 set to 1 (binary) Exceedance start
- A ground applied to the INTERROGATE discrete (pin 3 of D10146) Bit 13 set to I (binary) Exceedance stop
will cause the exceedance memory to be output to the ARINC 429 Bit 12 Air/Ground Exceedance/Abnormal Start
bus. The data is output starting with the most recent block of data Air = 1 (binary)
and ending with the oldest. The data is available at pins 1 and 2 of Ground = 0 (binary)
D10146 approximately 20 seconds after the INTERROGATE discrete Bit 11 set to 1 (binary) Abnormal Start
is applied.
- Three to five minutes after the initiation of data retrieval, Where SDI means source/destination identifier, SSM means sign status
the exceedance memory may be erased. Interrogation of the matrix, and (L) equals engine 1 and (R) equals engine 2.
exceedance memory must be done before you erase the exceedance
memory.
- A ground applied to the ERASE discrete (pin 4 of D10146) will clear
the exceedance memory (set all data to zero) in the EIS Primary
Display unit.

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The following table further defines status bits 30 and 31 :

STATUS BITS
CONDITION DATA
31 30
1 1 VALID (Normal) NORMAL
1 0 BITE (Functional test) BITE Values
0 1 Open Circuit Input (NCD) Zero
0 0 Internal Fault (Data Fail) Zero

NOTE : EGT parameters are limited to positive values.

Internal Switch :

- The Primary Display has the internal switches for each engine
which will enable a signal to be transmitted to N1 low idle warning
system and the N2 starter disengage circuit.
- N1 Low Idle Switch.
The N1 low idle switch will close at decreasing N1 input value
of 24.5 ±0.1% and remain closed below this value. With an
increasing N1 input value of 25.5 ±0.1%, the switch will open and
remain open.
Once closed the switches will not open and reclose in less than
one second.
- N2 Starter Cutout Switch.
The N2 starter cutout switch closes at a decreasing N2 input value
of 30.4 ±0.7% and remains closed below this value.
With an increasing N2 input value of 46.3 ±0.7% the switches will
open and remain open. Once open, the switch remains open for
all N2 values above 30.4 ±0.7%. Once closed, the switch remains
closed for all N2 values below 46.3 ±0.7%.

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4.2. Secondary Display. and then displayed on a two digit plus sign, 7 segment LED
display under the interrupt control of the microprocessor.
The EIS Secondary Display comprises two channels (left and right - Out of range values of total air temperature are signalled by
channels) both having independent but identical computing and signal slewing the display to its lower limit, holding the setting for 2
conditioning elements. seconds, then displaying “dashes”. When normal signals are
received the display automatically indicates the new value.
AIRPLANES WITH THE -201 EIS SECONDARY DISPLAY; - If status matrix signals “no computed data” the display is
The EIS Secondary Display is powered by 28v dc supplied from the P6-2 “dashed”, if the status matrix signal ‘Failure Warning” or there is
panel. There are two internal power supplies, one receives power from EIS loss of input signal, the display is blanked. In all cases, removal of
SEC 1 circuit breaker for the left channel, the other receives power from fault conditions causes the display to indicate the new value.
EIS SEC 3 circuit breaker for the right channel. 28v ac (from circuit breakers
EIS SEC 2 and EIS SEC 4 on P6-2 panel) is supplied as a demodulation
reference for engine oil pressure and hydraulic oil pressure. Engine Oil Pressure :

AIRPLANES WITH THE -202 EIS SECONDARY DISPLAY; - The engine oil pressure signal is derived from a three wire
The EIS Secondary Display is powered by 28v dc supplied from the P6-2 variable reluctance transducer. The signal conditioning consists
panel. There are six internal power supplies, one receives power from EIS of half wave rectification of the reference and signal voltages.
SEC I circuit breaker for the left channel, one receives power from EIS SEC VA and VB are the signal and reference dc outputs respectively.
3 circuit breaker for the right channel. The other four receive a separate 28v The dc values are smoothed and routed to an analog to digital
ac (from circuit breakers EIS SEC 2, EIS SEC 4 , EIS SEC 5, and EIS SEC converter, via a multiplexer. The digitized values are processed
6 on P6-2 panel), which is supplied as a demodulation reference for engine to compute the oil pressure, formatted and displayed on an LED
oil temperature, engine oil pressure, and hydraulic oil pressure. pointer under the interrupt control of the microprocessor.
- The oil pressure is monitored and if equal to or greater than 13
Each input parameter is processed by the microprocessor system in the psi, manual BITE is inhibited. Open circuit or short circuit input
same manner as the Primary Display. The microprocessor computes, signal conditions, or out of range values of oil pressure are
formats and outputs the parameters to the display drivers. signalled by slewing the pointer to zero, holding the setting for
2 seconds, then “blanking” the display. If oil pressure returns to
Total Air Temperature Parameter : within range,
the display automatically indicates the new value.
- Total Air Temperature (TAT) data is via an ARINC 429 data bus - An analog output of engine oil pressure is obtained by applying
(“left” channel only) from the Digital Air Data Computer (DADC). the digitized value to a digital to analog converter. The analog
The left channel signal processing module checks the input data output is used by the digital flight data acquisition unit (DFDAU).
for parity, sign, status matrix, label, etc, and is assembled as
parallel data in a decoder. The data field is processed, formatted

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Engine Oil Temperature : - Open circuit input signal conditions or out of range values of oil
quantity are signalled by slewing the display indication to zero,
- The engine oil temperature signal is derived from a resistive holding the indication for 2 seconds, then displaying “dashes”. If the
temperature bulb. The signal conditioning consists of applying a oil quantity returns to within range, the display automatically indicates
constant current, from an internal reference supply, to the resistance the new value.
probe and applying the voltage drop across the resistance probe to
a differential amplifier. The amplifier output is applied to an analog to Engine Vibration :
digital converter, via a multiplexer. The digitized values are processed
to compute the oil temperature, formatted and displayed on an LED - The engine vibration signal is derived from the Airborne Vibration
pointer under the interrupt control of the microprocessor. Monitor and is a dc current proportional to the vibration level.
- Open or short circuit input signal conditions, or out of range values The signal conditioning consists of applying the input current to a
of oil temperature are signalled by slewing the pointer to zero, resistive load and amplifying the developed voltage with a differential
holding the setting for 2 seconds, then “blanking” the display. If the amplifier. The amplifier output is applied to an analog to digital
oil temperature returns to within range, the display automatically converter, via a multiplexer. The digitized values are processed to
indicates the new value. compute the vibration level, formatted and displayed on an LED
pointer, under the interrupt control of the microprocessor.
Engine Oil Quantity : - Open or short circuit input signal conditions, or out of range values of
engine vibration are signalled by slewing the pointer to zero, holding
- The engine oil quantity signal is derived from a three wire the setting for 2 seconds, then “blanking” the display. If the vibration
capacitance probe which can be considered as two separate returns to within range, the display automatically indicates the new
capacitors. value.
One capacitor is a variable quantity dependent upon tank quantity;
the other can be considered as a zero oil quantity reference Hydraulic Oil Pressure :
capacitor.
The signal conditioning consists of applying an 8 kHz reference - The hydraulic oil pressure signal is derived from an 11.8v, 400 Hz,
voltage to the zero reference capacitor and a variable 8 kHz voltage 3 wire synchro. The rotational angle of the synchro representing
to the other capacitor. A multiplying digital to analog converter (DAC) hydraulic pressure. The signal conditioning consists of full wave
is used to generate the variable 8 kHz voltage. The microprocessor rectification of two of the synchro line-to-line voltages with respect to
successively adjusts the digital input value to the DAC until a detector the synchro 400 Hz power supply. The rectified voltages (VA and VB)
circuit indicates equality of currents in each capacitor. The digitized are smoothed and routed to an analog to digital converter (ADC), via
value represents the ratio of the two capacitors and is used to a multiplexer.
compute the oil quantity value. The oil quantity value is formatted and The digitized ADC output values are processed to determine the
displayed on a 2-1/2 digit 7 segment LED display under the interrupt synchro angle, which is then used to compute the hydraulic pressure.
control of the microprocessor. The microprocessor system formats the hydraulic pressure value
and displays it on an LED pointer, under interrupt control of the
microprocessor.

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EIS SECONDARY DISPLAY SCHEMATIC DIAGRAM

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- Open circuit input signal conditions or out of range values of hydraulic BITE/Operational Test :
pressure are signalled by slewing the display indication to zero,
holding the setting for 2 seconds, then “blanking” the display. If the - An unmarked, recessed push switch is located in the bottom of
hydraulic pressure returns to within range, the display automatically the front bezel. Operation of this switch will, when both engine oil
indicates the new value. pressure are below 13 psi, initiate a BITE sequence.
- This BITE sequence tests all functions that are practicable within the
Hydraulic Oil Quantity : equipment and displays fault code via the engine OIL QTY digital
display counter. Table B gives the module area tested and fault
- The hydraulic oil quantity signal is derived from a float-operated codes. If a successful BITE check is accomplished, then the lowest
linear potentiometer assembly. The three wire potentiometer input is value of each LED pointer shall read-out simultaneously and slew to
applied to two differential amplifiers, from which two output voltages the highest possible value. All digital counters will energize all seven
VA and VB are derived, the voltages are dependent upon the wiper segments of each character in the display. Upon test completion, the
position and hence the oil quantity. The voltages are applied to an displays will revert to their pretest conditions.
analog to digital converter, via a multiplexer and the digitized values
used to compute the percentage of oil in reservoir. The computed Table B: EIS Secondary Display Fault Codes.
value is formatted and displayed on a 2 1/2 digit 7 segment display,
under the interrupt control of the microprocessor. The interrupt rate MODULE AREA TESTED FAULT CODES
(200 Hz approx) is such that flicker-free operation is ensured.
- The “left” channel processes SYSTEM B hydraulic oil quantity, and Microprocessor 0-
the “right” channel processes SYSTEM A hydraulic oil quantity. EPROM 1-
- Open circuit or short circuit input signal conditions, or out of range RAM 2-
Analog/Digital Convertor 3-
values of oil quantity are signalled by slewing the pointer to zero, Power Monitor 4-
holding the setting for 2 seconds, then displaying “dashes”. 400 Hz Reference Voltage 5-
If the hydraulic oil quantity returns to within range, the display ARINC Receiver 6-
automatically indicates the new value.
- The hydraulic oil refill level (RF88%) is defined as 88% of full and is
presented as a legend above the BITE test button.

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4.3. Control. EIS Secondary Display.

AIRPLANES WITH -201 EIS SECONDARY DISPLAY;
EIS Primary Display. Close the following circuit breakers on P6-2 panel:
Close the following circuit breakers on P6-2 panel :
- EIS SEC1
- EIS PRIMARY I - EIS SEC 2
- EIS PRIMARY 2 - EIS SEC 3
- EIS PRIMARY 3 - EIS SEC 4
- EIS PRIMARY 4 - PRESS IND SYS A
- PRESS IND SYS B
Observe and note the initial indications on N1, EGT, N2 and FF displays.
Ensure that N1, EGT, N2, and FF displays are not blank. AIRPLANES WITH -202 EIS SECONDARY DISPLAY;
Close the following circuit breakers on P6-2 panel:
Pull the manual set knob out, observe and note that N1 value(s) can be set
on both N1 limit bug and MAN SET counter while turning the knob. - EIS SEC 1
- EIS SEC 2
Press FUEL USED PUSH button to display the amount of fuel used value in - EIS SEC 3
FF/FU indicator. - EIS SEC 4
- EIS SEC 5
Press the RESET FUEL USED button to set the fuel used value to zero on - EIS SEC 6
the FF/FU indicator.
Observe and note the initial indications on all displays.
Press and held the unmarked BITE button, the display unit will perform the Ensure that none of the displays are blank.
BITE sequence (Ref 31-42-00/501).
Press and hold the unmarked BITE button to place the unit into BITE mode
Upon BITE completion, release the BITE button, the display will revert to (Ref 31-42-00/501).
their pre-test conditions.
Upon BITE completion, release the BITE button, the display will revert to
their pre-test conditions.

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