Reference Only

CFE738 Maintenance Tools Suite

Fault Isolation Assistant

Fault Isolation
Report Library
Rev. 1
February 13, 2018

This document and all information and expression contained herein are the property of CFE Company, are loaned in confidence, and may not, in whole or
in part, be used, duplicated, or disclosed for any purpose without prior written permission of CFE Company. All rights reserved. ECCN 9E991
August
© CFE31/03, Rev.2018
Company 0 CFE Company Proprietary Information
Fault Isolation Report Library

This document contains the Library of messages

found within the Fault Isolation Assistant – a
feature of the CFE738 Maintenance Tools Suite.

Version 2.6 Launcher Shown (Windows 7 & 10)

The Home Page describes the purpose of each
section of the Fault Isolation Assistant screen,
while the remaining pages represent the 89
possible FADEC fault messages that are
transmitted by the FADEC to the cockpit engine
instrument electronic display (EIED). Thirty-seven
(37) of these messages are airframe related.

The fault messages are in numeric-alphabetical

sequence, and bookmarks are provided in the left
margin for your convenience.

Refer to the CFE738 Engine Support Software

User’s Manual for guidance in tool installation,
set-up and use.
February 13, 2018, Rev 1 CFE Company Proprietary Information
 Fault Isolation Report
FADEC Message .Home Page - Select an EIED Message Here. Arinc Label / Bit No Rev. 1: 01-15-18

Variable Variable Description

This field describes the Variables to the immediate left.
The Variable can be a value, such as fan speed or turbine
temperature, that are viewed in real-time just as the FADEC
views the information. The values can also take the form of
16-bit words that are seen by the FADEC as on/off switches
or fault flags. A sample 16-bit word is provided below, with
the bit position number sequence found beneath the sample.
The Variables can be read when the FADECs are powered.

Possible Causes
Welcome to the CFE738 Fault Isolation Assistant. This tool takes advantage of our ability to read certain values called Variables that the FADEC uses to
operate the CFE738 Control System. This Maintenance Tool is compatible with U.S. versions of Microsoft Windows 7 and 10 Operating Systems.

When a FADEC message from the EIED is selected from the drop-down menu above, this section will describe the conditions necessary for the message
to display in the cockpit.

Suggested Troubleshooting
This section provides some background on the selected FADEC message and some of the more common solutions that have been experienced in
service. When the possibility of more than one component or circuit caused the fault message exists, this section will often describe how to use specific
Variables located on each fault screen to assist in fault isolation.

When most fault conditions exist, you will be unable to clear the FADEC fault message off of the EIED by setting the Ignition switch to MOTOR and
depressing the FADEC Memory Clear buttons found on the cockpit maintenance panel. When a fault is generated as the result of a Built-In-Test, it may
be possible to clear the fault, however, the message flag may still be set and it will declare the fault message again at next FADEC power-up.

The Fault Isolation Assistant can be used off-line to gain a better understanding of a particular fault message. In most cases, if you are connected to a
powered FADEC on an aircraft, real-time data can be viewed to help narrow down the desired circuit. Key goals of this software tool are to reduce overall
troubleshooting time, make sure you send the correct component in for repair, and provide additional information to our component suppliers. The Fault
Isolation Assistant may be useful when combined with existing engine and aircraft maintenance manuals. It is an effective resource for the Technician to
reduce down time and assist in returning an aircraft to service.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message 361-25 Wing AI Selected Without Nacelle AI Arinc Label / Bit No 361-25

Variable Variable Description

WD030A 16-bit word: bit 15 = WAI ON, bit equals "1" when WAI is ON.
WD030B 16-bit word: bit 1 = NAI ON, Engine 2; bit 2 = NAI ON, Engine 1.
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The Wing AI Selected Without Nacelle AI fault message notifies the Pilot in flight after 5 seconds that he has not selected Nacelle Anti-Ice (ENG 1 and
ENG 2 Anti-Ice) while Wing Anti-Ice has been selected ON.

For ground functional tests of Wing Anti-Ice at idle, and additional 25 seconds is provided before the message is declared to the EIED to allow for
completion of the test.

NOTE: Depending on EIED Software Version, this message may be displayed on the EIED as "361-25", versus by fault name.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.

Determine if flight or maintenance crews selected WAI ON with NAI OFF, for the time limitations specified in Possible Causes. If true, this fault is normal.
Brief the crew and determine if there were any operational exceedances; flying with Wing Anti-ice ON alone will not allow for proper engine performance
schedule biasing, and at higher altitudes this could lead to an overtemperature event and a "T4.5 Exceedance" fault message. Refer to Airplane Flight
Manual and the CFE738 Light Maintenance Manual, for troubleshooting this fault.

If NAI or WAI switch circuits are suspected as having a problem, view the specified Variables when toggling switches to check for proper switch response.
View WD030B, Bits 1 and 2, for NAI and WD030A Bit 15 for WAI. Toggle each respective switch from OFF to ON to OFF, and observe that the specified
Bits toggle from "0" to "1" to "0". If a Bit does not toggle as it should, troubleshoot that specific circuit to determine cause. Note that there may be a short
time delay from when the switch is toggled to when the bit value changes.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message 362-15 Arinc Label / Bit No 362-15

Variable Variable Description

See Causes and Suggestions window for additional information.

Possible Causes
The ARINC Label 362, Bit Number 15 is not assigned to a fault message for software versions V6.3 or V6.5; it is considered a spare bit.

Suggested Troubleshooting
If the message "Fxx 362-15" appears on the EIED, please contact your CFE738 Field Service Engineer so the message can be adequately investigated.

This message may appear with the message "N2 HMU Local Fault". Download the Non-Volatile Memory (NVM) files from the 4 FADECs and send to your
CFE representative for analysis.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message 362-28 Brake AI Fault Arinc Label / Bit No 362-28

Variable Variable Description

WD030A 16-bit word: bit 14 = BAI ON, bit equals "1" when BAI is ON.
WD030A 16-bit word: bit 15 = WAI ON, bit equals "1" when WAI is ON.

Possible Causes
The Brake AI Fault is declared to the EIED 15 seconds after the FADEC sees the Brake Anti-Ice (BAI) ON, but the Wing Anti-Ice (WAI) OFF.

NOTE: Brake Heating is an Optional Service Bulletin for the Falcon 2000.

NOTE: Depending on EIED Software Version, this message may be displayed on the EIED as "362-28", versus by fault name.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot the Brake AI Fault.

Hot air is extracted from the Wing Anti-Ice plumbing and used for heating the Main Landing Gear. When Brake Anti-Ice is selected in the cockpit, the Wing
Anti-Ice valve is also opened. This fault is a notification that the FADEC is receiving information from the ARINC 429 harness that BAI is selected on, but
it is not receiving a signal that the WAI is on --- this is not a logical switch combination. The information is received by each FADEC "A" through the E1
Connector, and by each FADEC "B" through the E2 Connector.

Select a FADEC declaring the Brake AI Fault message and look at the Variable WD030A. Bit positions 14 and 15 represent the BAI and WAI switch
positions, respectively. The Bits should equal "1" when turned on, and "0" when turned off. Look at WD030A Bits for each affected FADEC on the engine
to assist in isolating the source of the problem.

If the FADEC is suspected, the FADEC should be moved to an engine not declaring the fault, the fault message cleared by setting the Ignition switch to
MOTOR then depressing the FADEC Memory Clear button, then functionally tested to confirm the Brake AI Fault moves with the FADEC, prior to its
rejection.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message ADC Mn Range or Soft Fault Arinc Label / Bit No 363-11

Variable Variable Description

CAMN Mach Number input to the selected FADEC.
XAMN Mach Number input to the Crosstalk FADEC.
ADCTF 16-bit word: bit 6, ADC transmission interval, 0=okay, 1=fault.
ARINCF 16-bit word: bit 6, ARINC fault with Mach, 0=okay, 1=fault.

Possible Causes
The ADC Mn Range or Soft Fault is declared to the EIED after reaching Idle if:

1. the local Air Data Computer (ADC) has a Mach number range fault, that is, the mach is not the expected value for the given Altitude and Weight on
Wheels position; OR
2. there is a persistent Mach Fault between ADC 1 and ADC 2, when the signals disagree by more than 0.09 mach; OR
3. there is an ADC transmission timing fault.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot this airframe system. Data from the ADCs are transmitted to the FADECs via the E1/E2
connectors at each FADEC, refer to the Light Maintenance Manual, Troubleshooting for specific pin information.

Ensure this fault wasn't caused by procedures in the cockpit. This fault may occur when Master Avionics is turned off for at least 30 seconds and engine
running, and may be accompanied by "ADC P0 Range Fault" and "ADC TAT Range Fault".

If the ADC is properly powered, and the fault will not clear, observe CAMN and XAMN statically to check for a split of 0.09 Mach between these (normal
static value for Mach is 0.000). Mach Number simulation using special test equipment may be required to observe unstable or split values. If the fault
could be cleared, the engine must reach idle and have the symptom for 30 seconds before fault will recur on EIED.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message ADC P0 Range Fault Arinc Label / Bit No 362-19

Variable Variable Description

A1P0M Ambient Pressure, Air Data Computer Ch. 1 Sensor, in psia.
A2P0M Ambient Pressure, Air Data Computer Ch. 2 Sensor, in psia.
CP0M Ambient Pressure, selected FADEC's sensor, in psia.
CP0MC Corrected Ambient Pressure, selected FADEC's P0 sensor, in psia.
P0ALT Pressure Altitude, in feet, based on FADEC P0 values.
FL420A 16-bit word: bit # 11, ADC P0 Sensor flag, 0=okay, 1=fault

Possible Causes
The ADC P0 Range Fault is declared to the EIED after reaching Idle, if an Air Data Computer ambient pressure value (P0) does not fall between 0.5 and
21.0 psi ambient.

Suggested Troubleshooting
Troubleshoot this aircraft system, per the Aircraft Maintenance Manual (AMM). After clearing FADEC message off of the EIED, the engine will have to be
started to get the fault to recur if the fault is still active, that is, if an ADC P0 sensor is still out of range.

You can view the A1P0M and A2P0M variables with power applied to the aircraft. Look for a value that falls out of the range of 0.05 and 21.0 psi ambient.
If neither is out of range, then compare the ADC P0 values with each of the engine FADEC P0 sensors. View the engine P0 Sensor variable CP0M and
select each FADEC for a relative comparison to each of the ADC P0 values. This may assist in isolating the faulty ADC P0 Sensor or circuit.

NOTE: Each FADEC contains one P0 Sensor, and the two FADEC sensors on an engine are comparing their values with those of the two ADC P0
sensors. The FADEC logic determines which value to use for engine operation.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message ADC TAT Range Fault Arinc Label / Bit No 362-12

Variable Variable Description

A1T2M T2 Temperature, ADC Channel 1 Sensor, in degrees F.
A2T2M T2 Temperature, ADC Channel 2 Sensor, in degrees F.
CT2M T2 Temperature, Inlet Sensor, Selected FADEC, in degrees F.
CAMN Mach Number input to the selected FADEC.
XAMN Mach Number input to the Crosstalk FADEC.

Possible Causes
The ADC TAT Range Fault is declared to the EIED when the following is true:

1. the local Air Data Computer (ADC) Total Air Temperature (TAT) value is not between -90 C (-130.0 F) and +93.3 C (199.9 F) degrees; AND
2. Mach is greater than 0.30.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot airframe T2 systems.

You can observe the variables A1T2M and A2T2M statically, with power applied to the aircraft, to check for the out of range condition or an erratic T2
value. Compare with the engine T2 variable CT2M on each of the four FADECs for a relative comparison between airframe and engine sensors.

Generally speaking, the two engine T2 Sensors in the engine intake stay relatively close in value, and the same is generally true for the ADC T2 values.
But it not unusual to see a degree or two difference between the engine and ADC T2 sensors. This can be caused by ambient conditions, direct sunlight
on sensors, use of anti-ice triggering heating elements, etc.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Aircraft Fuel Shutoff Discrete Failed Arinc Label / Bit No 364-17

Variable Variable Description

WD033B 16-bit word: bit 1, HMU Shutoff Command, Eng 1, 1=Off, 0=On
WD033A 16-bit word: bit 7, HMU Shutoff Command, Eng 2, 1=Off, 0=On
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The Aircraft Fuel Shutoff Discrete Failed fault is declared to the EIED when the following is true:

1. the selected airframe Fuel Eng 1 or Fuel Eng 2 switch signal indicates switch in "OFF" position while the % N2 speed is above idle for 30 seconds; OR
2. the FADEC's selected and crosstalk Fuel Engine switch values disagree for 30 seconds.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot the airframe fuel switch circuits.

The Fuel Engine 1 and 2 switches provide voltage inputs to the FQMC. The FQMC transmits the switch positions based on these inputs to each FADEC,
via the ARINC 429 digital buss (through the E1/E2 connectors at each FADEC). If both FADECs on an engine see their respective "FUEL ENG 1 or 2" bits
in the OFF position (Bits = 1 when OFF), then the engine control system may suppress ignition (and the IGN icon on the EIED) and prevent an engine
start. Ensure the "FUEL ENG 1" or "FUEL ENG 2", as applicable, are checked for condition per the Aircraft Maintenance Manual.

With engines shut down and power applied to the aircraft, observe WD033B, Bit 1. This is the "Fuel Eng 1" switch position. Move Fuel Eng 1 switch from
Off to On to Off; the bit should change from "1" to "0" to "1". Observe WD033A, Bit 7, which is the "Fuel Eng 2" switch position. Move Fuel Eng 2 from Off
to On to Off; bit should toggle from "1" to "0" to "1". These two bits should be seen toggling as stated above when viewing through each FADEC.
Determine if bit values are correct for a given switch position; isolate circuit requiring troubleshooting. A ground start and engine run above idle while
observing WD033A & WD033B may be required to get the fault message to recur on the EIED. Isolate the circuit that is transmitting the incorrect switch
bit, for the given switch position.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Approach Idle Discretes Disagree Arinc Label / Bit No 361-12

Variable Variable Description

WD033A 16-bit word: bit 12 = Approach IDLE Engine 1 (AIDLE1)
WD033A 16-bit word: bit 2 = Approach IDLE Engine 2 (AIDLE2)

Possible Causes
The Approach Idle Discretes Disagree fault is declared to the EIED when the Approach Idle bit for engine 1 (AIDLE1) and Approach Idle bit for engine 2
(AIDLE2), disagree.

NOTE: This is normally declared by all four FADECs, since each FADEC receives the Approach Idle bit from each half of the aircraft, so a conflict exists
on all four FADECs. The airframe Printed Circuit Board 50WW may cause the Approach Idle Discretes Disagree messages; occasionally this is seen at
aircraft power-up but faults can then be cleared. Also, ensure flap potentiometer pulleys and cables are clear of debris which could change flap reference
position. Refer to Aircraft Maintenance Manual.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot the airframe flaps, printed circuit boards and landing gear systems.

The conditions required for the FADECs to increase Descent Idle speed to Approach Idle speed are that Weight is Off Wheels, Engine has Reached Idle,
Throttle is in the Forward Idle Detent and Approach Idle bits are transmitted by the FQMC . When Landing Gear is down and Flaps are greater than 14 +/-
2.5 degrees, the FQMC transmits Approach Idle bit AIDLE1 for engine 1 and AIDLE2 for engine 2. This Fault Message WARNS that only one engine
meets flap setting while other does not, OR there is a conflict in the gear down positions. If you are able to clear the fault message off the EIED after
changing the flap position, for example going from 20 to 0 degrees flaps, then the problem is related to flap position. When returning the flaps to original
position, it will take 30 seconds for the EIED message to appear, if the problem still exists.

View bits 12 and 2 in WD033A to determine if there is a conflict. A "1" indicates gear down and flaps greater than 14 +/- 2.5 degrees, while a "0" means
conditions are not met or the bit is not being transmitted by the FQMC. Monitor the bits when changing flap position. The flap position is transmitted to the
FQMC by a signal potentiometer using a cable & pulley arrangement under the wing, outboard position.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message APR Not Armed Fault Arinc Label / Bit No 365-26

Variable Variable Description

CDISIN 16-bit word: Selected FADEC, bit 2=APR Disarm; bit 3 Override.
XDISIN 16-bit word: Crosstalk FADEC, bit 2=APR Disarm; bit 3 Override.

Possible Causes
The APR Not Armed Fault is declared to the EIED 30 seconds after the following is true:

1. neither the selected nor crosstalk signal for Automatic Power Reserve (APR) for the particular engine is being received; OR
2. the selected and crosstalk APR signals disagree AND the last state of agreement was "unarmed".

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) for troubleshooting these hardwired inputs to the FADEC via the ARINC E1/E2 connector. NOTE: For
ground maintenance runs, APR should be turned off to prevent inadvertent activation of the APR Takeoff Power schedule with resulting hours/cycles
additions, per LMM, Chapter 5-11-00, Time Limits.

This fault is normally declared by all four FADECs 30 seconds after turning off APR (depress the cover-guarded APR DISARM switch in the cockpit). This
fault alerts the operator that APR is NOT AVAILABLE, in the event of an other-engine-out condition. Depress the APR DISARM switch again to placed
APR in standby, then this non-latching fault will clear by cycling the EIED screen.

View CDISIN and XDISIN, bit position number 2 for each. With power on aircraft, depress APR DISARM pushbutton under cover-guard to turn light on; bit
should toggle from "1" to "0", indicating APR is Not Armed with the fault message to follow in 30 seconds. View CDISIN and XDISIN, bit position number 3
for each. This is APR OVERIDE, and normal position is not on, or bit = "0". With engine not running, push APR OVERIDE (the switch light turns on) and
observe the bit toggle from "0" to "1". Troubleshoot the circuit that is in disagreement with the given switch position.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message APR Switch Fault Arinc Label / Bit No 365-25

Variable Variable Description

CDISIN 16-bit word: Selected FADEC, bit 2=APR Disarm; bit 3 Override.
XDISIN 16-bit word: Crosstalk FADEC, bit 2=APR Disarm; bit 3 Override.

Possible Causes
The APR Switch Fault is declared to the EIED 5 seconds after the selected and crosstalk signals for either the APR DISARM or APR OVERIDE disagree.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) for troubleshooting these hardwired inputs to the FADEC via the ARINC E1/E2 connector. NOTE: For
ground maintenance runs, APR should be turned off to prevent inadvertent activation of the APR Takeoff Power schedule with resulting hours/cycles
additions, per LMM, Chapter 5-11-00, Time Limits.

View CDISIN and XDISIN, bit position number 2 for each. With power on aircraft, depress APR DISARM pushbutton under cover-guard to turn light on;
both bits should toggle from "1" to "0", indicating APR is Not Armed with the APR Not Armed Fault message to follow in 30 seconds. View CDISIN and
XDISIN, bit position number 3 for each. This is APR OVERIDE, and normal position is NOT ON, or bit = "0". With engine not running, push APR
OVERIDE (the switch light turns on) and observe the bits toggling from "0" to "1".

Select a FADEC from the opposite engine and look at the same bit positions. If there is a conflict in bits not toggling properly, troubleshoot E1/E2
connector circuit to isolate. Refer to the Aircraft Maintenance Manual.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message ARINC Wrap Fault Other FADEC Arinc Label / Bit No 365-18

Variable Variable Description

CRWD1 16-bit word: bit 0, when Selected FADEC has Wrap Fault, bit="1".
XCRWD1 16-bit word: bit 11, when Opposite FADEC has Wrap Flt., bit="1".

Possible Causes
The ARINC Wraparound Fault is declared to the EIED 30 seconds after the power-up wraparound test on the OPPOSITE FADEC on the engine, indicates
the ARINC data output is not equal to its input. This may be caused by a short or low impedance load on one of the [suspect] FADEC's transmit buses.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and CFE738 Light Maintenance Manual (LMM) to troubleshoot this fault.

This fault will be declared after failing a FADEC power-up test that looks at ARINC data. This is most likely an internal FADEC fault that could be
confirmed by clearing the fault, then swapping FADECs on the same engine. The "ARINC Wrap Fault Other FADEC" should be declared by the opposite
FADEC after moving. Replace the FADEC that is OPPOSITE the FADEC that declares the message. For instance, if the message is "F1A ARINC Wrap
Fault Other FADEC", then replace FADEC "B" on engine one.

Each FADEC receives a 16-bit word (CRWD1) from its opposite FADEC on the engine. When bit position 0 changes from "0" to "1", then the FADEC that
declares the message will have a bit change from "0" to "1" (16-bit word XCRWD1, position 11). When word XCRWD1, bit position 11 changes from "0" to
"1", the cockpit message is transmitted to the EIED after 30 seconds.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Class 3 Fault Combination Arinc Label / Bit No 361-18

Variable Variable Description

FL421 16-bit word: bit 0, no-dispatch condition when bit 0 = "1".

Possible Causes
The Class 3 Fault Combination is declared to the EIED when the FADEC has detected that a combination of CLASS 3 faults exists which prevent aircraft
dispatch.

NOTE: This is a CLASS 2, NO DISPATCH message.

Suggested Troubleshooting
Review and isolate the cause(s) of the other messages on EIED which, in combination with each other, have resulted in this no-dispatch message. Refer
to the CFE738 Light Maintenance Manual (LMM), Time Limited Dispatch (TLD) documentation, the Falcon 2000 Master Minimum Equipment List or local
MEL, and the Aircraft Maintenance Manual (AMM), as required.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Crosstalk Fault Arinc Label / Bit No 365-19

Variable Variable Description

CF 16-bit word: bit 0, when bad crosstalk exists, bit = "1".
CT2MC T2 Inlet Temperature (corrected), selected FADEC, in degrees F.
XT2MC T2 Inlet Temperature (corrected), crosstalk FADEC, in degrees F.

Possible Causes
The Crosstalk Fault is declared to the EIED 30 seconds after the following is true:

1. the FADEC does not received crosstalk data from the opposite FADEC on the engine; OR
2. crosstalk information received from the opposite FADEC is bad (there was either a checksum, parity or framing error picked up by the software).

Suggested Troubleshooting
NOTE: This fault will be accompanied by "Other FADEC Not Capable" fault when opposite FADEC is de-powered or failed. This is a common message
when circuit breakers are pulled for longer than 30 seconds on the FADEC not declaring the faults; if this is cause, reset circuit breakers and clear fault
message. In very rare cases, it is possible for the lone FADEC declaring the message has the problem. However, the FADEC should be moved and a
fault clearing attempted, before rejecting the unit.

NOTE: FADEC 2A will also declare the "Crosstalk Fault" and "Other FADEC Not Capable" fault, if the airframe power bus is left in "Flight Norm" position
after engine shutdown for 30 seconds before aircraft is completely powered down. When this occurs, the FADEC 2B is "isolated" from the engine PMA,
the APU Generator and aircraft battery, and is de-powered. If this is the case, refer to the aircraft manual to tie the power bus for ground operations, then
these faults (and ADC faults) can be cleared off of the EIED.

View the CF variable. Bit position 0 will be flagged "1", when the "Crosstalk Fault" exists; bit position 1 will be flagged as "1", when a Bad Capable fault
exists. The Gray Harness transmits crosstalk data between FADECs "A" and "B". Check for security of the Gray Harness connectors, and troubleshoot
the circuit, as required. Refer to the CFE738 Light Maintenance Manual.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Dual FADEC Overtemperature Arinc Label / Bit No 360-15

Variable Variable Description

CTCJ Selected FADEC's internal operating temperature, in Degrees F.
FL420A 16-bit word: bit 1 = "1" when dual FADEC overtemp is flagged.

Possible Causes
The Dual FADEC Overtemperature is declared to the EIED 5 seconds after the internal operating temperatures of BOTH FADECs on an engine have
exceeded 85 C (185.0 F).

Suggested Troubleshooting
This message is not latched. If either FADEC temperature drops below 85 C (185 F), the fault will drop off of the EIED display.

This fault indicates there may be an excessive heat source adjacent to both FADECs on the engine. Inspect under the cowl for the potential source of
heat. The variable CTCJ can be viewed to observe the internal operating temperature of the selected FADEC. Select the opposite FADEC to compare
the internal temperatures of both FADECs; select opposite engine's FADECs for additional, relative temperature comparisons.

NOTE: Most FADEC operating temperatures while powered up fall between 50 F and 125 F (10.0 C and 51.6 C). The 16-bit word FL420A, Bit 1, will =
"1" when the "Dual FADEC Overtemperature" fault condition exists, or "0" when condition does not exist.

You may also download the FADEC Non-Volatile Memory (NVM) files and convert them in CFE Trend Monitoring. Graph the Takeoff and Cruise FADEC
operating temperatures for each engine (TCJ). Look for abnormal shifts and if these shifts correlate with any unusually high T2 ambient temperature
(especially at takeoff). Send the NVM files to your CFE Company Representative for review.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message ECS Fault Arinc Label / Bit No 365-27

Variable Variable Description

WD030B 16-bit word: bit 0, Environ. Ctrl. Sys., "1" = on; "0" = off

Possible Causes
The ECS Fault is declared to the EIED immediately if the FQMC "ECS On" command is not received by the FADEC above 30,000 feet altitude.

Suggested Troubleshooting
Troubleshoot the Environmental Control System (ECS), per the Aircraft Maintenance Manual.

NOTE: Check with flight crew to determine if they had inadvertently or intentionally turned off the ECS when above 30,000 feet altitude. If so, this fault
message notification is normal. Clear the fault message and advise the flight crew of probable cause.

If a problem with the ECS is suspected, view WD030B, Bit 0. The Bit should toggle from "0" to "1" when ECS is switched from OFF to ON. This bit may
also be seen toggling off and on during a normal engine start sequence when aircraft bleeds are commanded off. The ECS valve will open back up when
idle is reached.

Multiple, incorrect ECS bit values during takeoff can result in the CFE Trend Monitoring data error, "No data found for: Aircraft [xxx] Left [Right] Engine
[105xxx] Date mm/dd/yyyy#" You can view the ECS bit during a ground run along with the Variable "PLA" to view the throttle. As the PLA is advanced
toward takeoff and bleeds in AUTO position, the ECS bit should change from "1" to "0" as PLA is greater than approximately 40.5 degrees. If ECS bit
does not change to "0" (WD030B, bit 0), then troubleshoot ECS circuit per Aircraft Maintenance Manual. NOTE: One instance of this problem was
caused by a switch contact not closing in a cabin temperature control valve.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Engine ID Fault Arinc Label / Bit No 365-22

Variable Variable Description

CDISIN 16-bit word: bit 11, selected FADEC, L Eng = "1", R Eng = "0".
XDISIN 16-bit word: bit 11, crosstalk FADEC, L Eng = "1", R Eng = "0".
FL525 16-bit word: bit 0, if Engine ID fault flagged, bit = "1".

Possible Causes
The Engine ID Fault is declared if the hardwired Engine Identification for FADEC "A" is different than the Engine Identification for FADEC "B" on the same
engine, and Crosstalk between the FADECs is good.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to assist in troubleshooting.

View CDISIN and XDISIN, bit position 11 for each. If you have selected FADEC 1A or 1B, then bit 11 should equal "1". If you have selected FADEC 2A or
2B, then bit 11 should equal "0". Look for the incorrect value and troubleshoot that specific circuit.

The Engine ID bit for Left or Right engine is set for each FADEC using the configuration of ARINC 429 E1/E2 harness connectors, Pins GG and HH. The
harnesses are either "open" or "shorted" at these pins so they FADEC can interpreted it's physical location on the aircraft (engine position). Ensure
connectors are cleaned and torqued to the proper value, per the LMM.

Also, the Yellow and Blue Harnesses connectors at the FADEC have pins that are either shorted or open in a similar way, so the FADECs can determine if
they are in the "A" or "B" position on an engine.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message FADEC BIT Fault Arinc Label / Bit No 365-24

Variable Variable Description

MW365A 16-bit word: bit 5, FADEC BIT Flt, equals "1" when fault exists.

Possible Causes
The FADEC BIT Fault is declared to the EIED 30 seconds after the FADEC fails either a Continuous Built-in Test (CBIT) or a Power-up Built-in Test
(PBIT).

This fault message will be set by built-in test faults which do NOT result in a FADEC Central Processing Unit (CPU) system reset.

Suggested Troubleshooting
Contact CFE Company for assistance with this fault. This fault can be the result of a problem on one of a number of components that provide input to the
FADEC, and not just the FADEC. To provide the best opportunity of isolating the correct component, it is recommended that all four FADECs have their
Non-volatile Memory (NVM) downloaded within one to two flights of the message being displayed on the EIED, and that the files be e-mailed to a CFE
Company representative for review.

(NOTE to CFE Representative: Refer to Interface Control Document, Table 9.2, FADEC Built-In Test Faults, after de-compiling the NVM file.)

Printed 2/13/2018
 Fault Isolation Report
FADEC Message FADEC Driver PBIT Fault Arinc Label / Bit No 365-28

Variable Variable Description

FL416 16-bit word: bit 4 = "1" when fault is flagged, "0" if not.
DPBIT 16-bit word: bit 2 = ATS Cutout Relay, "1" has fault, "0" ok
DPBIT 16-bit word: bit 12 = ECS Cutout Relay, "1" has fault, "0" ok
DPBIT 16-bit word: bit 13 = IGN Driver, "1" has fault, "0" ok

Possible Causes
The FADEC Driver PBIT Fault is declared to the EIED 30 seconds after the FADEC detects a driver fault upon power-up due to one of the following being
true:

1. there is an open or short circuit on any of the FADEC driver outputs (ATS, ECS, IGNITION), OR;
2. there is a problem internal to the FADEC.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and CFE738 Light Maintenance Manual (LMM) for troubleshooting these driver circuits. The ATS and
ECS cutout relays are located on the Start Printed Circuit Board in the aircraft Forward Service Bay (L15EX and R15EX). Refer to AMM to verify board
designations and locations. The Ignition Driver is located within and monitored by the FADEC.

Observe fault flag variable FL416, Bit position 4. If Bit 4 = "1", then one or more of the 3 drivers has failed its test at FADEC power-up. Voltage is sent
from the FADEC, through the circuit, then back to the FADEC where voltage and amperage are measured for correct values.

Observe the variable DPBIT, bit positions 2, 12 and 13. If any are flagged "1" versus "0", check their respective circuits as noted above (ATS/ECS/IGN).
The problem could be with the relay (PC Board), board connections, wiring/pin/socket problems or within the FADEC transmitting the fault. FADECs may
be moved to another position to help isolate; refer to the AMM before troubleshooting PC Boards.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message FADEC ID Fault Arinc Label / Bit No 365-21

Variable Variable Description

CDISIN 16-bit word: bit 14 is DECID1; bit 15 is DECID2, Selected FADEC.
XDISIN 16-bit word: Xtalk FADEC, bits 14 & 15 are opposite of CDISIN.
FL420B 16-bit word: bit 4, FADEC ID Fault, bit = "1", if fault exists.

Possible Causes
The FADEC ID Fault is declared to the EIED 30 seconds after FADEC on the engine has had a hardwire discrete identification signal failure.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM), Troubleshooting.

View CDISIN, bits 14 and 15. Bit 14 and 15 should be different, that is, bit 14 should be "1" when viewing an "A" FADEC, and bit 15 should be a "0", when
viewing an "A" FADEC. If they are the same, a conflict exists that is causing the fault. Both FADECs shouldn't be "A" at the same time, for instance. View
XDISIN, bits 14 and 15. These should be the opposite of the CDISIN values when viewing the same FADEC "A". CDISIN and XDISIN values are
crosstalked to each other via the Gray Harness.

The FADEC ID hardwire is determined by three wires at the P7 Yellow Harness Connectors for the "A" FADECs, and by three wires at the P8 Blue
Harness Connectors for the "B" FADECs. Refer to figures 117 and 118, respectively in the LMM, Troubleshooting section, to perform continuity checks. If
the FADEC is suspected, it should be moved to the opposite engine and fault clearing attempted, to determine if the fault follows the FADEC or stays in
the same position.

Engine position (left or right) is determined by the ARINC 429 harness at the E1/E2 connectors at each FADEC.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message FADEC Overtemperature Arinc Label / Bit No 362-26

Variable Variable Description

CTCJ Selected FADEC's internal operating temperature, in Degrees F.
FL420A 16-bit word: bit 0, when single FADEC O/T is flagged, bit = "1".

Possible Causes
The FADEC Overtemperature fault is declared to the EIED 5 seconds after the internal operating temperature of the single FADEC that declared the
message on an engine has exceeded 85 C (185 F).

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual. NOTE: The majority of FADEC operating temperatures while powered up are between 50F and 125F
(10.0C and 51.6C). The 16-bit word FL420A, Bit 0, will = "1", when the single FADEC overtemp fault is flagged. If no external source of heat can be
found, suspect the temperature sensor within the FADEC (FADEC needs replacing).

View variable CTCJ to observe the internal operating temperature of the selected FADEC. Select opposite FADEC to compare value, as well as both
FADECs on opposite engine. The FADEC can be moved to another position then attempt to clear faults; if fault moves with FADEC, this confirms the
internal sensor problem.

You may also download the FADEC memory files (*.NVM) and convert them in CFE Trend Monitoring. Graph the Takeoff and Cruise FADEC operating
temperatures for each engine (TCJ). Look for abnormal shifts versus the opposite engine, and determine if these shifts correlate with any unusually high
T2 ambient temperature (especially takeoff). E-mail a copy of the *.NVM files to your CFE Representative for review, if possible. See "Dual FADEC
Overtemperature" message, if applicable.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message FQMC Data Fault Arinc Label / Bit No 365-29

Variable Variable Description

FL420B 16-bit word: bit 7, FQMC Data Fault flagged when, bit = "1".
CADISN 16-bit word: bit 8, ARINC nose WOW, selected FADEC "1" = ground
XADISN 16-bit word: bit 8, ARINC nose WOW, crosstalk FADEC "1" = ground

Possible Causes
The FQMC Data Fault is declared to the EIED 30 seconds after no valid serial data is received from the FQMC by either the local or crosstalk FADEC,
while Weight is OFF Wheels.

Suggested Troubleshooting
Refer to Aircraft Maintenance Manual (AMM) and CFE738 Light Maintenance Manual (LMM) for troubleshooting this fault.

Loss of FQMC data to both FADECs is unusual, in that each FQMC Channel is branched off to each engine and then to each FADEC, using either a splice
or a junction block (refer to AMM). The left and right main landing gear inputs are hardwired to each FADEC (see "WOW Fault"). However, the Nose
Gear Weight on Wheels inputs are transmitted across the ARINC data bus to each FADEC. While the aircraft is powered and weight is on wheels,
observe the CADISN and XADISN variables, bit position 8. If these bits are "0" versus "1", and the variable FL420B, bit position 7 is "1" versus "0", then
suspect a cut/damaged serial data input wire to the FADECs. In this case, it is likely to observe a "WOW Fault" on this engine, as well.

If this is not the case, troubleshoot the FQMC circuit, per the AMM.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Fuel Temp Too Low Arinc Label / Bit No 360-12

Variable Variable Description

TWFM Selected Fuel Temperature, in Degress F.
CTWFM Fuel Temperature (inside HMU), selected FADEC, in Degrees F.
XTWFM Fuel Temperature (inside HMU), crosstalk FADEC, in Degrees F.

Possible Causes
The Fuel Temp Too Low fault is declared to the EIED 5 seconds after the fuel temperature (TWf) is below 2 C (35.6 F) after power-up. Once temperature
exceeds 2 C (35.6 F), 2 minutes below 2 C (35.6 F) is needed before fault will recur.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual to troubleshoot this fault.

This is generally a normal fault in colder, ambient temperatures when the aircraft is left outside or the fuel used during refueling meets the temperature
requirements for the fault. The engine can be run at a slightly higher idle speed to accelerate oil heating; oil is used in the Fuel Heater Oil Cooler (FHOC),
or heat exchanger, to warm the fuel.

The fault is not latched and will drop off of the EIED after fuel temperature reaches 2 C (35.6 F) and the EIED screen is cycled. The fault should appear on
both FADECs on the engine (declared by all four FADECs is possible), if the fuel temperature sensors are functioning properly. (See "TWf Soft Fault" and
"TWf Local Fault" for additional troubleshooting, if required).

The fuel temperature values are transmitted from the HMU sensor to FADEC "A" through the Yellow Harness, and to FADEC "B" through the Blue
Harness.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Heat Exchanger Fault Arinc Label / Bit No 364-21

Variable Variable Description

TWFM Selected Fuel Temperature, in Degress F.
CTWFM Fuel Temperature (inside HMU), selected FADEC, in Degrees F.
XTWFM Fuel Temperature (inside HMU), crosstalk FADEC, in Degrees F.
FL420B 16-bit word: bit 3, Heat Exchanger Fault flagged if bit = "1".

Possible Causes
The Heat Exchanger Fault is declared to the EIED 30 seconds after the folowing is true:

1. the Fuel Temperature (TWf) is greater than 235 F (112.8 C); OR

2. if Weight is OFF Wheels AND TWf is less than 2 C (35.6 F).

The fault declared immediately at FADEC power-up, but 2 minutes is needed after TWf has risen above, then falls below, 2 C (35.6 F).

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to troubleshoot this fault.

View CTWFM and XTWFM to observe Fuel Temperature statically. If values appear to be split significantly, it could be a TWf sensor half inside the HMU.
View the other engine's fuel temperatures for a relative comparison, either statically or operating. Troubleshoot the respective sensor circuit, per CFE738
LMM. The fuel temperature values are transmitted from the HMU sensor to FADEC "A" through the Yellow Harness, and to FADEC "B" through the Blue
Harness.

If during a ground run, both CTWFM and XTWFM are about the same but rise significantly higher than the opposite engine, suspect that the Fuel Heater,
Oil Cooler (FHOC) is not functioning properly to warm fuel using engine oil within the exchanger. The Air-Oil Cooler, located in the fan bypass duct,
contains a thermal control valve that acts as a backup to the FHOC, in the event the FHOC does not adequately cool the engine oil.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Hot Start Arinc Label / Bit No 364-13

Variable Variable Description

FL204 16-bit word: bit 2, equals "1" if Hot Start declared.
IHTCNT counter, 0,1,2,3, events @ 816C, viewed at idle or during motor, resets @ 7% N2
FL204 16-bit word: bit 3, = "1" after 3 start attempts

Possible Causes
The Hot Start fault is declared to the EIED and the start aborted (Ignition and Fuel commanded OFF), when the following is true:

1. Inter-turbine Temperature (ITT or T4.5) exceeds (816 C) 1501 F;

2. N2 greater than 7.0%;
3. Weight is ON Wheels; AND
4. the Reached Idle bit NOT set (N2 less than 53.0%).
This fault can be cleared after N2 drops below 7.0%.

Suggested Troubleshooting
Refer the CFE738 Light Maintenance Manual (LMM) and Aircraft Maintenance Manual (AMM) to troubleshoot the Hot Start fault.

NOTE: When these fault conditions exists, the Air Turbine Starter (ATS) will continue to motor the engine until ITT drops below 150 C (300 F). Then,
ignition is commanded back on and fuel is scheduled at a reduced amount each subsequent attempt (there is a reduction to the fuel flow-to-burner can
pressure [Wf/PS3] topping schedule for each start attempt). This provides the best opportunity for a successful start on subsequent attempts.

The Hot Start may be caused by residual fuel in the combustion chamber at lightoff, low Air Turbine Starter (ATS) torque due to low air supply or damaged
ATS turbine, or internal engine damage. If the "Start Signal Fail" message accompanies the "Hot Start", then the pylon Starter Control Valve is not
opening fully. Refer to that FADEC message and the AMM for additional information. If excessive fuel is found in the combustion chamber, determine
why fuel is accumulating. Contact CFE Company for assistance, and refer to the LMM.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Hung Start Arinc Label / Bit No 364-15

Variable Variable Description

FL203 16-bit word: bit 0 = "1" when flagged.
PCNG Selected N2 Speed, in percent rpm.
T45M Selected T4.5 (Inter-Turbine Temperature), in Degrees F.
CDISIN 16-bit word: bit 1, main gear WOW hardwired, selected FADEC.
XDISIN 16-bit word: bit 1, main gear WOW hardwired, crosstalk FADEC.

Possible Causes
The Hung Start fault is declared to the EIED and start completely aborted (Fuel, Ignition and Starter commanded OFF) when all of the following conditions
are met:

1. the average N2 acceleration rate was less than 0.25% per second for 1.2 seconds; 2. N2 was greater than 7.0%; 3. Weight is ON Wheels; 4. lightoff
is detected; 5. idle is not reached; 6. FQMC ignition command ON or AUTO received, AND; 7. neither the Hot Start nor Hot Restart faults were set.

Suggested Troubleshooting
NOTE: "Lightoff detected" is defined as Inter-turbine Temperature (ITT or T4.5) rising approximately 27.7 C (50 F) after reaching 22.0% N2, the speed at
which fuel is introduced into the engine.

NOTE: If problem is low N2 motoring speed, e.g., significantly less than the typical 28-30% and not a failed starter, success has been observed by
shutting down aircraft and APU, and disconnecting main battery for a few minutes. Then re-connect battery, power up aircraft and attempt another start.

Hung Start can be caused by lack of starter acceleration force. Motoring speeds typically exceed 30% N2 using the Air Turbine Starter (ATS). If motoring
speed is low or there is no rotation, check for bleed air leaks, ATS failure or shaft de-couple, low Auxiliary Power Unit (APU) airflow output to ATS. If this
message was accompanied by "Start Signal Failed" message, then the ATS Starter Control Valve in the pylon may not be fully opening. FADEC Non-
volatile Memory (NVM) files may be downloaded and e-mailed to CFE Company for further analysis. Troubleshoot airframe systems, per the AMM.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Ignition Command Fault Arinc Label / Bit No 364-11

Variable Variable Description

WD033A 16-bit word: bit 13, IGN OFF Engine 1; bit 14, IGN ON Engine 1.
WD033A 16-bit word: bit 3, IGN OFF Engine 2; bit 4, IGN ON Engine 2.
FL404 16-bit word: bit 3, Ignition Command, bit = "1" if fault present

Possible Causes
The Ignition Command Fault is declared to the EIED after 30 seconds when the FQMC transmits IGNITION ON and IGNITION OFF at the same time to
the FADEC. If this occurs, the start selector switch is then assumed to be in the "Normal" position by FADEC logic.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot this ignition problem. If fault is noted after engine/FADEC installation, ensure that
FADECs are first de-powered. This can be accomplished by pulling the four FADEC circuit breakers and the Ignition Channel 2 circuit breakers, then reset
after a few seconds. If FADEC messages clear, continue with the Control System Check, per the CFE738 Light Maintenance Manual (LMM).

If necessary, for Engine 1 faults, View WD033A, Bit 13 (Ignition OFF = "1" when switch in MOTOR position or = "0" in NORMAL and IGNITION) and Bit 14,
(Ignition ON, = "1" when Ignition set to IGNITION position, "1" in NORMAL position during start after FADEC is selected at 7.0%, then changes back to
"0" when idle is reached, and "0" in MOTOR position). For Engine 2 faults, View WD033A, Bits 3 (Ignition OFF) and 4 (Ignition ON), for similar switch
indications.

IGNITION: Exciter commanded to fire both Igniter Channels/Plugs directly from switch to Exciter; bypasses FADEC logic.
MOTOR: Ignition is commanded OFF, for wet or dry engine motoring.
NORMAL: The In-control FADEC fires its respective Ignition channel/plug on ground (FADEC "A" commands IGN Channel. 1 & 8 o'clock plug, ALF, while
FADEC "B" commands IGN Channel 2, & 4 o'clock plug); both Igniter Plugs commanded to fire in flight.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Impending Fuel Filter Bypass Arinc Label / Bit No 360-11

Variable Variable Description

CDISIN 16-bit word, bit 12, Imp. Bypass, selected FADEC, "1" = impending
XDISIN 16-bit word, bit 12, Imp. Bypass, xtalk FADEC, "1" = impending

Possible Causes
The Impending Fuel Filter Bypass fault is declared to the EIED 5 seconds after the Fuel Filter has reached the Impending Bypass pressure differential (17-
20 psid), or there is an indication that the switch has reached this limit.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual for troubleshooting this circuit.

This message should confirm the Yellow Impending Bypass button extension (under its protective cover) on the back of HMU. If extended, check whether
the Red Bypass button on the left side of the HMU is also extended (extends at 30 psid, maximum). A Red button extension would require immediate
action before flight. Follow Maintenance Manuals and Time Limited Dispatch Documentation, as applicable, for required actions.

If neither Yellow nor Red buttons are extended, view CDISIN and XDISIN, Bit 12, to observe each half of switch. The bits = "0" when the electrical portion
of the switch is closed (not at impending bypass), and bit = "1" means switch open ("open" is interpreted by FADEC as >500 Ohms resistance). If fault is
active (can't clear off EIED), bit 12 should = "1". If intermittent, observe during engine operation for bit toggle to isolate circuit half. If one side triggers,
both FADECs will declare the fault, and the EIED message will follow in 5 seconds. Inspect Yellow & Blue Harness to eliminate these as the potential
cause. If the switch is the problem, the HMU must be replaced. Refer to Service Bulletin CFE738-73-8005 for additional information.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Mach Hold Signal Fault Arinc Label / Bit No 364-24

Variable Variable Description

AMNHLD 16-bit word: bit 8, Mach Hold Enabled; bit 10, Mach Hold OFF.
ADISIN 16-bit word: bit 13, Mach Hold Push Button, toggles 0,1,0.
IAGFLT 16-bit word: bit 13, Mach Hold enable circuit, bit = "1", fault.
XMLO Mach Number (from ADC), selected value used by FADEC in command.
CAMN Mach Number input to the selected FADEC.
XAMN Mach Number input to the Crosstalk FADEC.

Possible Causes
The Mach Hold Signal Fault is declared to the EIED 30 seconds after the signals to the local and Crosstalk FADECs disagree. This fault indicates a
problem with the Mach Hold enable command.

NOTE: There may not be a message displayed on the EIED for this fault. The Causes and Suggestions section can be used if there is a question of
whether Mach Hold is properly activated.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) for troubleshooting this wiring circuit. The failsafe value for Mach Hold is OFF.

Mach Hold cannot be operationally tested on the ground, however, the signal from the cockpit mounted MACH HOLD Push Button can be verified for
output. View ADISIN, Bit position 13. When the Mach Hold button is pushed or pushed and held, the Bit will be seen toggling from "0" to "1" to "0", for a
duration of about 1 to 2 seconds. When in flight, if PLA angle, Mach Number, Altitude, and Engine N1 Speed requirements are met, Mach Hold should
engage as confirmed by both halves of the Push Button illuminating.

Mach Hold also has its own internal N1 Synchronization function that is used during operation, regardless of N1 Sync Switch position. The N1 Sync
feature can be functionally tested on the ground using the appropriate N1 Sync Work Card, per the AMM.

NOTE: Mach Hold will truncate, or round-down to 2 decimal places when it engages, that is, if Mach is stable at 0.839 when Mach Hold is engaged, then
the Mach value will settle in at about 0.830. If the aircrew notes that Mach drops significantly after engaging the push button, ask them if this is potentially
the cause for the drop in value.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N1 Exceedance Arinc Label / Bit No 360-18

Variable Variable Description

FADFW3 16-bit word: bit 1 = "1", if N1 exceedance is flagged.
PCNFM Selected Local Fan Speed, in % N1.
CPCNFP Primary Fan Speed Monopole Coil, Selected FADEC in % N1.
CPCNFS Secondary Fan Speed Monopole Coil, Selected FADEC in % N1.
XPCNFP Primary Fan Speed, Monopole Sensor, Crosstalk FADEC in % N1.
XPCNFS Secondary Fan Speed, Monopole Sensor, Crosstalk FADEC in % N1.

Possible Causes
The N1 Exceedance fault is declared to the EIED 1 second after N1 speed exceeds 96.7%.

Contact CFE Company before further engine operation.

Suggested Troubleshooting
Refer to CFE738 Light Maintenance Manual, Troubleshooting and Inspection sections.

Fault displays on EIED immediately after reaching 96.7% N1. View FADFW3, Bit position 1, to determine if it equals "1"(exceedance occurred) versus "0"
(normal status). This bit already be reset when viewed, so it may not be a good indicator of an N1 exceedance event. Using the CFE738 Downloader
software, download all four (4) FADECs' Non-volatile Memory (NVM) files. E-mail these files to a CFE Company representative for immediate analysis
and recommendations.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N1 Local Fault Arinc Label / Bit No 363-12

Variable Variable Description

PCNFM Selected Local Fan Speed, in % N1.
CPCNFP Primary Fan Speed Monopole Coil, Selected FADEC in % N1.
CPCNFS Secondary Fan Speed Monopole Coil, Selected FADEC in % N1.
CNFSYN N1 Sync Signal, Other Engine's Fan Speed, Selected FADEC, % N1.
XPCNFP Primary Fan Speed, Monopole Sensor, Crosstalk FADEC in % N1.
XPCNFS Secondary Fan Speed, Monopole Sensor, Crosstalk FADEC in % N1.
XNFSYN N1 Sync Signal, Other Engine's Fan Speed, Crosstak FADEC, % N1.

Possible Causes
The N1 Local Fault is declared to the EIED when one of the following conditions exist for 30 seconds:

1. If there is an N1 signal conversion fault within the FADEC; OR

2. if the N1 Monopole primary and secondary signals disagree by 6.0% and the fault is isolated to the primary or secondary coil; OR
3. if the N1 value is not between 10.0% and 127.0 % ( the low speed range test [for 10.0% minimum] is performed after reaching idle).

Suggested Troubleshooting
NOTE: The N1 Monopole has 4 speed coil windings: Coil 1 transmits to FADEC A; Coil 2 to FADEC B; Coil 3 is used for N1 Sync input to the opposite
engine, and; Coil 4 is used as the N1 speed signal to the Engine Vibration and Monitor Computer. Refer to the LMM.

1. For conversion error, view the PCNFM value both statically and during ground run, if necessary, to determine if it is significantly different than either
CPCNFP and CPCNFS values. Suspect the FADEC if the difference is excessive. The FADECs could be swapped, message cleared and run again, as
required, to determine if the problem follows the FADEC.

2. For signal disagreement, view variables CPCNFP and CPCNFS during a ground run to determine if the split in signals exceeds 6.0%, or if one signal is
erratic. Compare with crosstalk values XPCNFP and XPCNFS to isolate. Check the N1 circuit from the FADEC declaring fault to the N1 Monopole sensor
to assist in confirming the cause.

3. For value out of range, view variables CPCNFP and CPCNFS during ground run to determine if one signal is either >127.0% or <10.0%. Sensor coil
could be the cause, but inspect the Gray Harness, connectors, pins and Monopole coils before replacing N1 Monopole Sensor.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N1 Soft Fault Arinc Label / Bit No 363-13

Variable Variable Description

PCNFM Selected Local Fan Speed, in % N1.
CPCNFP Primary Fan Speed Monopole Coil, Selected FADEC in % N1.
CPCNFS Secondary Fan Speed Monopole Coil, Selected FADEC in % N1.
CNFSYN N1 Sync Signal, Other Engine's Fan Speed, Selected FADEC, % N1.
XPCNFP Primary Fan Speed, Monopole Sensor, Crosstalk FADEC in % N1.
XPCNFS Secondary Fan Speed, Monopole Sensor, Crosstalk FADEC in % N1.
XNFSYN N1 Sync Signal, Other Engine's Fan Speed, Crosstak FADEC, % N1.

Possible Causes
The N1 Soft Fault is declared to the EIED after reaching idle when the primary and secondary N1 signals disagree by more than 6.0%.

The amount of speed shift makes it unknown at this point, which circuit is shifting toward an out-of-range condition.

Suggested Troubleshooting
NOTE: The N1 Monopole has 4 speed coil windings: Coil 1 transmits to FADEC A; Coil 2 to FADEC B; Coil 3 is used for N1 Sync input to the opposite
engine, and; Coil 4 is used as the N1 speed signal to the Engine Vibration and Monitor Computer. Refer to the CFE738 Light Maintenance Manual (LMM).

If required, view variables CPCNFP and CPCNFS during a ground run to determine if they have a split in values that exceed 6.0%, or if one of the signals
is unusually erratic. Compare with crosstalk values XPCNFP and XPCNFS. If the fault message can not be cleared off the EIED, the affected circuit will
indicate at least 6.0% above or below the normal Idle speed, for instance.

Resistance checks of the Gray Harness between the FADECs and the N1 Monopole, and the N1 Monopole coil windings should be performed, per the
LMM. This may verify the out-of-limit condition.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N1 Sync High or Soft Fault Arinc Label / Bit No 363-29

Variable Variable Description

PCNFM Selected Local Fan Speed, in % N1.
CPCNFP Primary Fan Speed Monopole Coil, Selected FADEC in % N1.
CPCNFS Secondary Fan Speed Monopole Coil, Selected FADEC in % N1.
CNFSYN N1 Sync Signal, Other Engine's Fan Speed, Selected FADEC, % N1.
XPCNFP Primary Fan Speed, Monopole Sensor, Crosstalk FADEC in % N1.
XPCNFS Secondary Fan Speed, Monopole Sensor, Crosstalk FADEC in % N1.
XNFSYN N1 Sync Signal, Other Engine's Fan Speed, Crosstak FADEC, % N1.

Possible Causes
The N1 Sync High or Soft Fault is declared to the EIED after 30 seconds, when either of the two conditions exist:

1. the N1 Synchronization speed signal from opposite engine is greater than 127.0%; OR
2. the N1 Synchronization signals seen by both FADECs disagree be more than 6.0%.

NOTE: This message may be displayed on EIED as "N1 SYNC HIGH FAULT".

Suggested Troubleshooting
NOTE: The N1 Monopole has 4 speed coil windings: Coil 1 transmits to FADEC A; Coil 2 to FADEC B; Coil 3 is used for N1 Sync input to the opposite
engine, and; Coil 4 is used as the N1 speed signal to the Engine Vibration and Monitor Computer. Refer to the CFE738 Light Maintenance Manual (LMM).

1. For the "N1 Sync High" portion of the fault, select the FADEC(s) that declared the fault and view the variables CNFSYN and XNFSYN with opposite
engine running. If either or both values is greater that 127.0%. Check the out-of-range circuit to confirm the N1 Sync High Fault. If the FADEC is
considered the cause, move the FADEC to a position that does not have the fault, clear fault messages the perform a functional test to determine if the
fault follows the FADEC.

2. For the "N1 Sync Soft" portion of the fault, select the FADEC that declared the fault and view CNFSYN and XNFSYN with opposite engine running to
see if the difference in the values exceeds 6.0%. Troubleshoot circuit which is significantly different (or erratic) than the selected cockpit N1 indication, or
variable PCNFM.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N1 Sync Low Fault Arinc Label / Bit No 363-24

Variable Variable Description

PCNFM Selected Local Fan Speed, in % N1.
CPCNFP Primary Fan Speed Monopole Coil, Selected FADEC in % N1.
CPCNFS Secondary Fan Speed Monopole Coil, Selected FADEC in % N1.
CNFSYN N1 Sync Signal, Other Engine's Fan Speed, Selected FADEC, % N1.
XNFSYN N1 Sync Signal, Other Engine's Fan Speed, Crosstak FADEC, % N1.
WD347A Fuel Flow, Left Engine (Fuel Flow Transmitter), in pph.
WD350A Fuel Flow, Right Engine (Fuel Flow Transmitter), in pph.
WFXPPH Actual Fuel Metering Valve (in HMU) feedback position, in pph.

Possible Causes
The N1 Sync Low Fault declared to the EIED after 30 seconds if the following is true:

1. the opposite engine's Fuel Flow is greater than 165 pph, AND
2. the N1 Synchronization signal from other engine is less than 0.5%.

Suggested Troubleshooting
NOTE: The N1 Monopole has 4 speed coil windings: Coil 1 transmits to FADEC A; Coil 2 to FADEC B; Coil 3 is used for N1 Sync input to the opposite
engine, and; Coil 4 is used as the N1 speed signal to the Engine Vibration and Monitor Computer. Refer to the CFE738 Light Maintenance Manual (LMM).

Start both engines per the aircraft manual, and while at ground idle, view variables WD347A (for left engine) or WD350A (for right engine) and WFXPPH.
All three of theses fuel flow values should be similar, and they should exceed 165 pph. Observe variables CNFSYN and XNFSYN, which are the N1
Synchronization speed signals, for values of less than 0.5%. This will be true if fault message is active, that is it won't clear off the EIED when setting IGN
to MOTOR and depressing the FADEC Memory Clear button.

If the fault is intermittent, CNFSYN and XNFSYN may be erratic versus stable; compare with same values on the opposite engine. If values confirm
problem, this could be due to a bad N1 Monopole coil winding, the Gray Harness, Green Harness, airframe wiring between the two engines, or connector
pins.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N2 Alternator Local Fault Arinc Label / Bit No 363-14

Variable Variable Description

PCNG Selected N2 Speed, in percent rpm.
CPCNGA N2 Speed from PMA, selected FADEC, in % rpm.
XPCNGA N2 Speed from PMA, crosstalk FADEC, in % rpm.
CPCNGH N2 Speed from HMU sensor, selected FADEC, in % rpm.
XPCNGH N2 Speed from HMU sensor, crosstalk FADEC, in % rpm.
REALTH 16-bit word, bit 10, dual local N2 faults (when bit = "1")

Possible Causes
The N2 Alternator Local Fault is declared to the EIED 30 seconds after the following is true:

1. there is an N2 speed signal conversion fault within the FADEC; OR

2. if N2 is not between 10% and 127% N2 (the low-end test at 10% is performed after reaching idle); OR
3. the Permanent Magnetic Alternator (PMA) N2 Signal and HMU N2 Signal disagree by 5%, and Alternator signal is identified as the cause.

Suggested Troubleshooting
Refer to CFE738 Light Maintenance Manual (LMM) for circuit troubleshooting. The N2 PMA voltage provides the primary speed signal for the control
system; the FADEC converts the PMA voltage into a speed value. The N2 HMU signals are the secondary speed signals, and they originate from a speed
sensor within the HMU that references to the Fuel Pump.

During engine operation, compare both N2 PMA values (variables CPCNGA and XPCNGA) and N2 HMU values (variables CPCNGH & XPCNGH). One
of the PMA values may be observed as out-of-limit or erratic. NOTE: Normally, variable PCNG is an averaged value when all four N2 inputs to the
FADEC are valid.

When the FADEC that generated the fault message is selected for viewing, the variable name "CPCNGA" should be the faulty circuit. Suspect Permanent
Magnetic Alternator (PMA) Stator or the Gray Harness which carries voltage to the FADECs. Resistance checks on this circuit, per the LMM, should
confirm the problem. If a FADEC signal conversion is suspected, first move the FADEC to the engine that does not have the message, clear the fault
messages, then operate the engine to determine if fault follows the FADEC or is declared in the same position on the aircraft.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N2 Exceedance Arinc Label / Bit No 360-19

Variable Variable Description

PCNG Selected N2 Speed, in percent rpm.
CPCNGA N2 Speed from PMA, selected FADEC, in % rpm.
XPCNGA N2 Speed from PMA, crosstalk FADEC, in % rpm.
CPCNGH N2 Speed from HMU sensor, selected FADEC, in % rpm.
XPCNGH N2 Speed from HMU sensor, crosstalk FADEC, in % rpm.
REALTH 16-bit word, bit 10, dual local N2 faults (when bit = "1")
FADFW3 16-bit word: bit 0 = "1", if N2 exceedance is flagged.

Possible Causes
The N2 Exceedance fault is declared to the EIED 1 second after N2 Speed exceeds 106.0%.

Contact CFE Company before further engine operation.

Suggested Troubleshooting
NOTE: Refer to CFE738 Light Maintenance Manual (LMM) Troubleshooting. The fault displays on EIED immediately after reaching 106.0%. Contact
CFE Company Product Support before further operation.

The N2 Exceedance Fault displays on EIED one second after reaching 96.7% N1. View FADFW3, Bit position 1, to determine if it equals "1" (exceedance
occurred) versus "0" (normal status). This bit may already be reset when viewed, so it may not be a good indicator of an N1 exceedance event.

Using the CFE738 Downloader software, download all four (4) FADECs' Non-volatile Memory (NVM) files. E-mail these files to a CFE Company
representative for immediate analysis and recommendations.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N2 HMU Local Fault Arinc Label / Bit No 363-15

Variable Variable Description

PCNG Selected N2 Speed, in percent rpm.
CPCNGA N2 Speed from PMA, selected FADEC, in % rpm.
XPCNGA N2 Speed from PMA, crosstalk FADEC, in % rpm.
CPCNGH N2 Speed from HMU sensor, selected FADEC, in % rpm.
XPCNGH N2 Speed from HMU sensor, crosstalk FADEC, in % rpm.
REALTH 16-bit word, bit 10, dual local N2 faults (bit = "1")

Possible Causes
The N2 HMU Local Fault is declared to the EIED 30 seconds after the following is true:

1. there is an N2 speed signal conversion fault; OR

2. if N2 is not between 10 and 127% N2 (low % test performed after reaching idle); OR
3. the Alternator N2 Signal and HMU N2 Signal disagree by 5%, and HMU signal is the cause.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual to troubleshoot the N2 circuit. NOTE: The N2 PMA voltage provides the primary speed signal for the
control system; the FADEC converts the PMA voltage into a speed value. The N2 HMU signals are the secondary speed signals, and they originate from
a speed sensor within the HMU that references to the Fuel Pump.

With engine at idle, compare both N2 PMA values (CPCNGA & XPCNGA) with N2 HMU values (CPCNGH & XPCNGH). Check for a significant
difference in the PCNG value from the other 4 values (for possible conversion fault). Observe differences between the two Alternator speeds and HMU
speeds. The N2 HMU signal is transmitted from the HMU to FADEC "A" through the Yellow Harness and from the HMU to FADEC "B" through the Blue
Harness. If the N2 HMU circuits pass the resistance checks per the LMM, and the FADEC is suspect, first move the FADEC to another position, clear
messages then functionally check to determine if the message follows the FADEC.

NOTE: The PCNG value will default to the highest N2 value (among the 4 inputs) under certain conditions, for engine overspeed protection.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N2 Overspeed Arinc Label / Bit No 360-17

Variable Variable Description

PCNG Selected N2 Speed, in percent rpm.
CPCNGA N2 Speed from PMA, selected FADEC, in % rpm.
XPCNGA N2 Speed from PMA, crosstalk FADEC, in % rpm.
CPCNGH N2 Speed from HMU sensor, selected FADEC, in % rpm.
XPCNGH N2 Speed from HMU sensor, crosstalk FADEC, in % rpm.
CF 16-bit word, bit 14, N2 overspeed flag

Possible Causes
The N2 Overspeed fault is declared to the EIED immediately after the N2 speed exceeds 110.6%. When this happens, the engine will automatically shut
down.

Suggested Troubleshooting
Do not operate engine.

Contact CFE Company Customer Support, and download the four FADEC Non-volatile Memory (NVM) files. Send files to CFE for analysis.

Refer to the CFE738 Light Maintenance Manual, 72-00-00, Troubleshooting. This fault displays on the EIED immediately after reaching 110.6% N2, and it
is a No-Dispatch fault.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message N2 Soft Fault Arinc Label / Bit No 363-16

Variable Variable Description

PCNG Selected N2 Speed, in percent rpm.
CPCNGA N2 Speed from PMA, selected FADEC, in % rpm.
XPCNGA N2 Speed from PMA, crosstalk FADEC, in % rpm.
CPCNGH N2 Speed from HMU sensor, selected FADEC, in % rpm.
XPCNGH N2 Speed from HMU sensor, crosstalk FADEC, in % rpm.
REALTH 16-bit word, bit 10, dual local N2 faults (bit = "1")

Possible Causes
The N2 Soft Fault is declared to the EIED 30 seconds after reaching idle, when the N2 Alternator and N2 HMU speed signals disagree by more than 5.0%.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to troubleshoot the N2 circuit. NOTE: The N2 PMA voltage provides the primary speed signal for
the control system; the FADEC converts the PMA voltage into a speed value. The N2 HMU signals are the secondary speed signals, and they originate
from a speed sensor within the HMU that references to the Fuel Pump.

With the engine operating at idle speed, compare the Alternator signals (CPCNGA & XPCNGA) with the HMU signals (CPCNGH & CPCNGH) for large
differences or unstable output. If the speed difference exceeds 5.0% N2 for 30 seconds, the fault will display on the EIED, and the fault will not clear off of
the EIED until the split is less than 5.0%.

Using the LMM, perform resistance checks on the circuit that indicates significantly different than the remaining three N2 circuits, to isolate the faulty
component.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Nacelle Anti-Ice Fault Arinc Label / Bit No 362-27

Variable Variable Description

WD030B 16-bit word: bit 1 = NAI ON, Engine 2; bit 2 = NAI ON Engine 1.
PCNG Selected N2 Speed, in percent rpm.
WD030A 16-bit word: bit 15 = WAI ON, bit equals "1" when WAI is ON.

Possible Causes
The Nacelle Anti-Ice (NAI) Fault is declared to the cockpit EIED 2 minutes after the following is true:

1. the engine that declares the fault has reached idle; AND
2. the other engine's speed is above idle; AND
3. the Nacelle Anti-Ice (ENG 1 or ENG 2 Anti-ice) commands are different between engine 1 and engine 2.

Suggested Troubleshooting
Refer to Aircraft Maintenance Manual to troubleshoot NAI system. Determine if the flight crew or maintenance personnel had only one engine's Nacelle
Anti-ice on for at least 2 minutes with engines at or above idle. If true, then this fault is normal. Turn Nacelle Anti-ice off, clear fault and brief flight crew or
maintenance personnel.

If neither or both ENG1 or ENG 2 switches had been selected ON when the fault occurred, view the Anti-ice switch positions. The NAI switches can be
seen toggling ON and OFF by viewing Variable WD030B. Bit position 1 is ENG 2's NAI switch. Toggle switch from OFF to ON to OFF, and observe that
Bit toggles from "0" to "1" to "0". Bit position 2 is ENG 1's NAI switch. Toggle switch from OFF to ON to OFF, and observe that Bit toggles from "0" to "1"
to "0". There may be some small time delay observed from when the switch is toggled to when the bit value changes. Troubleshoot the circuit that is not
responding to the switch command.

During an engine ground run when NAI is turned on, N2 rpm will increase about 5.0% above normal idle speed, which is one result of the NAI bit toggling
to "1".

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Nacelle Anti-Ice Off, Wing Anti-Ice On Arinc Label / Bit No 362-25

Variable Variable Description

WD030B 16-bit Word: bit 1 = NAI ON, Engine 2; bit 2 = NAI ON Engine 1.
WD030A 16-bit Word: bit 15 = WAI ON, bit = "1" when ON.
PCNG Selected N2 Speed, in percent rpm.
WD030A 16-bit Word: bit 14 = Brake Anti-Ice, bit = "1" when ON.

Possible Causes
The Nacelle Anti-Ice Off, Wing Anti-Ice On fault is declared to the EIED if the Wing Anti-Ice (WAI) is turned ON while BOTH Nacelle Anti-Ice (NAI)
switches (ENG 1 and ENG 2) and Brake Anti-Ice (BAI) are turned OFF.

Note that in flight, there is a 15-second delay required with switches in these positions before the message will declare to the EIED. This provides the pilot
the opportunity to turn on Nacelle Anti-Ice. On the ground with engine at idle, there is a 40-second delay required before the message will declare to the
EIED, to allow for the ground functional test of Wing Anti-ice.

Suggested Troubleshooting
Determine if flight or maintenance crews selected WAI ON with NAI and BAI OFF, for the time limitations specified in Possible Causes. If true, this fault is
normal. Brief the crew and determine if there were any operational exceedances; flying with Wing Anti-ice ON alone will not allow for proper engine
performance schedule biasing, and at higher altitudes this could lead to an overtemperature event and a "T4.5 Exceedance" fault message. Refer to
Airplane Flight Manual and the CFE738 Light Maintenance Manual, for troubleshooting this fault.

If NAI, WAI or BAI switch circuits are suspected as having a problem, view the specified Variables when toggling switches to check for proper switch
response. View WD030B, Bits 1 and 2, for NAI, WD030A Bit 15 for WAI and WD030A Bit 14 for BAI. Toggle each respective switch from OFF to ON to
OFF, and observe that the specified Bits toggle from "0" to "1" to "0". If a Bit does not toggle as it should, troubleshoot that specific circuit to determine
cause. Note that there may be a short time delay from when the switch is toggled to when the bit value changes.

NOTE: Brake Anti-Ice is an optional feature for the Falcon 2000 aircraft.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message No Lightoff Arinc Label / Bit No 364-12

Variable Variable Description

FL420B 16-bit word: bit 0, No Lightoff Fault declared if bit = "1".
WFXPPH Actual Fuel Metering Valve (in HMU) feedback position, in pph.
T45HC Selected T4.5 (Inter-Turbine Temperature), in Degrees C.
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The No Lightoff fault declared if:
1. the engine did not light off during a ground start; AND
2. the start was not aborted due the HOT START, HUNG START or SUBIDLE SHUTDOWN logic;
3. AND the FQMC Ignition AUTO/ON and Fuel ON were received; AND Weight was ON Wheels.

No Lightoff is defined as ITT not rising 100F (37.8C), 15 seconds after N2 reaches 22.0%. The No Lightoff fault can be declared on a delayed lightoff, if
the ITT does not meet the rise requirements within the 15 seconds after reaching 22.0%.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) and the Aircraft Maintenance Manual (AMM) to troubleshoot this message. When the ignition
switch is selected to the IGNITION position (or if in flight), both channels are commanded to fire to ensure a lightoff on subsequent starts. Refer to the
Airplane Flight Manual (AFM) starting procedures. Normally both FADECs on an engine will declare this message, since both observed the lack of ITT
rise during the start. The most important piece of information to speed the isolation of this fault is: Which FADEC was in control during the start, "A" or
"B"?

FADECs generally alternate from start to start, and with the ignition switch in the NORMAL position, FADEC "A" fires Ignition Channel 1 and the 8 o'clock
Igniter Plug, Aft Looking Forward (ALF), while FADEC "B" fires Ignition Channel 2 and the 4 o'clock Igniter Plug, ALF. If the No Lightoff fault occurs on one
particular FADEC, then troubleshoot that FADEC's circuit or components.

This fault could be the result of a weak or non-sparking igniter plug, ignition exciter box channel or an ignition lead. Other possibilities include an
excessively worn igniter plug ferrule in the combustion liner, late opening fuel nozzles near the firing igniter plug or internal engine damage. If the FADEC
is suspected, the FADEC should be moved to the opposite engine, fault message cleared then functionally tested to confirm the no lightoff moves to the
opposite engine, prior to rejecting the FADEC. This prevents a No-Fault-Found.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Other FADEC Not Capable Arinc Label / Bit No 365-17

Variable Variable Description

CF 16-bit word: bit 1 = "1" when Other FADEC is Not Capable.
CF 16-bit word: bit 0 = "1" when Crosstalk is Bad between FADECs.
REALTH 16-bit word: bit 1 = "1" when the opposite FADEC has bad health.

Possible Causes
The Other FADEC Not Capable fault is declared normally when there is a problem with the FADEC that is OPPOSITE of the one declaring the fault. This
could be caused by the "Capable" input signal not received because the opposite FADEC:

1. has bad local signal inputs; OR

2. has a bad or missing cable; OR
3. the FADEC is NOT powered; OR
4. an internal problem has occurred in the opposite FADEC affecting its health.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) and the Aircraft Maintenance Manual (AMM) to troubleshoot this problem. If this message was
declared by the FADEC designated F2A only, and was accompanied by the F2A Crosstalk Fault, verify that the electrical power bus was not left in "Flight
Norm" position for 30 seconds after engine shutdown. This action prevents power from getting to FADEC F2B and will cause this fault (and some ADC
faults). If this is the case, place bus switch in its proper position, clear faults, and advise the crew of the reason for the fault messages. Refer to the AMM
and Airplane Flight Manual for proper positions.

The Capable wiring circuit is provided between two FADECs via a hardwire circuit through the Yellow Harness to the Blue Harness by looping through the
HMU. Check connectors for security, and perform resistance checks including pins-to-ground, per the LMM. If FADEC replacement is likely, install on
opposite engine, and try to clear faults using ignition switch to Motor and FADEC Memory Clear buttons to confirm the FADEC internal problem, prior to
rejecting. If additional troubleshooting assistance is required, attempt to download all four FADEC Non-Volatile Memory (NVM) files, and send the files to
a CFE representative for analysis.

It is possible, though very rare, that FADEC declaring the message could have the problem. The FADEC should be moved to the opposite engine to
confirm the problem, as described above, prior to rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Overspeed Test Fail Arinc Label / Bit No 361-11

Variable Variable Description

OSFALT 16-bit word: bit 0, will equal "1" when this test has fails.
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The Overspeed Test Fail fault is declared to the EIED five seconds after the following is true:

1. Weight is On Wheels (ground start), AND;

2. N2 is greater than 53.0%; AND
3. the N2 Overspeed Test failed; OR
4. the test could not be completed due to the reset of the FADEC's Central Processing Unit (CPU) during the engine start.

Suggested Troubleshooting
Refer the CFE738 Light Maintenance Manual (LMM) and the Aircraft Maintenance Manual (AMM) to troubleshoot this problem. The Overspeed Torque
Motor is located within the Hydromechanical Unit (HMU) of the engine. A periodic functional test of this Torque Motor is performed during a ground
shutdown test, as specified in the LMM, and this message may declare as a result of this test.

The FADEC that declared the fault should have its circuit checked. For FADEC "A", check connectors on the Yellow Harness at the FADEC and back of
the HMU for security, and perform resistance checks on its designated Torque Motor. For FADEC "B", check connectors on the Blue Harness at the
FADEC and back of the HMU for security, and perform resistance checks on its designated Torque Motor. Be sure to also check resistance of pins-to-
ground, per the LMM.

If the test failed due to a CPU reset, this could be an interrupt of power to the FADEC from the airframe prior to the Permanent Magnet Alternator (PMA)
becomes primary power provider to the FADECs or an internal problem with the FADEC power supply. The FADEC that declared the fault should be
installed in another position or engine, and faults cleared using ignition switch to MOTOR and FADEC Memory Clear button. Perform the periodic
Overspeed Test again to determine if the fault recurs on the same FADEC, prior to rejecting FADEC.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Overspeed Test Fault due to WOW Fault Arinc Label / Bit No 364-25

Variable Variable Description

OSFALT 16-bit word: bit 3, will equal "1" when this test fails.

Possible Causes
The Overspeed Test Fault due to WOW Fault will declare immediately to the EIED when the test fails.

The selected FADEC's Weight On Wheels (WOW) sensor input indicated false (flight mode) during a single or dual channel overspeed test. The single
channel overspeed test is performed when FADEC power is cycled with N2 less than 7.0% and selected WOW is indicating aircraft is on ground versus in
flight. The dual channel overspeed test is performed by one of the FADECs during an engine start.

Suggested Troubleshooting
Refer to the "WOW Fault" FADEC message to troubleshoot the Left and Right Main Gears and Nose Gear proximity switches and their respective circuits.
One of the landing gear bits is reading "0" (flight) during the test, versus "1" (ground).

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Overspeed Test Reset Fault Arinc Label / Bit No 364-26

Variable Variable Description

FL300 16-bit word: bit 5, will equal "1" when this test fails.

Possible Causes
The Overspeed Test Reset Fault is declared if the test was unable to be completed during engine ground start. The reset occurred between 7.0% and
53.0% N2, but the cockpit message won't be displayed until 53.0% N2.

The fault will reset if the engine drops below 7.0% N2 if it did not reach 53.0% N2 during the start.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot this fault.

This fault is most likely due to a power supply interruption to the FADEC before the engine-mounted Permanent Magnetic Alternator (PMA) becomes the
primary power supply to the FADEC. Refer to the AMM to inspect/troubleshoot airframe power supply.

The FADEC that declared the fault should be installed in another position or engine, the fault cleared using ignition switch to MOTOR and FADEC Memory
Clear button. A functional test should be performed to determine if the fault recurs on the same FADEC, prior to rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message P0 Range Fault Arinc Label / Bit No 362-18

Variable Variable Description

P0M Selected Ambient Pressure, in psia.
CP0MC Corrected Ambient Pressure, selected FADEC's P0 sensor, in psia.
XP0MC Pressure Ambient Corrected, crosstalk FADEC, in psi ambient.
A1P0M Ambient Pressure, Air Data Computer Ch. 1 Sensor, in psia.
A2P0M Ambient Pressure, Air Data Computer Ch. 2 Sensor, in psia.
P0ALT Pressure Altitude, in feet, based on FADEC P0 values.

Possible Causes
The P0 Range Fault is declared if the P0 sensor pressure within the FADEC transmitting the fault does not fall between 0.5 and 21.0 psi ambient.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.

The Variable P0M is the selected value used by the FADEC after it evaluates the four P0 inputs available to each FADEC and the software model. View
CP0MC, XP0MC, A1P0M & A2P0M values. Select the FADEC which transmitted the fault. The out-of-range condition (< 0.5 psia or > 21.0 psia) on
CP0MC should be observed, if the fault is still active and can't be cleared off of the EIED using the ignition switch to MOTOR and depressing the FADEC
Memory Clear button.

If fault is not active or is intermittent, look for an unstable or fluctuating value. Compare CP0MC and XP0MC with the two Air Data Computer inputs to
confirm the suspected P0 Sensor. Download the four FADEC's Non-Volatile Memory (NVM) files and send to a CFE representative for analysis.

NOTE: Engine P0 Sensor is located inside the FADEC and is not replaceable in the field. The FADEC must be replaced as an assembly.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message P0 Soft Fault - ADC to Local P0 Arinc Label / Bit No 362-21

Variable Variable Description

P0M Selected Ambient Pressure, in psia.
CP0MC Corrected Ambient Pressure, selected FADEC's P0 sensor, in psia.
XP0MC Pressure Ambient Corrected, crosstalk FADEC, in psi ambient.
A1P0M Ambient Pressure, Air Data Computer Ch. 1 Sensor, in psia.
A2P0M Ambient Pressure, Air Data Computer Ch. 2 Sensor, in psia.
P0ALT Pressure Altitude, in feet, based on FADEC P0 values.

Possible Causes
The P0 Soft Fault - ADC to Local P0 fault is declared to the EIED 30 seconds after the following is true:

1. an Air Data Computer (ADC) P0 input to the FADEC disagrees with the internal P0 sensor of the FADEC by more than 0.92 psi ambient; AND
2. the engine has reached idle; AND
3. no P0 Range Fault has been declared on the local FADEC P0 sensor (see "P0 Range Fault" for an explanation).

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot Air Data Computer sensors and circuits.

NOTE: The engine P0 Sensors are located inside the FADEC. The reference P0 pressure to the FADEC enters the sensor through a drilled hole in fitting
mounted on the FADEC, adjacent to the PS3 pressure line. Ensure the P0 drilled hole is not obstructed by safety wire or other debris.

View the A1P0M and A2P0M values for a split between one of these ADC sensors and the engine FADEC sensors CP0MC and XP0MC, if fault is still
active and won't clear using the ignition switch to MOTOR and the FADEC Memory Clear button. If fault is not active or is intermittent, look for an unstable
or fluctuating value to confirm the suspected airframe ADC P0 Sensor. Refer to the AMM.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message P0 Soft Fault - Local to Crosstalk Arinc Label / Bit No 362-20

Variable Variable Description

P0M Selected Ambient Pressure, in psia.
CP0MC Corrected Ambient Pressure, selected FADEC's P0 sensor, in psia.
XP0MC Pressure Ambient Corrected, crosstalk FADEC, in psi ambient.
A1P0M Ambient Pressure, Air Data Computer Ch. 1 Sensor, in psia.
A2P0M Ambient Pressure, Air Data Computer Ch. 2 Sensor, in psia.
P0ALT Pressure Altitude, in feet, based on FADEC P0 values.

Possible Causes
The P0 Soft Fault - Local to Crosstalk is declared to the EIED 30 seconds after the following is true:

1. the P0 Sensors in each of the engine's FADECs disagree by more than 0.12 psi ambient, AND;
2. no P0 Range Fault has been declared by either of the FADECs on this engine (see "P0 Range Fault", if required).

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to troubleshoot the engine's ambient pressure sensors.

NOTE: A P0 Range Fault may be declared after the "P0 Soft Fault - Local to Crosstalk" is declared, if the sensor at fault finally goes out of range (see P0
Range Fault). The "P0 Soft Fault - Local to Crosstalk" is normally declared by both FADECs, since FADEC logic can not yet determine which is going out
of range. A P0 model in the software is used to determine which selected value should be used for engine operating schedules (P0M). If a "P0 Range
Fault" is also declared, the FADEC declaring the range fault is most likely responsible for both of the soft faults.

View CP0MC and XP0MC to determine the size of the psi ambient split between the to P0 sensors. If values are very close, view the ADC1 and ADC2
sensors and the CP0MC and XP0MC values from the other engine. One sensor may stand out as being significantly different or have an erratic value.
The isolated sensor is not replaceable in the field; the FADEC would have to be replaced.

The reference P0 pressure to the FADEC enters the sensor through a drilled hole in fitting mounted on the FADEC, adjacent to the PS3 pressure line.
Ensure the P0 drilled hole is not obstructed by safety wire or other debris.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message PLA Fault Arinc Label / Bit No 363-23

Variable Variable Description

PLA Selected (or Commanded) PLA angle, in degrees.
CPLAF Throttle Resolver, selected FADEC, in degrees.
XPLAF Throttle Resolver, crosstalk FADEC, in degrees.
PLABUG PLA Bug on N1 Indicator, displays 12-27 degrees.
MXBUG Calculated % N1 at Takeoff Power (magenta line).
AIBUG Anti-ice Bug, min caculated % N1 w/Anti-ice ON.
CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.

Possible Causes
The PLA Fault is declared to the EIED 30 seconds after the following is true:

1. if there is a Power Lever Angle (PLA) resolver signal conversion fault within the FADEC; OR
2. if the FADEC declaring the message PLA value is not between -28.0 and +59.0 degrees; OR
3. the PLA signals sent to the two FADECs disagree by more than 4.0 degrees, and the selected FADEC signal is the cause.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot the PLA signal resolver circuit. There are two signal resolvers for each engine, and they
are located in the Throttle Quadrant. One resolver goes to FADEC "A" through the ARINC 429 E1 connector, and the other to FADEC "B" through the E2
connector. These values are crosstalked between the FADECs through the Gray Harness, and the FADEC determines the selected angle for power
management (the Variable PLA).

WARNING: Moving PLA to Reverse Idle or Max Reverse positions will cause Thrust Reverser to deploy causing injury or death. Follow Airplane Flight
Manual (AFM) and Aircraft Maintenance Manual (AMM) precautions.

Select the FADEC that declared the fault and look at Variables CPLAF and XPLAF to determine if either value is less than -28.0 degrees or greater than +
59.0 degrees, or if the difference between the two exceeds 4.0 degrees. Check other engine's FADEC for PLA values for comparison. Approximate PLA
values in degrees at fixed throttle detents follow: Idle = 0.0; MXCR = 25.0; MXCL = 34.0; T/O = 43.0 degrees. CAUTION: Setting Throttle to Reverse Idle
will deploy Thrust Reverser (TR) Doors. Max Reverse = -20.0; Reverse Idle = -7.0 degrees.

NOTE: If the problem reported is the PLABUG symbol not displaying on the EIED N1 indicator between +12 and +27 degrees PLA, determine if TR faults
are declared. This can be seen as PLA (the commanded angle) not exceeding +1.0 degree, while CPLAF and XPLAF increase normally as throttle is
advanced. Engine won't accelerate above idle in this case. Troubleshoot the TR faults first.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message PLA Soft Fault Arinc Label / Bit No 361-13

Variable Variable Description

PLA Selected (or Commanded) PLA angle, in degrees.
CPLAF Throttle Resolver, selected FADEC, in degrees.
XPLAF Throttle Resolver, crosstalk FADEC, in degrees.
PLABUG PLA Bug on N1 Indicator, displays 12-27 degrees.
MXBUG Calculated % N1 at Takeoff Power (magenta line).
AIBUG Anti-ice Bug, min caculated % N1 w/Anti-ice ON.
CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected. FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.

Possible Causes
The PLA Soft Fault is declared to the EIED 30 seconds after the two Power Lever Angle (PLA) resolver signals to an engine disagree by more than 4.0
degrees, and the cause can't be determined.

NOTE: When this occurs, there is a potential for thrust changes or restrictions. There may be a "Thrust Limitation" fault on the EIED that accompanies
the PLA Soft Fault.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) to troubleshoot the PLA signal resolver circuit. There are two signal resolvers for each engine, and they
are located in the Throttle Quadrant. One resolver goes to FADEC "A" through the ARINC 429 E1 connector, and the other to FADEC "B" through the E2
connector. These values are crosstalked between the FADECs through the Gray Harness, and the FADEC determines the selected angle for power
management (the Variable PLA).

WARNING: Moving PLA to Reverse Idle or Max Reverse positions will cause Thrust Reverser to deploy causing injury or death. Follow Airplane Flight
Manual (AFM) and Aircraft Maintenance Manual (AMM) precautions.

Select one of the FADECs that declared the soft fault and look at Variables CPLAF and XPLAF. Determine if the difference between the two exceeds 4.0
degrees, if the fault is active and can't be cleared. Check other engine's FADEC for PLA values for comparison. Approximate PLA values in degrees at
fixed throttle detents follow: Idle = 0.0; MXCR = 25.0; MXCL = 34.0; T/O = 43.0 degrees. CAUTION: Setting Throttle to Reverse Idle will deploy Thrust
Reverser (TR) Doors. Max Reverse = -20.0; Reverse Idle = -7.0 degrees. If fault will clear, check for a shifted or erratic PLA value, as compared to the
other 3 PLA resolvers. Investigate that circuit.

NOTE: If the problem reported is the PLABUG symbol not displaying on the EIED N1 indicator between +12 and +27 degrees PLA, determine if TR faults
are declared. This can be seen as PLA (the commanded angle) not exceeding +1.0 degree, while CPLAF and XPLAF increase normally as throttle is
advanced. Engine won't accelerate above idle in this case. Troubleshoot the TR faults first.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message PMA BIT Fault Arinc Label / Bit No 365-23

Variable Variable Description

FL420B 16-bit word: bit 8 = "1" when problem with PMA exists,

Possible Causes
The PMA BIT Fault is declared to the EIED 30 seconds after the Permanent Magnetic Alternator (PMA) is either:

1. on-line at less than 31.0% N2; OR

2. the PMA is off-line after 60.0% N2; OR
3. a third PMA Phase that is not used for sensing the N2 speed signal has failed the test.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) for troubleshooting this fault.

Inspect the Gray Harness connectors at each FADEC and at the PMA for security. Inspect Gray Harness for chafing, and perform the resistance checks,
per the LMM. Replace the Gray Harness or PMA Stator, as required.

If inspection and resistance checks of the Gray Harness and PMA stator are acceptable, download the Non-Volatile Memory (NVM) files from the 4
FADECs and send to a CFE representative for review. The Gray Harness could be moved to the opposite engine and functionally tested to confirm
message follows the harness.

If the FADEC is considered the cause of the PMA Built-In Test (BIT) Fault, it should be moved to the opposite engine, fault cleared using the ignition
switch to MOTOR and the FADEC Memory Clear button, then functionally tested to confirm fault follows FADEC, prior to rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message PS3 Exceedance Arinc Label / Bit No 360-21

Variable Variable Description

PS3 Selected Burner Can Pressure, in psi ambient.
CPS3 Burner Can Pressure, selected FADEC, in psi ambient.
XPS3 Burner Can Pressure, crosstalk FADEC, in psi ambient.
CP0MC Corrected Ambient Pressure, selected FADEC's P0 sensor, in psia.
XP0MC Pressure Ambient Corrected, crosstalk FADEC, in psi ambient.
A1P0M Ambient Pressure, Air Data Computer Ch. 1 Sensor, in psia.
A2P0M Ambient Pressure, Air Data Computer Ch. 2 Sensor, in psia.
REALTH 16-bit word, bit 11, equals "1" when local PS3 sensor faults.

Possible Causes
The PS3 Exceedance fault is declared 1 second after the Pressure Station 3 (combustion chamber) pressure exceeds 440 psi ambient.

Contact your CFE representative for assistance.

Suggested Troubleshooting
Refer to CFE738 Light Maintenance Manual (LMM) and Airplane Flight Manual (AFM) for troubleshooting this fault. Troubleshoot any other faults or
symptoms which may have accompanied the PS3 Exceedance Fault. This is most likely an engine operational exceedance versus a problem with the
engine PS3 sensors. Download the Non-Volatile Memory (NVM) files from all 4 FADECs and send to a CFE representative for analysis.

If the aircraft was operated outside the flight envelop, the PS3 Exceedance may have been cause by this action. If the event was also accompanied by an
N2 Exceedance, the HMU may require replacement and other engine inspections may be required. It is recommended that you contact CFE and
determine the primary cause of the exceedance, prior to further engine operation.

The PS3 and P0 engine sensors are located within each FADEC. To view these sensors' values, select a FADEC on an engine and look at Variables
PS3, CPS3 and XPS3 with engine shut down to determine if sensors are reading ambient pressure. The Variables CP0MC, XP0MC, A1P0M and A2P0M
provide ambient pressure which should equal approximately the PS3 sensors, when the engine not operating.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message PS3 Local Fault Arinc Label / Bit No 363-17

Variable Variable Description

PS3 Selected Burner Can Pressure, in psi ambient.
CPS3 Burner Can Pressure, selected FADEC, in psi ambient.
XPS3 Burner Can Pressure, crosstalk FADEC, in psi ambient.
CP0MC Corrected Ambient Pressure, selected FADEC's P0 sensor, in psia.
XP0MC Pressure Ambient Corrected, crosstalk FADEC, in psi ambient.
A1P0M Ambient Pressure, Air Data Computer Ch. 1 Sensor, in psia.
A2P0M Ambient Pressure, Air Data Computer Ch. 2 Sensor, in psia.
REALTH 16-bit word: bit 11, flags local PS3 fault.

Possible Causes
The PS3 Local Fault declared to the EIED after 30 seconds when the following is true:

1. there is a signal conversion fault of the PS3 Sensor value within the FADEC; OR
2. the PS3 Sensor value is not between (ambient pressure +10.0 psi ambient) and 500.0 psi ambient.

The test for the lower limit value is performed after the engine reaches idle.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to troubleshoot this fault.

Inspect the PS3 air line to the FADEC that declared the message for security. This line attaches to a "T" fitting at the 6 o'clock position on the engine
under the cowl door. A loose fitting could cause the FADEC to fail the lower limit portion of the test after reaching idle.

Select the FADEC that declared the message. The Variable CPS3 is the sensor that is out of range or is in the FADEC that has the signal conversion
problem. With the engine not running, the PS3 sensors (CPS3 and XPS3) should equal ambient pressure, or 14.7 psia at Standard Day, sea level
conditions. At ground idle, these pressures increase to the 40 psia range, while at takeoff they exceed 300 psia. Select an opposite engine's FADECs
and look at the values for a relative comparison. The FADEC that contains the out of range value should be replaced.

The PS3 and P0 sensors for each engine are located inside each FADEC.

If all values appear normal or the fault is intermittent, download the Non-Volatile Memory (NVM) files from all 4 FADECs an send to a CFE representative
for analysis and confirmation of the fault.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message PS3 Soft Fault Arinc Label / Bit No 363-18

Variable Variable Description

PS3 Selected Burner Can Pressure, in psi ambient.
CPS3 Burner Can Pressure, selected FADEC, in psi ambient.
XPS3 Burner Can Pressure, crosstalk FADEC, in psi ambient.
CP0MC Corrected Ambient Pressure, selected FADEC's P0 sensor, in psia.
XP0MC Pressure Ambient Corrected, crosstalk FADEC, in psi ambient.
A1P0M Ambient Pressure, Air Data Computer Ch. 1 Sensor, in psia.
A2P0M Ambient Pressure, Air Data Computer Ch. 2 Sensor, in psia.
REALTH 16-bit word, bit 11, flags local PS3 fault.

Possible Causes
The PS3 Soft Fault is declared by both FADECs to the EIED 30 seconds after the PS3 sensor values in the two engine FADECs disagree by more than 30
psi ambient.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) for troubleshooting this fault.

With the engine not running, the PS3 sensors (CPS3 and XPS3) should equal ambient pressure, or 14.7 psia at Standard Day, sea level conditions. At
ground idle, these pressures increase to the 40 psia range, while at takeoff they exceed 300 psia. Select an opposite engine's FADECs and look at the
values for a relative comparison. The FADEC that has the value that is significantly different than the remaining three FADECs should be replaced, per
the LMM.

The PS3 and P0 sensors for each engine are located inside each FADEC.

If all values appear normal or the fault is intermittent, download Non-Volatile Memory (NVM) files from the 4 FADECs and send to a CFE representative for
analysis. Values may appear to be normal with engines shut down; a ground run may be required to isolate which of the 2 FADECs declaring the
message requires replacement.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message SBV Position Fault Arinc Label / Bit No 364-28

Variable Variable Description

SBX Selected Start Bleed Valve Act. pos., in % stroke.
CSBX SBV Actuator position, selected FADEC, % stroke.
XSBX SBV Actuator position, crosstalk FADEC, % stroke.
SBXREF Model Value for SBV pos for given PLA, speed, T2; in % stroke.
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The SBV Position Fault is declared to the EIED 2 minutes after the actual signal resolver value from the Start Bleed Valve Actuator and modeled feedback
signal in the FADEC software, disagree by greater than 20.0% Stroke.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to troubleshoot this fault.

Inspect for excessive overboard fuel leakage from the SBV Actuator/Variable Geometry Actuator overboard drain line. Loss of fuel from the Rod
End/Head End fuel lines may prevent full actuation of the SBV Actuator piston.

If fault occurred after installation of the SBV Actuator, inspect the three retaining bolts at the fuel manifold for proper length, per the LMM. Verify that the
bolt that aligns with the SBV Actuator piston did not contact the bottom of the threaded hole. This could cause casting damage / cylinder distortion that will
prevent full travel of the piston and generate the SBV Position Fault. The Variables CSBX and XSBX for a large split in % stroke as compared to the
modeled feedback signal SBXREF. The split will be come evident during engine operation above 30.0% stroke. If this is the case, the SBV Actuator will
have to be replaced.

If a FADEC is suspected, the FADEC that declared the fault should be installed in another engine, the fault cleared using ignition switch to MOTOR and
FADEC Memory Clear button. A functional test should be performed to determine if the fault recurs on the same FADEC, prior to rejecting the unit.
Download Non-Volatile Memory (NVM) files from the FADECs and send to CFE for analysis.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message SBV Signal Fault Arinc Label / Bit No 364-27

Variable Variable Description

SBX Selected Start Bleed Valve Act. pos., in % stroke.
CSBX SBV Actuator position, selected FADEC, % stroke.
XSBX SBV Actuator position, crosstalk FADEC, % stroke.
SBVITM SBVA Current Demand, in milliamps.
SBVIM SBVA Current Measured, in milliamps.
SBXREF Model Value for SBV pos for given PLA, speed, T2; in % stroke.
SBERR Difference between demanded & measured, in milliamps.
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The SBV Signal Fault is declared to the EIED after 30 seconds when the following is true:

1. there is a Start Bleed Valve (SBV) Actuator resolver isolated Soft Fault (greater than 19.0% Stroke difference); OR
2. there is an SBV Range Fault when the Stroke is less than -3.0% or greater than 103.0%; OR
3. there is a Servo Loop Current fault of greater than 25 milliamps, indicating a problem with the SBV Actuator Torque Motor circuit..

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM), to isolate this fault. Inspect the Yellow and Violet Harnesses for a FADEC "A" fault message, or
the Blue and Brown Harnesses for a FADEC "B" fault message. These harnesses connect the respective SBV and FADEC resolver and torque motor
circuits.

If a soft fault is the cause, select the FADEC declaring the fault and look at Variables CSBX and XSBX for a difference of 19.0% stroke. Engine operation
may be required to confirm the widening differences in values. A range fault would show up as CSBX or XSBX being less than a -3.0% or greater than +
103.0% stroke. If fault is intermittent, look for any shift or erratic signal, either statically or during ground run. Compare with other engine's CSBX and
XSBX.

For a Servo Loop Current Fault, the difference between the commanded and measured Torque Motor current (SBERR) can be viewed. You must look at
the SBERR value when the FADEC that declared the message is in control, to see if it approaches the 25-milliamp trip point when the FADEC gives up
control to its opposite FADEC. When looking at a FADEC that is not in control, the milliamp values should be approximately 25.0 (for SBVITM) and 0.0
(for SBVIM). During accels / decels, compare SBXREF to CSBX for % stroke error, and SBERR for milliamps approaching greater than 25.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message SBV Soft Fault Arinc Label / Bit No 361-21

Variable Variable Description

SBX Selected Start Bleed Valve Act. pos., in % stroke.
CSBX SBV Actuator position, selected FADEC, % stroke.
XSBX SBV Actuator position, crosstalk FADEC, % stroke.
SBXREF Model Value for SBV pos for given PLA, speed, T2; in % stroke.
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The SBV Soft Fault is declared to the EIED 5 seconds after the SBV Actuator resolver signals disagree by more than 19.0% Stroke, and the cause is
undetermined.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM), to isolate this fault. The Yellow and Violet Harnesses connect FADEC "A" to its SBV Actuator
circuit, and the Blue and Brown Harnesses connect FADEC "B" to its SBV Actuator circuit. If all values appear normal, download the Non-Volatile
Memory (NVM) files from all 4 FADECs and send to CFE for analysis.

If the fault can't be cleared by setting the Ignition switch to MOTOR and depressing the FADEC Memory Clear button, then the fault is still active. Look at
Variables CSBX and XSBX for a split of 19% stroke. This fault normally should be declared by both FADECs. If the fault is intermittent, look for an erratic
shift or fluctuation in either CSBX or XSBX statically or during ground run, when speed and valve position changes can be induced above idle. Compare
with other engine's CSBX and XSBX values and the modeled feedback value of SBXREF.

If a FADEC is suspected, the FADEC should be installed in another engine, the fault cleared using ignition switch to MOTOR and FADEC Memory Clear
button. A functional test should be performed to determine if the fault recurs on the same FADEC, prior to rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Slow Engine Response Arinc Label / Bit No 360-13

Variable Variable Description

FL417 16-bit word: bit 2 = "1" when slow engine response is flagged.

Possible Causes
The Slow Engine Response fault may be declared to the EIED 5 seconds after the FADEC with the fault message is in control and the following is true (the
engine is in a reversionary control mode which slows acceleration/deceleration rates for engine protection) :

1. the selected and crosstalk HMU Fuel Metering Valve feedback positions differ by at least 7.0%; OR
2. both the selected and crosstalk PS3 sensors in the FADECs have failed AND the P0 "model" has failed due to the loss of P0, Mach Number or N1
Sensors; OR
3. all four ambient pressure P0 sensor inputs (one from each FADEC and ADC Channels 1 and 2) have failed.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) and the Aircraft Maintenance Manual (AMM), as required, to troubleshoot this fault.

Troubleshoot the messages that may accompany this fault, such as "Wf Soft Fault", "PS3 Local Fault", "P0 Range Fault", or other Air Data Computer or
N1 speed faults.

Download the Non-Volatile Memory (NVM) files from all 4 FADECs and send to CFE for analysis.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Software Versions Disagree Arinc Label / Bit No 361-22

Variable Variable Description

CVERS A Binary Number that defines Software Version - see Suggestions
FL421 16-bit word: bit 4, bit=1 if software between 2 FADECs differs.

Possible Causes
The Software Versions Disagree fault is declared if:

1. the software identifiers for each of the two FADECs on one engine disagree; AND
2. both FADECs are powered; AND
3. there is good Crosstalk between the two FADECs.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) for Troubleshooting this message.

CAUTION: It is possible to have both FADECs with one software version on one engine, while the opposite engine has FADECs with another software
version. This configuration will NOT cause the "Software Versions Disagree" message to declare on the EIED. These different software configurations on
the same aircraft are not authorized by the CFE Company or Dassault Aviation.

To determine the installed FADEC software version, select a FADEC and view the Variable "CVERS". The "CVERS" value should be compared between
all 4 FADECs to determine which FADEC(s) may require a software update prior to return to service. The Value is displayed in "Binary" language,
however, as of the release of this software, two possible software versions were possible, as shown below:

CVERS = 1101 0000 0110 0100 for FADEC P/N 4106T48P17, Version V6.3 (Hexadecimal equivalent is "D064").
CVERS = 1101 0000 0110 0111 for FADEC P/N 4106T48P19, Version V6.5 (Hexadecimal equivalent is "D067").

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Start Signal Failed Arinc Label / Bit No 364-16

Variable Variable Description

FL420B 16-bit word: bit 2, Start Button Failed flag set if bit = "1".
CADISN 16-bit word: bit 10, Start Valve, Selected FADEC, "1" = Open.
XADISN 16-bit word: bit 10, Start Valve, Crosstalk FADEC, "1" = Open.
WD033A 16-bit word: bit 6, Starter ON, Engine 2, bit = "1", Valve Open.
WD033B 16-bit word: bit 0, Starter ON, Engine 1, bit = "1", Valve Open.

Possible Causes
The Start Signal Failed fault is declared to the EIED 6.6 seconds after engine start is achieved, when the following is true:

1. the start was achieved without the FADEC receiving the pylon-located Start Valve full open position signal; OR
2. the Start Valve signals to the 2 FADECs are different for at least 3 seconds (one valve full open, one not full open).

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) when troubleshooting this fault.

If the aircraft experiences low rotational speeds during the start sequence or a "Hung Start" fault message is declared, then the pylon valve may not be
opening fully due to low air pressure supply from the Auxiliary Power Unit (APU), air leaks or other reasons. Low rotational speeds could also be caused
by a damaged Air Turbine Starter (ATS), however, the "Start Signal Failed" message would not likely be displayed.

Select a FADEC that declared the fault and look at Variables CADISN & XADISN, Bit position 10, Start Valve position. Signals are being received by the
FADECs through the ARINC 429 harness connectors, E1 for FADEC "A" and E2 for FADEC "B" connectors. During an engine start, both Bit position 10s
should have the value "0" when Valve is closed and "1" when Valve is full open. Look for a conflict in signals during the start to isolate faulty circuit. If
both Bit 10s remain "0", and motoring speed is lower than the typical 30.0% N2, then troubleshoot the airframe start system.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Starter Cutout Fault Arinc Label / Bit No 364-22

Variable Variable Description

FL418 16-bit word: bit 5, equals "1" after Starter Cutout Fault.
WD033B 16-bit word: bit 0, Starter On Engine 1, equals "1" when ON.
WD033A 16-bit word: bit 6, Starter On Engine 2, equals "1" when ON.
CADISN 16-bit word: bit 10, Start Valve, Selected FADEC, "1" = Open.
XADISN 16-bit word: bit 10, Start Valve, Crosstalk FADEC, "1" = Open.

Possible Causes
The Starter Cutout Fault is declared to the EIED immediately if the following is true:

1. if after 1 second following the Starter Cutout Driver being energized ON, that no current flow is observed due to an open circuit; OR
2. if after 5 seconds following the Starter Cutout Driver being energized on, and the FADEC declaring the fault is in command during the start, the ARINC
input from the FQMC indicates the Start Valve is still open after it had been commanded closed.

Suggested Troubleshooting
Refer to the Aircraft Light Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) to troubleshoot this fault.

Check the ARINC harness at the FADEC that declared the message for security, at both the FADEC and at the airframe pylon. Perform resistance
checks, per the LMM, through the E1 connector for FADEC "A" or the E2 connector for FADEC "B". This is a check of the Starter Cutout Relay located on
the Start Printed Circuit Board in the Forward Service Bay of the aircraft. Refer to the AMM to troubleshoot these L15EX and R15EX PC Boards, and to
determine whether or not they can be swapped for troubleshooting purposes to isolate the fault.

If the FADEC is suspected as causing the fault, first move the FADEC to another position or engine, clear fault message by setting the Ignition switch to
MOTOR and depressing the FADEC Memory Clear button, then functionally test the FADEC to determine if fault recurs, before rejecting the unit. The
Non-Volatile Memory (NVM) files from the 4 FADECs can be downloaded and sent to a CFE representative for further analysis.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message T2 Heater Fault Arinc Label / Bit No 362-17

Variable Variable Description

T2M Selected T2 Temperature, in degrees F.
CT2M T2 Temperature, Inlet Sensor, Selected FADEC, in degrees F.
FL411 16-bit word: bit 2 = T2 Heater Fault Flag; "1"= fail, "0" =pass.
T2SAM1 Selected T2 Value at start of NAI Test.
T2SAM2 Selected T2 Value at end of NAI Test (10.496 seconds).
WD030B 16-bit word: bit 1= NAION Eng 2, bit 2 = NAION Eng 1.
PCNG Selected N2 Speed, in percent rpm.
WD033B 16-bit word: bit 2, N1 Synchronization, equals "1" when ON.

Possible Causes
The T2 Heater Fault is declared to the EIED immediately after failing a Nacelle Anti-Ice (NAI) check, if the Variable CT2M for each FADEC does not rise
the required 2.8 F (1.5 C) by end of T2 Heater Test. At the end of test, T2SAM2 minus T2SAM1, must be greater than 2.8 F (1.5 C) for the test to pass.

NOTE: The T2 Heater Test Bit, Fault Flag FL411, Bit 2, is indicated as failed when Bit 2 changes from "0" to "1". Software Versions V6.5, and
subsequent, latch this fault, and it cannot be cleared until a successful NAI test is performed and Bit 2 changes from "1" back to "0".

Suggested Troubleshooting
Refer to the Airplane Flight Manual (AFM) to troubleshoot this fault. Aircraft dispatch is restricted if the T2 Heater Fault is present.

The NAI test is performed once-per-day during pre-taxi check. The following conditions are required to initiate the test:
1) engine has reached idle; 2) weight is on wheels; 3) the throttle is in forward idle detent; 4) NAI has not been turned on during the 2 previous minutes; 5)
NAI is ON; and 6) N1 Synchronization is ON (not a normal ground position - reset to OFF after test). The test must run for 12 seconds to determine if the
proper temperature rise is seen by the engine intake T2 Sensor. The rise in T2 is caused by warmer airflow at idle from the T2 Sensor's heating element.
If the operator fails to turn N1 Sync off, and turns on NAI, this could cause the test to fail. A Nacelle Anti-Ice retest is then recommended after 2 minutes,
minimum.

If test parameters are met, the test begins. T2 Sensor heating element receives 28 vdc power from the NAI switch in cockpit. Troubleshoot heating
element and power source circuit, if suspected. When performing the NAI test with T2 Heater Fault displayed, Fault Flag FL411, bit 2, will change from
"1" to "0" at the end of the test when it passes. Then the message can be cleared by setting the Ignition switch to MOTOR and by depressing the FADEC
Memory Clear button.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message T2 Heater On, Engine Off Arinc Label / Bit No 362-24

Variable Variable Description

CT2M T2 Temperature, Inlet Sensor, Selected FADEC, in degrees F.
WD030B 16-bit Word: bit 1 = NAI ON, Engine 2; bit 2 = NAI ON Engine 1.
FL420A 16-bit word: bit 7, T2 Htr On-Eng Off, bit = "1" when too hot.

Possible Causes
The T2 Heater On, Engine Off fault declared 30 seconds after the following is true:

1. the local FADEC's input from the engine T2 Sensor indicates greater than 93.3 C (199.9 F) and N2 is less than 10.0%, when the crosstalk is bad (see
"Crosstalk Fault"); OR
2. both FADECs inputs from the engine's T2 Sensor indicate greater than 93.3 C (200 F), when crosstalk is good.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.

This fault is common if the Nacelle Anti-ice switch is left ON with engine not running, but the aircraft is powered up. The Nacelle Anti-Ice (NAI) switches
(ENG 1 and ENG 2) provides the 28 vdc power supply to the engine T2 Sensor in the engine inlet. If this is the case, turn NAI switch OFF. Allow T2
Sensor to cool below 199.9 F (93.3 C), then clear T2 Heater On, Engine Off fault message(s) by setting the Ignition switch to MOTOR and by depressing
the FADEC Memory Clear Button.

The engine inlet sensor's values can be viewed using CT2M. The Variable WD030B, Bits 1 and 2 can be viewed to look at Nacelle Anti-ice switch
positions to verify they are OFF when commanded OFF (Bits = "0" when OFF). Replace the T2 Sensor only if it fails its resistance check, per the LMM,
and the NAI re-test does not allow for the reset of the message.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message T2 Range Fault Arinc Label / Bit No 362-11

Variable Variable Description

T2M Selected T2 Temperature, in degrees F.
CT2M T2 Temperature, Inlet Sensor, Selected FADEC, in degrees F.
XT2MC T2 Inlet Temperature (corrected), crosstalk FADEC, in degrees F.
A1T2M T2 Temperature, ADC Channel 1 Sensor, in degrees F.
A2T2M T2 Temperature, ADC Channel 2 Sensor, in degrees F.
ISTAT 16-bit word: bit 9, T2 Range Fault flagged when bit = "1".

Possible Causes
The T2 Range Fault is declared to the EIED 30 seconds after the input from the engine T2 sensor is not between -90.0 C (-130 F) and +93.3 C (200 F).

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to troubleshoot this fault.

This fault is normally declared by only one FADEC, and it indicates there is an isolated fault with 1 of 2 temperature elements in the sensor. However, if
both elements fail or if the connector on the engine inlet-mounted T2 Sensor becomes loose, the range fault can be declared on both FADECs. Ensure
the ratcheting self-locking feature of the electrical connector on the Gray Harness is functioning; if ratcheting feature is not functioning, replace the Gray
Harness.

Select the FADEC which declared the fault and look at Variable CT2M to determine if the value is out of range. Select the remaining 3 FADECs and look
at their values of CT2M for a relative comparison to confirm a significantly different value. Troubleshoot the circuit, per the LMM.

If the FADEC is suspected as causing the T2 Range Fault, move the FADEC to a different position or engine, clear the message by setting the Ignition
switch to MOTOR and by depressing the FADEC Memory Clear button, then functionally test the FADEC to determine if fault follows the FADEC, prior to
rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message T2 Soft Fault - ADC to Local T2 Arinc Label / Bit No 362-14

Variable Variable Description

T2M Selected T2 Temperature, in degrees F.
CT2M T2 Temperature, Inlet Sensor, Selected FADEC, in degrees F.
A1T2M T2 Temperature, ADC Channel 1 Sensor, in degrees F.
A2T2M T2 Temperature, ADC Channel 2 Sensor, in degrees F.
FL420A 16-bit word: bit 3, ADC T2 Soft Fault flagged when bit = "1".
CAMN Mach Number input to the selected FADEC.
XAMN Mach Number input to the Crosstalk FADEC.

Possible Causes
The T2 Soft Fault - ADC to Local T2, is declared to the EIED 30 seconds after the following is true:

1. the Air Data Computer (ADC) T2 input and the local engine T2 Sensor input to FADEC disagree by more than 11.7 C (21.1 F); AND
2. the Mach Number is greater than 0.30; AND
3. there is no "T2 Range Fault" detected by the same FADEC (see "T2 Range Fault" for description).

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM), to troubleshoot this fault.

Select a FADEC with the message and look at ADC T2 Variables A1T2M and A2T2M, and engine inlet sensor T2 Variable CT2M. Look for a shift in the
ADC values toward the 11.7 C (21.1 F) needed to trigger the fault. This T2 error normally occurs in flight (or when a mach number of greater than 0.30
was simulated), but won't appear until 30 seconds after landing rollout. Check these values for the remaining 3 FADECs to help isolate the circuit.

Data from each ADC1 and ADC2 Channel are branched off to each of the 4 FADECs. The ADC inputs enter the FADEC through serial data wires in the
ARINC 429 Harnesses; the E1 connector for FADECs "A" and E2 connector for FADECs "B". Refer to LMM, Troubleshooting, and the AMM for pin
identification.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message T2 Soft Fault - Local to Crosstalk Arinc Label / Bit No 362-13

Variable Variable Description

T2M Selected T2 Temperature, in degrees F.
CT2M T2 Temperature, Inlet Sensor, Selected FADEC, in degrees F.
A1T2M T2 Temperature, ADC Channel 1 Sensor, in degrees F.
A2T2M T2 Temperature, ADC Channel 2 Sensor, in degrees F.
FL420A 16-bit word: bit 2, T2 Soft Fault flagged when bit = "1".

Possible Causes
The T2 Soft Fault - Local to Crosstalk is declared to the EIED 30 seconds after the following is true:

1. the difference between to the two engine T2 Sensor values transmitted to the FADECs is greater than 2.8 C (5.0 F); AND
2. neither FADEC declares a "T2 Range Fault" (see "T2 Range Fault" for description).

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to troubleshoot this fault.

Select one of the FADECs declaring the fault and look at CT2M. Compare with other 3 FADEC's T2 values to determine which value has shifted beyond
the average.

Resistance checks of the suspect circuit may confirm the primary component, either the T2 Sensor or the Gray Harness. If the FADEC is suspected as
the primary cause for the soft fault, move the FADEC to the opposite engine, clear the fault messages by setting the Ignition switch to MOTOR and by
depressing the FADEC Memory Clear button, then functionally test the FADEC to determine if fault follows the FADEC, prior to rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message T4.5 Exceedance Arinc Label / Bit No 360-20

Variable Variable Description

T45M Selected T4.5 (Inter-Turbine Temperature), in Degrees F.
CT45MX T4.5 (Inter-Turbine Temperature), Selected FADEC, in Degrees F.
XT45MX T4.5 (Inter-Turbine Temperature), Crosstalk FADEC, in Degrees F.
T45HC Selected T4.5 (Inter-Turbine Temperature), in Degrees C.
FADFW3 16-bit word, bit 6, T4.5 Exceedance flagged when bit = "1".

Possible Causes
The T4.5 Exceedance fault is declared to the EIED 2 seconds after the T4.5 (Inter-Turbine Temperature) exceeds one of the following two limits:

1. 864 C (1587.2 F) when not in APR; OR

2. 890 C (1634.0 F) while APR performance schedule is activated and scheduled.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) and Aircraft Maintenance Manual (AMM) for troubleshooting this fault. Determine from flight crew
the maximum T4.5 (ITT) level observed and number of seconds at that peak temperature. Compare this value with T4.5 Exceedance Limits, per Airplane
Flight Manual and CFE738 Light Maintenance Manual, and perform recommended maintenance (for example, no action, borescope inspection or engine
disassembly, based on temperature and duration). Visually inspect the engine intake and exhaust for damage. Refer to the LMM, Troubleshooting,
Procedure 1A for additional inspection requirements. Download the Non-Volatile Memory (NVM) files from all 4 FADECs and send to your CFE
representative for analysis.

The FADEC Hot Start Prevention logic will protect the engine from a T4.5 Exceedance during ground starts with Weight on Wheels. If the T4.5
Exceedance occurred in flight during engine start, check for Bleed Valves not fully closed, low air pressure available to the Starter due to air leaks or low
Auxiliary Power Unit (APU) output, Starter damage, internal engine damage, or Wing Anti-Ice selected on by itself at high altitudes. If the T4.5
Exceedance was accompanied by an "SBV Position Fault", work that fault to determine if there was excessive compressor bleed. If only ITT increased,
but all other engine parameters remained constant, look at the Variables CT45MX and XT45MX to see if there is a large difference between the two; the
Variable T45M is normally the average of these two. Troubleshoot the T4.5 circuits for each FADEC to isolate the Thermocouple half, the Red Harness or
Gray Harness.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message T4.5 Local Fault Arinc Label / Bit No 363-19

Variable Variable Description

T45M Selected T4.5 (Inter-Turbine Temperature), in Degrees F.
CT45MX T4.5 (Inter-Turbine Temperature), Selected FADEC, in Degrees F.
XT45MX T4.5 (Inter-Turbine Temperature), Crosstalk FADEC, in Degrees F.
T45HC Selected T4.5 (Inter-Turbine Temperature), in Degrees C.
PCNG Selected N2 Speed, in percent rpm.
ISTAT 16-bit word, bit 10, T4.5 Local Fault Flagged when bit = "1".

Possible Causes
The T4.5 Local Fault is declared to the EIED after 30 seconds when one of the following conditions is true:

1. there is a signal conversion fault within the FADEC; OR

2. the T4.5 (ITT) value is not between -148.9 C (-236.0 F) and +1093.3 C (1999.9 F), and the low-end of T4.5 range is checked after reaching idle; OR
3. if the T4.5 signals to each FADEC differ by more than 167 C (300.6 F) when N2 is greater than 50.0% AND the T4.5 signal to the FADEC declaring the
fault is the cause.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to troubleshoot this fault. NOTE: Per the LMM wiring diagrams, the L/H Thermocouple Harness
goes to FADEC "A", and the R/H Harness goes to FADEC "B". These two values are normally averaged to get the selected value, T45M. The wiring
diagrams are being reviewed as of this writing. Confirm you have isolated the correct circuit through actual resistance checks before replacing a Left or
Right thermocouple half.

1. View T45M, CT45MX and XT45MX. If T45M is significantly different from the other two Variables or their average, this could be caused by a
temperature conversion problem within the FADEC. Move the FADEC declaring the message to the other engine, clear the fault messages by setting the
Ignition switch to MOTOR and by depressing the FADEC Memory Clear button, then functionally test the FADEC to determine if fault follows the FADEC,
prior to rejecting the unit. Send the NVM files from the 4 FADECs to CFE.

2. The FADEC declaring the fault may have an out-of-range T4.5 value. Look at Variables CT45MX and XT45MX to determine if the T4.5 is below the low
end of range. Clear fault and restart the engine to get fault to recur. Replace the isolated component.

3. View Variables CT45MX and XT45MX to determine if they are split near the 167 C limit. View opposite engines values at the same static or operating
conditions, for a relative comparison. Suspect the circuit that declared the fault. Perform T45 Thermocouple and Red and Gray Harnesses resistance
checks, per CFE738 Light Maintenance Manual, to confirm component before replacement.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message T4.5 Soft Fault Arinc Label / Bit No 363-20

Variable Variable Description

T45M Selected T4.5 (Inter-Turbine Temperature), in Degrees F.
CT45MX T4.5 (Inter-Turbine Temperature), Selected FADEC, in Degrees F.
XT45MX T4.5 (Inter-Turbine Temperature), Crosstalk FADEC, in Degrees F.
T45HC Selected T4.5 (Inter-Turbine Temperature), in Degrees C.
PCNG Selected N2 Speed, in percent rpm.
ICSOFT 16-bit word, bit 10, T4.5 Soft Fault flagged when bit = "1".

Possible Causes
The T4.5 Soft Fault is declared to the EIED after 30 seconds when the following is true:

1. the T4.5 (Inter-Turbine Temperature) signals to each FADEC differ by more than 167C (300.6); AND
2. N2 is greater than 50.0%.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) to troubleshoot this fault. NOTE: Per the LMM wiring diagrams, the L/H Thermocouple Harness
goes to FADEC "A", and the R/H Harness goes to FADEC "B". These two values are normally averaged to get the selected value, T45M. The wiring
diagrams are being reviewed as of this writing. Confirm you have isolated the correct circuit through actual resistance checks before replacing a Left or
Right thermocouple half.

View Variables CT45MX and XT45MX to determine if they are split near the 167 C limit. View opposite engines values at the same static or operating
conditions, for a relative comparison. Perform T45 Thermocouple and Red and Gray Harnesses resistance checks, per CFE738 Light Maintenance
Manual, to confirm component before replacement. Full split might not be seen until engine is operating, and fault will not recur after it is cleared until N2
reaches at least 50.0%.

Perform resistance checks on components in the circuit: T45 Thermocouple Harness; Red Harness; and Gray Harness, per CFE738 Light Maintenance
Manual. If one of the FADECs is suspected, move the FADEC to the opposite engine, clear the fault messages by setting the Ignition switch to MOTOR
and by depressing the FADEC Memory Clear button, then functionally test the FADEC to determine if fault follows the FADEC, prior to rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Thrust Limitation Arinc Label / Bit No 360-14

Variable Variable Description

FL417 16-bit word: bit 4, when Thrust Limitation active, bit = "1".

Possible Causes
The Thrust Limitation fault is declared to the EIED 5 seconds after other related faults cause the Control System to command a reversionary control mode;
this can be caused one of the following:

1. a confirmed Variable Geometry (VG) fault that lasted at lease 1/10th of a second (troubleshoot VG fault message); OR
2. all the input sensors to the FADEC in-control for one or more of the following parameters, had failed --- P0 (ambient pressure), VGX (VG Actuator %
stroke), PCNF (fan speed) or SBX (SBV Actuator % stroke).

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.

The Thrust Limitation fault message is not a latched message. After the thrust limitation bit is cleared, the fault will clear off the EIED when the fault page
is cycled. Troubleshoot the remaining fault message or messages.

To better understand the event and its cause, it is recommended that the Non-Volatile Memory (NVM) files be downloaded from all 4 FADECs and sent to
your CFE representative for analysis.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Deploy Circuit Failure Arinc Label / Bit No 365-13

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
XADISN 16-bit word: bit 8 = crosstalk FADEC nose WOW.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Deploy Circuit Failure fault declared to the EIED 5 seconds after there is a Deploy fault in the Thrust Reverser (TR) sensing circuit.

This fault indicates a problem specifically with the deploy switches or circuit.

CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.
The FADEC looks at the TR Stow, Unstow and Deploy switches on the TR that are hardwired to each FADEC at the ARINC 429 harnesses at connector
E1 (for FADEC "A") or E2 connector (for FADEC "B"), and these switch positions are crosstalked to the opposite FADEC. The switches are viewed as
either "1" or "0"; there are 71 different switch combinations that the FADEC evaluates.

Select a FADEC with the fault message and look at Variables CDISIN and XDISIN, and bit position numbers 0, 5 and 6 (NOTE: Bit position 5 for both
Variables are the Deploy switches, the problem area for this fault message). With the TRs stowed, the bits should equal "0", "0" and "1", and when
deployed the bits should equal "0", "1", and "0". The Unstow switch will be seen changing during door transition. Isolate the switch that is not reacting to
TR door position as it should. Confirm the source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Indeterminate Fault Arinc Label / Bit No 365-14

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
FLTR 16-bit word: bit 2 = TR Inoperative, equals "1" when true.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Indeterminate Fault is declared to the EIED 5 seconds after the Thrust Reverser (TR) sensing circuit due to the switch configuration. This fault is
set if the following is true:

1. the TRCASE value indicates an indeterminate condition, meaning the combination of the Stow, Unstow and Deploy switch positions don't make logical
sense for the FADEC to determine if the doors are open, closed or transitioning; OR
2. if the TR is not installed or is disabled, AND Weight is ON Wheels, AND TR is sensed in either the stowed, unstowed, transition or deployed position.
CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.
The FADEC looks at the TR Stow, Unstow and Deploy switches on the TR that are hardwired to each FADEC at the ARINC 429 harnesses at connector
E1 (for FADEC "A") or E2 connector (for FADEC "B"), and these switch positions are crosstalked to the opposite FADEC. The switches are viewed as
either "1" or "0"; there are 71 different switch combinations that the FADEC evaluates.

Select a FADEC with the fault message and look at Variables CDISIN and XDISIN, and bit position numbers 0, 5 and 6. With the TRs stowed, the bits
should equal "0", "0" and "1", and when deployed the bits should equal "0", "1", and "0". The Unstow switch will be seen changing during door transition.
Isolate the switch that is not reacting to TR door position as it should. Confirm the source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Logic Disabled, Was Enabled Arinc Label / Bit No 361-16

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
FLTR 16-bit word: bit 5 = TR Disabled, equals "1" when true.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Logic Disabled, Was Enabled fault is declared to the EIED immediately if the following is true:

1. Weight is ON Wheels; AND

2. N2 is less than 7.0%; AND
3. the FADEC sees that Thrust Reverser is now disabled (not connected in pylon, for example); AND
4. the previous time the FADEC was powered showed it was connected, or enabled.
CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault. This is a common
fault during maintenance if the TR harness is disconnected. You can look at Variable FLTR, Bit position 5, which will equal "1" if the TR is disabled and
previous FADEC power-up showed it as enabled. The fault message should clear by setting the Ignition switch to MOTOR and depressing the FADEC
Memory Clear button in cockpit Maintenance Panel. If this is the case, no further action is required.

TR switches may be viewed by selecting a FADEC with the fault message and look at Variables CDISIN and XDISIN, and bit position numbers 0, 5 and 6.
With the TRs stowed, the bits should equal "0", "0" and "1", and when deployed the bits should equal "0", "1", and "0". The Unstow switch will be seen
changing during door transition. Isolate the switch that is not reacting to TR door position as it should. Confirm the source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Logic Enabled, Was Disabled Arinc Label / Bit No 361-17

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
FLTR 16-bit word: bit 6, TR Enabled, equals "1" when true.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Logic Enabled, Was Disabled fault is declared to the EIED immediately when the following is true:

2. if Weight is ON Wheels; AND

2. N2 is less than 7.0%; AND
3. if FADEC sees that the Thrust Reverser is enabled (connected in pylon, for example), AND
4. the previous time the FADEC was powered showed it was not connected, or disabled.
CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault. This is a common
fault during maintenance if the TR harness is re-connected. You can look at Variable FLTR, Bit position 6, which will equal "1" if the TR is disabled and
previous FADEC power-up showed it as enabled. The fault message should clear by setting the Ignition switch to MOTOR and depressing the FADEC
Memory Clear button in cockpit Maintenance Panel. If this is the case, no further action is required.

Select a FADEC with the fault message and look at Variables CDISIN and XDISIN, and bit position numbers 0, 5 and 6. With the TRs stowed, the bits
should equal "0", "0" and "1", and when deployed the bits should equal "0", "1", and "0". The Unstow switch will be seen changing during door transition.
Isolate the switch that is not reacting to TR door position as it should. Confirm the source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Not Deployed When Commanded Arinc Label / Bit No 365-16

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
FLTRF 16-bit word: Bit 0, TR Not Deployed, equals "1" when true.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Not Deployed When Commanded fault is declared to the EIED 4.7 seconds after the Thrust Reverser is commanded to deploy, but it does not
deploy.

CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.
The FADEC looks at the TR Stow, Unstow and Deploy switches on the TR that are hardwired to each FADEC at the ARINC 429 harnesses at connector
E1 (for FADEC "A") or E2 connector (for FADEC "B"), and these switch positions are crosstalked to the opposite FADEC. The switches are viewed as
either "1" or "0"; there are 71 different switch combinations that the FADEC evaluates.

Troubleshoot the TR hydraulic and mechanical systems for this fault, refer to the AMM. If required, select a FADEC with the fault message and look at
Variable FLTRF, Bit position 0, which will equal "1" when this fault is true. Then look at Variables CDISIN and XDISIN, and bit position numbers 0, 5 and
6. With the TRs stowed, the bits should equal "0", "0" and "1", and when deployed the bits should equal "0", "1", and "0". The Unstow switch will be seen
changing during door transition. Isolate the switch that is not reacting to TR door position as it should. Confirm the source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Not Stowed When Commanded Arinc Label / Bit No 365-15

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
FLTRF 16-bit word: bit 6, TR Not Stowed, equals "1" when true.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Not Stowed When Commanded fault is declared to the EIED 6.0 seconds after Thrust Reverser is commanded to stow but does not stow.

CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.
The FADEC looks at the TR Stow, Unstow and Deploy switches on the TR that are hardwired to each FADEC at the ARINC 429 harnesses at connector
E1 (for FADEC "A") or E2 connector (for FADEC "B"), and these switch positions are crosstalked to the opposite FADEC. The switches are viewed as
either "1" or "0"; there are 71 different switch combinations that the FADEC evaluates.

Troubleshoot the TR hydraulic and mechanical systems for this fault, refer to the AMM. If required, select a FADEC with the fault message and look at
Variable FLTRF, Bit position 6, which will equal "1" when this fault is true. Then look at Variables CDISIN and XDISIN, and bit position numbers 0, 5 and
6. With the TRs stowed, the bits should equal "0", "0" and "1", and when deployed the bits should equal "0", "1", and "0". The Unstow switch will be seen
changing during door transition. Isolate the switch that is not reacting to TR door position as it should. Confirm the source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Return to Idle Command Arinc Label / Bit No 361-15

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
XADISN 16-bit word: bit 8 = crosstalk FADEC nose WOW.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Return to Idle Commanded fault is declared to the EIED after 4.7 seconds when Thrust Reverser (TR) is installed and the following is true:

1. TR is not deployed; Weight is ON Wheels and throttle (PLA) is in the Reverse Idle quadrant; OR
2. TR is not stowed, Weight is ON Wheels and PLA is in the Forward Idle quadrant; OR
3. TR is not stowed and Weight is OFF Wheels.
CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
This is a Class 2 Pilot Notification. The FADEC commands the engine to idle speed based on the switch positions of the TR doors. Refer to the Aircraft
Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.
The FADEC looks at the TR Stow, Unstow and Deploy switches on the TR that are hardwired to each FADEC at the ARINC 429 harnesses at connector
E1 (for FADEC "A") or E2 connector (for FADEC "B"), and these switch positions are crosstalked to the opposite FADEC. The switches are viewed as
either "1" or "0"; there are 71 different switch combinations that the FADEC evaluates.

Troubleshoot the TR hydraulic and mechanical systems for this fault, refer to the AMM. Select a FADEC with the fault message and look at Variables
CDISIN and XDISIN, and bit position numbers 0, 5 and 6. With the TRs stowed, the bits should equal "0", "0" and "1", and when deployed the bits should
equal "0", "1", and "0". The Unstow switch will be seen changing during door transition. Isolate the switch that is not reacting to TR door position as it
should. Confirm the source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Return to Idle Commanded Arinc Label / Bit No 365-11

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
XADISN 16-bit word: bit 8 = crosstalk FADEC nose WOW.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Return to Idle Commanded fault is declared to the EIED after 4.7 seconds when Thrust Reverser (TR) is installed and the following is true:

1. TR is not deployed; Weight is ON Wheels and throttle (PLA) is in the Reverse Idle quadrant; OR
2. TR is not stowed, Weight is ON Wheels and PLA is in the Forward Idle quadrant; OR
3. TR is not stowed and Weight is OFF Wheels.
CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
This is a Class 3 Maintenance Message. The FADEC commands the engine to idle speed based on the switch positions of the TR doors. Refer to the
Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault. The FADEC looks at the TR
Stow, Unstow and Deploy switches on the TR that are hardwired to each FADEC at the ARINC 429 harnesses at connector E1 (for FADEC "A") or E2
connector (for FADEC "B"), and these switch positions are crosstalked to the opposite FADEC. The switches are viewed as either "1" or "0"; there are 71
different switch combinations that the FADEC evaluates.

Troubleshoot the TR hydraulic and mechanical systems for this fault, refer to the AMM. Select a FADEC with the fault message and look at Variables
CDISIN and XDISIN, and bit position numbers 0, 5 and 6. With the TRs stowed, the bits should equal "0", "0" and "1", and when deployed the bits should
equal "0", "1", and "0". The Unstow switch will be seen changing during door transition. Isolate the switch that is not reacting to TR door position as it
should. Confirm the source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Stow or Unstow Circuit Failure Arinc Label / Bit No 365-12

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
XADISN 16-bit word: bit 8 = crosstalk FADEC nose WOW.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Stow or Unstow Circuit Failure fault is declared to the EIED 5 seconds after the Thrust Reverser (TR) sensing circuit sees a problem for 4.7
seconds with either the TR Stowed or Unstowed inputs, and the TR [and its electrical connector] are installed on the aircraft.

CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.
The FADEC looks at the TR Stow, Unstow and Deploy switches on the TR that are hardwired to each FADEC at the ARINC 429 harnesses at connector
E1 (for FADEC "A") or E2 connector (for FADEC "B"), and these switch positions are crosstalked to the opposite FADEC. The switches are viewed as
either "1" or "0"; there are 71 different switch combinations that the FADEC evaluates.

Troubleshoot the TR hydraulic and mechanical systems for this fault, refer to the AMM. Select a FADEC with the fault message and look at Variables
CDISIN and XDISIN, and bit position numbers 0, 5 and 6. (NOTE: Bit positions 0 and 6 for both Variables are the Unstowed and Stowed switches, the
problem areas for this fault message).With the TRs stowed, the bits should equal "0", "0" and "1", and when deployed the bits should equal "0", "1", and
"0". The Unstow switch will be seen changing during door transition. Isolate the switch that is not reacting to TR door position as it should. Confirm the
source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TR Switch Circuit Failure Arinc Label / Bit No 361-14

Variable Variable Description

CDISIN 16-bit word: 0, 5, 6 are TR Switches, selected FADEC.
XDISIN 16-bit word: 0, 5, 6 are TR Switches, crosstalk FADEC.
CADISN 16-bit word: bit 8 = selected FADEC nose WOW.
XADISN 16-bit word: bit 8 = crosstalk FADEC nose WOW.
TRFALT Assigned number showing TR circuit status (0-3).
TRPOS Assigned number showing TR position status (0-4).
TRMODE Assigned number showing WOW & PLA status (0-2).
TRCASE Assigned number for specific TR switch combinations (0-71).

Possible Causes
The TR Switch Circuit Failure fault is declared to the EIED 5 seconds after the following is true:

1. there is a Thrust Reverser switch failure; OR

2. when the TR position is undetermined based on switch inputs to the FADEC.

CAUTION: Setting Throttle to Reverse Idle will deploy Thrust Reverser Doors.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.
The FADEC looks at the TR Stow, Unstow and Deploy switches on the TR that are hardwired to each FADEC at the ARINC 429 harnesses at connector
E1 (for FADEC "A") or E2 connector (for FADEC "B"), and these switch positions are crosstalked to the opposite FADEC. The switches are viewed as
either "1" or "0"; there are 71 different switch combinations that the FADEC evaluates.

Troubleshoot any accompanying fault messages. This could be caused by the TR switches indicating both Deployed and Stowed at the same time. If the
Lower TR door was removed for maintenance, determine if upper door was extended manually - inspect Deploy switches. Select a FADEC with the fault
message and look at Variables CDISIN and XDISIN, and bit position numbers 0, 5 and 6. With the TRs stowed, the bits should equal "0", "0" and "1", and
when deployed the bits should equal "0", "1", and "0". The Unstow switch will be seen changing during door transition. Isolate the switch that is not
reacting to TR door position as it should. Confirm the source of the problem using the AMM.

Bit 0 = TR Unstowed Switch: When Stowed = "0", When Transitioning = "1"

Bit 5 = TR Deployed Switch: When Stowed = "0", When Deployed = "1"
Bit 6 = TR Stowed Switch: When Stowed = "1", When Not Stowed = "0"

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TWf Local Fault Arinc Label / Bit No 363-21

Variable Variable Description

TWFM Selected Fuel Temperature, in Degress F.
CTWFM Fuel Temperature (inside HMU), selected FADEC, in Degrees F.
XTWFM Fuel Temperature (inside HMU), crosstalk FADEC, in Degrees F.
ISTAT 16-bit word: bit 11, when Twf Local Fault is true, bit = "1".

Possible Causes
The TWf Local Fault is declared to the EIED 30 seconds after one of the following is true (Twf is the symbol for fuel temperature):

1. there is a signal conversion fault within the FADEC; OR

2. if the fuel temperature value for the FADEC declaring the fault is not between -59.4 C (138.9 F) and +179.4 C (354.9 F); OR
3. the TWf values disagree by more than 11.1 C (20.0 F), and the circuit half for the FADEC declaring the message is the cause.

NOTE: The Fuel Temperature sensing elements are located inside the HMU and are not replaceable in the field.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.

1. If the fault is caused by a signal conversion fault within the FADEC, the Variable TWFM may be significantly different than either half of the fuel temp
circuit; the RTD element for the selected FADEC is Variable CTWFM, and for the crosstalk FADEC the Variable is XTWFM. Before replacing the FADEC
for conversion fault, move the FADEC to the opposite engine, clear the fault messages by setting the Ignition switch to MOTOR and by depressing the
FADEC Memory Clear button, then functionally test the FADEC to determine if fault follows the FADEC, prior to rejecting the unit.

2. For a range fault, select the FADEC transmitting the fault message and view Variable CTWFM. If the fault is still active and won't clear, this value
should fall outside the range noted in the Causes section, above. If not active, check for fluctuating readings; check the other engine for comparison.
Check Yellow and Blue Harness circuits for security and resistance checks, per the LMM.

3. Select the FADEC declaring the fault and look at Variables CTWFM & XTWFM for a split of 11.1 C (20.0 F), if fault won't clear. If not, the value may be
erratic. This is similar to the "TWf Soft Fault", however, the circuit has been isolated versus being undetermined.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message TWf Soft Fault Arinc Label / Bit No 363-22

Variable Variable Description

TWFM Selected Fuel Temperature, in Degress F.
CTWFM Fuel Temperature (inside HMU), selected FADEC, in Degrees F.
XTWFM Fuel Temperature (inside HMU), crosstalk FADEC, in Degrees F.
ICSOFT 16-bit word: bit 11,when Twf Soft Fault is true, bit = "1".

Possible Causes
The TWf Soft Fault is declared to the EIED 30 seconds after the local and crosstalk sensor values differ by more than 11.1 C (20.0 F).

NOTE: The Fuel Temperature sensing elements are located inside the HMU and are not replaceable in the field.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.

Both FADECs on the engine should declare this fault, since the logic can't determine which half of the temperature sensing element is drifting out of
tolerance.

Select one of the FADECs declaring the fault and look at Variables CTWFM and XTWFM for difference of 11.1 C (20.0 F), if active fault. If the fault can be
cleared, one of the two values may be erratic; an engine run may be required to get the erratic signal and to get the fault to recur. Check for loose Yellow
& Blue Harness connectors and perform electrical checks, per Light Maintenance Manuals, prior to replacing an HMU.

If a FADEC is suspected as the cause of the Twf Soft Fault, move the suspect FADEC to the opposite engine, clear the fault messages by setting the
Ignition switch to MOTOR and by depressing the FADEC Memory Clear button, then functionally test the FADEC to determine if fault follows the FADEC,
prior to rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message VG Position Fault Arinc Label / Bit No 363-28

Variable Variable Description

VGX Selected Variable Geometry Actuator position, in % stroke.
CVGX VG Actuator resolver position, selected FADEC, in % stroke.
XVGX VG Actuator resolver position, crosstalk FADEC, in % stroke.
VGXREF VG Actuator Model Signal from the FADEC, in % stroke.
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The VG Position Fault is declared to the EIED 2 minutes after the actual Variable Geometry (VG) Actuator signal resolver signal and modeled feedback
signal disagree by greater than 20.0% stroke.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.

Inspect for excessive overboard fuel leakage from the SBV Actuator/VG Actuator overboard drain line. Loss of fuel from the Rod End/Head End fuel lines
may prevent full actuation of the VG Actuator piston. Repair fuel leak, clear fault and functionally test.

Select a FADEC that declared the fault --- most likely both FADECs on the engine declared the fault. Look at the Variable VGXREF and compare with the
CVGX and XVGX for a difference in signals. This should be seen if the fault is active (can't clear off of the EIED), or if not active, some fluctuation in
values may be seen when compared to the remaining good signal resolvers. Compare with opposite engine. If the Hydromechanical Unit is not supplying
enough fuel pressure the VG Actuator to move the VG Actuator piston, the HMU may require replacement. If the fault is intermittent, the engine may have
to be run with throttle transients to induce fault.

The VG Actuator is located under the Thrust Reverser, gray sheets and composite panels. Inspect for any binding or jammed VG lever arms or rings that
could cause the difference in modeled and actual values, prior to rejecting the VG Actuator.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message VG Signal Fault Arinc Label / Bit No 363-27

Variable Variable Description

VGX Selected Variable Geometry Actuator position, in % stroke.
CVGX VG Actuator resolver position, selected FADEC, in % stroke.
XVGX VG Actuator resolver position, crosstalk FADEC, in % stroke.
VGXREF VG Actuator Model Signal from the FADEC, in % stroke.
VGITM VG Actuator Current Demand, in milliamps.
VGIM VG Actuator Current Measured, in milliamps.
VGERR VG Actuator Error signal (between VGITM & VGIM), in milliamps.
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The Variable Geometry (VG) Actuator Signal Fault is declared to the EIED 30 seconds after one of the following is true:

1. there is an isolated VG Soft Fault, that is, the difference between the signal resolvers is greater than 8.0% stroke; OR
2. there is a VG Range Fault when a resolver value is either less than -5.0% stroke or is greater than +105.0% stroke; OR
3. there was a VG Torque Motor servo loop current fault, greater than 25 milliamps difference between current commanded and measured; OR
4. there is a signal conversion fault within the FADEC.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault. NOTE: The VG signal resolvers are located in the VG Actuator,
but the Torque Motor is located within the HMU. Download NVM files and send to a CFE representative for analysis.

1. For a VG Soft Fault condition, refer to that fault message for troubleshooting; in this case, however, the FADEC that declared the message has
identified the circuit to troubleshoot.
2. For a range fault, look at Variables CVGX and XVGX for an out of limit value. Compare with VGXREF. If fault is intermittent, you may have to operate
engine and vary speeds to identify the out of limit value.
3. For torque motor, select the in-control FADEC and look at Variable VGERR for milliamps > 25.0, however, updates to the laptop may be too slow to
view. Ensure Yellow and Blue harness connectors are secure and VG Actuator harnesses check good before an HMU replacement (VG Torque Motor is
in the HMU).
4. If a FADEC signal conversion problem, this may be seen by observing VGX for a significantly different value than either CVGX, XVGX or their average
value. Before replacing FADEC, move to the opposite engine, clear the fault messages by setting the Ignition switch to MOTOR and by depressing the
FADEC Memory Clear button, then functionally test the FADEC to determine if fault follows the FADEC, prior to rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message VG Soft Fault Arinc Label / Bit No 361-20

Variable Variable Description

VGX Selected Variable Geometry Actuator position, in % stroke.
CVGX VG Actuator resolver position, selected FADEC, in % stroke.
XVGX VG Actuator resolver position, crosstalk FADEC, in % stroke.
VGXREF VG Actuator Model Signal from the FADEC, in % stroke.
ISOFT 16-bit word: bit 4, when VG Soft Fault exists, bit equals "1".
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The VG Soft Fault is declared if there is a split between the Variable Geometry Actuator's two signal resolvers of greater than 8.0% stroke, and the cause
is undetermined.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault. NOTE: The VG signal resolvers are located in the VG Actuator,
but the Torque Motor is located within the HMU. Download NVM files and send to a CFE representative for analysis.

Compare the Variable VGXREF with the two Variables CVGX and XVGX that are the two resolver feedback values. Look for a difference of greater than
8.0% stroke if the fault is active, that is, you can't clear off the EIED. If you can clear off, look for a significant variation or erratic reading to identify circuit.
Select FADEC from other engine for a comparison of values.

If a FADEC is suspected, move to the opposite engine, clear the fault messages by setting the Ignition switch to MOTOR and by depressing the FADEC
Memory Clear button, then functionally test the FADEC to determine if fault follows the FADEC, prior to rejecting the unit.

An engine run with throttle transients may be required to view split. Ensure during follow-on maintenance that the value error isn't caused by a loose or
faulty harness, since corrective action may mean replacement of the VG Actuator.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Wf Position Fault Arinc Label / Bit No 363-26

Variable Variable Description

WFX Actual Fuel Metering Valve (in HMU) feedback position, % stroke.
CWFX Fuel Metering Valve feedback position, selected FADEC, % stroke.
XWFX Fuel Metering Valve feedback position, crosstalk FADEC, % stroke
WFXPPH Actual Fuel Metering Valve (in HMU) feedback position, in pph.
CAPPH Fual Flow from Transmitter, in pph.

Possible Causes
The Wf Position Fault is declared 2 minutes after a fuel metering valve signal resolver and a modeled signal in FADEC, differ by greater than 20.0%
stroke.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) and Aircraft Maintenance Manual (AMM) when troubleshooting this fault. NOTE: The fuel
metering valve torque motor and signal resolvers are located within the Hydromechanical Unit (HMU).

If the aircraft low fuel pressure warning light was on prior to the fault, then troubleshoot the airframe fuel system. In this case, there will most likely be an
engine operational symptom due to the fuel metering valve being unable to reach its commanded position.

The metering valve position is transmitted from one signal resolver to FADEC "A" through the Yellow Harness, and another resolver to FADEC "B" through
the Blue Harness. Ensure security of electrical connectors, and perform circuit resistance checks, per the LMM prior to rejecting the HMU.

The Non-Volatile Memory (NVM) files from all 4 FADECs should be downloaded and sent to a CFE representative for analysis.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Wf Signal Fault Arinc Label / Bit No 363-25

Variable Variable Description

WFX Actual Fuel Metering Valve (in HMU) feedback position, % stroke.
CWFX Fuel Metering Valve feedback position, selected FADEC, % stroke.
XWFX Fuel Metering Valve feedback position, crosstalk FADEC, % stroke
WFXPPH Actual Fuel Metering Valve (in HMU) feedback position, in pph.
FL420A 16-bit word: bit 12, when Wf Signal Fault exists, bit equals "1"
CAPPH Fual Flow from Transmitter, in pph.
WFXERR Fuel Metering Valve Torque Motor error, in milliamps; NOTE: if "***" found in Description values, delete "***".

Possible Causes
The Wf Signal Fault is declared to the EIED 30 seconds after one of the following is true:

1. the fuel metering valve signal resolver has a soft fault that is greater than 7.0% stroke difference; OR
2. the fuel metering valve signal resolve has a range fault, where the value falls outside of the range -5.5% and +105.0% stroke; OR
3. the fuel metering valve torque motor has a servo loop current fault, that is, the current demand and feedback for the metering valve torque motor differ
by more than 25 milliamps; OR
4. there is a signal conversion fault within the FADEC.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault. NOTE: The fuel metering valve torque motor and its feedback
signal resolvers are located within the Hydromechanical Unit (HMU). The Non-Volatile Memory (NVM) files from all 4 FADECs may be downloaded and
sent to a CFE representative for analysis.

The LMM contains the HMU and Yellow and Blue Harness circuits for performing resistance checks on the circuits for the signal resolvers and torque
motors. A resolver may have its output value shifted and be difficult to pick up in a resistance check. Select the FADEC declaring the fault and look at
Variables CWFX and XWFX to determine if there is a large difference between the values. Select a FADEC from the opposite engine and compare values
with either the engine not running or operating at the same N2 speed. If FADEC "A" is declaring the fault, inspect the Yellow Harness for security and
perform resistance checks, per the LMM. If FADEC "B" is declaring the fault, inspect the Blue Harness for security and perform resistance checks, per the
LMM.

If a signal conversion fault is considered as the cause of this fault, move the FADCE that declared the fault to the opposite engine, clear the fault
messages by setting the Ignition switch to MOTOR and by depressing the FADEC Memory Clear button, then functionally test the FADEC to determine if
fault follows the FADEC, prior to rejecting the unit.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message Wf Soft Fault Arinc Label / Bit No 361-19

Variable Variable Description

WFX Actual Fuel Metering Valve (in HMU) feedback position, % stroke.
CWFX Fuel Metering Valve feedback position, selected FADEC, % stroke.
XWFX Fuel Metering Valve feedback position, crosstalk FADEC, % stroke
ICSOFT 16-bit word: bit 4, when Wf Soft Fault exists, bit equals "1"
WFXPPH Actual Fuel Metering Valve (in HMU) feedback position, in pph.
CAPPH Fual Flow from Transmitter, in pph.
PCNG Selected N2 Speed, in percent rpm.

Possible Causes
The Wf Soft Fault is declared to the EIED 5 seconds after the Fuel Metering Valve's resolver feedback signals differ by greater than 7.0% stroke, and the
resolver causing the error can't be determined.

Suggested Troubleshooting
Refer to the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.

NOTE: The fuel metering valve torque motor and its feedback signal resolvers are located within the Hydromechanical Unit (HMU). The Non-Volatile
Memory (NVM) files from all 4 FADECs may be downloaded and sent to a CFE representative for analysis.

The fault should be seen from both FADECs on the engine, since the logic can't determine which resolver is in error. Select one of the FADECs declaring
the message and look at Variables CWFX & XWFX. Look for a significant split between CWFX and XWFX; a 7.0% stroke difference between the two will
trigger the fault message. Select a FADEC on the opposite engine and compare these same values at same power settings (or statically with only power
applied to the FADEC) to try to isolate faulty metering valve circuit.

If FADEC "A" has the % stroke that has shifted, inspect the Yellow Harness for security and perform resistance checks, per the LMM. If FADEC "B" has
the % stroke that has shifted, inspect the Blue Harness for security and perform resistance checks, per the LMM.

Printed 2/13/2018
 Fault Isolation Report
FADEC Message WOW Fault Arinc Label / Bit No 365-20

Variable Variable Description

CDISIN 16-bit word: bit 1, main gear WOW hardwired, selected FADEC.
XDISIN 16-bit word: bit 1, main gear WOW hardwired, crosstalk FADEC.
CADISN 16-bit word: BIT 8, nose gear WOW serial data, selected FADEC.
XADISN 16-bit word: BIT 8, nose gear WOW serial data, crosstalk FADEC.
FL420B 16-bit word: bit 1, when WOW Fault exists, bit equals "1"

Possible Causes
The WOW Fault is declared to the EIED 2 minutes after the following is true:

1. the local Main Gear Weight On Wheels (WOW) input differs from the Nose Gear WOW, and good ARINC 429 data is received; OR
2. local and crosstalk Main Gear WOW disagree (FADEC sees one Main Gear as ground and the other Main Gear as flight); OR
3. the local and crosstalk Nose Gear WOW inputs disagree, while there is good crosstalk between FADECs and both FADECs are receiving good ARINC
429 data.

Suggested Troubleshooting
Refer to the Aircraft Maintenance Manual (AMM) and the CFE738 Light Maintenance Manual (LMM) when troubleshooting this fault.

NOTE: Power supply to software RS232 switching multiplexer, or MUX, will be lost due to a loss of grounding, if either L or R Main Gear goes to flight
mode. The Left Main WOW signal goes through relay behind pilot, then to the "A" FADECs via E1 connectors. The Right Main WOW signal goes through
relay behind co-pilot, then to the "B" FADECs via E2 connectors. If either Nose Gear WOW switch sees flight, the default value is flight. The Nose WOW
is hardwired to FQMC then spliced/junctioned and transmitted to each FADEC through the ARINC 429 E1/E2 connectors. Select a FADEC and look at
Variables CDISIN and XDISIN (Bit position 1), and CADISN and XADISN (Bit position 8) to determine if WOW is indicating on ground ("1") or flight ("0")
for each.

When FADEC 1A or 2A is selected: CDISIN Bit 1 = L.Main; XDISIN, Bit 1 = R.Main; CADISN Bit 8 = Nose input to FADEC "A"; XADISN Bit 8 = Nose input
to FADEC "B". When FADEC 1B or 2B is selected: CDISIN Bit 1 = R.Main; XDISIN, Bit 1 = L.Main; CADISN Bit 8 = Nose gear input to FADEC "B";
XADISN Bit 8 = Nose gear to FADEC "A". Look for conflicts in the WOW Bits ("1"= ground, "0"= flight mode), then troubleshoot the isolated circuit to find
cause. If a FADEC is suspected, install on another engine, clear faults and perform a functional test to get fault to repeat, prior to rejecting the FADEC.

Printed 2/13/2018