FADEC

 What is FADEC?
 How Does a FADEC Work?
 A Backgrounder
 Modern Engine Control System
 FADEC Functions
 FADEC Infrastructure (Simplified)
 Essential Features
 Schematic Diagram
 Advantages & Limitations
 WHAT IS FADEC?

FADEC: Full Authority Digital Engine Control

System is a digital electronic control system
for gas turbine engines that is able to
autonomously control the engine throughout
its whole operating range from demanded
engine start until demanded engine shut
down, in both normal and fault conditions.
The FADEC is a self-monitoring, self-operating,
redundant fail-safe setup.
FADEC comprises of a digital computer
(Electronic Engine Control # EEC ) and the
other accessories that control all the aspects
of aircraft engine performance .
 WHAT IS FADEC?

FADEC is the key system of gas turbine

engines. Its basic purpose is to provide
optimum engine efficiency for a given flight
condition. FADEC also controls engine starting
and restarting.
One of the system roles is to lower the
cognitive load of pilots while they operate
turbojet engines , and to reduce the
occurrence of pilot errors .
FADEC not only provides for efficient engine
operation, it also allows the manufacturer to
program engine limitations and receive engine
health and maintenance reports.
 WHAT IS FADEC?
To be a true, 100%, Full Authority Digital
Engine Control, there must not be any form of
manual override available. This literally places
full authority to the operating parameters of
the engine in the hands of the computer. If a
total FADEC failure occurs, the engine fails.
If the engine is controlled digitally and
electronically but allows for manual override, it
is considered solely an Electronic Engine
Control (EEC) or Electronic Control Unit (ECU).
An EEC, though a component of a FADEC, is
not by itself FADEC. When standing alone, the
EEC makes all of the decisions until the pilot
wishes to intervene.
 WHAT IS FADEC?

Modern ECUs use a microprocessor which can

process the inputs from the engine sensors in
real time. An electronic control unit contains
the hardware and software (firmware).
The hardware consists of electronic
components on a printed circuit board (PCB),
ceramic substrate or a thin laminate substrate.
The main component on this circuit board is a
microcontroller chip (CPU).
The software is stored in the microcontroller
or other chips on the PCB, typically in EPROMs
or flash memory so the CPU can be re-
programmed by uploading updated code or
replacing chips. This is also referred to as an
Electronic Engine Management System (EMS).
 WHAT IS FADEC?
The benefits of digital electronic control of
mechanical systems are evident in greater
precision and an ability to measure or predict
performance degradation and incipient failure.
Typical examples of this are digital
implementations of flight control or fly-by-wire
(FBW) and digital engine control, or Full-
Authority Digital Engine Control (FADEC).
Integrated Flight and Propulsion Control (IFPC)
allows closer integration of the aircraft flight
control and engine control systems. Flight
control systems are virtually all fly-by-wire in
the modern fighter aircraft of today; the
benefits being weight reduction and improved
handling characteristics.
 WHAT IS FADEC?

New engines are likewise adopting FADEC for

the benefits offered by digital control.

As substantial benefits of improved reliability

and performance are realized, e.g. weight
reduction and other improvements in system
integration and data flow, the level of systems
integration becomes correspondingly more
ambitious.
 WHAT IS FADEC?

Present primary engine control is by means of a

FADEC which is normally located on the engine
fan casing.
However, there are many features of engine
control which are distributed around the engine
– such as reverse thrust, presently
pneumatically actuated – which would need to
be actuated by alternative means in a more-
electric engine.
This leads to the possibility of using distributed
engine control.
 HOW DOES A FADEC WORK?

FADEC works by receiving multiple input

variables of the current flight condition
including air density, throttle lever position,
engine temperatures, engine pressures, and
many others.
Each FADEC is essentially a centralized
system, with a redundant, central computer
and centrally located analog signal interfacing
circuitry for interfacing with sensors and
actuators located throughout the propulsion
system.
 HOW DOES A FADEC WORK?

Engine operating parameters such as fuel

flow, stator vane position, bleed valve
position
and others are computed from this data and
applied as appropriate.
For example, to avoid exceeding a certain
engine temperature, the FADEC can be
programmed to automatically take the
necessary measures without pilot
intervention.
The inputs are received by the EEC and
analyzed up to 70 times per second.
 HOW DOES A FADEC WORK?

FADEC computes the appropriate thrust

settings and applies them.
During flight, small changes in operation are
constantly being made to maintain efficiency.
Maximum thrust is available for emergency
situations if the throttle is advanced to full, but
remember, limitations can’t be exceeded.
Another new feature of the FADEC system is
the ability to record the last 900 hours of flight.
With readings taken every second, this stored
information can be used to diagnose problem
areas as well as review recent flight history.
The FADEC systems were first used in the
automotive Industry where it is well proven.
Now-a-days airlines and the militaries all over
the world incorporate it on turbine powered
aircraft.
FADECs are made for piston engine and jet
engines both but they differ in the way of
controlling the engine .
Advanced, intelligent & robust propulsion
controls are critical for improving the safety
and maintainability of future propulsion
systems.
Propulsion system reliability is considered to
be critical for aircraft survival. Hence, FADEC
systems came into being.
FADEC is now common on many engines and
semiconductor and equipment cooling
technology has advanced so that control
units
can now be mounted on the engine and still
provide highly reliable operation for long
periods.

Developing and implementing modern

intelligent engine systems requires the
introduction of numerous sensors, actuators
and processors to provide the advanced
functionality.
The application of artificial
intelligence and knowledge-based
system for both software and
hardware provides the foundation
for building the intelligent control
system of the future.

With time, control systems became

more sophisticated with the
introduction of additional engine
condition sensors and multiple
servo-loops.
The task of handling engines was eased by the
introduction of electronic control in the form of
magnetic amplifiers in early civil and military
aircraft.

The mag-amp allowed engines to be stabilized

at any speed in the throttle range by
introducing a servo-loop with engine exhaust
gas temperature as a measure of engine
speed and an analogue fuel valve to control
fuel flow.
Transistors, integrated circuits and high
temperature semi-conductors have all
played
a part in the evolution of control systems
from
range temperature control through to full
digital engine control systems.

This allowed the pilot to accelerate and

decelerate the engine while the control
system limited fuel flows to prevent over-
speeds or excessive temperatures.
With modern FADEC systems there are no
mechanical control rods or mechanical
reversions, and the pilot can perform
carefree
handling of the engine throughout the flight
envelope.
On modern aircraft the engine is
supervised
by a computer to allow the pilot to operate
at
maximum performance in a combat aircraft
or
at optimum fuel economy in a passenger
carrying aircraft.
Today, each FADEC is unique and
therefore is expensive to develop,
produce, maintain, and upgrade for its
particular application.

In the future, it is desired to establish a

universal or common standard for
engine controls and accessories. This
will significantly reduce the high
development and support costs across
platforms.
 Speed / Accuracy / Ease
of Control (Least Aircrew
Workloads)
 Wide Operational Range
 Reliability & Operational
Safety
 Low Operating &
Maintenance Costs
 Should Not Add Weight
 Fuel Efficiency
 Dependable Starts
 AIRFRAME ENGINE CONTROL
COMMUNICATION

REPORT ACQUIRE
ENGINE STATUS SENSOR DATA

RECEIVE ENGINE PROCESS

POWER COMMAND
FADEC CONTROL LAWS

COMMAND
ACTUATORS

ENGINE HEALTH
MONITORING

DIAGNOSTIC

PROGNOSTIC

ADAPTIVE
CONTROL OPERATIONS IN GAS TURBINE ENGINES
CONTROL OPERATIONS IN GAS TURBINE ENGINES

- Air Control (Compressor Entry)

- Fuel Control (Main / AB / Starting System)
- Ignition Control
- Starting Control
- Lubrication Control
- Surge Control (Through Bleed Valve)
- Thrust Control (Through Exhaust Nozzle)
SAMPLE CHAIN OF CONTROL (MECH.) OPERATION

GEAR DRIVEN WORKING FLUID ACTUATED

MECHANICAL PUMP FROM ASSEMBLY
ENGINE / AIRCRAFT

ELECTRO-HYDRO-MECHNICAL MECHANICAL
CONTROL UNIT COCKPIT ACTUATORS
AIRCRAFT
SERVO COMPUTER POSITION POSITION
POSITION SOLENOID
ACTUATING
SENSORS VALVES SENSOR-1 SENSOR-2
MOTORS

FADEC COMPUTER
SAMPLE CHAIN OF CONTROL (ELECT.) OPERATION
MECHANICAL
ACTUATORS
ELECTRO-HYDRO-MECHNICAL
CONTROL UNIT POSITION POSITION
SERVO SENSOR-1 SENSOR-2
POSITION SOLENOID
ACTUATING
SENSORS VALVES
MOTORS

FADEC
COMPUTER

VARIOUS INPUTS PILOT’s THROTTLE

FROM IN COCKPIT
ENGINE & AIRCRAFT POWER DISPLAY PANEL
SUPPLY IN COCKPIT
HARDWARE:

- Dual Power Supply

- FADEC Computer (With Logic Circuit PCBs &
Programmed / Programmable Memory)
- A Set of Servo Actuating Motors / Solenoid Valves /
Position Sensors (for every System Control Unit)
- Dual Position Sensors for Actuators (of every
System)
- A Set of Electrical Harnesses (for every System)
- Display Panel with Indicators / Warning Lights (in
Cockpit)
- Multiple Engine RPM, Pressure Sensors &
Thermocouples
- Pilot’s Throttle
SOFTWARE:
- EPR Schedules (For Thrust, over Entire Range of Engine
Operation Without FADEC Computer Failure)

-N Schedules (For Thrust as per Pilot’s Throttle, Engine Operation

in case of Limited FADEC Computer Functionality)
Note: In case of certain degree of FADEC failure there
is an automatic mode switch-over from EPR to N
rating. However, if the failure disappears, the
pilot can reset the mode to switch-back to EPR
mode.
INPUTS:

From Aircraft.

- Ambient Temperature
- Altitude
- Mach Number
- Angle of Attack
- Impact Pressure
- Landing Gear Position
- Missile / Rocket Firing Signals etc.
INPUTS:

From Engine.

- Throttle Lever Position

- RPM
- Turbine Outlet / Exhaust Gas Temperature
- Exhaust Nozzle Area
- Fan Duct Flaps Position
- Bearing Temperatures
- Engine Vibration
- Engine Pressures
SIMPLIFIED FADEC ARCHITECTURE

FADEC LANE-A FADEC

LANE-A
FADEC MONITOR
LANE-A
CONTROL
ENGINE ENGINE
THRUST FADEC LANE-B FADEC FUEL
DEMAND LANE-B DEMAND
FADEC MONITOR
LANE-B
CONTROL
SAMPLIFIED FADEC ARCHITECHTURE
This simplified architecture is typical of
many
dual-channel FADECs.
There are two independent lanes: Lane
A and
Lane B. Each lane comprises a
Command and
Monitor portion, which are
interconnected for
cross monitoring purposes, and
undertakes
the task of metering the fuel flow to the
engine
MARKOV ANALYSIS MODEL
•By using this model the effects of interrelated
failures can be examined.
•The model has a total of 16 states as shown by the
number in the bottom right-hand corner of the
appropriate box.
•Each box relates to the serviceability state of the
Lane A Command (Ca) and Monitor (Ma) channels and
Lane B Command (Cb) and Monitor (Mb) channels.
•These range from the fully serviceable state in box 1
through a series of failure conditions to the totally
failed state in box 16.
•Clearly most normal operating conditions are going
to be in the left-hand region of the model.
 MARKOV MODEL ANALYSIS

CaMa.CbMb 6

CaMa.CbMb 2 CaMa.CbMb 7 CaMa.CbMb 12

CaMa.CbMb 3 CaMa.CbMb 8 CaMa.CbMb 13

CaMa.CbMb 1 CaMa.CbMb 16

CaMa.CbMb 4 CaMa.CbMb 9 CaMa.CbMb 14

CaMa.CbMb 5 CaMa.CbMb 10 CaMa.CbMb 15

CaMa.CbMb 11

NO FAILURE 1 FAILURE 2 FAILURE 3 FAILURE 4 FAILURE

DISPACHABLE CONTROLLABLE ENGINE

ENGINE ENGINE SHUT-DOWN
SIMPLIFIED FADEC ARCHITECHTURE
Concentrating on the left-hand side of the model it can
be seen that the fully serviceable state in box 1 can
migrate to any one of six states:
• Failure of Command channel A results in state
2 being reached.
• Failure of Monitor channel A results in state 3
being reached.
• Failure of Command channel B results in state
4 being reached.
• Failure of Monitor channel B results in state 5
being reached.
• Failure of the cross-monitor between
Command A and Monitor A results in both
being lost simultaneously and reaching state
6.
• Failure of the cross-monitor between
Command B and Monitor B results in both
being lost simultaneously and reaching state
SIMPLIFIED FADEC ARCHITECHTURE
All of these failure states result in an engine which
may still be controlled by the FADEC. However,
further failures beyond this point may result in an
engine which may not be controllable either because
both control channels are inoperative or because the
‘good’ control and monitor lanes are in opposing
channels or worse.
The model shown above is constructed according to
the following rules: an engine may be dispatched as a
‘get-you-home’ measure provided that only one
monitor channel has failed.
This means that states 3 and 5 are dispatchable: but
not states 2, 4, 6, or 11 as subsequent failures could
result in engine shut-down.
MILITARY / TRANSPORT AIRCRAFT
- LP Compressor EGV Control
- HP Compressor EGV Control
- Fan Duct Flaps Control
- Main Fuel Control
- Core AB Fuel Control
- Fan AB Fuel Control
- Starting Fuel Control
- Ignition Control
- Bleed Valve Control
- Exhaust Nozzle Control
- Lubrication Control
 LP COMPRESSOR
STARTING AIR EGV CONTROL
&
IGNITION HP COMPRESSOR
CONTROL AIR EGV CONTROL
POWER MAIN FUEL
SUPPLY CONTROL
CORE AB FUEL
CONTROL
EECU
AIRCRAFT
FADEC FAN AB FUEL
CONTROL
COMPUTER
EXHAUST NOZZLE
CONTROL

FAN DUCT FLAPS

CONTROL
PILOT
IN BLEED VALVE
COCKPIT CONTROL
CENTRALIZED CONTROL ARCHITECTURE
Each function residesCentralized Engine
within the FADEC Control
and uses unique point-to-point analog
connections to system effectors.
Sensor
electronics Sensor_1
Sensor
electronics
Sensor_2
Communication

Sensor
Communication electronics
Sensor_ j

CPU /
BUS

Memory
Actuation Actuator_n
electronics

Power Actuation Actuator_2

electronics
Actuation
electronics Actuator_1
FADEC
DISTRIBUTED CONTROL ARCHITECTURE
Functions are distributed outside of the
Centralized FADECControl
Engine and communicate via a
common interface standard.

Sensor
electronics Sensor_1

Sensor
electronics Sensor_2
Communication

Communication
Sensor
electronics Sensor_ j

CPU /
BUS

Memory Actuation
electronics Actuator_n

Actuation
Power electronics Actuator_2

Actuation
electronics Actuator_1
FADEC
- Reduced Aircrew Workload.
- Improved Fuel Efficiency up to 15%
(Due to faster, Accurate Engine Control
no trimming is required).
- Reduced Aircraft Weight and Engine
Size (Due to Absence of Heavy
Mechanical Assemblies, No Scattering
of Pipelines & Electrical Wirings).
- Improved Reliability (Due to
Redundancy and Dual Channel).
- Enhanced Engine Life (Due to Engine
Operation in Safer / Mean Range).
- Minimum Maintenance due to On Board
Computer Guided Troubleshooting (
Aircraft can return to Flying at the
Earliest).

- Isochronous Idle speed leads to

Smoother Engine Starts.

- Maximum Performance in a combat

aircraft or at Optimum Fuel Economy in
a Transport Aircraft are possible after
necessary Adaptation / Programming
- Auto-testing removes the need for test-
running the engine after minor
maintenance work ( Resulting in annual
savings of millions of gallon of fuel for
the fleet.
- Pilot can not override the FADEC
Control.

- In the event of complete FADEC

Failure, pilot left with no other option
than having to fly with least
performance, just sufficient to land
safely. (This limitation has been
removed in modern transport aircraft
by having two FADEC Computers.)