GE

Aviation
Jeff Simpson
Product Support Engineer
T700/CT7 Programs & Support

1000 Western Avenue, MD 34006

Clive Byrne Lynn, MA 01910 USA

CHC Ireland SAR T (781) 594-5333

C (781) 910-3706
F (781) 594-4128

Jan 26, 2015 Jeffreyd.Simpson@ge.com

Assunto: Falhas "T1/OAT Miscompare" e "T1 Cross Engine"

A Engenharia de Suporte ao Produto e Técnico de Campo da GE forneceram ajuda na

pesquisa de pane para remover as falhas "T1 X engine e T1 OAT Miscompare no EI-
ICD (aeronave S/N 920052).

A avaliação de dados do HUMS no EI-ICD mostra que a margem de diferença de 15º C

é frequentemente excedida durante a operação normal. A lógica da falha "FADEC X
engine" tem muito poucas restrições quanto ao momento em que está habilitado. Isto
conduz a várias falhas incômodas que se baseiam nas diferenças atuais de condições
atmosféricas. O propósito do "X Engine miscompare" e T1 OAT miscompare é assistir
o mecânico na pesquisa de pane. Eles são ferramentas que atuam como uma referên-
cia onde existem maiores diferenças entre as leituras de OAT e de T1 de um motor.

A avaliação de dados anteriores de HUMS indicam que existem diferenças de T1 que

podem ser causadas por uma real diferença na temperatura da entrada do motor. T1
pode ser afetada pela nacele ou vazamento no anti-gelo do motor, calor residual segui-
do de operação do sistema anti-gelo, ar externo quente (ou frio) incidinddo sobre os
sensores de T1, reingestão de gases do escapamento ou ingestão de outro ar quente.
Problemas com sensor de OAT incluem luz do sol, aquecimento do asfalto, vapores ex-
pelidos que também podem registrar uma falha.

Se os dados HUMS não registram uma falha "T1 Loop Fault" ou "T1 Cross Channel
Soft", é improvável que a aeronave tem um sensor defeituoso. A limpeza dos sensores
de T1 podem fornecer um redução temporária nas falhas. No entanto, existe tipica-
mente uma atmosfera que pode conduzir a OAT ou T1 entre os motores a diferir na fai-
xa de 15º a 20º C.

No exemplo abaixo de um S-92, a falha "T1/OAT Miscompare" é acionada durante uma

transiente à medida que os níveis de potência são reduzidos até um temporizador de 40
s expirar após a Np cair abaixo de 94.5%. A GE PSE considera esta uma falha um incô-
modo e não sendo um motivo de preocupação.

GE PROPRIETARY INFORMATION:
Use or disclosure of this data contained in this document is subject to the restrictions on the cover or first page.
T1 Miscompare faults can also be affected by a thermal lag affecting T1 A/I when is
turned off. In the V5.21 logic, the threshold for the fault immediately drops from 42 deg
R to 15 deg R, but the T1 sensors are still hot from the AI for several seconds. See
data below from an S-92 aircraft. Review of HUMS file 78286.S-
92A.920052.20150124T090344,920Z.RDF shows a similar event at datapoint 6595
shows where a T1 fault occurred due to AI being turned off.

S-92 Example of Anti Ice being turned off below.

In another instance on AC 920052, the fault occurs transiently as the aircraft reaches
altitude and collective is dropped. The fault takes 15 seconds to set and 4 seconds to
clear. It is a momentary transient fault that occurs during a transient maneuver and is
not of concern.

The engine will set its schedule based on the compensated T1 reading from both
sensors on the local engine. No damage will occur to the engine for operation with the
engines having a different inlet temperature by more than 15 deg. Environmental
factors in normal operation have led to differential temperatures being observed up to
approximately 25 deg difference between engines T1 sensors and an OAT sensor.
Differences above 25 deg on T1 engine cross channel and T1 sensor loop faults are
indicative of a problem that should be investigated. In addition a severed IPS blower
shaft will result in a T1 X engine and T1/ADS miscompare faults where the engine with
the severed blower shaft will be over 100 deg higher than the cross engine and aircraft
OAT sensors. The blower should be replaced if this occurs.

With the engines and aircraft cold, prior to start, engine1 and engine 2 T1’s should read
close to each other. OAT should be within 15 degrees of both T1’s, however,
environmental conditions such as radiation and ambient temperature changes will affect
OAT readings faster than the engine T1’s.

The next EECU software version for the CT7-8A will contain improved T1 miscompare
logic. The logic will increase the T1/ADS miscompare fault range from 15R (8C) to 30R
(16C). It will also restrict the miscompare to a forward air speed of greater than 30
Knots to eliminate swirling during a hover. T1 miscompares will be inactive at idle and
with Ng > 50%. Finally there will be a 60 second delay in reducing the T1 miscompare
limit fault ranges when anti ice is turned off.
It is noted that a P3 loop fault occurs at the same time as the T1 indications on the
opposing engines. No change is noted in compressor discharge pressure. The P3
loop fault occurs if the P3 sensor does not read between 3 and 365 PSIA. It takes 15
seconds to set and 4 seconds to clear, similar to the T1/ADS faults. It is recommended
to clean the P3 sensor connections. If the fault persists, swap the P3 sensors from side
to side to see if the P3 sensor fault follows the sensor.

Regards,

Cc: Bill Neth (GE)

Craig Ackerman (GE)