TRAINING MANUAL

Airbus A300-600
Level 3 - B1/B2

ATA 73A FADEC

This Document must be used for Training Purposes only

Under no circumstances should this document used as a reference
It will not be updated
 Technical Training Manual
Airbus A300-600 (CF6-80) B1/B2
FOR INSTRUCTIONAL USE ONLY
ELECTRONIC CONTROL UNIT
The Electronic Control Unit (ECU) is a dual channel fault
tolerant digital electronic controller with cross channel
communication capability.
The unit is mounted at the 8.30 o’clock position on the fan case,
the mount consists of four vibration isolators. The case of the
ECU is electrically bonded to the fan frame for additional lightning
strike protection.
The unit is free-convection air cooled.
The ECU is fitted with 2 electronic control channels, which are
independent of each other and each is fully capable of engine
control with another channel inoperative. The software within
each channel is identical.
The two channels of the ECU are electronically isolated from
each other, but are physically linked on a single chassis by
the Cross Channel Data Link (CCDL) data bus and cross
channel data discrete. This isolation prevents open circuit,
short circuit and over voltage faults propagating from one
channel to the other.
The CCDL provides each channel with the capability to
receive information from the inputs of the other channel.
Software and internal unit hardware ensures that only one
channel is in control at any one time, this controlling
channel only will drive any outputs to FADEC systems.
Local channel data and selected data will be transmitted by
both channels on the local ARINC output at all times except
when the applicable processor is not working or during
initialisation and during power up/down transients.

Engine Control Subsystems Operation

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FADEC SYSTEM
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SYSTEM DESCRIPTION
The system is divided into two separate channels, A and B. The software within the unit is identical in each of the two
These channels are physically located in the same unit, they channels. The main control software is multi-level interrupt
are independent and basically identical. structure, running a real time executive.
The executive controls the following software functions:
Some inputs enter the unit once, these are generally cross-wired
• unit initialisation and synchronisation
within the unit to be read by each channel independently.
• channel selection
There are some inputs that are available to one channel only, • foreground process scheduling
this information is made available to the other channel via the • background process scheduling
cross channel data link. These inputs are generally for • interrupt processing, the only interrupt is the power interrupt,
engine condition monitoring purposes. no hardware interrupts are provided for.
All critical parameters are input to both channels of the The software is monitored by a watchdog timer and software
ECU. Only one of the two channels can be in control at a scheduling over runs shall also be detected. On detection of
time; this controlling channel informs the remaining channel either, the ECU will attempt to recover by performing a soft
by use of the cross channel data link that the remaining reset and short initialization. In this case a channel in control
channel shall not control and is in standby mode. change may occur.
Both channels are synchronized and independently input and
validate data, perform control calculations, provide cross
channel data, and transmit data to the aircraft via the ARINC
output bus.
Only the controlling channel drives the torque motors and
solenoids of the FADEC systems.
The standby channel internally disconnects its ability to drive
any FADEC system output, except for Bore Cooling Valve 2
which is not disconnected.

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ECU
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1.2 INTERNAL HARDWARE

The ECU has a modular construction, this aids the unit The memory provided consists of:
maintenance process. The ECU is itself a Line Replacable Unit EPROM, for main control software and data constants.
(LRU). RAM, for program data and computed data.
NVM, for fault data storage, and control adjustments.
The ECU has five major sections:
• Control channel A EPROM and non volatile memory (NVM) are reprogrammable
• Control channel B by external means, both on and off wing using a portable data
• Pressure control unit (PCU) A loader (PDL).
• Pressure control unit (PCU) B
• Mother board (chassis).

1.2.1 Control channel

Each control channel consists of multi-layer plug-in cards,
those being:
• central processor unit (CPU), runs main control
software, and watchdog timer.
• digital interface unit (DIU), handles cross channel data
link
• signal conditioning unit (SCU), conditions temperatures,
RVDTs, LVDTs, resolvers and provides excitations.
• data converter unit (DCU), provides A/D conversions for
SCU and conditions speeds.
• solenoid driver unit (SDU), provides all output drives and
wraparounds, master disconnect.
• power supply unit (PSU), regulates PMA and aircraft
power.

Each processor card utilises a Motorola 68020 microprocessor

for main control function software.

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ECU ARCHITECTURE
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Pressure system Motherboard
The pressure systems contain the pressure transducers for Each ECU channel has the capability to disconnect the output
each channel, also the optional engine condition monitoring drives to all the torque motors and solenoids of that channel,
pressure transducers. with the exception of Bore Cooling Valve 2.
Each of the pressure transducers requires individual calibration
data, this data is stored in local memory. The outputs are disconnected while the channel is operating:
The pressure systems contain microcomputers that read the • in standby mode (channel is not controlling engine)
transducers, use the calibration data and temperature • on power loss
compensation to calculate a pressure figure. This pressure • when a watchdog monitor fault is detected.
figure is then used by the main control software of the The two channels of the ECU communicate via a cross channel
channel. data link. This data link consists of a data bus output, and
Each channel of the ECU contains an internal temperature hardwired discrete outputs from each channel to the remaining
sensor. The temperature is validated using conversion error channel.
and range checks. Each channel within the ECU is provided with a permanent
Both channels also contain a cold junction, this is used in the hardwired discrete from the chassis to the CPU to determine
compensation of all the thermocouple inputs. The cold junction channel A/B designation. CPU cards can be swapped
is validated using conversion error and range checks. between ECU channels and will assume the correct A/B
designation during unit initialization.

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Figure 4: ECU CHANNEL ARCHITECTURE

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ECU INPUTS AND OUTPUTS
The ECU gets analog input data from the engine and aircraft. It The ECU takes the following actions when input data is faulty
also receives digital input data and discrete inputs from the or missing:
aircraft. • Engine sensor data is used to backup (validate) the
air data computer:
The ECU sends analog output signals to the
- hydro mechanical unit (HMU), - TAT (T2 / T12),
- engine air systems, - Total Pressure (P2 / P2.5) and
The ECU sends digital signals to ECAM. - Ambient Pressure (P0) values.
When ECU cannot validate these parameters, then N1 MODE
The two ECU channels are redundant and independent.
FAULT will be announced (soft reversionary mode).
Each channel receives the same inputs.
The system is designed so that no single failure causes the • The ECU calculates a Mach number if MACH is not received
engine to stop running. from the ADC.
• Cross-channel data is used if T12 or P0 sensor data is
The ECU includes extensive self-test and fault recovery
invalid.
features. When the ECU is on, it monitors all critical functions
• Comparisons are made between N1, N2, P3 or T25
and inputs.
sensor data inputs using cross-channel data. If sensor
If an input signal is faulty or missing, the ECU usually uses values disagree, the closest to an ECU calculated value is used;
the value input of the other ECU channel. if both sensor values are lost or invalid, ECU calculated values
If that input is faulty or missing, the ECU often calculates an are used.
approximate value for the missing data. • Comparisons are made between TLA data inputs using
cross-channel data. If both inputs are lost or invalid, the last TLA
value is used during takeoff; otherwise, the TLA is reduced to
idle.
• The ECU calculates values for the HMU fuel metering valve,
VSV actuator and VBV actuator if the position data is invalid or
missing.
• The HPTC, LPTC, ESCV, CCC valves and the thrust reverser
interlocks fail-safe to open or closed.
• The ECU uses 28 V DC aircraft power if power is not available
from the control alternator.

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UNIT INITIALIZATION
Each channel performs self test functions to ensure reliability Short initialization, this is performed if the sensed N2 at power
and to detect faults that remain dormant during normal ECU up is greater than 10%. This start up sequence is performed on
operation, these tests are normally performed after power is a soft reset. The short initialization is performed in two phases:
supplied or interrupted. o Firstly the channel to be in control is determined by use of
the internal discrete. Once the channel in control is
The unit initialization performs two basic functions: determined it outputs null conditions for all the torque motors
• setting up the unit for correct operation and solenoids.
• testing of unit functionality o Secondly the channel gains full normal control of engine
Setting up the unit for correct operation includes processor operations within less than 1 second of power application.
hardware initialization, setting all variables to initial values, Long (normal) initialization, this is performed when the sensed
and setting all outputs to a known state. N2 at power up is less than 10%. In addition to the tests of the
During initialization, some unit functions to be tested, would by short initialization the following tests are performed:
the nature of the test interrupt normal engine operation, these o CPU instruction and calculation test
tests therefore are not performed if the engine is operating. o RAM read write test
Immediately after input power is established the unit shall o program memory integrity
perform a start up test. This start up performs essential o NVM integrity test
functions and will determine if the engine is running, and
o master disconnect test
whether a long or short initialization is to be performed.
o safety function (watchdog monitor)
o power supply output test
o interface tests
These tests shall be completed within less than 3 seconds of
power application. On completion of initialization the standby
channel synchronizes the program execution within the two
channels.

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CHANNEL SWITCHING
Channel in control selection is achieved by both hardware
and software means. Each channel compares its own health
with the health of the other channel and the healthiest
channel is selected for control. The data required for the
health comparison is provided over the cross channel data
link.
If both channels are of equal health then the channel in
control is alternated between engine starts, channel A is the
default channel in control.
Channel switching is achieved in less than 45ms. The order of
events is the active channel disconnects from outputs and
assumes the standby mode, the other channels assumes
active mode and connects to the outputs.

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ENGINE INTERFACES
The ECU interfaces with the engine systems by means of The engine rating plug is only read during ECU power up
electrical and pneumatic components. initialization and the validated values are stored in ECU
The ECU also monitors each subsystem for any malfunctions. memory.
Malfunctioning components will be announced via the The rating plug is attached to the ECU like all electrical
maintenance system. connectors.
ENGINE RATING PLUG Discrete Number Rating
The engine rating plug consists of a 31-pin connector and a 1 2 3 4 5 (Ref only)
connector backshell. The rating plug is permanently attached
to the engine by a lanyard and provides five discrete inputs to 0 0 0 0 x A5F
the ECU. Combinations of the discretes represent different 1 0 0 0 x A3F
engine ratings. The ECU will validate the discrete inputs to 0 0 1 0 x A2F
determine the required engine rating. The state of each 0 1 0 0 x A8F
discrete is achieved using jumper wires within the backshell of All other combinations DEFAULT A5F
the connector. The validated engine rating value is transmitted Table 1: RATING PLUG DISCRETE NUMBERING
by the ECU on the ARINC 429 bus in binary form, which is
0 = open circuit
used as a check by the Thrust Control Computer (TCC).
1 = connection to common
The signal is cross wired to the two channels of the ECU,
isolation is provided to ensure a fault in either ECU channel Some of the inputs provided by the rating plug are:
shall not propagate to the remaining channel. • Max T/O thrust
The bit patterns provided by the engine rating plug are chosen • Max Continuous thrust
so that a 1 bit error will result in an invalid rating combination. • N1 Schedules
• Idle Schedules
If an invalid rating is detected the ECU shall default to the
• Throttle position encoding
A5F rating. The detection of faults is announced via the
maintenance system.

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Figure 5: ECU ENGINE RATING PLUG LOCATION

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ENGINE ID PLUG
The engine identification plug consists of a 55 pin connector and a EGT reduction
connector backshell. The identification plug is permanently attached These discretes provide the level of EGT shunt applied to the
to the engine by a lanyard. measured EGT.
The identification plug provides 14 discrete inputs to the ECU, the
function of these discretes varies according to the use of the Engine hardware configuration
plug. These discretes identify the fan, compressor and turbine
configuration of the engine.
Some of the inputs provide by the ID plug are:
• N1 modifier level Engine condition monitoring YES/NO
• EGT reduction This discrete indicates to the ECU that the Condition
• Phase I/ Phase II aero engine Monitoring equipment is installed.
• Engine hardware configuration
• Engine condition monitoring YES/NO
N1 modifier level
New or refurbished engines generally produce more thrust than the
Basic Thrust. This extra thrust has a negative effect on the EGT
margin and can cause a thrust asymmetry with the other engine.
To compensate for this, the engine manufacturer derates the more
powerful engine to match the basic thrust and does this using the
Engine ID plug. The plug sends a discrete signal to the ECU. This
discrete defines the level of adjustment applied to N1 command, N1
actual, and N1 maximum indicated in the cockpit and derates the
thrust.

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N1 SHAFT SPEED SENSOR
The N1 sensing system consists of a single probe containing
3 windings, a harness and the ECU. The N1 windings are
the variable reluctance type and provide a sinusoidal frequency
which is proportional to the N1 shaft speed.
One winding is provided directly to the airframe and is used in
the vibration monitoring system, the other 2 windings are each
connected to one channel of the ECU. The windings are
connected to the ECU by 2 wires.
A validation logic ensures that the best available data is used
by the ECU, and provides information to the maintenance
system to identify faulty FADEC components. The detection of
faults is announced via the maintenance system

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N1 SHAFT SPEED SENSOR

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N2 SHAFT SPEED SENSOR
The N2 sensing system consists of a single probe containing
3 windings, a harness and the ECU. The N2 windings are
the variable reluctance type. The windings provide a
sinusoidal frequency which is proportional to the N2 shaft
speed.
One winding is provided directly to the airframe and is used
by the N2 indicator.
The other 2 windings are each connected to one channel of
the ECU. The windings are connected to the ECU by 2 wires.
The N2 probe is mounted on the AGB.
A validation logic ensures that the best available data is used
by the ECU, and provides information to the maintenance
system to identify faulty FADEC components. The detection of
faults is announced via the maintenance system

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N2 SHAFT SPEED SENSOR

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AMBIENT PRESSURE (P0)

The ECU receives four independent values of P0, The ECU uses the following logic to select the correct P0 signal
- two values from the air data computers (ADCs) via the and ensure correct engine operation:
ARINC 429 data busses, and
• if both ADC inputs are valid and agree with valid engine data
- two values from the ECU ambient pressure transducers.
then select ADC1.
Each ECU channel interfaces directly with the two ADCs and • if both ADC inputs are valid but disagree with valid engine data
one P0 transducer, the remaining ECU transducer is available via then select engine data and provide smooth transition from
the Cross Channel Data Link (CCDL). ADC to engine data for control.
• if both ADC inputs are valid but only one agrees with valid
The ambient pressure transducers are a part of the ECU.
engine data then select the ADC that agrees with engine.
Two transducers are provided, one for each channel of the
• if one ADC input is valid and agrees with valid engine data then
ECU. Both transducers are independent, and have
temperature compensation. select the valid ADC.
Ports in the ECU connect the transducers to the ambient air • if one ADC input is valid and disagrees with valid engine data
pressure under the fan cowl. then select engine and provide smooth transition from ADC to
engine data for control.
• if both ADC inputs are invalid then select valid engine data.
• if both ADC inputs are valid and engine data is invalid then one
channel of ECU shall use ADC1. if ADCs are in agreement
then other channel shall use ADC1, otherwise it shall use
ADC2. Smooth transition from ADC1 data to ADC2 data is
used.
• if one ADC input is valid and engine data is invalid THEN select
valid ADC.
• ADC data shall not be used when validation to an engine
control source is not possible and corresponding ADC probe
heat is not on.
• When ECU cannot validate P0 then N1 MODE FAULT will be
announced and the last valid value will be used until ALTN is
selected by the pilot after which a failsafe value will be used.

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ECU SENSING PORTS

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FAN DISCHARGE STATIC PRESSURE SENSOR (PS14)

This pressure transducer, line and probe is an option provided
for engine condition monitoring purposes only.
The fan discharge static pressure transducer is a part of the
ECU. One transducer is provided for channel A of the ECU, the
data is available to channel B of the ECU via the Cross Channel
Data Link (CCDL). The transducer has temperature
compensation. A port in the ECU connects the transducer to
the PS14 pressure line and the PS14 probe.
Detection of a fault may result in a default value being used to
represent the ECU sensor input and are announced via the
maintenance system.

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PS14 STATIC PRESSURE SENSOR

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Total Pressure (PT2)
The ECU receives three independent values of PT2, The selection logic for the total pressure is designed to avoid
- two values from the air data computers (ADCs) via the common mode failures by ensuring total engine segregation.
ARINC 429 data busses, and The following rules are used for the selection logic:
- one modeled value from the ECU compressor inlet total
- If both ADC inputs are valid and agree with valid engine data
pressure transducer (PT25).
then select ADC1.
Each ECU channel interfaces directly with the two ADCs, the
- If both ADC inputs are valid but disagree with valid engine data
PT25 is read by channel B of the ECU and is available to
then select soft reversionary mode.
channel A via the Cross Channel Data Link (CCDL), both
- If both ADC inputs are valid but only one agrees with valid engine
channels calculate the model PT2.
data then select the ADC that agrees.
Loss of valid data will result in the ECU entering the - If one ADC input is valid and agrees with valid engine data then
Alternate Control Mode. select the valid ADC.
- If one ADC input is valid and disagrees with valid engine data
The ADC data is received and checked. Each channel
then select soft reversionary mode.
independently validates and selects the total pressure for
- If both ADC inputs are invalid then select soft reversionary
engine control by utilizing the following inputs and data:
mode.
- ECU channel A and B modelled PT2 (based on single
- If both ADC inputs are valid and engine data is invalid then select
PT25 input)
an ADC input based on selection logic of the four ADC inputs to
- ADC1 and ADC2 total pressure inputs
the ECU.
- ADC1 and ADC2 total pressure probe heat status (heat on/
- If one ADC input is valid and engine data is invalid then select soft
off)
reversionary mode.
- engine running status.
- ADC data shall not be used when validation to an engine control
source is not possible and corresponding ADC probe heat is not
on.
When the ECU can not validate the PT2 input from the ADCs the ECU
shall announce a "FAULT" on the ENGINE panel.
The ECU shall use last good values of delta ambient while the
"N1 MODE FAULT" lamp is illuminated (soft reversion).
When the ENGINE N1 MODE pushbutton is depressed the ECU will
use corner point day scheduling (hard reversionary), the "ALTN"
lamp will be illuminated.

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2.8 COMPRESSOR INLET TOTAL PRESSURE (PT25)

The compressor inlet total pressure transducer is a part of the
ECU. One transducer is provided for channel B of the ECU, the
data is available to channel A of the ECU via the Cross Channel
Data Link (CCDL).
The transducer has temperature compensation. A port in the
ECU connects the transducer to the PT25 pressure line and
the PT25 probe.
The PT25 is used to model a total pressure for engine control,
see also Total Pressure (PT2) section for total pressure
selection.
Error detection may result in a default value being used to
represent the individual channel ECU sensor input. The
detection of faults is announced via the maintenance system
(FADEC Ground Test)

Figure 10: PT25 SENSOR

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2.9 COMPRESSOR DISCHARGE STATIC PRESSURE (PS3)
The compressor discharge static pressure transducers are a part of
the ECU. Two transducers are provided, one for each channel of
the ECU. Both transducers are independent, and have temperature
compensation.
Ports in the ECU connect the transducers to the PS3 pressure line
and the PS3 probe.
Error detection may result in a default value being used to
represent the individual channel ECU sensor inputs.
Loss of both inputs will result in the use of a model.
The detection of faults is announced via the maintenance
system (FADEC Ground Test).
(Also known as CDP or Pb burner pressure)

PS3 SENSOR

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HP TURBINE DISCHARGE PRESSURE (P49)
This pressure transducer, line and probe are an option provided
for engine condition monitoring purposes only.
The HP turbine discharge pressure transducer is a part of the
ECU. One transducer is provided for channel A of the ECU, the
data is available to channel B of the ECU via the Cross Channel
Data Link (CCDL). The transducer has temperature
compensation.
A port in the ECU connects the transducer to the P49 pressure
line and the P49 probe.
Error detection may result in a default value being used to
represent the ECU sensor input. The detection of faults is
announced via the maintenance system.

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P49 PROBE
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FAN TIP INLET TOTAL TEMPERATURE (T12/T2)

The T12 sensing system consists of one dual element sensor, The selection logic for the total air temperature is designed to
harness and the ECU. The T12 sensor transducers are avoid common mode failures by ensuring total engine
the Resistance Temperature Detector (RTD) type. segregation. The following rules are used for the selection
One transducer is provided for each channel of the ECU, logic:
the corresponding channel of the ECU will provide the
transducer with an excitation signal. Both transducers are • if both ADC inputs are valid and agree with valid engine
independent, and are connected to the ECU by 2 wires. data then select ADC1.
The RTD signals are corrected for self heating, harness wire • If both ADC inputs are valid but disagree with valid
resistance, air flow sensor cooling effects. The result of this engine data then select engine data and provide smooth
correction provides a T2 value. transition from ADC to engine data for control.
Error detection may result in a default value being used to • if both ADC inputs are valid but only one agrees with valid
represent the individual channel ECU sensor input. The engine data then select the ADC that agrees.
detection of faults is announced via the maintenance system • if one ADC input is valid and agrees with valid engine
data then select the valid ADC.
• if one ADC input is valid and disagrees with valid engine
data then select engine and provide smooth transition from
ADC to engine data for control.
• If both ADC inputs are invalid then select valid engine data.
• If both ADC inputs are valid and engine data is invalid then
one channel of ECU shall use ADC1. if ADCs are in
agreement then other channel shall use ADC1, otherwise it
shall use ADC2. Smooth transition from ADC1 data to ADC2
data is used.
• if one ADC input is valid and engine data is invalid then
select valid ADC.
When ECU cannot validate a T2 then N1 MODE FAULT will be
announced, and the last valid value will be used until ALTN is
selected by the pilot after which a corner point value will be used.

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T12 SENSOR
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COMPRESSOR INLET TOTAL TEMPERATURE (T25)

The T25 sensing system consists of one dual element sensor,
harness and the ECU. The T25 transducers are the Resistance
Temperature Detector (RTD) type.
One transducer is provided for each channel of the ECU, the
corresponding channel will provide the transducer with an
excitation signal. Both transducers are independent, and are
connected to the ECU by 2 wires.
Error detection may result in a default value being used to
represent the individual channel ECU sensor input. Loss of
both inputs shall in result in the use of a model.
The detection of faults is announced via the maintenance
system.

("CIT Sensor")

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T25 SENSOR
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COMPRESSOR DISCHARGE TOTAL TEMP (T3)
The T3 sensing system consists of two thermocouples,
harnesses and the ECU. The T3 thermocouples are the
Chromel-alumel type.
One thermocouple is provided directly to the airframe and is
used in the control of Environmental Control System (ECS) air
temperature (Hi Stage Temp Sensor - ATA 36 Pneumatic)
The other thermocouple is provided for channel B of the ECU,
the data is available to channel A of the ECU via the Cross
Channel Data Link (CCDL).
The corresponding channel of the ECU will provide cold junction
compensation to the thermocouple input. The thermocouple is
connected to the ECU by 2 wires.
Error detection may result in a default value being used to
represent the channel ECU sensor input. Loss of input shall in
result in the use of a model. The detection of faults is
announced via the maintenance system.

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T3 SENSOR
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LP TURBINE INLET TEMPERATURE (EGT/T4.9)
The EGT sensing system measures the temperature of the
LP turbine inlet.
The EGT sensing system consists of eight sensing probes,
harnesses, junction box and the ECU. The EGT thermocouples
are the Chromel-Alumel type.
The EGT signal provided is the average of 16 thermocouples
(2 thermocouples per probe), the individual values are
averaged in the junction box.
The EGT signal enters the ECU once and is cross wired to both
channels of the ECU, isolation is provided to ensure a fault in
either ECU channel shall not propagate to the remaining channel.
The corresponding channel of the ECU will provide cold junction
compensation to the EGT input.
Error detection may result in a default value being used
to represent the ECU sensor input. The detection of faults
is announced via the maintenance system.

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EGT HARNESS
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LP TURBINE DISCHARGE TEMPERATURE (T5)
This temperature sensing system is an option provided for
engine condition monitoring purposes only.
The T5 sensing system consists of a sensing probe, two
thermocouples, harness, and the ECU. The T5 thermocouples
are the Chromel-Alumel type. The T5 signal provided is the
average of the thermocouples, the individual values are
averaged in the probe.
The T5 signal enters the ECU once and is cross wired to both
channels of the ECU, isolation is provided to ensure a fault in
either ECU channel shall not propagate to the remaining
channel. The corresponding channel of the ECU will provide
cold junction compensation to the T5 input.
The detection of faults is announced via the maintenance
system.

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T5 SENSOR
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THROTTLE RESOLVER ANGLE SENSOR (TRA)

The TRA position sensors are resolvers attached to the throttle After the input validity is determined comparisons between
lever within the airframe. The ECU receives a TRA position channel A and channel B TRA inputs are performed to
signal from each of the two resolvers, one signal per ECU accommodate the following fault conditions :
channel. • two inputs are valid but do not agree
• only one valid input
The resolver is the six wire type and is provided with an
• no valid inputs.
excitation signal (two wires) from the respective channel of the
ECU. Each resolver provides two voltage signals (four wires) to When both TRA inputs are valid, in agreement within 1.5°, and
the ECU that are used to represent the TRA position. in range, then the average of the TRA inputs is selected.
The voltage inputs are converted to an angle, this throttle
When both TRA inputs are valid and in range but do not agree
resolver angle is used for control purposes.
within 1.5°:
Validation and selection logic ensures that the ECU is able to - The highest TRA input is selected if in flight and the
control the engine using the best available TRA data. The - idle TRA is selected if on the ground.
logic will also provide information to the status system to
When only one TRA input is valid and in range, then that
identify fault conditions and to the maintenance system to
TRA input is selected. The other TRA input is either invalid or
identify faulty components.
valid but out of range and shall set maintenance message on
the corresponding channel.
If both TRA values are invalid or out of range, the ECU will set
the engine to a value depending on the flight condition.
- In flight, the last good value is used.
- On the ground, default idle is selected.

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TRA INTERFACE
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HP FUEL SHUT-OFF VALVE LEVER (HPSOV)

The HP fuel shut off valve lever (HPSOV) in the cockpit
is connected to the HP Shut Off Valve solenoid in the HMU.
The ECU does not interface with the HPSOV system.
The HPSOV lever does provide two discretes to the ECU, one
for each ECU channel. These discretes are used by the ECU
hardware only and are not read by the ECU software.
The discretes will cause the ECU to perform a soft reset when
the HPSOV lever is moved from the FUEL ON to FUEL OFF
position.
The external reset performed does not corrupt the reserved RAM
area of the ECU thus enabling critical parameters to be initialized
to their prior values during the ECU initialization (RESET).

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ECU RESET CIRCUIT

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2.18 ARINC INPUTS 2.18.1 Air Data inputs

Each channel of the ECU has input ports for two Air Data Each ECU channel receives a digital data stream, containing:
Computers (ADC) data busses and one Thrust Control - Altitude
Computer (TCC) data bus. - Total air temperature
- Total air pressure
Each ADC data bus is wired to each ECU channel and
crosswired internal to the ECU, to the other channel. The TCC
is wired directly to one channel and crosswired, internal to the The FADEC System has sensors and synthesized values
ECU to the other channel. corresponding to the ADCs signals, to provide the capability to
detect, isolate and accommodate input data bus signals faults.
The ECU data bus input ports are ARINC 429 standard. The The ECU sensors are:
ECU performs validation tests and implements data selection - a dual element T12 temperature
on each input data item. The fault detection in the aircraft data - sensor a dual P0 ambient pressure
links includes for each input the following validation tests : - sensor single P25 pressure sensor
• parity check
• transmission update rate check
2.18.2 Thrust Control Computer inputs
• Source Destination Identifier (SDI) check (ADCs only)
The following categories of aircraft data are transmitted by the
• Status Matrix (SM) check
TCC to the ECU :
• range check for binary input data.
• Aircraft bleed status
• Aircraft flight/ground status
• Aircraft wing slat status

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FADEC DIGITAL DATABUS INPUTS

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2.19 ARINC OUTPUTS

Each channel of each ECU has independent ARINC 429
standard output ports to interface with the aircraft. The ECU
transmissions are continuous on each output bus regardless
of which channel is in control. The data transmission is
inhibited when the processor in the applicable channel is not
functioning, during power-up or power-down transients, and
during channel initialization.

ECU ARINC OUTPUTS

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POWER SUPPLY
The ECU has two sources of electrical power from which the
internal power rails are maintained:
• Permanent Magnet Alternator (PMA)
• Aircraft 28VDC
Both sources of power are separately available to each
channels PSU. The primary source of ECU power is the PMA,
When the engine is not running, and the ECU is in the ground
test mode of operation the aircraft electrical power is used.
The PMA is mounted to a drive shaft on the AGB left forward
side. The PMA supplies two redundant three phase power
sources, one for each channel of the ECU.
The PMA provides power during engine operation above
10 % N2 and is capable of providing sufficient power for ECU
operation above 45 % N2 after the loss of one phase in either
or both sets of windings. It continues to meet the ECU power
requirements until N2 drops below 9%.
The ECU will normally operate using PMA power, if the PMA
power is not sufficient or is not present the ECU hardware will
automatically switch to aircraft 28V supply.
The loss of, or non-availability of PMA power and use of
aircraft 28V shall be indicated by the maintenance and status
system.
With one channel using PMA power and the other using
aircraft 28VDC, the channel using PMA power is preferred for
control and the loss of PMA power on the controlling channel
of the ECU may cause a channel change, depending on fault
priority.

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PERMANENT MAGNET ALTERNATOR

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ENGINE CONTROL MODES
POWER MANAGEMENT
Basic power management uses fan speed (N1) as
the thrust setting parameter. The fuel metering function The commanded fan speed (N1CMD) shall be derived
regulates engine fuel flow to control fan speed (N1) or core from the Throttle Resolver Angle (TRA) and the five
speed (N2) based on the command of TRA. reference thrust modes;
The ECU will calculate a maximum allowable N1
During engine starting and idle operations N2 is the (N1MAX) at the present operating conditions for each
controlling engine parameter and N1 floats between limits. reference thrust mode.
During high power operations N1 is the controlling engine The ECU will achieve the commanded fan speed by the
parameter and N2 is driven at the speed necessary to modulation of the FMV torque motor current therefore
achieve thrust, but N2 will be between the N2 maximum and changing the fuel flow to the combustion chamber.
minimum limits.
The position of the FMV is fed back to the ECU by resolvers.
Five reference thrust modes will be calculated by the ECU This enables the ECU to have closed loop control over the
based on the engine rating, ambient conditions (total air position of the FMV and therefore the fuel flow and engine
temperature, ambient pressure, and total pressure) and the speed.
engine bleed configuration. The reference thrust modes
calculated will be: Under all operating conditions the maximum and minimum
fuel flow schedules govern the fuel flow. These two schedules
• idle are calculated as a function of engine parameters. These
• maximum climb schedules represent the limits of the engine operation.
• maximum continuous
• maximum takeoff/go-around
• maximum reverse thrust.

The ECU contains the software rating tables, this enables the
ECU to be used without change for different rated engines.
The particular rating used by the ECU is determined by the
status of discrete inputs provided by the engine rating plug.

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The aircraft inputs to the ECU to enable thrust control are:

• Throttle position, this is provided from the pilots lever
by dedicated resolvers (TRA), one to each channel.
• Air Data Computer (ADC), provides the ECU via ARINC
data bus with information on altitude, total air
temperature, total air pressure, probe heat status.
• Thrust Control Computer (TCC), provides the ECU via
ARINC data bus with information on nacelle and wing
anti-ice, high pressure air required for the aircraft
Environmental Control System (ECS), slats and weight
on wheels.
• Alternate mode, is a pilot selectable discrete, it
determines whether normal N1 scheduling is performed,
or the ECU uses corner point scheduling.
The loss of both TRA resolvers shall result in the inability of
the pilot to control thrust, this configuration shall be
announced to the cockpit. The loss of any of the other thrust
control inputs shall be compensated by the ECU.

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ALTERNATE MODE
During normal operation the ECU performs validation logic
for
- ambient pressure,
- total pressure and
- temperature,
issued from ADC, before using the data in the control scheduling.
If this validation logic determines that the
- total temperature or
- total pressure inputs
are invalid then the ECU closes an internal switch to illuminate
the FAULT lamp on the ENGINE N1 MODE pushbutton in the
cockpit. This pushbutton is a hard wired discrete to the ECU.
During the period between the fault being detected by the
ECU and the pilot selection of the ALTN position of the
ENGINE N1 MODE pushbutton, the ECU calculates the five
reference fan speeds using the last valid delta ambient
temperature.
This state of the ECU is known as soft reversionary.
On pilot selection of the ALTN position of the ENGINE N1
MODE pushbutton the ECU shall calculate the five reference
fan speeds using the delta ambient temperature equal to that
of corner-point day, this is the hard reversionary mode.
This will result in no change of N1 at an actual corner-point day
temperature, and an increase in N1 for a given throttle
position for all other cases.

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IDLE CONTROL
The ECU provides three idle fuel flow schedules for reverse
thrust operation (explained in 4.6) and two idle fuel flow
schedules forward thrust:
- Minimum N2 idle:
This engine idle is designed for use at all times other than
approach. The ECU sets the engine idle speed to run on the
lowest N2 necessary to maintain the HP bleed port pressure
requirements of the aircraft Environmental Control System
(ECS).
- Approach idle:
This schedule ensures that the minimum N2 speed
guarantees an appropriate thrust response from the fan to
meet the aircraft go around acceleration requirements.
It also ensures anti-icing bleed requirements are met.
The aircraft provides ARINC discretes to the ECU to enable
determination of which idle is required and the exact fuel
scheduling to provide.
The information provided to the ECU is:
• flaps and slats retracted
• wing anti-ice demand
• air conditioning bleed demand
• nacelle anti-ice demand
• aircraft weight on wheels. A timer is included to remove
bounce from the weight on wheels information.

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ENGINE START/ CRANK/SHUT DOWN
The ECU has no authority to control these functions, they
are controlled manually through direct aircraft interfaces with
the starter air valve, ignition system and HPSOV.
The ECU does schedule fuel and all ECU controlled engine
functions to ensure the engine starting characteristics.

4.5 ENGINE LIMIT PROTECTION

The FADEC system during normal power setting operation
provides software protection to prevent the overboosting of the
engine above N1MAX.
The software also provides protection to prevent the
engine from exceeding the certified redline N1 and N2
limits and exceedance of maximum PS3.
The N2 redline limit is also protected by a hydro-mechanical
system within the HMU, this system controls the fuel bypass
valve, this is known as the N2 Overspeed Governor.

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Fuel Flow

N2

FUEL CONTROL LOGIC

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REVERSE THRUST CONTROL

The ECU does not have the authority to stow or deploy the The modulation of thrust occurs in the
thrust reverser cowls. These commands are controlled from the - 0 to 10 % and
cockpit. The ECU will monitor the demanded position and the - 90 to 100 % deployed regions.
actual position of the reverser sleeves.
Between these regions thrust will be at reverse idle. The ECU
The ECU will modulate the thrust of the engine accordingly. reduces engine power towards idle if the reverser shifts by more
The ECU limits engine power to idle if the thrust reverser is than 10 % from the commanded position.
not in the commanded position.
When reverse thrust is commanded by the pilot the ECU will
The demanded position is provided by the resolvers attached put the engine at reverse deploy idle. This idle is designed
to the pilot’s throttle control lever. Each engine has a separate such that the HPC 8th stage pressure is high enough to give
throttle and each channel of the ECU has a separate resolver. normal thrust reverser deployment. This ensures that the
The ECU channels each provide an excitation voltage to the failure of the High Pressure Valve (HPV) to open will not effect
appropriate throttle resolver. reverser deploy performance.
For normal reverser deploy operation with TRA in the reverse When the thrust reverser is deployed and stow is commanded
thrust region, the ECU restricts the engine to reverse deploy the ECU will put the engine at stow idle. This idle will normally
idle power whilst the reverser moves from a stowed to a stow the thrust reverser, but if the HP valve has failed closed the
deployed position. When the reverser reaches the deployed reverser shall not stow. After a short period the ECU shall
position the ECU will control thrust in accordance with the increase the idle speed to a level that ensures the 8th stage
TRA setting. pressure required for stow operation.
For normal reverser stow operation with TRA in the forward The ECU shall always maintain the engine at idle for a reverser
thrust region, the ECU restricts the engine to stow idle power deployment when forward thrust is commanded.
whilst the reverser moves from a deployed to a stowed
position. When the reverser reaches the stowed position the
ECU will control thrust in accordance with the TRA setting.

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REVERSE THRUST SCHEDULE

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ECU STATUS AND MAINTENANCE
The status function is to ensure the flight crew is informed The ECU status logic informs the aircraft systems of the
of operational status of the FADEC system components and dispatch state (dispatchability) of the FADEC system.
engine. The ECU logic is based on isolated fault conditions of FADEC
The maintenance function provides information for the system inputs.
ground crew to identify and replace faulty line replaceable The ECU status logic determines dispatchability by examination
units. of faults and fault combinations, the results of the logic are
All Status and Maintenance data is transmitted via the ECU announced to the airframe.
ARINC 429 output. The status words also contain mandatory All singular faults are announced by the ECU maintenance logic.
information for recording by the digital flight data acquisition The criticality of each fault or combination of faults that occur is
unit (DFDAU). used to determine which one of the four dispatchability
STATUS FUNCTION categories the FADEC system is in.
The FADEC system status information is to: The categories are :
• send FADEC system status data to aircraft systems e.g. Category level 1 - No dispatch
the TCC for auto throttle control Category level 2 - Short term time limited dispatch
• activate cockpit messages in case of failure effecting Category level 3 - Long term time limited dispatch
operation Category level 4 - Unlimited dispatch.
• troubleshoot the system and monitor engine performance.
The ECU provides the aircraft warning system with discrete
The FADEC system cockpit messages are used to inform the information. The discrete data is generated as shown in the
crew when: figures. The discrete ARINC data is transmitted to the
• dispatch is effected airframe via the ARINC 429 data bus in “words”.
• a crew action is required
Each data bit in the status words is assigned a specific
• engine operation is effected.
warning or function. The status data is transmitted from both
The messages are displayed by the ECAM system. channels of the ECU.

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The aircraft system (Flight Warning Computer and ECAM) will

display warnings from the channel of the ECU that is in LEVEL WARNING ON FLIGHTDECK
control, if this data is not available the data from the remaining 3 RED MASTER WARN light on
channel will be used for display. Continuous repetritive chime
ECAM shows warning and action to be taken
The aircraft system will also inhibit the display of some warnings
during particular flight phases. 2 AMBER MASTER CAUTION light on
The aircraft receives the ECU data and performs logic to Single chime
ECAM shows warning and action to be taken
determine the appropriate warning in the cockpit.
1 ECAM displays warning
Three warning levels are used.
Status advisory messages WARNING LEVELS
Three warning levels are available in the flight compartment
for annunciation of engine and FADEC system faults that require
crew awareness or action.
The numbering of these levels should not be confused with the
FADEC System Categories 1 - 4 described in Status and
Maintenance.
The status bits associated with the ECU that are of warning level
1 through 3 are given, for the remaining bit allocation within each
status word.

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Table 3: FADEC STATUS MESSAGES

ECAM MSG FAULT DESCRIPTION

ENG N1 MODE FAULT will be displayed when the ECU enters the soft reversionary mode on detection of control parameter failures. This
display will be replaced by ENG ALT N1 MODE when hard reversionary mode is selected via the ECU MODE
pushbutton switch.
FADEC FAULT will be displayed when the ECU detects that the engine FADEC system is in a no dispatch configuration.

ENG CTL FAULT will be displayed when the ECU detects dual VSV LVDT feedback failure, or failure of ability to drive VSV on active
channel, or VBV position fault that reduces stall margin as VBV doors are sensed further closed than demanded.
ENG REVERSE UNLK Shall be displayed when the ECU receives signals from the thrust reverser position resolvers indicating a deployment
while the TRA resolvers are not demanding a deployment. The ECU shall reduce the engine to idle.
ENG REV PRESSURIZED will be displayed when the thrust reverser DPV pressure switch informs the ECU that the system has been pressurized
with actuation air.
THROTTLE FAULT shall be displayed when the ECU TRA selection logic has defaulted to the last valid TRA setting, when TRA is not at an
idle setting.
THROTTLE FAULT Throttle fault engine at idle will be displayed when the TRA selection logic has defaulted TRA to an idle setting.

ENG FAIL Engine fail will be displayed when the ECU detects PS3 faults and where a model is not used and N2 is less than
minimum N2 idle minus 500 rpm (Also set by low oil quantity and pressure).
FADEC MINOR FAULT FADEC minor fault will be displayed when the ECU detects that the FADEC system is in a short term time limited
dispatch configuration.
ENG ALTN N1 MODE Engine alternate N1 mode will be displayed when the hard reversionary mode is selected by the ECU MODE pushbutton
switch in the flight compartment (also ref. ENG N1 MODE FAULT).

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MAINTENANCE FUNCTION
The FADEC system maintenance messages are used to inform
ground crews of FADEC system faults, and to aid in the system
maintenance.
The ECU will detect and isolate FADEC system faults, process
and store the associated fault data. The discrete maintenance
data is transmitted to the airframe via the ARINC 429 data bus in
words.
The ECAM system displays the maintenance data on both the
left and right ECAM displays.
The maintenance system does not effect normal operation or
control of the engine. The maintenance data is generated by
the validation logic of the ECU inputs.
The methods of fault detection are :
• input processing error checks
• range checks
• cross checks between channels
• model checks
• rate checks
• wraparound checks.
The maintenance process is continuously run by the ECU, the
stored information will only be displayed on the ground when
the ENGINE IGNITION selector switch is in the OFF position
and the engine is not running.
The system (FADEC Ground Test) has two modes of operation:
- GROUND TEST and
- BITE TEST
These modes are selectable via a three position switch in the
flight compartment and an engine position selection switch
(ENG1/ENG2). The ECAM will only display the data from one
engine during these operating modes.
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Maintenance messages
Table 4: HEX TO BITS CONVERSION
The FADEC maintenance system has two modes of operation.
Ground test and BITE test mode. In each of these modes the HEX BITS
data and the data presentation on the ECAM display units is 0 0000
different. 1 0001
The two modes are selectable via a three position switch in 2 0010
the flight compartment, and an engine position switch (ENG1/ 3 0011
ENG2). The ECAM system will only display the data from one 4 0100
engine during these operating modes. 5 0101
6 0110
Ground test mode 7 0111
In ground test mode the ECU will output normal ECU parameter 8 1000
ARINC 429 data. This mode is selected by use of the 9 1001
maintenance discrete in TEST position. A 1010
This discrete supplies the ECU with aircraft 28 volts power. B 1011
During this mode, the right ECAM will display selected values C 1100
of engine parameters. D 1101
The left ECAM displays the E 1110
- status condition of the ECU at the present moment in time F 1111
on the upper half of the display unit and
- maintenance data on the lower half of the display.
The data displayed is in HEXADECIMAL characters formed
from the ARINC word bits. The hexadecimal characters
represent the ARINC word bit patterns shown in Table 4.

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ECAM DISPLAY ECU GROUND TEST MODE

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BITE mode
In BITE mode, the ECU transmits historic maintenance Page 1 of the display gives the five highest priority faults
information. recorded within the ECU NVM, "No Dispatch" and "Time
This mode is selected by use of the maintenance discrete in Limited Dispatch" level faults.
the flight compartment and by logic in the ECU that ensures
N2 is less than 10 %, and that the aircraft is on the ground. Page 2 through 11 gives the last fifty Long Term and Indefinite
Dispatch faults recorded within ECU NVM.
To select historic maintenance data the maintenance discrete
in the flight compartment should be toggled from the BITE To change the page being displayed the Ground Test discrete
DISPLAY position to the TEST position and returned to the should be toggled, after all pages have been displayed or all
BITE DISPLAY position in less than 3 seconds. If the discrete stored faults have been displayed the ECU shall automatically
is not in the BITE DISPLAY position for more than 3 seconds wraparound to page 1.
the ECU shall return to the ground test mode. In BITE test mode the historic fault codes (labels 350 - 354) are
The toggling should be repeated to display all historic data. decoded as follows:
During this mode the • the first two characters displayed give a fault identification
- right ECAM will display local ECU channel engine code.
parameters, and the • the third and fourth characters give a delta flight leg
- left ECAM will display the ECU build/configuration information • the fifth character defines the ECU dispatch category
and historic maintenance data. levels:

The ECU build/configuration information is displayed using 1 - No Dispatch

ARINC labels 270-274 as shown: 2 - Short Term Time Limited Dispatch
270: ECU Software version 3 - Long Term Time Limited Dispatch
271: ECU Part number 4 - Indefinite Dispatch
272: N1 Modifier value - For page 1 display category levels 1 and 2 only appear on the
The historic data is paged in the lower half of the left ECAM ECAM display unit,
display unit. - for pages 2 through 11 category levels 3 and 4 only shall be
displayed.

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Airbus A300-600 (CF6-80) B1/B2
FOR INSTRUCTIONAL USE ONLY

ISSUE 2 Revision 0 - April 2019 Page 66 of 73

 Technical Training Manual
Airbus A300-600 (CF6-80) B1/B2
FOR INSTRUCTIONAL USE ONLY

FADEC FAULT CODE EXAMPLE

ISSUE 2 Revision 0 - April 2019 Page 67 of 73
 Technical Training Manual
Airbus A300-600 (CF6-80) B1/B2
FOR INSTRUCTIONAL USE ONLY

ISSUE 2 Revision 0 - April 2019 Page 68 of 73

 Technical Training Manual
Airbus A300-600 (CF6-80) B1/B2
FOR INSTRUCTIONAL USE ONLY

ISSUE 2 Revision 0 - April 2019 Page 69 of 73

 Technical Training Manual
Airbus A300-600 (CF6-80) B1/B2
FOR INSTRUCTIONAL USE ONLY

Maintenance discrete
The maintenance discrete informs the ECU of whether to
perform in the BITE mode or Ground Test mode, these modes
are for on ground maintenance purposes only.
The two modes provide different information to the ECAM system.
The three position maintenance discrete is wired from the
cockpit to the ECU, and is labeled OFF, TEST and BITE. The
function of the discrete in the three positions is:
• OFF, no power is supplied to either ECU. Power is
supplied to the ECU of the engine selected when the
maintenance discrete is in either of the remaining two
positions. The engine selection is made by a second
discrete.
• TEST, the discrete interface to the powered ECU is an
open circuit, this places the ECU in ground test mode.
• BITE, the discrete interface to the powered ECU is a Figure 28: MAINTENANCE DISCRETE
closed circuit, this puts the ECU in BITE test mode.
The second discrete switch labeled ENG 1 and ENG 2 is used
to select which engine is supplied with aircraft power to run
the ECU for the two test modes.
The maintenance discrete is connected once to the ECU and
cross wired to both channels, isolation is provided to ensure a
fault in either ECU channel shall not propagate to the
remaining channel. Each channel operates on the state of the
discrete input to that channel, and will operate independently
of the other channels discrete input state.

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 Technical Training Manual
Airbus A300-600 (CF6-80) B1/B2
FOR INSTRUCTIONAL USE ONLY
ECU SOFTWARE UPLOAD
The reprogramming is performed via an external ARINC 429
standard interface. The ECU utilizes the ARINC 429 interface The dedicated reprogramming software within the ECU
to communicate with a Portable Data Loader (PDL). The EPROM will continuously check all the software safety
interface and data transfer is achieved by use of a special interlocks to verify the reprogramming condition. On failure
harness. olone or more of the safety interlocks, the ECU will return to
the normal control software.
The ECU contains hardware interlocks and performs
software safety checks to ensure against inadvertent The new ECU software is stored on a 3.5 disk that is loaded
reprogramming and incorrect reprogramming. The hardware into the PDL. The new software can be either for the ECU
safety interlocks consist of : main control software and NVM (trims), or for NVM only.

• Ground Support Equipment (GSE) discrete, this discrete The two ECU channels are reprogrammed and verified one at
is common to both ECU channels. a time. When the PDL is connected to the ECU, the PDL will
• Programming Enable discrete, separate discretes are send a Ready To Send (RTS) signal. The PDL will wait for the
provided for each ECU channel. ECU to respond with a Clear To Send (CTS), when this is
received the PDL will transmit a record count, this indicates
The ECU software safety checks consist of : the size of the software to be reprogrammed.
• N2 speed check
• Handshake data transfer protocol The PDL will then send a Data Follows (DF) signal and a word
• Checksums on data transferred. count, the word count indicates the number of data words that
will be sent in the following record transmission.
The ECU contains dedicated software within the EPROM to
provide the ECU with reprogramming intelligence. This The new ECU software is transmitted from the PDL to the
software will on initial unit power-up check the hardware ECU in words, after the last data word of each record, a
safety interlocks. checksum word will be transmitted by the PDL. The ECU, at
the end of each record transfer, will calculate a checksum for
the data received. The ECU calculated checksum value and
the checksum value transmitted by the PDL are compared.
When the checksums are in agreement the ECU shall output
an acknowledge (ACK) to the PDL.

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 Technical Training Manual
Airbus A300-600 (CF6-80) B1/B2
FOR INSTRUCTIONAL USE ONLY

The PDL will then output a DF signal and the system repeats
until all records have been transmitted.
If the checksums do not agree the ECU outputs a non-
acknowledge to the PDL, this is a request for the retransmission
of the record of data. The retransmission will be requested four
times for any block of data with errors before a failure is
declared.

When all the records have been successfully received by the

ECU, the ECU calculates a checksum value for the entire
software package. This ECU calculated checksum is
compared to a checksum value contained within the software
transmission from the PDL, if the two values disagree, a
failure is declared.

After the two channels have been reprogrammed and the

checksums have passed the ECU will transmit two files to the
PDL. These two files, one from each channel of the ECU,
contain software data from the reprogrammed ECU memory,
both main control software and NVM memory. These files are
used to reverify the successful reprogramming of the ECU.

To perform the ECU file verification, the two files have to be

transferred to a computer running PC MS/DOS. The software
version number and ECU part number will both be available
on the left ECAM display during BITE test mode.

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 Technical Training Manual
Airbus A300-600 (CF6-80) B1/B2
FOR INSTRUCTIONAL USE ONLY

Figure 30: ECU SOFTWARE UPLOAD

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