Integrated research aircraft control technology with full authority digital electronic control

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FR-11792 NASA CR-163100 INTEgrated Research Aircraft Control Technology with F,,,, Authority

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Electronic Control NAS4-2556 TASK IV NASA/USN/USAF April 1S PRATT & WHITNEY AIRCRAFT CROUP Government Products Divisior, F UNITED TECHNOLOGIES R

ABSTRACT The integrated Research Aircraft Control Technology (INTERACT) Program is a joint NASA/NAVY/USAF — sponsored activity directed toward the design and flight evaluation of advanced weapons systems of the 1980's and 1990'x. The scope of this document pro- vides baseline definitions for three major areas of the INTERACT Program: 1. Baseline System -- This definition presents the basic hardware descrip- tions of the two control systems to be utilized for the test engine dur- ing the INTERACT flight test program. These systems include the Re- search Propulsion Control (RPC) System and the Full Authority Digital Electronic Control (FADEC) System. The definition also includes the control components which are common to the two conr-ol systems.

► n Requirements -- Sysic Baseline propulsion control system operational requirements defined for the INTERACT program.

Development Plan - A first tier program schedule is presented to coor- dinate the development of the RPC and FADEC systems in a manner which permits concurrent flight validation testing of the two systems.

This study also addresses interactions of propulsion and flight systems on an F-15 aircraft, propulsion system support equipment and test considerations leading to flight demonstra- tion during 1983. This report, FRA 1792, represents the efforts achieved under Task Force Iv of NASA Contract NAS4-2556.

Use of commercial products or names of manufacturers in this report does not constitute official endorsement of such products or manufacturers, either the National Aeronautics and Space Administration.

expressed or implied, by

°1 CONTENTS Page Section i 1 INTRODUCTION .............................................. I-1 I-1 A. INTERACT with FADEC Program Summary .....................

B. INTERACT With FADEC System Features ....................... I-2 I-3 C. Program Structure ..........................................

Scope ...................................................

D. I-4 II II -I INTERACT PROPULSION CONTROL BASELINE SYSTEM ............

Ovetyiew ................................................. II-1 A.

B. II -1 FADEC Control System ........ .............................

II-1 C. Research Propulsion Control ..................................

D. Elect ro-Hydromechanical Interfaces ............................ 11 -1 E. Electro/Optic Interfaces ..................................... II-2 III OPERATIONAL REQUIREMENTS AND SOFTWARE MANAGEMENT ... III-1 III-I A. Propulsion System Operational Requirements .....................

III -I B. Component Failure Accommodation ...........................

III-2 C. Dat. Sy stem Downlink ......................................

111-2 D. Software Management and Control .............................

IV-1 IV 1`100 ENGINE. UPDATE REQUIREMENTS ..........................

A. INTERACT/F-15 Engine ..................................... IV-1 B. Installation of Redundant FADEC Computer on the F100 Engine..... IV-2 C. System Instrumentation ..................................... IV-2 D. Electro-Optical Interfaces (Cabling) ............................ IV-4 E. INTERACT/FADEC Quality Assurance Plan for INTERACT Propulsion System ........................................ IV-9 V V-1 ENGINE CONTROL COMPONENT REQUIREMENTS .................

A. Electro-Hydromechanical Interfaces (EHMI) ...................... V-5 B. V-17 Bill-of-Material Components .................. ...............

V-23 C. Special Electrical Components ................................

D. Special Sensors and Probes ................................... V-24 E. Optical Components ........................................ V-24 V-24 F. Plumbing .................................................

G. It.terface Electrical Characteristics ............................. V-24 iii

CONTENTS (Continued) Section Page VI FADEC REQUIREMENTS ....................................... VI- 1 A. General Description ......................................... VI-1 ^i VI-1 B. System Features ...........................................

FADEC Software .......................................... V1-13 C.

FADEC in INTERACT Additional Changes ...................... VI-15 D.

VII RESEARCH PROPULSION CONTROL (RPC) REQUIREMENTS........ . VII-1 A. General .................................................. VII-1 VII-5 B. RPC System Input/Output ..................

C. RPC Software ............... ............................. VII-7 VIII DEVELOPMENT PLAN ......................................... VIII-1 A. Electro-hydromechanical Interfaces (EHMI) ...................... VIII-1 FADEC .................................................. VIII-1 B.

C. RPC Update .............................................. VIII-3 D. System Logic and Interface Definition .......................... VIII-3 Software Development ...................................... VIII 3 E.

F. System Integration Testing ................................... VIII-4 Engine Tests .............................................. VIII-4 G.

H. Flight Tests ............................................... VIII-5 IX-1 IX SYSTEM TEST EQUIPMENT .....................................

IX-1 A. E:ectro-Hydromechanical Interface Test Equipment ................

B. 1-ADEC Verifier ........................................... IX-I Research Propulsion Control Ground Support Equipment (GSE) ...... IX.4 C.

D. IX-6 GPD Control System Development/Integration Facility .............

X APPLICABLE DOCUMENTS ..................................... X-1 iv

ILLUSTRATIONS Figure P49e II-3 II-1 INTERACT Aircraft Arrangement .................................

II-4 1I ADEC ........................................

-2 INTERACT with : F I1-4 II .3 INTERACT with RPC ...........................................

111-1 INTERACT Flight Support Data System ............................

III-3 IV -3 IV -1 FADEC Secondary — Approximate Mounting Location .................

IV-5 IV-2 F100 Individual Station Instrumentation ............................

IV-6 IV-3 P059/P063 Instrumentation ..................................... .

IV-8 IV-4 FADEC Primary and Secondary Systems Electrical Schematic ............

IV-10 IV-5 INTERACT Quality Assurance Plan Overview .........................

IV-11 Quality Assurance Plan Responsibilities ....................

IV -6 INTERACT IV-13 IV -7 Work Instructions ..............................................

IV-15 IV-8 Quality Control from Supp lier to Stores .............................

V-2 V-1 INTERACT with FADEC — Dual FADEC Control System Schematic ......

v-3 INTERACT with RPC -- Baseline Control System Schematic .............

V-2 V-4 V-3 F100 Control Outputs and Sensing Points ............................

V-7 Gas Generator Control I/0 .......................................

V-4 V-8 Augmentor Control 1/0 ..........................................

V -5 V-10 V-6 CENC Functional Block Diagram ....... ..........................

V-12 Exhaust Nozzle Actuation System Schematic .........................

V-7 V-13 Diagram .................

V -8 Augmentor Pump Controller Functional Block V-15 RCVV Actuation System Functional Block Diagram ...................

V-9 V-16 V-10 CIVV System Functional Block Diagram .................. .........

V-18 V-1 I Main Fuel Pump Functional Block Diagram ..........................

V-19 V-12 Augmentor Fuel Pump Functional Black Diagram .....................

V-21 V-13 TT2 Sensor Schematic ...........................................

V-22 FTIT Sensor Schematic ..........................................

V -14 V-25 V-15 Resolver and servo Valve Electric Characteristics ......................

VI-2 VI-1 FADEC in INTERACT ......................................... .

VI-3 Electronic Unit Organization ...............................

VI -2 FADEC VI-5 VI-3 FADEC Fault Tolerant Concept ...................................

VI-8 Memory Organization ...........................................

VI-4 VI-15 VI-5 FADEC/AIC-12 Interface ........................................

VI-17 VI-6 AIC-12 Logic Diagram ...........................................

VII-2 -I RPC to Engine Interface .........................................

VII VII-4 VII-2 IFU Interface Functional Diagram .................................

VIII-2 VIII-1 INTERACT with FADEC Program Schedule ...................... ...

IX-2 IX -1 Bendix Test Set Console .........................................

IX-3 FADEC Verifier ...............................................

IX -2 IX-5 ..................................

IX-3 RPC Ground Support Equipment IX-7 IX-4 Control System Development/Integration Facility .....................

IX-8 Control Development Facility Overview .............................

IX-5 v

TABLES Table Page III-1 Engine/Aircraft Software Relationship .............................. III-2 Preliminary Control Component Instrumentation Requirements ..........

IV-1 IV-7 V-1 Control System Components ...................................... V-1 V-2 Electrical Requirements Gas Generator Control .................... .. V-26 Augmentor Control Electrical Requirements ..........................

V-3 V-27 V-4 CIVV Control a, d Slave Actuator Electrical Requirements ............... 11-28 CENC Electrical Requirements ..... ..............................

V-5 V-29 VI-1 Engine Sensor Parameters and Command Functions. . .................. VI-10 Central Processor Functional Elements ..............................

VII-1 VII-1 VII-2 IFU Inputs for Engine Control .................................... VII-6 IFU Outputs for Engine Control ................................... VII-6 VII . 3 vi

ABBREVIATIONS AND SYMBOLS a Angle of Attack FADEC Full authority digital electronic A/B After burner computer A/C Aircraft F/B Feedback A/D Analog to digital FET Field effect transistor AFP Augmentor fuel pump FFGGH Gas generator fuel flow A/I Anti-ice valve FTTT Fan turbine inlet temperature AIC Air inlet control (TT4.5) Aj Exhaust nozzle area FTL Flight test letter AJR Duct stream exhaust nozzle area request GFE Government furnished AMP Aircraft Management Processor equipment GG Gas generator BALD Bits per second GHz 1 x 109 Hz BIT Built-in test GND Ground (electrical) BOb1 Bill of Material GSE Ground support equipment Computer control unit CCU HPC High pressure compressor CENC Convergent exhaust nozzle control Hz Frequency (Hertz) Compressor inlet variable vane CIVV Closed loop bench Idle area reset CLB IAR Complementary integrated field- CMOs IC Integrated circuit effect metal oxide semiconductor IFU Interface unit Core metering valve INTERACT Integrated Research Air- CMV craft Control Technology CPU Central processing unit CPUAROM CPU Alterable ROM Input/output 1/O Integrated Propulsion Control CRT Cathrode . a; tube IPCS CTT Cycle test time System Digital to analog D/A kHz 1 x 105 Hz DCU Digital computer unit DEEC Digital Electronic Engine Control LCF Life cycle fatigue NASA Dryden Flight Research NASA Lewis Research Center DFRC LeRC Center LPT Low pressure turbine DMA Direct memory access LVDT Linear variable differential Delivery order supplement transmitter DOS Dual Port cross talk RAM DPCTRAM MB Mega bit EAROM Electricaily alterable Read Only memory MFP Mam fuel pump Elect ro-hydromechanical interfaces EHMI MHz I x 106 Ilz EHV Elect rohydraulic 4-way servo valve Mn Mach number data EMF Electromotive force Mo Mach number clock Electromagnetic interference EMI MOH Maximum operating hours Engine noise attenuation ENA MRB Material Re tiew Board ENPT Exhaust nozzle position transmitter MV Metering valve EPR Engine pressure ratio Vii

ABBREVIATIONS AND GY 11RABOLS (Continued) NAPC Naval Air Propulsion Center QAP Quality Assurance Plan NASA National Aeronautics and QF Quickfill Space Administration QT Qualification test N1 Low pressure compressor speed RAM Random access memory N2 High pressure compressor RCVV Rear compressor variable P/C Printed circuit vane PCB Printed circuit board R/D Resolver to digital PCi11 Pulse mode modulation RF Rocket Fire PROM Programmable Read Only memory ROM Ready Only memory P&D Pressurizing and dump valve RPC Research Propulsion Control PFRT Preli ► ninarN- flight rating test PSR Power supply reset S/B Start/Bleed valve PSU Power supply unit P&WA/GPD Pratt & Whitney Aircraft/ TAC 'Tactical Air Command Government Products Division 'T/C Thermocouple 1•/,\I 'Torque motor P Subscripts TSU 'Test set unit 11•1, Transistor-Transistor Logic B Burner pressure FAP Augmcntor permission signal pressure T•Subscripts FCB Body pressure FGG Gas generator fuel temperature TO Free stream temperature FMO Backup made hydraulic signal T2 Engine inlet temperature FS Servo pressure T2.5 Fan discharge temperature FO FIngine main pump inlet pressure T4.5 Fan turbine inlet temperature Fl Augmcntor inlet fuel pressure (P1'1'T) F1A Augmentor inlet fuel pressure FLAW Augmentor inlet fuel pressure UART Universal asynchronous F2 Main pump discharge receive r-transmitter F3AC Augmcntor metered flow discharge UFC/EEC Unified Fuci Control/Elec- pressure tropic Engine Control F3AD Augmentor metered flow discharge pressure vAC Volts, alternating current F4 Gas generator control discharge vdc Volts, direct current pressure RO Free stream pressure ratio WOW Weight on wheels R'1' 'Throat pressure ratio SO Free stream static pressure Subscripts lb' ST 'Throat static pressure S2 1•:ngine static ; nlct pressure FAC Augmentor core fuel flow TO Free stream pressure FAD Augmcntor duct fuel flow T2 Engine inlet pressure FGG Gas generator fuel flow 7'3 Low pressure compressor discharge FrOT Total engine fuel flow pressure Tti Alignu•ntor duct pressure/LPT inlet prk•ssurc 5A I -5A5 Augmentor segment pressures viii

ABBREVIATIONS AND SYMBOLS IContbwed) X Subscripts BP Inlet bypass down position I Inlet 1st ramp position 4 Inlet 4th ramp position a Angle of attack u

SECTION I INTRODUCTION

SECTION 1 INTRODUCTION A. INTERACT WITH FADEC PROGRAM SUMMARY INTERACT involves a joint NASA/USN/USAF effort directed at the design, develop- of control systems integration ment, and flight evaluation of advanced concepts in the area for advanced weapon systems. The broad goals of this program are: 1. Development and validation of design processes for digital integrated propulsion ani airframe control systems 2. Demonstration of digital engine controls that improve performance and have the potential to improve safety and life cycle cost Identification and demonstration of airplane system performance 3.

improvements identified with integrated control techniques.

To achieve these goals, the controls and avionics systems on a modern turbofan pow- ered F-15 airplane will be modified and supplemented to provide a configuration capable of supporting the development of control technology for the 1980's and 1990's.

A significant part of the INTERACT Program will be the incorporation and flight test ing of the Full Authority Digital Electronic Control (FADEC) being developed by the Naval Air Propulsion Center (NAPC). The FADEC flight test objectives include: 1. Flight environment verification of dual, engine-mounted digital control computers and demonstration of the redundant eontroi failure accom- modations 2. High-speed (1MHz) data communication between the propulsion control and other aircraft systems 3. Flight demonstration of a high-speed (Ihiliz) fiber optic data bus 4. Control of the aircraft inlet geometry by the FADEC computer(s) 5. Demonstration of 200 volts/meter EMI hardening capability between 10 kHz and 40 GHz 6. Flight demonstration of the latest sate-of-the-art electronic technology, 7. Collection of an environmental data i3ase for development of criteria fer future electronic control design and for input to current simulated mission environment test programs.

1.1

B. INTERACT WITH FADEC SYSTEM FEATURES The INTERACT with FADEC System combines aircraft-mour,tt : programable digital contra' systems with the special purpose engine - mounted control system ( FADEC) to provide regulation of the engine, inlet, and flight systems on a NASA F-15 aircraft. Ad- vancee serial digital data bus technology will be implemented to integrate th.: various control systems to each other and to various aircraft and ground - based data systems. Ir:ter• action with the cockr it and the aircraft central computer bus will also be incorporated.

Ground facilities will oe developed to support the operation of the INTERACT aircraft xnd the development and testing, of research applieaions. Specifics of aircraft systems integra- tion will be the responsibiiity of the IN'T'ERACT intrgration contractor.

The flexibility and versatility of the INTERACT flight research facility provides :hc opportunity to investigate a wide range of rescar h areas related to the specific INTERACT objecti%es. Candiddes for flight research related to propulsion and integrated control arc: • Concepts I. Advanced control redundancy techniques

2. i' ail-operational software

3. Self-Optimizing.:onuols 4. Flight path management, including: Terrain following Collision avoidance Noise abatement Optimum maneuvers Fnergy management Self-trimming engine control !i. Multivariable control High-speed (I ^1\111z) communications via optic data link between dual redundant FADEC's and between each FADEC and aircraft converter Data exchange via uplink and downlink system.

• Contp,ments Fiber optic sensors end interfacts 2. Advanced solid state sensors and actuators i.

Digital propulsion control components 1.2

4. Advanced fuel system components (prime reliable pumps, simplified fuel management hardware) 5. Cockpit displays 6. MIL-STD)-1553 data bus C. PROGRAM STRUCTURE The INTERACT with FADEC Program is divided into three phases: Phase 1 (Prelimi- nary Design) will develop the requirements, systems configuration, and approach necessary to meet the program goals and objectives. Phase II (Final Design and Development) will pro- vide and perform initial testing on the aircraft, ground support, and FADEC systems. Phase III will include flight testing of the FADEC and integrated controls. The aircraft will then be available for on-going research in advanced control concepts and components. An airframe integration contractor, selected by NASA, will be responsible for carrying out the objectives of the INTERACT Program.

NASA Dryden Flight Research Center (DFRC) will have overall project management for the aircraft and ground support systems development required for flight testing of the FADEC and integrated controls. DFRC will also conduct the flight tests. NAPC will manage the FADEC Program and support the FADEC flight tests. NASA Lewis Research Center (LeRC) will provide tcchnical assistance and coordination to both DFRC and NAPC efforts.

A Propulsion Control System configuration capable of supporting the specific NAPC flight test objectives and the INTERACT program goals will require an integr..:tion of engi- neering and hardware responsibilities. Requirements far NASA support of the planned FADEC program are defined below: 1. A Bill-of-Material F100 engine and PH support requirements for sea leve level and altitude engine testing, except for the Controls Engineering coverage required for "FADEC Specific" testing.

Two (2) sets of elect ro-hydromechanical interfaces (EHMI), control sys.

2.

tem plumbing, brackets, and support equipment. This procurement is covered under NASA contract NAS4-2670.

The des4n and procurement of a bulkhead connector panel and the installation of this panel on the F100 engine. The panel acts as a common interface point for all electrical cabling interconnecting the FADEC control system with the aircraft.

4. The design, installation, and procurement of the electrical cables w- quired to interface the aircraft with the EIIMI, sensors, and oth:,r control system components.

I-3

f 5. An aircraft mounted converter box that will convert the optic signals transmitted between the aircraft and the FADEC controls, into an electrical format compatible with the aircraft data bus structure. The converter box will allow the FADEC system to act as a remote terminal on the aircraft data bus.

Modification of the aircraft Air Inlet Control (AIC-12) ad determined 6.

necessary to interface the AIC-12 with the FADE.0 control systerr.

7. Installation of the dual FADEC control system on the 1`100 engine, including the engine case modifications necessary to accommodate the dual FADEC system.

The cockpit interface providing the pilot the abilit y to demonstrate 8.

the dual computer fault accommodation logic.

D. SCOPE The scope of this document provides baseline definitions for three major areas of the IN'rE..RACT with FADEC Program: 1. Baseline System -- This definition presents the basic hardware descrip- tions of the two control s-stems to be utilized for the test engine during the INTERACT flight test program. These systems include the Research Propulsion Control (RPC) System and the Full Authority Digital Electronic Control (FADEC) System. The definition also includes the control components which are common to the two control systcros.

System Requirements — Baseiine propulsion control system operational 2.

requirements defined for the INTERACT program.

3. Development flan — A first tier program schedule presented to coordi- nate the development of the RPC and FADEC systems in a manner which permits concurrent flight validation testing of the two systems.

The material presented in this document provides the baseline data required to permit the INTERACT with FADEC program to be implemented. Implementation of the program will be accomplished through multiple NASA and NAM contracts to several aerospace companies. Extensive coordination will be required between these companies, NASA, and to expand the presented baseline data to the depth of detail necessar y for successful NAPC demonstration of the program goals.

ORIGINAL PAGE IS OF POOR QUALITY I-4

SECTION 11

IN'T ERACT PROPULSION

CONTROL BASELINE SYSTEM

"k

SECTION 11 INTERACT PROPULSION CONTROL BASELINE SYSTEM A. OVERVIEW The INTERACT with FADEC propulsion control system baseline configuration con- sists of three major sections: the Full Authority Digital Electronic Control (FADEC) com- puters, the Research Propulsion Control (RPC), and the Electro-Hydromechanical Interfaces (EHMI). The RPC and EtIN1I combine to provide a control system with the flexibility necessary to meet the overall goals of the INTERACT program. The FADEC computers and F.H\ti combine to provide the control system that will achieve the specific Navy flight test objectives. Coi-version from one control system to another can be accomplished by changing interface cables within the aircraft. Figure II-1 shows the anticipated aircraft arrangement for the INTERACT Propulsion Control System elements.

B. FADEC CONTROL SYSTEM Figure 11-2 shows the flight configuration of the FADEC control system. Two inter- changeable FADEC controls and associated sensors, with optic data trawinission between the two units, will be incorporated to provide fail operational control system capability. The FADEC controls will also interface with systems within the aircraft via the aircraft data bus structure. This interface will accommodate required data transmission, cockpit interaction, and control of the aircraft inlet geometry from the FADEC computers. Commands to the EHMI will provide all functions required for control of the F 100 engine. A detailed descrip- tion of the FAI)EC System is presented in Section VI.

C. RESEARCH PROPULSION CONTROL Figure II-3 illustrates the RPC Flight configuration. The Honeywell HDC-601 control system used in the Air Force IPCS program will be adapted for use as the RPC with full authority control over the F100 engine by way of commands to the EHMI. The RPC will also interface with the aircraft Data Bus system and with the same sensor complement used in the FADEC System (a dedicated pressure sensor box will be required for the RPC system). Section VII presents a more detailed discussion of the RPC system.

D. ELECTRO-HYDROMECHANICAL INTERFACES The EHMI will provide actuation interfaces with the engine fuel flows, the compressor and nozzle variable geometries, and the ignition systems. The engine generator, augmentor pump controller, and electrical cables are considered part of the EHMI. The rest of the engine control components are bill-of-material (BOM) for the F100. The EHMI will also provide a backup hydromechanical gas generator control for use in the event of second level electronic control failure. The EHMI are described in detail in Section V.

I1-1

E. ELECTROIOPTIC INTERFACES A cost-effective approach for interconnecting the components of the INTERACT with FADEC Propulsion Control System has been conceived. A bulkhead connector panel on the fan case of the F100 engine will serve as the termination point for all propulsion system- to the RPC system will only require connec- related functions. Switching from the FAQEC tor hookup changes at the bulkhead panel. Specific cabling requirements arc described in Section IV, F 100 Engine Update Requirements.

11-2

'S OWGIN AL JF POOR QUALITY 7n LL y c' w v 1 h J J - d 3 j a T E > O v U - m v `O Cir L L Q

ORIGINAL.

ly OF POOR QUAL+-r Aircraft Systems .... Optic Data Link (A/C In et Control Signals, Data Transfer, Cockpit I Interface)

I

I

Optic Bus.

FADEC ...... EHMI ADEC AIC ^ I \L15 inlet F100 Instrumentat on FD 176451 Figitrr U-_'. 1X1"LH.ICI with V I1)1•'r Aircraft Svstems Research I I Propulsion Control I \ Sensory EHMI AIC

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LU F-15 Inlet I ^® F100 Instrumentation Ili +764s: l\ I I R i t; . 111 Ph

IN 111 EQUIREM ENTS MANAGEME4T

SECTION 111 OPERATIONAL REQUIREMENTS AND SOFTWARE MANAGEMENT "This section provides a preliminary definition of propulsion system operational require- ments and management of related software generated during the INTERACT with FADEC program. It is understood, however, that overall operational requirements will be coordinat- ed through the INTERACT Integration Contractor.

A. PROPULSION SYSTEM OPERATIONAL REQUIREMENTS Hardware that will be used in the flight test program must be qualified for flight in accordance with requirements coordinated with DFRC (reference Dryden Process Specification 21-2).

2. The FADEC engine-mounted system will have complete control of the engine from start to full augmentation. No single malfunction within a FADEC control shall cause both controls to become inoperable.

3. The RPC control will have full control of the engine from start to full augmentation when the RPC system provides the active control.

4. A hydromechanical gas generator control is included in the EHMI that is capable of providing safe operation of the test engine in the event the digital electronics become inoperable.

B. COMPONENT FAILURE ACCOMMODATION Hardware failure accommodation incorporated in the EHMI components ensures safe engine operation in case of a system malfunction. Typical failure accommodation results from: • Loss of Electrical Power 1. The second stage of the electrohydraulic servo valves in the gas gener- ator control is null biased so that the actuators will slew in a predeter- mined direction to a sate output position. For example, fuel flow slows to minimum flow, RCW's to full-eamberad position, exhaustmozzle area to full closed, etc.

2. The hydromechanical backup control system is armed when the backup mode solenoid loses electrical power.

3. Augmentor operation is inhibited.

0 Loss of Signals to the Backup Control 111-1

The back-up control fuel flow and RCVV schedules will slew to fail-safe plateaus if malfunctions in the sensing systems occur.

• Loss of Sensor Signals Redundant sensors are incorporated for the critical parameter calcula- tions, such as N1, T.1. 2 , and FTIT. Loss of critical pressure inputs can be accomplished by parameter synthesis logic programmed in FADEC.

DATA SYSTEM DOWNLINK C.

The INTERACT program, illustrated in figure 111-1, will probably utilize the downlink system. The estimated data sampling, rate • of the propulsion system will be 20 samples per second. It is anticipated that the propulsion system will utilize 256 of the 512 JIIL-1553B data bus words available. Lngine instrumentation and selected FADLC data going directly to the A/C data systems will consist of approximately 100 additional words.

SOFTWARE MANAGEMENT AND CONTROL D.

The NASA DFRC Software Control Management Policy (DFRCI 8100) requires that software contr procedures be adequate to satisfy the established software management ol Iewel: Level A. Software failure could cause loss of life or limb, compromise pub- lic safety, or result in substantial financial loss Level B. Software failure could cause mission failure Level C. Software failure could cause inaccurate results or inefficient use of resources.

All software in the F'AUI:C and RPC programs have been established as "Level B," and the software management will be structured accordingly. Anticipated software relationships in the INTERACT with FADE,C program are shown in table 111-1.

Table 111-1 Engine/Aircraft Software Relationship FADF.0 RPC A.11P Propulsion Control Propulsion Control Inlet Control Redundancy Management Self 'rest Fit Control Interface Self Test Auto Throttle Interface Inlet Control Self 'Pest Uplink MR. 1553H Primary Control Air Data Interface Downlink Data Interface III-2

ORIGINAL PAGE IS OF POOR QUALITY Data Bus MIL 15538 Single Twisted Pair On Board AirframeNASA Data Tape System Instrumentation Serial PCM Data

f I

Ground I

Station

Control Room I Real Time

Display Flight Monitor CRT Stripcharts x-y Plots User Alert Panels File User Program Analysis Data Plots Listing FO 106190 Figure ///-1. LVTERACT Flight Support Data System 111-a

r ORIGINAL PIAAGE i OF POOR QUALITY 1. Software Design and Development at P&WA The initial design of all software will be reviewed with NASA to assure that goals of the research software can be met by the structure to be implemented. The final design will then be documented in a design workbook detailing the philosophies leading to the implemen- tation and will cover all modifications to that original concept as the structure cvoh es. This document will include descriptions of interface hardware functionality, processor con- straints, and functional requirements.

During the implementation and debugging phase, all modules will be subject to a funs.

tional test representing realistic operating conditions that the system will encounter. Results of these tests will become a part of the software workbook. Prior to making this soltware available for system test, a complete functional verification plan will be provided to NASA and will be conducted on the software package.

2. Software Configuration Control at P&WA All RPC and FADE.0 software will come under configuration control when it is re- leased after completion „f the breadboard system integration tests at M INA. From this time on the software will be c:)ntrolled by the P&WA software configuratio q management t ,rocess which requires each released assembly to be identified by a unique numb,,% This sy stem requires that a software description document be published defining the structure and design philosophy of the item. The basis for this document will be in the %vorkbo,,k maintained during the design phase. This system also provides for protected storage of the source code such that any copies that are required for use or documentation are assured to be identical.

Each idcntilied release of software will be subject to a functional verification test rep- resenting realistic operating conditions. This test plan will he available for review by NASA.

The final output of the simulation tests will be a fresh release of the software and its associ- ated documentation.

Program modifications made between releases will be made by machine code patches such that high confidence exists that a majority of the software is unchanged and that veri- fication emphasis can be placed upon the changes themselves. These changes will be docu- mented b y software change notices which include the actual changes made and source documentation which can be included with the original assembly source. This between-rc- lease change will be designated in the • loadable program as a change number to the identi- fication number assigned at time of original release. Laeh of these modifications will be subject to verification via the functional tests performed on the original release (as modified to reflect the change).

3. Software Control At NASA LeRC Alter the F100 engine at,d controls (FADEC and RPC) are delivered to NASA, the software control procedures will be identical to those established in paragraph 2, with the rAreption than the NASA Software Manager or his designat- will participate in appro%al of all software changes.

111.4

4. Software Control At Dryden All released software will be subject to P&WA controls identical to those described above. In addition, the documentation for the first pre-flight release will be brought up to date to include all revisions and the design document will be restructured to reflect a soft• ware workbook to document all program change requests and program change notie^s. This document will also contain complete descriptions of the hardware configurations covered by the software, and the design philosophy.

Released software will he subject to review by NASA, as will all changes proposed and implemented. Many research module changes will be implemented in the form of machine of ;„g cede patches. This is an effective sne!hr%A ating the changes such that verification emphasis can be placed on the *new elements and a limited amount of time placed on back- tracking old software. Changes which can be so implemented will be documented by soft- ware change notices and reviewed by NASA. In addition, source notations will be produced to be filed with the source listing relating to the modified module. The modified software will be tested by the N-ictional tests previously approved for the release (modified as re- quired). II' the revision ` judged to be too significant to be effectively implemented in patch form, a new release of the software will be required and the function va'idation test will be modified and the software documentation will be revised to reflect the new release.

Specific software support from NASA-Dryden necessary for the FADEC flight test program will be coordinated during the development of an INTERACT with FADEC flight test plan.

III.5

q SECTION IV F100 ENGINE UPDATE REQUIREMENTS

SECTION IV F100 ENGINE UPDATE REOU1REMENTS Go%ernment furnished rgttipment (GFF.) engine% will require modification by MWA rements of the IN`I'E.RAC I ill configuration that will provide die o perational life requi %% stem compc ► ttrnts. Frigiur gas path mmlilic • ations will prograru And accrpt the new contr ol ► insure adrgttate engine life exists fur the projected he made ml% 1+, the tAtent necessar y lt ► se already 1 g ogram, Lngine case tncxlifiratis ► ns will he sitnilar to the iN` I' R X 1 , llight pr r drvelopnrent prcagranrs and only as r • rgltired to mount tier .uhmtanttAcd in pl-c6lus engi ►► INTI"RAC1 control comporrerrtk, to `l'hr r-%lendrd INTF;RACT engine prolivanr regn6vmcros hate been idrntilied include: 1. 201) Might hones of tit) hr of oprration al sea level and altitude testing prior A minimum t, ► flight test its be aacanulaml in 200 hr of 2, 1:100 '1'AC I.CF c ycles are estimated iN°t ERAC'T' lest activity.

► specific maximum operating hours Seeker life of rnkinr rolating hartlware is limited tc ► +cc • tat. lira, before oyrrh;rut or dim rssrmhh 1 (NlUl l) o r TAC c y cles (114' cs vlvs), tt fuc!rrvrr inrd in the Flo0 Semite 1lcarrual TO imprct o ll is reguirrd. Engine ; ► arts life limits .tre del • ti 969, 4 666 and \IC\ Cl) A. INTERACT/F•15 ENGINE `i'he t+Fl", cngir ► e% to hr raved as propulsion vehicles to INTERACT me 1'680059 mid 1 1 • -15 flight test program 1„r the purpose of v%alu;uing art 68000, originallm built for the F intpru^ed Stabilit y F'an having it rrduced span (hctlgrd inner (lianretrr) flow path, These two engines, designated 1`100-M -10t)(2 7/8), are identical to the Floo(2) except I•or the ► yed stability fan, The ragines also inrc ► rporale (light instrumentation capability. They intprc rrmainrcl in the F-15 flight test program until the early part of I976 at which time the two engines were transfrrrrd to NASA in support of their F15 Flight Rrsearc • h Program. The were sent to lite Propulsion Symtrms Laboratory at the NASA LrR(: Im slow engines ill Io talibratnm and later returned DFRC for the Flight Research 1'n ► gram eyaluatr: ► 1. Engine/inlet compatibility c f F15 and FIN engine Ill !,-; Integration No/..Ir/1 ► oat tail integration In night thrust Inrasurrmems.

IV -11

Both engines presently have approximately 400 total engine operating hours and will be due fur overhaul in the near future.

1. Engine Update Plan In determining the extent of update required for engines P680059 and P680063, a complete structural analysis was made by P&IVA oil P059 based oil history re- ceived from NASA UFRC. This hardware analysis became a major factor in determining the engine use criteria fur the INTERACT program.

Existing hardware usabilit%- based on the INTERACT extended life requitement was —^ the basis of all the following criteria items: A 200 - flight hour !INTERACT testing require- ment and a till-hr PERT test, plus current NASA testing and past engine history, were com- bined to evaluate the extent of hardware update or replacement required.

Past engine history was reviewed to determine the extent of am Engineering Changes, ice Bulletins, and/or Scnicc Test Letters which had been incorporated in the engines Ser v during past oxcrhartrls and would be required for the projected INTERACT duty cycle.

A review of all life-litnitecl and I.CF parts was made in accordance with F!00 senicc manuals. Lstimated TAC cydc determinations included the effects of small and large on :urtplitude thermal cycles engine life. Equivalent LCF cycles of engine modUll's, parts, and components were estimated based oil (3) operational experience. This procedure was used to determine the accumulated TAC cycles that would be used du r ing the extended life of 200 additional flight hours.

oil Major durability changes incorporated in F100(3) engine, based experi- ence, were included in the update, such as the removal of titanium parts in the IIPC, to in- crease the u\crall life and safety of the engine/vehicle.

B. INSTALLATION OF REDUNDANT FADEC COMPUTER ON THE F100 ENGINE Installation of the second FADF.0 computer on the F100 engine requires limited re- arrangement of existing components, plumbing, and electrical cabling. Figure IV-1 shows a preliminary mounting lovation for the second computer in the area of the main ignition exciter. This approach is believed to have minimal impact oil F100 installation envelope.

C. SYSTEM INSTRUMENTATION Requircnx • nts exist during the [light test evaluation of the INTERACT system to measure and c^alu.te a significant quantity of propulsion system related parameters. Thesc parameters may be grouped into four major categories: pressure (pneumatic and hydraulic), temperature, vil ration, and other signals (speen, flow, digital data, etc.).

oil The instrument.rtion requircnx• n1s will depend heavily type of test being per- fumed and will require coordination with the integration contractor.

IV-2

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ORIGINAL PAGE I5

OF PCM)R QUAT,TIT

1, Current Engine Instrumentation cnglncs designated fur the I'llghi test program includt- instrunu • The ntatiun and rakes • access to .I variet that Pro\idc y cif engine parameters, such as those shown in figures I\'•2 Auld 1\' 't. Rctduirenients for additional instrumentation will be coordinated with tilt • integra- tloll ('( Iltractor during IllltIA 51.1\CS ltd lhC l)r11(;1'.1111.

2. Control Component Instrumentation 1 1 ;o6sitlns should hl • nladc • to 111camirt . ' t \,uirt\' of control s)stt-m p.u.unrtt-rs for the lturptlsr ut sluCi,ll Icst Ictitlirrnrl'nls 1\' 1 Shows III clinli of s\stcnl trtuuhlcshoot111g. Talllc n,u\ list of the rr(iuircd ronllul s\ sic• nl 1).uanlc' it , rs.

Engine Performance Instrumentation Kits 3.

1 1 "OVA llro\idrs sl)t-tial cligine ills[ Ii mrnation kits which allow kccuraic nle.lsurcnlcnt of scict Ictl ltal,unrtrrs. fhcsc kits t.u1 lno\rltc additional diaglit)-tic data fol 11iKht tcst t,\.dlla11kill.

D. ELECTRO-OPTICAL INTERFACES (CABLING) 1. FADEC System Cabling Ihr 1 .\lfl C cni'lnc nlounird lllunar\ and sccond.11\ rolltrul s\stclus %%ill hr ciclU'i.

t.11l\ hurl! it, Iht, 1 . 11\11 and anll,unr IN shown in Iikuic IV A. The hulkhcad cunncclur 1114mllllllik! 11,111cl It IN as a ko111 111 0 11 (11\11lhlltit'll ht`1111 ho\ 101 ,111 ('11. 1ZHI' %MIA' ,11111 \'VI. I' 1};llrt' lit I\ I N Ills' ollwscdIo( ilI'm t)1 Illls Imilel, t)ltllt Iniks \till hr usc'1t lit 1111 I\\o rey mcnu'nts in this s\stcnl. Ali ol)lical data link \%ill lllo\utc 1111oln1all"ll lianslrl hrl%\rru the two c11ginc nlounit,d I-ADI : unlls,.lnli rash tOMIt , l %\Ill lic llcd It, the ,Ill%Iah (1,11.1 s\ sit - Ili \1.1 .1 t'ttmcllt'1 ho\ (scc scclIt'll VI- 1). 1Ill.

.t , 11.11 111glial (1.11.1 Ilansullltrd llclwcrn the luimal\ .Ind st-rond,u\ controls %\ill consist of both rn i,"lrIt . srnsol Ill III111,ltwn and hcallh slat us. I hr serial digital dat.I tla11snliticd hc - wccn Ihr I • . \PlA: Conllnnt-rs Mid the .leer.\\( SVOCIns, will Consist ul sensor 1111o1111atioll, ht,a1111 s1.Ilus, descent %K^11.11s ill 'hc rotkllu, and romlnunir.11ion with Ihr ailc1.111 all inlet ( 0111101.

2. RPC Cabling hr t.thl111 k, Ic(lunrnu'nts I1om to tilt , ICIV tilt- cn t;int , .rrlsols .dud LI1 \II %%111 ,11%o br .u(on11111shrd .11 Ihr ftulkhrad konnrtIm Imlicl. fhc 1 11\1111 the mo I .MLt. units to Ihr hd lg %%111 1cilllllc Icm, 1 \,11 111 the I- Al)VA t11 Ihr' tall trill lick it tls and Illsl'11 It 1 11 RVIL Ilt,t 1111. oil 1111, ll,lllrl, sho \\I1 III IIgulr as I\ I.

I\'-4

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Table f t% l. Preliminary Control Compo- nent Instrumentation Require- ments Pressures PT2 P F 1 PFMO thruPF5A5 PS2 P F 2 PF5A1 P Others F 4 PT6 P T3 (P B ) PF1A P FO PFAP Temperatures (Chromel-.Acumel T/C's) TT2 FTIT TT2.5C TFGG r T 2.5 H Speeds \1 Flo ws "FTOT 1V FGG Variable Geometry RC%'V CIVV Anti-Ice Valve

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Start Bleeds Cockpit PI.A Mode Solenoid Position Others • ;1fo • Component Environment Pressures and Temperatures • Ignition Pulses Vibrations FADEC — Internal, Case and Mount Brackets

IV-7

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Cable Definition 3.

The cables required to interface the FADEC and RPC computers with the EHAII's must be capable of carrying the following signals: • Torque motor requests • Resolver feedbacks • Discretes (solenoids, switch closures) • Sensor information • Electrical power • Ignition • Airframe signals • Air Inlet Conti-A "The overall cable system dimensions, electrical connectors, and wiring diagrams will be coordinated with the integration contractor. All cables shall be of flexible construction, consisting of a metallic outer sheath enclosing twisted, shielded conductors and insulation.

-The cables will meet the same design criteria (AFSC design handbook 1-4) required for cur- rent F100 engine cables.

E. INTERACT/FADEC QUALITY ASSURANCE PLAN FOR INTERACT PROPULSION SYSTEM 1.

Scope This plan describes INTFRACT/FADEC Quality Assurance Plan (QAP), shown in fig- ures IV-5 and R'-ti, to be used in the acquisition and flight testing of the Interact F100 engines. Provisions of this document are in addition to the requirements contained in the following documents: AIII.-C-45662A— Calibration System Requirements MIL-STD-1520— Corrective Action and Disposition System for Noncon- forming Material XIII.-STD- 1535 — Definition Appendix 2. Quality Program Management The Quality Program shall be administered through the F100 Quality Assurance Man- ager. The Quality Program at P&WA/GPD for parts and assemblies procurement, fabrication, and assembly and test operations is controlled by: (1) Quality Engineering, (2) Quality Assurance, and (3) Quality Review groups reporting to the Quality Control Manager. These group s. maintain responsibility for (I ) method planning, gage procurement, and control; (2) product verification; and (3) disposition of none ;,imming materials and corrective actions, respectively. Laboratory release of incoming material is controlled by the Materials Control Laboratory.

IV-9

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ORIGINAL PAGE IS OF POOR QUALITY I'he P&11'A F100 engine Qwdity Program I'M- ► INTERACT is complemented thre ugh Quality procedures which contain the detailed operating instructions. These procedures are subject to review by the resident Govenunent representative. All GFF parts to be used in the INTERACT/FAIN:C programs shall meet the requirements of MIL-Q-9858A.

NASA DFRC will impose, during the flight test portion of the IXTE'RACT/FADEIC Program: (I ) software control management policies, (2) design engineering; review and (3) Operational Readiness Revieis • s, as required tc ► insure aircraft safet , and all y compliance to TO 2.1.1 1 1 to maintain llight%wrthy engines.

3. Records and Reports ill P&IVA/(;PD will utilize 11'ork Instntctions as illustrated W-i . Corrective action rccc,rds of all inspection operations, Material Rch • iew Board, and Lngineering Reviews oil supplies will indicate status, trends, deficiencies, and corrective nte,tsures taken.

shall ensure that records are accessible :uid retrin able and :u-(- maintained as Imig as required by qualit y procedures.

Engineering Drawings and Changes 4.

it 1 1 14 , Quality Pn)gr.un fur control of engineering drawings by .,I' check., approvals, . ► nd audits to c-nsure that it quality t!csign is establishrel. The same cngi- necring chancings used to produce p:uIs fur the PFR'I and QT engines shall be used to pro- duct . prototype parts fur INTEIRACT.

5. Incoming Qualit•V system fur c\aluating and approving procurement sources.

P&WA has all Apprc,\al of it prucurt • ment suurc-c • is based upon a survey rewwt, the supplier's yuality his- tory, or receiving inspection rccurds.

s have been devc!oped for assessment and review of suppliers fur adequate assur- stincy ance of quality. The type of surer\ performed is based un the cuniplexity, performance, and function of the- product, and includes the ability to perform all quality requirements on the ► parts which the supplier produces. I'eric tlic surveys have been performed to ensure contin- cumpll,mcc with purchase c:;;ier rcyttircmc-nts.

ued ► 11'11en conunercial m off lie-shelf articles anet tnateriali; (jr nonec mplex, noncritical • e to he procured, . ► survey c,f ili, supplier's facilities not necessarily required, hilt items .rt is Recriting Inspection ensures that the prucurcd arl i les ant, materials meet engineering and quality requircnu•nts.

%%'ben P&-WA exercises the tr .erogative of approving it prucurrmcnt source based upon yu,dits history or rrcci%ing inspection, the !ocal Gnernmem rcpresentaike shall he notified in writing. Foi Al such tendon qualifications under this prmisiun, the Government retains the right of di.apprut a.

IV-1'2

ORIGINAL PAGE IS OF POOR QUALITY Work Instructions Are Procedures Which Ensure That Any Given Operation Is Performed in the Some Manner Each Time engine Drawings and Specifications Provide Design and Dimensional Inspection Engine History Requirements for Parts and Assemblies Method Sheet Record Sheets Quality Standards Contains Specific Instructions Controls Inspection Sequence, for Inspecting Raw Materials, Timing, and Signoffs in the Parts and Assemblies Assembly Operation Define Acceptance Limits for Measured Parameter's Controls Sequences, Controls Timing, and Assembly Process Metallurgical Organization f Work Instructions Operation Operation and Chemical of Assembly Sheets Procedures Processes Operations Information and Procedures Provide Design and Required to Conduct Dimensional Requirements Nondestructive Tests for Parts and Asserblies Delineate Tests for Components and Engines Method Specification Operation Process Sneets Test Instruction Sheets FD 1764" Figu" 11 % 7, lVork :nstructions N-13

ORIGINAL PAGi Is

QUALITY

OF POOR P&W.\ .hall cnsurt • that purchase orders for materials, parts, ant assemblies contain all ► as required.

tilt- qu.tli(N- req liremcnts, including Inspection Method Shcets, and visual iaspec- POVA %hall perform the rcquircd nondestructive texts, dimensional tiuns, and Material Control I.aboratur\ testing upon receipt at MWA.

.hall determine the inspection mquircments fur dc\clopmcm parts. UK 1WVA regLm*cr , nt, var\ from limited inspection of critical dimt • nsiuns l,) kill inspection, dcpend- ing upon tilt , imt-ndt • d uv.t . The rcgnircments and nuncunlorm.uu'r+, it an\, are ducumcnicd ill : ► nd .twl+ parts are identified with appropriate symbols their use it) the intended tic\ clupllwill l est inti.

When the rotnplexit\- of the part as-enthl\ \\.trash., P & VA .tssigm .I resident or (Zualil\ rcprt,sentalkl: at the \cndoC', pLott to t,nsurc that all purchau • order and gtalky • nls h.t\t • becn 1111,1.

requircrtlt POVA maintains a tcntlor Malting s\stcln \\'here•\ :an scntlur is graded till lilt, lltalit\- • of Ih4. ► .

part, prodtred. \Ch(-n I. rating I.Ills IWIOW an acccpt.tl Ic It \el, cone( tit, action, to , impru\e the perft rmance Ie\el must hr attaint-d or lilt- vendor is rt,.tucetl :n)m the approwd sour(-c list. Vcmk)v rating; mill Ils .u4.

ksuctl InunIIIIy and Iurnishcd to he I'll I:.htsing Dvp.ulm(-nt. Copics of Ihc%v report, .uv given the Gmernrllt • nt Ql,lllt\ Rt,prc.cntalke for Ills illImIl ttltm.

1• igure IV-8 indit-mcs tilt- Ilim of matcri:-I Krum th^ supplier through Rccei6ig htapec.

lion 1t, Slulcs.

6. Manufacturing Control (11.1111\ l;ngincerilig shall anal\ir tilt' manuf.IrlurilIg ret;uiremcnt. Io identil) tllusc 114,1111..11 %%111 ill iI)%1)cclion controls must be cstablishcd fur c.lch engine item .110 d,Ictmcnl lit Ill(' Ile( es c,intrul I)r ( % at,% i t cdurv% till \\'ill-k I list 1'ttt IIs.

fhc 11.1111 I'rugr.un shall utilii. ► • process inspection \%hen ct .I lit .aior. 0 1114. finisht,tl (1) ilcnl .done dues nut pro%ldc .u ► adequate e\alttatiun of the quality of the -nanulacttring proe( ,.cs lmohcd. ComrOI o\cr lht• se pruccsses shall be cslahlishcd to cnsurc tullloiln.u)ct• to tilt- appli(ahlt I ► "'.. A spr( 111c:tions, Aerospace Matcrial Spccifi:ations, and Process Opvr.

eliun I'lutedures.

Qualk\ Assurancc shall \t • rif\ that in-process nlanulacturitig oper.Itiun.

11.1\4 . born sall%htloril) complcicd hcfnit am lurther pructssin t ), is pcllorn)ctl. Upon rom- plclion t,f I.dni(.(lion, cat- h item to will he inspected viuuru compliance \t'ilh .111 cilminccring diming .111(1 Inspcc(i )r ► \11 , 111 d S11ct • t rclluilcntt • r.ls. 1'rud11cliou livals 01.111 be idcntilt,d \\till tilt- 1'XAVA Imal .lctt'Plam'r s\ulhol. !h\rlupnunl items will he idcntil • ied with .111 .lpprupri.tc dc\clopm,. , w rtlspectiun %\ nlhol which \\ill linlil their ust • for dc\rlopm(:nl lest- Ins; ollk. \tnitonfolnlillg itt • Ins will he stgrcgalcd and sulmiltctl lu Iht • Materials R t,\icw lur W\c.ligal g ill) .ul(I d1spusilion.

lit).ud ()It p.Irls, the lkve!opmrnt engineer ma) rcgtIm- nmimlat luring; operators I,, (11(1rml4n.tll\ Illyccl the oprralioll, Ilw\ perlurn). f^u.c inspccliuos shall I,v llocu- nn sled toil the \\ork older,. Prior to final at cept,urcc. the hlspct tier dt,p.ulnlcm .11.111 \(-111\ 111.11 all inspection upt-i-m n. h.nc hrt • n romplelcd sold .111 noncorft,lnt.utces are (lilt ulnr ill rtl ton ( 1 (lahi\ w%ic%\ lmt)1..

lie part, shall hr ld(-nlI`vII \\till apprupriale s\nlhols tt, 1111111 then us(- lu g dt \clupnu nt rt•,illig.

IV 14

i

I

ORIGINAL PAGE 1S t OF POOR QUALITY Vendor Quality Control Finished Parts Supplier Source Inspection P&WA Receiving Nonconforming Material Review Materials Control Board Production Laboratory Engineering Review Sample Material Development Verification M R B Accept Review and Lab Report Disposition of Nonconforming terns Nonconforming Receiving Inspection MRB Accept Return to Finished Stores Supplier ► U 1 Yahoo Frgnire / I'S. Qh ► uhr y Control lru ►► r Supplier to Scores W-15

I,- .

ACE ORIGINAL P OF POOR QUALITY Assembly Quality Assurance shall utilize Assembly Operation Sheets, Assembly Pro- cedures, Engineering Instructions, :old Engine History Record Sherts to ensure that each engine is properly assembled in accord:ulce With the engineering drawings, flight test letters, ur to the Bill-ul'-Material configuration.

Test Quality Assurance shall witness each INTE.RAC'I'/FAUI-:C engine and coinpuncnt compliance with cnginerring design requirements and to cnstiir that the per- test to verif y formance characteristics of the approved engine configuration have been met. III test inspccturs shall witncss engine and component repairs and adjustments perfut-nled in the Trst area to ensure conforinan o: to applicable assembl y specifications and procedures.

Completed engine and component assemblies shall be prescr\ed prior to shipment in accordance with instructions contained in Engineering Instructions ind Test Instruction Sheets. Qualit y Assurance shall witncss these operations and document compliance in the 1-:ngine Inspection Recmcl. Packing IltilrtlCtlotlS for engine and component assemblies shall be delineated Operation Sheets, and compliance with these instructions shill ()it y Record be verified b Assembl y Quality Assurance and documented oil 1listor y Sheets. Quait y Assurance shall assure that packing ;uul shipping of engines and cc,nlpc,ilent perfurmcd in accordan,c with the requirements of the contract.

assemblies arc 7. Nonconforming Material 1't^11':1/Gl'U shall nlalwain positi y c control of nonconforming iatcrial through ide n ti- fication. segregation, and retention in controlled areas.

All nor.confornla.ices shall be documentcd oil material rc y icw forms. Now cunfwining material shall be scgrcg fed prior to disposition to prevent its unauthurizcd ,tsc.

1-:ach nonconformance shall be investigated to dc-tcrnline the cause, responsibilit y , efl'cct tin engine use, and correcti y c action initiated.

Prn,duction engine part nonconformances shall be submitted to the Material Rcyi,•ts.

Board for Iinal disposition. The Government representative will have final authorit y for y .l/disappru y al of all Material Re y icw Board actions. P&%VA shall mark ac-ccpted appru will be enginc- nonconforming inaterials with special identifying symbols. This material .uithifflMl fur use in an y production engine, assembly, or spare part. Scrap material shall be a reject symbol or mutilated.

perm,tncntly marked with y rlupnlcnt engine p;ut nuncuufornlanees shall be ducumcntcd oil Ue Rc•y iels Orders aunt' submittc • cl fur in y c• stigatic,n to the Material Rc y iew Board responsible for • sentaiRc nn • nlbers of the dc%clupnlcnt parts. The Quality Assurance and Government Repre \IRB shall be advised of the nonconformance ail(] participate in the investigation, but dis- of the position of nonconforming de y clopmcnt Material shall be tilt- sole responsihility authol-Ut'd d(we-lopmcnt engineer member of the MRB who will document his reason for aeccpla uc- tin the Quality Review Ordcr.'I'he engineer may accept, repair, or reject the part based on his knowledge- ol- the- part use. P&WA shall mark accepted dc y c• lopinc• nt enginc nonc-ortfornling matcrial with special identifying symbols which will limit the use of parts so marked to cle y ckynient testing only. Scrap matcrial shall be permanently rimi-kcd with a m of y rcjcct s y mbol mutil.ttcd. Copies Uc e • Iopmcnt quality review tickets shall be furnished I() they Go%ernnlcnt Rcprescntati y c I'or information purposc-s.

W-16

S. Inspection Status and Marking The P&WA quality program shall maintain a system for identifying the inspection status of production engine items and material from the time of receipt through fabrication and assembly.

Unique symbols identifying the inspector of production engine items and material shall indicate completion of nondestructive tests, completion of manufacturing processes of nonconforming material or items by the Material Review Board, and final acceptance.

The final acceptance monogram is a registered trademark and shall appear on all INTERACT engine parts, where practical, to indicate that all quality requirements have been met.

Development engine items and material shall he identified with appropriate develop- ment symbols identifying the inspector to indicate nondestructive tests, acceptance of non- conforming material by the development engineer, and final acceptance. Traceability will be provided, when size of part permits, by marking each development part with the month and year the part was accepted and with the work order number for shop man-. • factured parts or purchase order number for purchased parts.

9. Special Quality Assurance Procedures Inspection of Development Parts for Use in INTERACT F100 Flight Test Engines — This procedure, QAP 3-A-42, does not apply to production parts with a P&WA mono- gram. A Flight Test Letter (FTL) will be prepared to authorize the installation of develop- ment parts on flight test engines to define the flight test requirements and to provide dispo- sition of the parts after test. The FTI, shall be approved bx r 100 Flight Test Engineering and the F100 Operations and Support !Manager, with a copy to Quality Assurance and the resident Government representative.

Overhaul and Repair (QAP 5-E-3) — Overhaul and repair requirements for F100/IN- TERACT engines, modules components, and items are established in Delivery Order Supple- ments (DOS) issued by Product Support O&R Engineering. DOS authorizes the inspection and repair work required and will also specify the applicable Technical Order Manual (TO) necessary to perform the requested operations, and will indicate the Engineering Changes, Service Bulletins, Service Test Letters and Flight Test Letters to be incorl orated.

IV-17

SE: T 1ON V ENGlkr :ONTROL COMPONENT N'Q_4UIREMENTS

SECTION V

ENGINE CONTROL COMPONENT REQUIREMENTS

The baseline control systems configured for the INTERACT with FAUEC Flight Test Program are shown in figures - V 1 and V-:. The arrangement is comprised of Electro- Nydromechanit A Interfaces (HIMI) and special electrical components, sensors. And probes, Bill of Material (BOM) F100 components are retained whrm no special configurations are reyuirrd. All the control %\stein computations will be executed by either the engine- -mounted electronic control (FADF0 or by an airframe-mounted programable computer (RPC). A hydromrchanical gas generator backup control is also incorporated for addrd flight safety. The backup control can be automaticall)' switched (tit the engine controls, or manually selected by pilot action.

The basic engine control sensing points and outpn-is arc shown in figure V-3. Engine- mounted sensors provide pressure, temperature, :urd sperd signals to the engine controls which convert the infonnation into scheduled outputs, such as furl now% and variable geom- rtr) to providr stable rnginr operation throughout the Ilight envelopr. 'table VA shows a list of the rnginr-mou tit ed control components for the proposed haselinr control system c on figural ion.

until air- The location tit' the v.rrious components for INTERACT will nut he finalierd craft instalLntion rryuitrnunts have hcen completed.

Table U-1. Control Compo ► trnts System E11,1111 BOAT M FP GG Control Aug Control AFP CENC A/1 Valve Aug Pump Controller P&D Valves RCVV Actuator (2) 818 Cylinder CIVV Muter Actuator N I Sensor CIVV Slave Actuator with F /H TT2 Senoon (2) RCVV F/H Cable Fm Senstm (7) Nossle Actuation 11/M r T? Sensor Svrtem Ignition Syrtern HOM FJectrical (:abler

Special Electrical Comp's

Generstor Si ► ecial Electrical Cables Special Sensors arc! Probes FAIIFC and RPC Computrn PSs22 NowlKxun Probe Converter Hom, F.PR, PH Sensor Box (Rey'd for RPQ (^)tical Com p onent Fiber Opus Dats Links V-1

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A. ELECTRO•HYDROMECHANICAL INTERFACE: (EHMI) 1. Requirements The EILMI shall provide for actuation of all engine variables by either the FADEC or the RPC through dual torque motor coils. Independent resolver measurements are required of all actuators except for those in the augmentor control. Actuation range and dynamics shall be sufficient to control engine operation from startup through full augmentation over the F-15 flight envelope.

I

The EHMI shall provide a cuckpit-selectable backup control mode whereby the gas generator shall be on hydromechanical control with the other actuators in a safe position.

This mode shall be selectable at any flight condition, shall minimize the possibility of engine damage, and provide aircraft fly-home capability.

Cockpit advisories and mode select capabilities shall be coordinated with the integra- tion contractor.

2. General Description The EHMI components interface with the FADEC or the RPC computers and trans- form electrical commands from these computers into actual engine control actions. To accomplish this, the t,vdromechanical components incorporate solenoid valves to translate discrete electrical commands into discrete mechanical positions and electrohydraulic servo valves (EHV) to translate proportional electrical commands into proportional mechanical motion. The EHV's are a two-stage valve design with an electrically-controlled hydraulic amplifier first stage driving a three or four-way spool valve hydraulic second stage. To pro- vide feedback of component position to the computers, position resolvers are used.

3. Gas Generator Control The gas generator control consists of a combination elect ro-hydromechanical unit designed to operate in conjunction with the FADEC or RPC computers under normal operating conditions, and provide a hydromechanical back-up system in event of malfunc- tion of the electronic control system. Figure V-4 shows the control input/output diagram.

primary mode of operation, the gas generator control provides the following Metered fuel flow to the gas generator, as scheduled by FADEC or RPC RCVV positioning, as scheduled by the FADEC or RPC Engine compressor bleed opening and closing, as scheduled by the FADEC or RPC V-b

PnOE L ORIGINA QUALITY OF POOR 4. Supplies the mechanical power Icver input position (PIA) to the FADF;C or RPC b y means of two resolvers 5. Gas generator ignition turn-on/turn-off by mean! of an electrical switch actuated by the mechanical power lever input 6.

Fuel cutoff or turn-on to the gas generator hydromech ail icall y as a function of the mechanical power lever input 7. Supplies filtered fuel for "Muscle" to the Compressor Inlet Variable Vane Control (CIVV) rear compressor variable vanes (RCVV), the Conv ergent Lngine Lxhaust Nozzle Control (CIAC), and the Aug- mentor Pump Controller K. Provides ail signal to indicate malfunction wid/or Iailurc of either of the backup servo sv,!cros vtd identifies which s y stem is mal- funct Toning.

In the backup node of operation, the gas generator cont r ol provides the following functions: 1. deters fuel to the b as generator 2. RCVV positioning 3. Automatic engine starting 4. Fuel cutoff or turn-on to the gas generator 5. Gas generator ignition 6. Supplies filtered fuel now to other control components 7. Supplies a furl pressure signal to the augmentor control and the CE\C to shutdown the augmentor and close the engine exhaust nozzle 8. Supplies an electrical signal to indicate backup mode operation.

V-6

OF POOR PLA wFGG P32 RCVV Start Bleed TT2 Ges Generator wFGG T/M Request GG Ignition Backup Control RCVV TN Request Mode Indicator T P Di ostic S/B Mode Solenoid T2^ S2 ^^ Mechanical I Resolvers RCVV —J Feedback wFGG 1 and 2 PLA 1 and 2 FO 1651" Figure V-4. Gas Generator Control //O 4. Augmentor Control The augmentor control combines the augmentor fuel flow metering system, manifold - quickfill system, and the distribution s, stem into a single mudular constructed control operated by the FADE:C or RPC. Figure V-5 shows the control input/output diagram.

The following characteristics and functions arc provided by the Augmentor Control: 1. The distribution system utilizes five 3-position segment valves currently used in the F 100 Unified Fuel Control The segment valves, three supplying fuel to the core zone and two 2.

supplying the duct zone, are individually positioned in the cutoff, manifold preGll, or metered flow position per command of the segment selector valve 3. A four-way HIV positions the segm ,-nt selector valve upon request of the FAUEC or RPC 4. Position of the selector valve is led back to the FADEC or RPC by a resolver V-7

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The metering system consists of two separate, but identical, core (Seg- ments 1, I1, and 1V) and duct (Segments III and V) metering valves (M/V) 6.

The FADEC or RPC independently schedule the two metering valves to supply proper augmentor fuel flow b y inputing commands to each of two EHV's 7.

The quickfill system, consisting of a fill valve, a fill detector, and an electrical fill detector position switch is similar to that uscd in the F100 Unified Fuel Control.

6. Convergent Exhaust Nozzle Control (CENC) The Convergent Exhaust Nozzle Control (CENC) shown in figure V-6 positions the jet nozzle in response to commands from the FADEC or RPC and exhibits the following func- tions and characteristics: The CENC consists of a reversible air motor, a bidirectional control valve, a mixing ! ,-ansmission, a power piston, a four-way ENV, a resolv- er, a counter, and an Exhaust Nozzle Position 1'ransmitter (F.NPT) 'fhe power-producing element of the CENC consists of revcrsiblt, high- 2.

pressure helical gear motor and bidirectional pneumatic control valve which ports compressor discharge air to one side of the motor while venting the other side to atmosphere A mixing transmission provides direct mechanical feedback between the 3.

pneumatic motor position and the air control valve as a function of in- put nozzle afea (Aj ) request 4. An electrohydraulic four-way servo valve (EHV) driving a power piston provides the Ai request input tc, the mixing transmission 5. "The EIIV is biased to provide a fail-safe failure mode in the closed noz- zle direction upon loss ;f current 6. Power piston position (Aj request) and feedback (electrical) is supplied to the FADEC and RPC b y a resolver 7. To facilitate rigging the nozzle and CENC, the CKNC has a digital counter which is driven by the air motor grartrain The F.NPT is also driven by the motor grartrain and provides the pilot b.

with an indication of nozzle position V-9

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An orifice-check valve arrangement is provided to limit power piston velocity in either direction of travel and thus prevent overshoot, dam- Age, and / or instability in cases of large A j request 10.

Upon transfer to backup mode, the gas generator control provides a signal to a logic valve which moves the power piston and, therefore, the exhaust nozzle to the minimum open position 11. The CENC nnected to the exhaust nozzle through a transmission system cons of two flex drive shafts, flexible drive loop, and five ballscrew ac. .is (see figure V-7).

d. Auyn entor Pump Controlhr Me awgmentor pump controller (figure V-8) mounts on the augmentur fuel pump and modulates the airflow to the pump turbine, therch% controlling its speed. Controller design and operation includes: Controls the speed of the augmentur pump to provide the design meter- ing valve head to the .utgmentor control while satisfying the flow requirement 2. The r: Terence pressure used for cont r ol is the higher of the t.:o aug- mentur metered n ow discharge pressures (P F3AW PF3AC) The difference in the referenie pressurr and augmentur inlet pressure 3.

is the controlling pressure Aw) (P F I 4. This controlling pressure drives it nutcracker linkage and servo which positions a douhlc-diameter piston, which in turn drives the pump tur- bine .tir valve 5. Servo pres ore (P F. y ) and hods' pressure (1 t . t.^) are the operat i ng pr-s- ,-tires for the piston ti. servo is varied as a function of hurncr pres- The gain .,f the nutcracker sure (1'a) An overpressure limiter is inronportted to limit . ► wgmentor pump dis- 7.

charge pressurr in the event of it malft notion.

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ORIGINAL PAGE IS OF POOR QUALITY 7. Rear Compressor Variable Vane (RCVV) Actuators (Two Per Engine) The RCVV actuator shown in figure V-9 is a hydraulic cylinder used to rotate the inlet stator vanes on the turbofan engine rear compressor. Each engine installation requires two RCVV actuators, both of which are identical. The actuator power piston is driven by fuel pressure supplied by a four-way electromechanical serv o valve located on the gas gener- ator control. This serv o valve is controlled b y an electrical signal from the FADFIC or RPC during primary contro l operation. A resolver linked to the power piston shaft on each actu- ator provides positioning feeclback to the computers, closing the control loop. When operat- ing the engine in the hydromechanical back up mode, a mechanical indication of RC\'\' position is fed back to the backup control 8. Compressor Inlet Variable Vane (CIVV) Control The CI\'\' control system shown in figure V-10 consists of two hydraulic cylinders.

One c y linder is the master .actuator containing the control components while the second is a slays actuator. A four-way cicctroh ydraulic sero valv e (1-MV) mounted oil master actuator provides the fuel pressure to position both the master and slave power pistons. The servo valve is controlled b y a signal from the FAUEC or RPC.

The CIVV slave actuator is a h ydraulic c y linder controlled b y the servo valve which is part of the CIVV control master actuator assembly. The same presstu-es supplied to the mas- ter actuator power piston are supplied to the slave power piston causing the two to work in unison.

Lath actuator contains a resolver linked to the piston shalt to provide feedback to the r' I)I:C and RPC.

The CIVV's arc set to the cambered p a during backup control operation.

uo 9. Hydromechanical T T2 Sensor 'I'll,, hydromcchanical T. sensor probe mounts on the engine inlet and provides it pressure signal to th:. temperature receiver in the gas generator control. This pressure signal is proportional to engine inlet total temperature T. t . 2 . The temperature receiver mounts directly in the gas generator control and provides it TT2 input to the backup controls schedules.

V-14

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B. BILL-OF-MATERIAL COMPONENTS 1. Main Fuel Pump The main fuel pump consists of an integral dual-element configuration with a centrif- ugal boost stage and a fixed-displacement vane stage.* The boost stage supplies pressurized fuel to the main fuel pump vane stage and to the augmentur fu g! pump, when an augmenta- tion permission signal clutches in a high flow centrifugal flow element. high-pressure fuel from the vane stage is delivered to the gas generator control and provides hydraulic scn10 muscle for the variable-geometr;\ • actuators. The gas generator bypass valve, located on the gas generator control, regulates flow output to maintain a constant pressure drop across the gas generator metering valve, The boost pump and gas generator vane pump a. - mounted on the same shalt and directl y driven b y the engine gearbox.

A functional block diagram of the main fuel pump is shown in fi gure VA 1.

Augmentor Fuel Pump The augmentur fuel pump provides fuel flow to the alga itnto r : ) ntrol for yuickfill and metered flow distribution. This pump is a single-stage centrifugal , imp driven L- an air impulse turbine. A butterfly val ve, located in the air inlet line, ca .aro: • pump speed by rcgu- lating turbine air supply. During non-augmentation engine operation, the butterfly val ve is closed to minimize fuel temperature rise and improve specific fuel consumption.

A functional block diagram of the augmentur fuel pump is shown in figure V-12.

3. Anti-Icing Valve The engine inlet anti-icing vale directs 7th-stage high-pressure compressor bleed air through the inlet guide vane struts into the noseboont probe assembly to prevent ice buildup oil engine inlet. Upon pilot SCICCtIUn, the valve is electri,-ally actuated through it solenoid and pneumatically operated. When the solenoid is de-energized, high-pressure air is directed to the front side of the sleeve valv e while the rear side is vented to ambient pressure. The unbalanced pressure plus the spring load opens the val v e. Conversely, when the solenoid is energized, the front side of the sleeve is vented to ambient pressure and the unbalanced pressure closes the sleeve vale.

4. Pressurizing and Dump Valve The fuel pressurizing and dump ^D) calve drains the gas generator fucl manifolds on engine shutdtlwn maintaining a full supply line from the unified control to the pressurizing .ltd dump valve. The valve also cnsures adccfoatc bat kpressurc to the gas gcnerator to main- t,tining proper scno pressure regulation.

fhc WAI 1100 main fuel I, ion iiiiIi /es A \ariable displacement vane stage. For the INTLRACT program, the pump \%ill be lot ked in the "utax" flow setting and rxcess flo%% deliver\ "ill he k passed b\ A valve located in the gas generator fuel control.

V-17

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OF POOR OJALITY 5. Start Bleed Cylinder The start bleed cNIIndcr is engine mounted fur two-position control of the high com pressor start bleeds, High and low fuel pressure is altcnlatcl% pro%ided to both sides of the h1ccd cylinder b y the gas generator control to open ur close the bleeds during engine slants.

N1 Sensors 6.

The engine assenlbl\ contains .1 (1u,tl•coll magnetic sensor Which prrnides rMill1d.1111 sp" . d signals to the electronic control.

FX rotor spt • ctl is ,list) dctcctol b\' all clld\- ctu - rcnt sensor that pro\ idt', ,111 illdlo. ation Of Lill specel to ground/.tirrraft suppori equipment.

7. T.1. Sensors (Two Per Engine) The 121191111• inlet tcnlper.tturc sensor (pro11(') shossn in li9urt' V-1:3 consists Of two 1111.1111 jtuution chrontcl alums I thermocouple sensors units nu,u11ted .0 iht' cngint' inlet to pro\idc tlst) inlet icmperaturc sig11.11, (Inillitolt signal) to th12 engine electronic eontlol.

Fan Turbine Inlet Temperature (FTIT) Sensors (Seven Per Engine) 8.

ill the I" IFY mcasure11lt • nt system Shown V - 14 consists of seven dual-lunctiun chlt,utt'l ,tlunul thcrnlucnuplc scnsm units, nlountc(I at station 1 ,. l • 4.5 , to provide signals of lain turbine inlet te11lperatur(. to lilt' clot ironic control and to the ,Iil-lr,unt'. I Wo :,It;lhtls representing a\rr.lgt's of lour .111(1 thrt'c junctions arc pros idol to the engine clot Ironic co11- Ind (there final atcraging is aehicsctl. 'Ihc Signal for aillr.une 111(11(allon is obtained I I . 1. ; Irons the asc1,19r of the olhcI Icnlpcl.tture s-g11.11s at the bulk11(..tll tonuct tol p.uul.

9. Ignition Sy-tem (Exciters and Igniters) Tile ignition r\citcr is .1 unit which contains either one .1.;.0 gencr.l- lol Igllltloll elretlll .I11d (OW a tlglTrt • Ilti)r I , 0I1111I,11 t'llttilt ((Itl,ll eAt lll'r) m one gl'llel.11 nl .g,ls circuit (single ex( iter). I'he dual ignition t'Xc filer .Ind the single ignition cmilel protide ,I } .joule stored t'nt'rgy IC\el lit spark ignilcl fur 111.1111 ignition ,Intl ,1 ''.li joint' stored t'11crg^ Icscl to the sp,uk igniter for am4lilenlol ignition. LICtIrical powl• r is supplit'el to t'ach - 11tit VX(iter circtlil hs all clot tric.tlls indcpt ' - lit ss finding of (ht ' cngint' Self - ( ontai11(.tl tt'nrr,It.n.

i-,nilcrs cmiduct tilt- high cncr9y Spa ik potential treated hs tilt' cxcit(.r ,111(1 illolc tilt' rnt'rgy to (Iisch.ugc at loss .111 .tic g,tp located It the propel 1)osilio11 in the combustion t b.uuber.

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Electrical Cables 10.

The engine-mounted electrical cables consist of insulated stranded conductors, prop- erly sized. and covered by protective metal overbraid and terminated with the proper con- nectors.

The BONI cables to be retained for this program will be determined after the engine wiring diagram is coordinated with the integration contractor.

C. SPECI'rL ELECTRICAL COMPONENTS 1. Gangrstor The generator stator and rotor mount on the engine gearbox utilizing the gearbox bear- ings and shaft to provide a permanent-magnet type, engine-driven generator. The generator supplies electrical power for the engine components and provides N2 speed signals to the electronic control and the airframe interface. The generator assembly is comprised of a rotor and a stator. The generator contains the following windings: 1. Two identical nonregulated, single-phase main ignition windings Two identical nonregulated, single-phase augmentor ignition windings 2.

3. One nonregulated, single-phase N2 speed winding to furnish a speed signal to the engine interface 4. Two nonregulated, three-phase windings to furnish power and N2 sig- nals to the electronic controls 5. Two nonregulated, single-phase, low voltage auxiliary windings.

2. Special Elictrical Cables .nd Bulkhead Connector Panel Llectrical cables other than the BONI cables that can be retained will be determined through coordination with the integration contractor.

3. Converter Box Converter Box requirements to couple F'AUEC to the aircraft hlil-Std-1553 data bus will also be determined through coordination with the integration contractor.

T-

[). SPECIAL SENSORS AND PROBES

1. P S 2 Noseboom Probe

file pro bt provides an engine inlet static pressure signal to tilt- FADEC, RK, and PS2 the gas generator controls. The electronic control uses this signal for the primary engine pressure ratio control. The gas generator control uses the signal to bias the fuel now sched- uled t.o the engine during hackup control operation. The probe will replace the 1301\1 F100 engine 'lose cone.

Pressure Sensor Box 2.

Operation of the cngint with tilt- RP(: control s\stcm requires that pressure sensors he incorporated. The number of pressure sensors, locations, and the specific pressure rangcs \\ill he coordinated with the integration contractor. On ,c defined, a box incorporating the tcquircd pressure sensors \.ill tic identified for use in the INTERACT program.

3. Cold Reference Box A reference junction for the FTIT and , temperature signals will he necessary for -1-. I • ` tilt- RPC s^stenl. I'hc specific location of this box will be coordinated with -he Intco;ratiun Contractor, in addition to specific design (Iite • ria for Ike re• fercn(: box.

E. OPTICAL COMPONENTS

1. Fiber Optic Data Link

Tilt, III)CI optic data link is discussed in Section \'1.

F.

PLUMBING The plu.rlhing ic(Imicd to incorporate the• 1•:11\11 components in the control .)sterol is defined. New rc • q tilt vincnts fur tilt- spe• rial added components will be coordinated with the inlcgr.Uion contractor.

G. INTERFACE ELECTRICAL CHARACTERISTICS

1'he c1crtrical characteristics of the Ell\11 cle • ctruh\draulie Ilow control and resolscn.irc described in Iiguic V-1 .1 and Iahlc• . V-2 Ihruugh \'- 5.

V 21

OF F00R QUALITY TYPICAL RESOLVER OPERATION Required laterface Range E R1 R2 E S1/S4 - S2 ES1/S2 / \\ S3 225° /-270* 45° 90° 135° i 40° Midstoke 40° CCW Viewed from Shaft End Rrsulrrr Ulrr-ration f R1 Red/White R2

1 L

Black/White Sl /S4 Red-- S2 Yellow S3 Black NC Rrsuly r Wiri p:,s: .tir hrmatir and Co dc F b 168058 Figure V-15. Resulzwr and Scmo Valve Electric Characte rs6cs V-25

PAGE

L

ORIGINA

OF POOR QUALITY

Table V-2. Elcorieal Rcquircr ► te • nts Gas Gencrater Control

Elcetrohrdraulic' Servo I'alre Specifications

Metering I 'alve RC IT

t 20 ma t 20 ma Rated Current 160 S2 1 10% 160 S2 + 10% Resistance Null Bias 4 ' 0.4 ma 4 +_ 0.4 ma Two independent Coil Configuration fwo indcpcndcnt coils coils ,\Lt\ Current 45 tna 45 ma 0.5 Henries rack Inductance 0.5 Ilcnrirs rash coil at 50 h/ coil at 50 hz 4% sated Curren' (max) 11\ strresis • 4% rated • urrcnt (max) 0.5%rata•d current (max) 0.5% rated (urrcnt (max) I hreshold •

S(,lcnold Electrical Charactrrtstics

orrr Coml)wssor Bleed

1l

1'vpc 2 \vav 2 \v ay I 28v Voltage .

1261_' Rcsistance wiS'_' 10 at :. 1 Min Dropout \ oltage 2\ 2\

Ibide In 'ifation S;t • itch Characit'risties

\ oltap 28\ .

('urrcnt 250 ma Contat's Double Open Priular\ Mode

Iblignostic Steitch l:le'clrnal Characteristics

\'oll.lgc 2h Current 2.50111.1 Resist.mcr 0.1 ohm

ffi.\uh'cr I:lectrtcal (.haracte'nsltt'.e

►

Rewlver Specilicalio ts

11,'terirl^ I ah • ( l'1

- \olls Primar\ \ oliage 7 volt\ 1 „') Ili 16110 111 Primary I rcqucn( • 0.010 .unp 0.1111• amp Input Current 0.,', , 0.015 \..Itts Input Po\\cr \\.tits 127+ + . 1650 128 `.1650 linlicel.u1(e /Rl) e 28 e II76 1111pt tl.ltltc /SO Is 1176 ' .1 16 23 + 16 Impe(.uu e /SS '_''i 3.5 volts Output \ olt.lgc 3.5 \oils 56.% ohms ! 10% 56.8 ohms ! 10°10 IX , Reslstatlt't' (Rotor) 7.5 ohms 4 10 °1, I)c Vcs1\Lltl(c IStatorl 7.5 ohms + 10"1, 5.6 degrees 1'llast• Shift 5.0 detZrres 10.000 ohms nominal 10.01 0 ohm\ nominal Load u n „ '1'.5 to I -_' 511 Io _'1111 Rang \\ dcIn cd I,\ \1\1 , 1'M(

V- 2(1

"'NIA ORi tS QUALITY OF POOR

Table V-3. Augmentor Control Electrical Requirements

Elect ro-Hydraulic Flow Control Valve Specification

Sequence Va l v e

Metering Val ves (2)

2 stage, 3 way 2 stage, 4 way Configuration Two independent coils Coil configuration Two independent coils ± 20 ma ± 20 ma Rated current 160 ± 10% ohms/coil 160 '- 10% ohms/coil Resistance 45 ma Max current 45 ma 0.5 henries/coil at 50Hz 0.5 henries/coils at 50 Hz Inductance - 4ma±0.4 —26 ma**-0.4 Null bias 00.2546 of rated current .2546 of rated current Threshold ,446 of rated current S4% of rated current Hysteresis

Resolver Specification

M eteri n g Valves (2) Sequence Fa loe

7 volts 7 volts Primary voltage 1660 liz Ireyuency 1660 Hz 0.010 amp Current 0.010 amp 0.015 watts 0.015 watts Power 128 plus J650 Impedance -1.RO 128 plus J650 28 plus J 176 28 plus J 176 Impedance LSO 23 plus J 16 Impedance LSS 23 plus J 16 3.5 volts 3.5 volts Octput voltage 56.8 ohms ± 10% 56.8 ohms *- 10% DC resistance (rotor) 7.5 ohms t 10% IX: resistance (stator) 7.5 ohms ± 10% 5.6 deg 5.6 deg Phase shift 75 deg Range 75 deg Midstroke at 2350 %lidstroke at 1350

► cation

ManifulclMicro Switch Speci/

Contact Normally open Resistance • 100 ma max Current Voltage 28 vdc available for • Switch contact resistance shall not exceed 5 ohms with 6 v( film breakdown and contact current limited to 0.5 ma.

`'-2 7

PACE ORIGINAL OF POOR QUALITY Table F--; t . C/IT Control and Slane Actuator Electrical Re quirenzents Electru-Ilvdraulic Floc Control Valve Spcc(lications (Cont r ol 00Y) Rated current ''20 ma Resistance 160 Q *- l0 Null bias 4 -± 0.4 ma Coil configuration independent coas fNo %la.% currant 47- m- Inductance 0.5 Henries each coil at 50 Hz Hysteresis* 4% rated current imax) Threshold• 0.5%rated current Imax) *As defined b y ARP 490 Ri-sulve'r Spe-cifications (Cuntrul and Slate) It ent Charact cast it, s Primary voltage 7 volts I reel uencN 1660 Hz 0.010 amp Current Power 0.015 watt Impedance XR0 I28 plus J650 /.S0 28 plus 1176 /.SS 23 plus J 16 56.8 ohms ± 10170 DC resistance )rotor) DC resistance 7.5 ohms ± 10%u I'hase shift 5.6 deg Range 75o/ 1.5 in. stroke or 97.50 deg to 172.5 deg Output voltage 3.5 volts • I his specification also applies to the RCVV actuator feedback resolveis V-`-'H

ORIGIM!'.

OF POOR

CENC Electrical Requirements Table V-5.

ciectro-Hydraulic Servo Valve Specifications Pem Characteristics ± 20 ma Rated current 45 ma Max current 0.5 henries/coil at 50 Hz Inductance -6t0.4ma Null bias Two (2) independent coils Coil configuration 160 ohms ± 10% Coil resistance <0.5%of rated current Threshold <4% of rated current Hysteresis Resolver Specifications Characteristics Item 7 volts Primary voltage 1660 llz Primary frequency 0.010 atnp Input current 0.015 watt Input power 128 plus J650 Impedance "!_RO 28 plus] 176 ZSO 23 plus J 16 %SS 56.8 ohms ± 10% lC resistance (rotor) 7.5 ohms ± 10T, DC resistance 5.6 deg Phase shift 3.5 volts Output voltage V-2!1

SECTION VI FAGEC REQUIREMENTS

SECTIO,; VI FADEC REQUIREMENTS A. GENERAL DESCK&TION The FADEC system, configured for the INTERACT program, consists of two engine-mounted units that provide full authority digital electronic control of the F100 turbofan augmented engine from start through full augmentation. Each of the two units, designated as Primary and Secondary, is functionally equivalent and has identical control capability. The current FADEC system is shown schematically in figure VIA. Digital com- munications between the primary and secondary units allows exchange of sensed and calculated information to provide extensive fault tolerance capability. Parameter synthesis provides for continued safe operation of the engine in the event that measurement capabil- ity is disabled. Separate dual windings are employed on elect ro-hydraul;c interfaces, with each winding dedicated to one section of the controller. Output switching logic is employed such that only one pr,)cessor commands a particular output at a given time, but individual outputs can automatically be transferred from primary to secondary command.

B. SYSTEM FEATURES Comprehensive software and hardware features are incorporated to identify system malfunctions, implement redundancy management, and facilitate s)stcm maintenance.

Should it malfunction occur which prevents engine control from the primary unit, the sec- ondary iinit outputs are automatically activated.

File paragraphs that follow provide it more detailed description of the current FADEC structure and a preliminary definition of changes/updates required for the INTERACT with FADEC program.

1. FADEC Fault Accommodation FADEC employ's dual-path redundancy to provide it highly fault-tolerant, fail-opera- tional/fail-safe system concept. A sim p lified schematic of this concept is illustrated in figure VI-2. As shown in this figure, FADEC is divided into separate primar y all(! secondary sys- tems, each incorporating it digital processor and a complement of input and output circuitry to provide full authority digital electronic control of all engine and augmentet functions.

Srlf-test and fault detect; ,n features are included to implement corrective action in the event of failures %within the systems, external sensors, or output devices.

The Primary and Secondary processors corn nunicate with each other in real time.

Because of this eonanunWation capabilit\ , any failure of one s y stem input parameter (Which is made availahle to hoth systems by redund.utt sensors) may be accommodated bCCattsC the same p.ti unctcr is availahie through interrogation of the other s y stem.

VII

r:G^ r ORIGINAL f OF POOR QUALITY cu h 5 c p > > m U C > n > > a Z U Q U ; U N_D y m c ^v

u

U C m E E ,l O

U

Y c ti n.

J

CCS

L Y U Y ti cn r U

U `^, C

JN J

S W

W co O C U m E > U m Q 0 O C Q O Cl) 0 a s a -- a, 1

U

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Nf— N (DU a

J F- I— (/'j m (— C o C C p M , v a) c c c C V) c N \ I 1 ,

ORIGINAL P AGE I3

OF POOR QUALITY

I I n

I

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I t2 ^ I o^ U ^ u ^ C C y I a a I a I II I — J • VI -3

• ORIGINAL OF POOR QUALITY Input/Output functions are provided by a complement of sensors and servo-actuators (effectors). These are comprised of thermocouples, resolvers, magnetic pickups, pressure sensors, torque motors, and solenoid valves. Communication between the . g;tal processors is facilitated through the use of dual-port Random Access Memories (RAM). Each FADEC unit has a dedicated transmit and receive (32 words each) memory block whose data trans- fer between processors is controlled by a UART-driven 125K baud serial optic data link.

This data transfer is asynchronous and program-transparent to each processor. This com- munication system allows input signals to be shared by the two processors, providing input signal redundancy. As an example, in figure VI-3a, if the rear compressor variable vane angle (RCVV) position feedback resolver malfunctions in the primary path, the primary will retrieve the RCVV actuator position signal from the secondary via the dual-port RANI. In addition to the signal sharing, some inputs are diti licated by means of parameter synthesis and used to identify input signal in range malfunctions.

It should be noted that provision is made not only for the capability to switch one system in to replace the other in the event of major malfunction, but individual output loops may also be switched in and out in the event of less significant malfunctions. Nlaxi- mum flexibility is thus provided in response to any malfunction situation.

All output loops are checked on a continuous basis throughout the flight phase of engine operation b y the loop continuity check. The past command error signal to each torque motor is compared with the present position of the output actuator to determine whether or not the proper direction of m(wement has taken place during the previous out- put update cycle. Once a fault is detected, a switchover to secondary control of the particu- III lar output loop is effected, as shown in figure VI-3b for the CIVV torque motor.

Output effector loops arc driven by their respective processors. 'There is no cross-coupling of output command signals from the priman processor to the secondary output drivers or vice versa.

As in the torque motor case, individual solenoid output states arc Ied back to the pro- cessor for comparison with desired solenoid states for fault detection. On engine start-up, all solenoids are read by the processor and compared with the prescribed limits to determine possible output driver/solenoid faults. If none are confirmed as Faulty, operation continues with each solenoid being checked continuously and also when a state change is commanded by hc processor. With a second reading being taken on a change of state, confirmation of fault\ operation is possible. When a fault is confirmed, the solenoid driver is switched out, with the secondary backup driver being simultaneously switched in. This fault-checking mode allows Fault differentiation to the FADEC or the solenoids themselves.

In addition to the p reviously described software tests, the FADEC also provides hard- ware tests. To protect the processor from being caught in an infinite loop, the computer cycle dine test is performed. A computer c y cle timer, or watchdog timer, is employed to monitor the update rate of the processor program. If the processor becomes caught in an infinite loop, the cycle timer will not be reset within the allotted time, resulting in a reset of the entire pn,grnun and a switchover to secondary control.

A power supply test function is crnplo , cd to monitor proper voltage regulation. A III detected Fault results switcho%cr to secondary control. This hardware test signal is known as power supply rc.et (PSR) and goes to the switcho%rr logic to effect a changeover to sciOnd.tl\' control.

VI--f

ORIGINAL PAGE l3 OF POOR QUALITY CIVV TM Coil A CIVV Primary CPU RCVV TM Coil A RCVV--- WFGG TM Coil A WFGG Dual Port RAM Primary RCVV Input Fault — Secondary

Dual I

Port RAM TM Coil B CIVV CIVV RCVV TM Coil B RCVV J SeCPUary WFGG TM Coil B WFGG —

r7--

FO 187333 Figure 1'1-.3a. F".11141. Fault Tnle • rant (:oneeht CIVV CIVV TM Coil A Primary RCVV TM Col A RCVV CPU WFGG TM Coil A WFGG Dual Port RAM PrunarI CIVV 0LJt{1U1 Fault — _ — _ — — — — 11- — Secundary Dual Port RAM CIVV — — — — CIVV TM Coil B Secondary — RCVV TM Coil B RCVV CPU WFGG TM Coil B WFGG FD 16,115 Ftgure 1'13h. F Fault 1,,1,7ant (:nurrl,t V 1 ")

ORIGINAL PAGL W

OF POOR QUALITY

2. CPU Implerr)antation fhc tt-mr.11 pr(1(essm unit (('l i t') design is it propricl.u\ dt • .iiz11 h,lscd un tilt' Il,uuillun Standard I IS 10/2 1 processor.

% I'hc I IS 1()/21 CPI' is a IIc\Ihlc ( . OI 1, oI IvnIk-d ' C\IOS I.SI, hu paraIIcI, IIm IWrlall\ Sit aled I\%()", 11t, (()I I I I) I I )a I It, IwI logi(, (onlplcnu • st)Ild - statc 111a(11inc. I \\.Is in III ' lII\ dk-S II(A Im cithcl It)- (it 21•hit \% ( ill Ic111;ths (H) hit+ for lut-1 conlr"Is ,11111 _'1 hit, Im n.l\ig,ltlt,n.11 , (or11pu[.11io11,), .111(1 111.1\ he -Ipclalc(I \\1111 ,ul)ph \OI from it tt, +I.i \dt, and Icnlpcl.l- lit till(, Irma ,).) It I, %im(tmcd \\'llh ,I\ dt-dlc.11ctl It'LtUlcl,, ,I 1 )r41i.^1 - .1111 Illtre- Incntcr, .111 ,1111h III ctlt 1"Ri( unit (Al .l'), .Intl 11,11(1- twd t -Jill O1 1„ `IC .Intl IImInQ. the 87 111%1rJt-11 1 ,11, OI t11c (:I'( ' Irk dt',I1;I1ttl ttt upt-l.11t- \\1111 .I Jill, 1-'III,II it( t11)I1 (ollllulle(1 (Imk \011,11 (,111 ,\ lit III OlI )trsl\' \,Ir\ lilt' Illlt'rulll,tlllt ll4111 e\t'( tltlt)Il Illllt-, ht-1\\ccn 211.1 and 5MS nscc and 1.171; fl,t-,, ' 1114m lm 114411 n,t-( ,lwcd in,tlurlion ( , \( , t III i)l). In,tl tit 1i u11 ccrtullon IlIncs ,uc .11,11 1c(Io(cd \i.l u\cdappid lath /c\ctulc (\tics, luck-altcad t,(1r\ iu [),,III l .11 It I II)cI l( I nit .Ind IItc Il • LIs I,'1 1111 it .1 d(IcIs, .Illd I l I(I I unit %cict III)I1 ,)l .III 1c ♦! I,1 ('I II.I Its Icr 1),1111, It )I "1111(111.1I1('1)'.I, Ill I1 1 11 lt' -It 14Is It' I II'IIl,lt-1,.

I ht- (11 11.11 1Ogic Icyuuc(1 1t, ilnl)Icnlcnl the (.I'L' dt-,1g11 \ra, p ' 11111141nc(1 11110 loin dil• Icrcnl, (11,1,)111, I.11ge-,talc inleg1.111(t11 (I.SI) I\ pi" ' . 1• 1\c I.SI (1c\iccs ' Ind 1\\o st,111(1, ld C \IOS SSI (,n1.111,(.Ilc intc ) ;I.1Ii(n) parkaLc, m-lc list in [ht- W-hil p1mcs ,ul dc,ivn. Iht-,t- Ill- (I11dt- (ht- lullo\\111 ;: • Onc InliIIQ (:\IOS I SI \I,u1111c 7 • ' • (hlc 011111„I I ' m4it A C\IOS I.SI \IOClnlc • ()lit- Conllt,I I.oizi( B (:\IOS ).SI \lodtllc • I \\„ tight -hit IlcgIst, r/.V.L' (: \IOS /SOS \'I SI (\'rry L.uL^c Scale In1cg'allml) \iodides • 1 \ \u':I) Wxx (:\lOS SSi 1)t'\ i(t-s.

3. Primary/Secondary Switchuver Circuit In .Iddliiun 11, the tunlnlunit,ltiun path pro\idcd b y th.' dual-pull RAM, I ' uul I.I(1It ,1at11, dl,t lcle, alt' II.III,lMM 'd II(Il11 lilt' 1'11111.11\ I„ Ills' Sv( ('II1I.1r\ and \ h c \cl,,l. 111t•sc ducictcs plo\Idc ,1 hald\\uoi hackup inlornl.11wll 1111 •• r(halli4c ,\,11'111 Ill the c\:'nI 111.11 the RAM -'onunu11i(,uu)n is disahlcd. Ihc,c Iou1 dis(rt-tc, plu\ idc Ill Jill 1plc ,rates of 1.11111 1111(ir- so uulplt; 1o()p nlatlon It) tilt- ulht-1 processor that 111(11\idual sw thu\cr (,111 I,1kc place ,1 nlultil.nlll rondiliun. Since calh s)stc11t 1, (apahlc .,I pl41\idin\; all (ht- cliginc tun lilldcl it dc,irahlc 111,11 tilt- dc(kion \.'huh s\stt • Ill 1, In tOUllul .(1 .1 ^1\cn 11411 lun(11o11,, i, ,1, to ,tl 11111( Ile \alldatcd h\ ,t 111ud uttclll>;t-n(( \ ticl, 1111 ,) callcd "Snl.ut PROM. - Ihl, t-ir- ill lilt t\\It t - illtl -)Is, and 1),a,t-d 1,11 ' I prc^ (11111\ Il'(-(11\l', 1111)11( ,1^11.(I5, t)I distit'!e,, 1141111 t',It I( dchncd ,t.ltc t.lhlc, mAcs .I del isio11 as 111 \\hit-h (ontr,tl is in 111c 11t;tcl hc,alt11 .111(1 ,11ould Ihc1t-l411c Ili phtcd In -. )mnl,uul.

\-1 I,

The switchover circuit is designed to disable one unit in the event of a failure. This cir- cuit is highly reliable and designed to operate in t he event of any single failure. As indicated in figure VI-2, the switchover circuitry will be located in both FADEC controls. Power is obtained from the primary and/or secondary supply, and a separate IN& supply created.

The inputs into this control logic are clamped to prevent latch-up. The actual logic imple- mentL, a CNIOS PROM to replace discrete devices, which will simplify any modifications due to a change of system definition. The PROM controller will also reduce part count by eliminating several discrete devices, thus increasing overall reliability. The PROM outputs arc open drain with pull-up resistors to the respective units to prevent latching up any logic. In the case where hoth outputs are somehow pulled low discrete logic in each unit will cause both enables to go high.

The PROM controller receives inputs from each of the two controls indicative of the following: • Power Supply Health — PSR (Power Supply Reset) • Pilot I»terttion — Enable (Pilot Discrete) • System Health — System OK (Processor Discrete) • Improper CPU Operation — Cycle Time Test (CT"h) • Prc Lessor Stoppage — Clock Lass (Clock Loss).

The voter determines, on the basis of the above discretes via a priority scheme, which of the two controls is most capable of ac`tieving 100% operational performance. Under normal conditions, with bo+h systems fault free the two outputs o. the voter would be set to logic 0, allowing the Primary to control the engine with the Secondary acting as a backup. If both processors fail, control of the engine would be transferred to a hydro- mechanical computer located in the Gas Generator control.

4. Memory The FADEC memory (..gurc VI-4) is comprised of four different memory subsystems: • 12K-word b y 16-bit PROM • 384 words of RAM • 64 words of CPU-alterable ROM (:;PUARONI) • 64 words of dual-port cross-talk RAM (DPC'TRAA1).

a. Propramable Read-Only Memory The programablc read-only tacmory is the main-program read-only tnetnory for the control and is specifically designed to: Minimize memory parts count and printed circuit board (PCB) area • Reduce memory power dissipation • Provide maximum development llexibiltty • Access 256 words of PROM from each pressure s:nsor V1

ORIGihAt Q

OF POOR QUALITY

PT6 PB P S2 Calibration Calil:rcuon Calibration 256 256 F 2 56 ords Words Words I ) I Programmable L Read Only 384 Words RAM Ser,.jr 512 Memory From 64 Words CPU AROM ! ( Words Ouadraplexing 12,283 Words Total 64 Words DPC'TRANA

I

CPU 16 Bit 3 State Data Bus FD 118493 ++It.r\ (h^oun,ulioil I iVirt- 1 • I 1. 11,' l 1 \\11r1k I)1 Illclll(tl I. 111.1di - III) ,11 14 111 lih "bit Inici' ated t it ( - lilt ( Wl poi . cm l vs.

at 11 _'Ili d. lilra' 11,111 (1t'\a c, me .0 (c,.('(I h\ 1111 CI'l' nl tl ,11141\\ nl.l\nn11n1 (:IT ( \t . t utn4n yct .

will (!N.

pai.11lcl; IIh'l('1111c, Ills !,111 I bit d- \ I( c, 11(.iki, Ill) 2018 \ 11,-bil i2 Pic\.Illc >c11"441 1,111111.1111111 dai.l, usti.III\ \ \,ods 1)1'1 .(Ih(lltilc wnsiii 11111% 224 \\t)I(I\ Ill 4 1\, .I\,111.11114 .I1 c,ltll 111 111141" 1)1l's"lilt' \t'11-1 tailblatiwi .IddlI114'11.11 l)IO4talll I11('ltl( Is VIRMI's. I ht. nl( n1,1r\' I% Imlllrnlrnwd \\ ilh 1021 1 \ I I'KO\1 I(:'..

b. Random Access Memory 141+ N( ll( 11 p.nl 1% .Ill 4 I(.111\ dc,jl, U tl): ( I ) 111, 1 \1(I: 111) 1,1 I he i,lll(I(1111 .I( Illclll(,l\ I ' if , w I ") 12 \ 11, 1w \%,,I(1, ul ',.\ • t I .nitht'...thlr (1).144 /41,1) %( I ' ll( h [),Ili nlrn)(11', It 11 the (TI. .1111 i_'1 14(111(4 IW\\(I (Il..ill.ltl"ll 111;4;114h the u.c OI M)ti/(:\IOti k " \\1 I(:'.. the tiO`, /(AlOS ' pt . ( (I.

Ix , \\I I(. , % it, It , c " St-d In l),11.11lcl 1'' .III (\\ n1.1\ lilt :11rt (:1'I' cwt Illwil -Alterable Rearl-Only Memory C. CPU Ili( (.I'l .11141.1111( 14.111 ntl\ n14n14,1\ IN .1 .Inl;lr 1'_' 11.11 h\ Ill u) I1.11 l ),1,k .-1lnl)liscrl 1.I 14) 1111,'11.14 t' %tItIt the ('I'I'.'I Ili% t (,n 1\\,- I1,"lilt LAW ).\I, -ind Al the ii,tni14,1 11 4 1( I( ( i lulcd II^Ilt.11li Il .11144\\^ "Ill\ Ill,' ( 1'I 144 .Ill .l Illclll(11\, 1)11'\('1111114 111111111iu'I c\11'111.111111 ,11111114 .d III( I..\k( ► (1( \ It ( \I \ I h

5. Input/Output Definition The parameters, types, and ranges o. inputs and outputs processed by the current FADEC are shown in table VI-1.

M.

Inputs are fed into each central processor unit (CPU) via time-multiplexed digital converters ( N/D). resolver-to-digital con verts (K/D), and digital pulse counters. All of these interfaces are read into the CPU on a three-stage input/output (1/0) bus. CPU inputs are received as parallel 16-bit words.

Output signals from tho processor are handled similarly, with commands being sent out seriall y , via the 1;O bus, to the digital-to-al.alog converters (D/A). The D/A converts the digital word to a voltage level proportional to the magnitude of the command, providing control of the output drivers which power the effectors.

.Mso included are serial digital data 1/0 drivers. The serial digital data optical bus pro- vides a means of curntouni;ating between the primary and secondary.

a. Engine Inputs to FADEC (1) Pressure Inputs to FADEC The P N , P. t . r , atld P pressu ► e sensors are modular units for case of installation and S of': removal. The modules each consist • Basic thin-%%tilled y ibratink cylinder assembl y with integral spool body, drive and pickup coils, and temperature sensor • \] p unting babC housing assembly with guide pins, captive hardware, and ciccu-ica: ;/O connector Electronic s , ibmodule containing the sensor's uniquel y programed PROM in,' .,cn'it-,g as an interconnection device between the electrical 1/0 connector and the PROM, drive end pickup coils, and temperature sensor.

I • :ach sensor mode. is a cuntpletcl\ intcrchange,thle plug-in entit y which provides its o%%n unique calibration data, the PROM being an extension of the FADI • :C processor :nemory system. The sensor output is a C\IOS compatible square wave with a frequcnry that is relatcd to input pressurc.

Spce d Frequency /rlputs (2) Frcqucncy or pulse-rate-t\pc input signals are converted to digital words by use of one p -10- digit, convcrters. There are a 'ptal of five input signals which f four separate pulse-r.tte _rc converted by the four comerters: \.,. 1 , 1 t `, ":3`, I'B I. t. e.

V I.9

. \PAL ?

Ut, -..

DF POOR QUALITY

l uree'tiMIS

Pararne te'rs and Concrrcanel

Engine Sensor

Table' I TV

Commanc! I•unc tiurts

Input Parameters

Parameter Signal TYpe

Range

Parwri ter Signal TYpe lorquc Motor CI\'\ • I A00 to 13,0110 r1,m

f

Prc• yucni\' I

\I RCVV I oryuc Motor 800 to 5.000 Ili Cl \C I oryuc Mots 1.300 to 1:,,000 r1,m I F rcyucni s• \2 W I GG I oryue Motor 1 ,Sot) to 19,000 l It \\ 1 I oryuc Motor .\C 1.0 to ill psis Prc..urr 1•S2 l'oryuc Motor WFAD :'.I) to 600 psta I'resum, V I oryuc Motor Seg Seq 2.0 to 110 psis Prrssurc 16M Aug I ,. Sol( noel w, to -I 111"1 0 1

IT6

5olcttuid Start Hired -65 to _,111111"1 0 1 I III Modr Select Solenoid 3.1to7.:tt:'

Rcsoh rr I

\I ' 1 2.5 to I , ; .i, dc'K

I -30 to -5 dcK

Rcsohr• r I l:1\'\'

1 2.:, W 17 7.., drK I to •10 deg

Rcsohrr I

MA \' !l'2.5 to 1 " , , ..', •Icμ

I

0 I o a 130 drK Rcsuhc•r I'1..\

1 12,5 to 177.5 dcK

l

I 100 pph to 16,7 10

Rrsol, rr ,21

I W I G G

92.5 to 177.5 deg

I 0 t„ 4 r ,.000 1,1,11

Krs„hcr WI .\t'.

.:, to 1 ; , .:, ( IrK t

I 0 to 45.000 I,I,h

Re'solvrr I

1% 1 \It

'1..5

to 17 7 ,.', dr'K 9'2.5 to 1 i 7. 5 de R, • ,,,N rr 1rK SCq to 11001.11 I),s, i, tr <.IS2 ()uitLIM

\'I lu

(3) Resolivr-lo-Digital Converter angular shAft position is detected through the use of resol v ers. Sixteen different resul • rr inputs (8 active tcsol • cr channels, li spare resol v er channels, and two test signals) are multiplexed into one resolver-to-digital (R/U) converter through the use of a CAIOS Analog multiplexer. The address of the multiplexer is selected by the processor.

All resolvers on the EIIAfI, with the exception of the Augmentor control and CF:NC, are dual and will be excited .arid F/B to the appropriate control separately. For the IN'I'F.RACK program the augmentot rrsol • er information and rxhaust nozzle position Crum the CENt.

will he switched between p-imary and secondary control.

Temperature Interlucc• (4) Fhc FADFC. unit will contain two thr.mocouple inputs (1111 • and F t .,_ thcrmo- tit couplcs). I'hrnnocuuple cold junction contpc • nsation is done isothrrnral hlork with i platnunn rrststance elrnrt • nt.

Fhr platnaunr rrsistancr probe is used tot its predtctAhlr and tr- peatable charao • trristics. I'hr linc • ,rrit% of this t y pe of sensor te • ducc • s the hurdrn of CP(I t utAr tilting , ► nd allo%rs for lilt cichaligeabilil y without calihratiun.

Docrelc (5) !apart biter /ctic fhrre cur six cxtrrnil discrrtrs (switch closure type) inputs. I'hrsc inputs are huffrrc•d via .t resistor, c.tpacitor, and diode network. The buffered inputs care joined with internal dis- crrtc sign.tl% to totnt a p, trA1lrl digital word. I'hts \%ord is nu ► ltiplrxrd onto thr processor in- put Ill— lines %when it is proper) addressed.

The input hulfrrs arc drsignrtt such that cut .silt switch iunt,tit (greater than 20 k1?

.t clowd s%%itch ► ll resistance) %till trsult in a logic' I" utput and iuntart (less than Il S:) will test-)% in .t logic "0" input.

b. Ou&r)ut Interlace All FADFC output Interfaces .rr upd.rted, of loadrd, liv the CPI' small • wia thr CIT srri,Il output. I • hr FADFC. incoatolitc - s (iwr tvprs of output intrrticr c iriuits: totclur motor dttwr,..o1c• rtoid driver, fla t ; driver. do rxci:ation, and rrsohc• r rxctt.ttion.

Torque .Motor ( )ut pur (1) the Iorcluc • Molt I- Output Intrrlacc • s care rrquirc • d to itcept an Whit 11111.11% %word (con- sisting of seven ntagnitude hits .out onc • sign hit) trout the processot. I'hr mtcrfacr circuits% then causes a cuttrnt to Ilow through the associated torlue • motor. Fhc nt,cgn, ..,1r tit the cusrc• nt is proportional ti. thc • ntagnitudr of the hin.u% • sword tccri%ed front the procrssot, and the clitection of current Ilo%% is dctcnninc • d h% ill, st^,tl hit.

%'I t. I

tit the In .uidition sllll\\'arw- eonrl"o11cd ctmcnt described above, the interlace will pro- \idc a Ii\cd \aluc 01 offset current through its .tssocimcd torque motor, such that the total current through the torque motor is the sum all the Fixed offset rurrerlt and the solt\warc.

controlled current.

After a binary \void is received h\' the interface, the current through the torque motor caused h\ this word will continue until a new bin,u"\' \\ • old is rc• c ci\cd h\' the• interlace.

IIc1\we\"er, it thc• rc is a po\ve• r supple ic%ct, clr a BIT LtiAlre, the U/A \\ill be reset to a dw%ll- Irim value and torque' motor switch \will be opened.

All of the 1•:11\Il components ha\c dual-\wound torque motors, till(' coil \\Ill be cner- ll /cd , Irom 1 1'llll.11"\, lilt' ollicr Irt , lll th e ' Secolld. lr\. OIll\ tilt' conlptllcl Ill CoIlllt , l \\Ill he cllelgl/lllg Its ee e ll At all\' \ell Illetlllt'llt.

gi (') So!rnurtl anti Rck v (hltpuls I hc'e arc thice solcm,ld and ( I nc• rill\" t,ulpot dri\crs in the F.\I F.C. All the dri\ cis .o"c st ilc neat hall\ /rlri tricltll\ idc'rltical and arc drF. en Imnl intcl imi ±15 \ do (:111 \ do) pt,\\ cr sllpplic'i.

I .dill( mode dcicctioll and plotcitioll has ,11., , hcen designed into the dli\cr. This Includes .1 diode it, supple • ss tilt- Inductive• hack FA[ I and toldhack to prole(t Ihc IIansistol s\\itth IIoall load shore circuits. In addilit,n, !\wt, s\witchcs, Ihc IImisistor and .1 pt,',wrl FF. F prt,widc ,1 dual inticpcndt-nl ahiilt\" tit thrcc solenoids. I'hc • remaining rcl.I\ s and solc- noids \\ill h.' colill"llcd h\' all .\\I) I'mc and a Iransislor. serec. icsislols pit,\ tdc Ihc cap,( htltl\ ill llcict-tin ", a laillllc. This drlet Icon signal \\lien led it, the ploce • ssor \ 1s .1 high It-\cI nil\ . , nd tilt- thlce slope A /U comcrlcrs \will .list, detcrininc \which dri\cr(<olcnoid h.IN Ihc • FADI,C. All o\crload of the ±15 \dt husscs Iaulicd .Ind \\hclht-t Iircc is a (.Blum In \\III IC'stlll 111 .It"11\.1(1„11 oI Ihc PSI\ .Intl .1>tlhscg11C'llt h.l'ISIcl (it colltiol Ill Ihc secolldar\ s\sIcIll.

(,i) Fault B111fier I he hull I , ;Illcr Is dc• stgncd It, pinwidc .1 (TI' hc.11111 st.oit% check Iwi\\vcn the I'.\I)FC I I I IIII.tr\ .old Set olidaI\ c, )III I, AS. St . It 'll 1.I II l II ll d Il.l tee p ee cacti (TU i. pl ( , t - esst'd an (I Ic, Ico 111 all y 1.11111 ImIlcl t lit lilt . \ t,1 c.It"It contloI. In (lit' C\ ('Ili .111 CI ti l l Is detect(, oIle' i l l" I1101C 1,11111 ILiv ' s .u c sct.

ill Fallulc% \\'III("ll Ic\Ill) In lit' 111.1111111\ I I I c 111t I ct•sst I I to 111.1111!.1111 s.11c t"oilliol the St . ,olid.11\ ploct-sSt,r.

1'CsllIt ill lie II - misiel 111 olill1, 1 1 It, (4) Sl-.\tcrrl Oulpuf linable Re'gisle'r.\ ill I is o"t11111 cnahlr Icgislcl is designed Ihc S\'stc ill tt,ltlllc nlotols mill mdcilolds, 11t pcil(Illlg 111,(111 s\ stelll sl.Iltls. I Ill 1111t , , 1111.111oll 1\ rcel'I\ c'd 11, 111 Ills' >erial tl.11a Inic and is shllicd into ihc • Ic>;istcr., on 'tic Icadnl>; cdgr :11 lilt • gated s\ stc • nl cl(,t k \\lien (\ c1.

tilt, lnlipul r:;ahlc uldressillg indic.urs Ihc app11'1111a1r koolcss. \\ licit .1 "1" Ippt • als (In Ihc al I- It, "0" " d1 ' .lhllnl,^ all till(Im . Ill, (ol% and s(,Icn,Iuls.

crl.lhlt- hoc. all III Ihc t, t ,cat cd \ 112

To illustrate the operation of the output enable registers, assume a failure occurred in the CIVV output loop at which time the Primary would recognize this condition and set the proper control bit in the Output Enable Register to logic "0," thereby disabling Primary CIVV while simultaneously enable Secondary CIVV. In this instance, overall control of the engine would remain with the Primary although the CIVV output loop would be controlled by the Secondar y CPU. Failures which would cause major errors in outputs would also be detected and, in this case, a complete switchover to secondary would be mandated. The voter would reset the Primary Output Enable Register to logic "0," causing all outputs to be disabled, simultaneously enabling the redundant Secondary outputs.

The same would hold true in the event of major faults in the Secondary. It is possible.

under certain multifault conditions, that both Primar: and Secondary systems would be dis- abled and cause transfer to the hydromechanical backup control. The pilot may also disable either the Prin iry or the Secondar y as his discretion if engine performance appears to be substajtdard and request a hydromechanical backup control.

5. FADEC Diagnostic Capa5ility The FADEC unit incorporates self-tes, and fain detection features which can identify which control system component requires .: placen , to correct a malfunction, and in • nt many cases it can also identify the subassembly ..ithin the component which is the source of the problem. When a failure is detected, the failure information is stored in electrically alterable memory within the control as well as the aircraft mission computer. This informa- tion may be interrogated at a later time by connecting a suitcase-sized AGE test set via test conaector to the control.

The control system also has three fault flags and two cockpit caution panel lights. Two of the Ilaos are mounted on the FADEC unit and indicate confirmed failures. The third flag is mounted on the aircraft a\ ionics status panel and will indicate the operational status of the entire engine fuel control system. The cockpit-mounted caution lights indicate whether the engine is being controlled by the primary or secondary control system.

C. FADEC SOFTWARE "The FADEC software will be a deri\ati\•e of the existent FADEC software, including the control mode and th.- lailure detection. ,iodl ficat ions will be made to accommodate nee•: hardware for both the optic interface and some internal redesign expected in she con- version to the INTERACT configuration. These rc\isions will be limited to that required to function properly within the communications protocol set up b,:tween the Primary and the Secondary and those required to maintain the present FADEC control mode with the new internal hardware.

1. Basic Logic for FADEC in INTERACT ithorit y digital electronic engine control refers to a control s ystem comprising A full a digital computer and hydromechanical components th , work together to control a gas turbine engine. The digital computer controls the engin, er its entire operating range.

VI-Ili

ORIGINAL PAGE ALITY R Q OF POU The electronic section of the control does all computations, schedules cnginc set engine points, monitors parameters, pn,X ides action for sensor failures and controls: • RC\'V hear Compressor Variable Vares • C:IVV — Fan Inlet Varlahlc \'ants • Gas generator fuel Ilots • A/B scyucncing talc • A/B cure and duct sttr:ull fuel Ilow • Nozzle area -- A • ~tart blccds • .\ugnu•nlor ignition.

l'hc htdro lllechatlik'al section of such a (-()till ()I s\stcnl provides for augmcntm fuel dislllb Lit _I (oil , provides simple backup for electronics off operation, and employs ser\maltcs that protide the ,rlusclr for the electron;cs. Functional rt • yuircntcnts of the s y stem arc: • Prm lde satisfaetm\ cnginc starting capahilitv on ground .tld .lie • Control gas gcnrl.tul fuel Il„ts Ironl idle to nlax • Direct cngillc match coneol • Schedule larlable gconlctrs" • tichcdlllc :Itlglllcntol Iucl Ibis • I'l„sielr direct inlet/r,lginr coordination • I'rosidr 1.lilurc nnulc protection.

I he I (AX's .ur schcdulcd ttith \ I, N2 and I'. L .,, %%hcrcas start hlct • ds and CIVV's ;ur sthrdulcd using idcnlic.Il p.u,uttrtrrs as the current I . 100 cnginc control: • CI\ \' • s schcdulcd as a function of \ I and T. F2 • Start blccds scbcduicd . 1 ,, a lunrtnm of N2 and 1 1.2.

IM reducing gas generator lucl Iltm as required higlnc t:-crating limits are ptutcctcd to .n old cxrccding M, \ I , 1- Cl f and I' ll limits.

2. Air Inlet Control Interface A high speed data link bettc-ccn the I-:\DLC I'Iimar\, Sccondai\, and AIC-12 .ill Inlet contrt,ll•. • I \\ Ill ,ilhm either I-ADI:(: plotcssol to implement the AIC-12 11111ctiolls. The cull plctc Icytlircntcnts fo: the :VC-12 art- defined in \1cllonnt • ll Aircraft Conlpam protulcnn•nt sprcilication I'St)8-8,001:1, Rcs • C Chi: ;\swin is shotsn in Iigurc \'I-3. Onl\ one of Ilw I• ADVC processors trill tr:ulsnlit c(mimand signals to tht• :\IC-12 and the determination ul trhich FADIA: processor is ronultanding trill be accomplished using the s.unc tct hniyuc as 011e I'mitIt . I11()tt,1s.

1 "41 mlplcnlrnt t11c i,llrl tontl.,I hunt lions (IWIlic \'I-ti), t: tee input parameters me rc(luirt-d ht I AI )I C: lice stlVaIll p,cssulc 1114) (stalit/twal), Ircc st .%mi tcmprraimc..tnd ,ui0v of .it I( k. Idle I'.\I11.C: lit ocessor \c 111 then calculatc Isl .toll Ilh 11 ill p 1cicicmk, p, r • rctlte slll„Ils and Icft 1111().11 plessulc Lill , ,, It +1 - IIall"ILIIIA ti, Iht .\I(:.

\ ,-I I

OREGiNAI- F AZ: : " ' ; ti OF POOR QUALITY Communication with the AIC-12 will occur vi,- tile • da1,1 bus coMe• rtc• r bu\ shown in figure \'I-5. File box converts the optic signals to and from the FADLk: computers into an electrical format. Ilow tilt- AIC data interlaces with tile• converter box will be determined b\ tilt- aircraft s) ste• nrs integration contractor. The timing requirements of data transmission to and from the AIC-12 are go\e• rned b\ the current AIC-12 logic and timing implenienta- tion. Fhe c-urrcm nominal AIC-12 program evcle • time is 11.55 cosec with all outputs up- dated with 1 ach cvcic. Fherefore• , it complete c\ cic consistin;; of data transmission from the AIC-12 to the renulte pro:rssor, logic execution within tilt , remote Processor, and data u'ansmission front tilt, remote Processor to the AIC-12 must not c\recd 11.55 cosec.

D. FADEC IN INTERACT ADDITIONAL CHANGES 1. General Description the contigur. ► tion of F.\DF.C . in l\II:Ft:\C1 is shown schematicall y in IiFurc• Witt be used. •File \ - I-5. Fhr t :11)I:C dual-ch.lnnrl englnr-mounted redundant .uchite • cturc• following pai-tgiaphs delint, those Proposed ch.ut . ges .111(1/or additions to the current FADEC.

hands%ar y /soI t\c.uc.

This Interface to be Determined by Integration Contractor T T P R o 0 o X1 Ref, X4 Ref. PRT AIC 12 FD 176101 Vl.Q14r, 17 l•.II).''C;.11(.' 121„rt'rla.r V1 15

ORIGINAL PAGE' !S QUALITY OF POOR Fault Accommodation 2.

Dual path rcdundancy will be used in a manner that is functionally equivalent to the current FADEC. However the communications link between the FADEC units will be a I .%IIIz optic channel. ':he data will be transferred between FADEC units under D111A (Direct Memory A • •ss) control with no impact on program execution time.

Based on a strict piece par; predicted failure rate per engine operating hour for mature hardware, the mean time between any single failure in the control s y stem has been calcu- lated to be 687 hours, for a dual FADEC flight configuration.

3. Memory I'rov ision for ntc'mon expansion will allow the following FADEC in INTERACT con- figuration: • up to 16K words by 16-bit PROM • up to 1 K words by 16-bit RANI • 1 28 words A 16-bit of CIT-altcrahle ROM Allocation of the RAM (scratch pad) memor y will be divided between the functions of: I . Communications lAIA mcmor\ 2. Page U directly accessible by all program logic Local to each nu• mory page directl y accessible to the program logic 3.

within that page.

Optical Communications Data Links 4.

Two high speed optic communication data links with a I illllz-hit rate will he prodded in cash of the two F WEC units. "'he format )f the data word will allow a polling (con- troller to terminal) protocol. That is, the FADEC Pritnar y will initiate/request data transfer to/Iron the Secondar%-.

A second high spccd optic link in each FADEC Unit will pro ,.ide communications with the Bits Comerter. The format and protocol of this data link will be identical to that described abmc, and the data within each FADEC unit will be implemented as nulti- pfcxcd D\IA c hanncls.

5. Cockpit Indicator(s) I he c. Tit indicator(s) wil! prmidc the pilot with a \ isual indication of the FADE:: s \ Mcm stattt.., of the built in test results in-in each FADEC unit, and of the control outputs.

vI-16

ORIGINAL PAC= IS

OF POOR QUALlrf

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I ~

C14

ti

U y

ti

m O v ^ Q

Q

LL LL w« Y U O A w w L V v r ¢ Cc LL J F H LL

J

Y l hU

c

K

a

I a

.I. I

N

L

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a F rN CL a

SECTION VII RPC REQUIREMENTS

r ..

r OFPJC.r2Q"} I`' SECTION V I I RESEARCH PROPULSION CONTROL (RPC) REQUIREMENTS A. GENERAL The Research Propulsion Control (RPC), as illustrated in figure I'11-1, is an assemblage of hardware equipment and associated software programs which make up it digital electronic canine control. The RPC system will be used in conjunction with the L'II\II to demonstrate advanced control approaches. Comprising the RPC s y stem is a digital computer unit 1\1)CU), an Interlace Unit (IFL'), and a Power Suppl y Unit (PSU). The RPC \vIII be capable of controllin, the engine from start through full augmentation.

1. Digital Computer Unit (HDC-601C) The IIDC-601 computer consists of a central processor unit (CPU), 32K X 16-bit core memor y , power supply, 2.5 \Illz cn • stal clock, and associated wiring, mounting, and cool- y mounted on 13 printed ing Facilities. The CPU is constructed of TTI, flat-pack circuitr circuit (P/C) cards. The CPU is not packaged alt.ng functional Imes; e.g., the A register is a part of the CPU P/C cards A 1. A3, A5, and A7. The CPU contains timing and control, inter- face addressing (1/0 and interrupt channels), direct -ntent on access (I)AIA), and arithmetic . 1. "Liming processing junctions. The Functional elements of the CPU are shown lit \'11 circuits pro\ ide signals to sequence data processing. Control circuits interpret commaods • ra- and ensure that the required circuits are activated to accomplish a given processing ope tioi^. Interlace circuits provide the capabilit y to transle, computer compatible data to and From the rxte • rnal devices.:\ddressing circuits permit random access of memor y and the means by which addresses can be altered. Arithmetic circuits, incorporating double precision capability, provide parallel l,:ocessin . , i, (d trithnictic Functions in two's complement Form.

Light)-four instructions arc provided.

Table 171 . 1. Central Processor Funclimial Flements A Pegister R Register Program Counter ( demon' A ddress 1) Register Lxternal Priorit y Interrupt External Interrupt Register Discrete Decode I • unction Instruction Decode I im ing Direct Input/Output Channel (DIO) Direct Memon access Channel (DMA) Adder I Register (4 Flits of (I' Code) M Register Shift Counter Index Register Interrupt Mask Register I nterrupt Control \ • 11 1

ORIVINAL E^uA^ITY

OF POOR Q

RPC Power Supply Unit

Digital Computer Unit

Mn, IAR, RF, WOW :^ Interface Unit Mode Select ^ U X U = X = W . I I W Lq - ^ ~ 6j d m ~ -^^ v a m Q > °^ Q m .- Cm LL CN CO U7 N LL r N > N C LL a Z _ 3 m cn L) Cr

o >

^^

.1i a m N T Q p> > o7 L) o N

Q U >

m = F- Q> LL a ¢ ~ ► n LL> 3 U y o L L U N ^^^ ¢ V I Q f_- N CN a O CL F Q Q V > Z I> >_ C) (5 Q jLLa 3 <v LC)

I U N N 13 I 3

CL Bulkhead Connector Panel FD 165173 /rill /141(1 1-.11gol f .

Pt .Kurr 11/ 1. / 1 1C to \ 11 _'

ORIGINAL FASZ. tS OF POOR QUALITY

2. Interfew Unit (IFU)

The Interface Unit (IFU) interfaces the DCU to the system sensors, effectors, and test equipment. It conditions analog signals to digital signals for input to the DCU and converts digital signals from the DCU to analog outputs. Built-In - Test ( BIT) features ere incorporated into the IFU circuitry to provide an automatic monitorinit hardware function.

The IFU can be described in terms of four basic blocks: 1) input electronics, (2) out- ( put electronics, (3) computer interface electronics, and (4) po • Ncr supply electronics. Each cif these functional blocks is illustrated in figure VII-2.

a. Input Electron.cs The input electronics section provides capacit y for 64 analog-to-digital (A/D) input channels. Two A/D converters run simultaneously. The 32-input high-level A/7 digitizes analog signals within a =5 vdc range; the 32-input (I li existing and 16 to be added for ge. The least 1NTI-IRAC1 ` 'ow-level A/D digitizes analog signals within a -30 m%-dc ran significant bit is approximately 15 u y for the low-level !./D. The conversion accurac y fiom IFU input to digital word is 0.1% and the a y .rage conversion time is 105 osec (two simul- taneous conversions at 210 psec each). Input filters will be modified to roll off the analog inputs at 20 llz. All inputs are differential, v ith common mode voltage capabilit of t5 vdc y and common mode rejection ratios of 10,000 fur low-level A/D conversion and 500 for high-level A/D comersion. Both A/D con v erters use automatic null correction circuitry to ensure operation to t0.)% over the fall temperature range.

The input electronics also provide conversion of I I frequency inputs: • Two rotor speed tachometers (N I/N2) to ±0.5% of full scale • Eight special frequenc y to digital comrrterr ion pr- ssurr transducers to tO.0 6 ^%o of 1 .1 11 scale.

Resolver-to-digital con v erters are provided for eight irpvtc , hese converters provide digital r:presentations of actual positions to withii: t0.5 deg.

Other input features provided are: r dcn-„idulators fo; IXDT inputs with nominal accurac y 14 >3.5% • i r y A input signal, much better than 2.5% accuracy is obtain, s ere techniques.

• Sixteen bull, red input discrete lines.

b. Output Electronics The outp ut cicctronies urovides 16D/A outputs of 210.?-, vdc with an accurac y u( t 1% of hull scal y The D/A corn'eiter uses a scratch pac + mr.aor y and conuul logic for automatic rclrc+hunk of (engage solenoids, blcrds, et 1.

outputs VII-3

ORIG-AL PAGE

fS

OF POOR QUALITY

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Computer Interface Electronics C.

This section provides transfer of data from the input electronics to the DCU via the direct memory access (DMA) bus. The DMA and DMA controller will require extensive modification to accommodate tht added inputs. It also provides data to the output elec- tronics by way of the Direct Input/Output (DIO) bus. In addition, the DIO bus is used for inputinw data from the IFU DAIxx control circuitry and the IFU real-time clock. This circuitry, consists of DATA control logic, DIO control logic, DAIA bus driver, DAIA decoder, and a real-time clock. A programable clock will be added for system reconfiguration. The DMA controller has some design features that prevent "lockup" of memory interface; the DAIA access is limited to alternate DMA cycle-, and a con v ersion timer prevents hardware failures From causing lockup of memory access. The DAIA can address zone zero only.

d. Power Supply Electronics Power supply electronics in the 1 FU provide precision excitation sources and system power up/down, engage/disengage control. Excitation generators of' +5.0 vdc, —5.0 vdc, 5.0 made constant current, 9.0 crms at I kHz, and 9.0 vrms at 3.9 kHz are provided.

.Analog-to-digital conversions of these excitations, demodulated where necessarx-, provide capability for software corrections and ratio conversions of input signals, enhancing s}-stem accurac y without requiring high-precision excitation sources.

The status and engage logic pro\ ides hardware control over power up/down and control system enrage/disengage. It automatically controls the system by sequencing power O\!OFF and EN(;AGE/DISE\GAGE, chile monitoring various built-in-test (BIT) circuits to provide failsafe system control.

3. Power Supply Unit (PSU) The power suppl •, unit provides power for the IFU. The power input to this unit is 400 Hz, 3-phase and 28 vdc aircraft power.

B. RPC SYSTEM INPUT/OUTPUT The RPC in its role as a propulsion controller is required to handle inputs from the engine sensors, resolvers, ar. ,i discretcs. Outruts consist of torque motor and solenoid po%%ci. The RPC will also process serial digital data from the aircraft data system. Tables VII-2 and V11-3 present the parameters required for BOM F100 engine control.

V1I-5

ORIGINAL P

Of POOR QUALITY

/Or Engine Control T(rhlr I'll-2. I H' Inputs Remarks I'ariabl( • Nornenclaturr Source V 1 Low Rotor Speed BOO \2 Isolation Required high Rotor Speed All ILngine) P T6 Aug Duct Press. (Total) P-Sensor Box 1 , a turner Pressure P-Sensor .lox B(1\1 CII/ \1.

T2 Fan Inlet I'cmp FTI I Fan Turbine Inlet I emp B(1NI Ih.IIR) CII/:\l 1553 Data bus Digital Word \In Mach Number Data L\R,Vnlax Idle Area Reset/\'max Airframe Switch \lomentary S%% itch RI Rocket Fire Airframe WOW Wright on Whecls \irframr Switch R 11 \irfr.unr Switch Modc NrIcct Mach \umbel Clock \irfr.une Frcqucncv Signal M0 CII AL 5 1 .ul 1 p it 1 01111, Engine I'T2 CMV Corr Metering Vahc Aug Control Rrsolvrr - Aug Control Resolver D\I\ Duct Metering Valve Aug Control Resolver Scy. \ • .11%c Pos. Segment Seq Vah c Switch QF Quick I ill Signal \ug Control I vhaust No. , Arca C1.\(' Resolver \ I llprics ()pt to Data Link I-ADI.0 Comp Inlet Variable Vanes CIVV .\c 1. Sla\c At t. Resolver CIVV RC\'\- At t. RC\'\' Act. ; Resolver RCV\' Rear Comp \ ariablr Vanes Resokcl PLA Pot% cI I rcer \nglc • (:l: Control /.(: Control Rcsnhcr (:(; WC (:as twit I url I I'm S\% itch Pri or Barkul\ Ilvdro (:(: Control Mode S\\ it ( 11 1 . S2 Dlag. 1111('1 Plc-ss. DI.ozilclstit l.l. Control I T Ill let l end, Ili.lgnusllc l:(: Control 5\\ Ilk 2 1) '-'A- 1 T 311 IT25C

t Control Rcsrart

T 5H ?

511411.11.

JI', I

5C JPI 5H S2 . l Contro/ lit/, /,• 1 11 ). ll . O11Wnh /.•r ► JTrrrn mat loll Nc.r tarks Varmbll .Vlrrnc nl latur•I • So le it') id \ug Control \1114 \ugnlcntor Ignition 114n I oryur Motor ''orc \Icier VI\ Rctim-st Aug Control ('\I\ R 1 orclur Motor Dort \Inter \'Iv Request Aug Control D\IVIt \1o1 4) r - \ I\ Regnc'sl A11R Control torque Scq \ I \ Request St • cl SegllCllc c C1.\l: l'orclur Motor xh Xorrlc \tr.l Rcquesl \ . IR I Ior(luc Motor CIVV Master CI\ V CIVV Request Forcluc \to'•, Rrqurst W; Control RC\'V R Rl \'\ GG Control Solenoid Compressor Illved St Blcrd Forgit c - Motor (;(;\I\ Meter \ 1\ R.•yursl (:Conlrol (1.IS Gctl \irlraill c Sw itt It \ugnlcntor I .lull nit I .lull Switl-h I milt A Irlr.l111 c - RI'(: I cult Rrs I't,,p Control \ II (

ORIGINAL PADS 95, OF POOR QUALITY C. RPC SOFTWARE Softwarc for the RPC wIII be of highly modular design to w-comodace var\-ing control up for handling all hardware system mode requirements. A strict structure will be set lunctions such that the control algorithm will be insulated from all hardware dependencies and communicate onl y through data bases created and maintained by a host program. The host program will provide all timing and maintain the stntcttu-c of the — stem b\• controlling the execution of all 1/0 modules. Research software should be able to he written with no impact on the host program so long as all common system services are pros ided ill original host design. Typical modules contained within the host to pi-mide the hardware indcpcndcnc c arc: 1. Analog input I Se - % loop control 2.

3. Licctrical \Ill.-1553B protocol 4. I'rocl'SSOr self test 5. 1/0 sell test Powrr Tail interrupt 6.

7. up interrupt H. Inter-task communication 9. Processor to processor communication 10. Control logic To facilitate rapid de\clopment of rescrach software, se\cral functions Iregttcntl\ used I) \- control algorithms kill also he pro p Acd as s\ stem sen ices. A tv pical, but not complete list irtcludcs: I. l'ni%ariatc ctune read liI -ariate cure read a. Filter -l. lead lag compensation 5. Dead hand 1Ivstcresis 6.

7. Ratc !i.,lil K. Range limits t.l. Double precision integrator I'll-7

ORIGINAL PAGE C i

OF POOR QUALITY

SECTION VIII

DEVELOPMENT PLAN

'Ihc 1'e(umIIWIIded 1\'1'LRACT kith 1-:\DLC De\clopment Plan, illusirmcd in figure VIII-I, is stIARMIe(I t„ nl:rxinliie the :unount of sNstcnt prior to the start of flight tcsmig. It Is :11111( ipatt•d that rhangcs to this plat \\ill result from .ontimmig discus- sin g , with \.\I'(:, NASA, :uul the IN IT-I ACA lntt-gration Contractor. Lach Ilia jur actin its 111111d 1,11('d in the plan is dcs(rihcd in the I„Ilowin ", paragraphs.

A. ELECTRO-HYDROMECHANICAL INTERFACES (EHM1) frail & \\hilnc\ AlI-(Iith is cut it-iii k Zuulera NASA ((miract (\.\S4-207/0) Io pru\iife ciccIII,-IINdrt,ntcch,uti(al interfa(c har(I(c,uc and assmI mcd engine plunthin , i; for the INI F:RACII Pr„ r.un. lh. • inlcrlaccs ,11r the ,.unc Ilii;ht (lu.tht\ h,udwaic 111.1t N(ill he util- l, iicd ill ,tit cic(trmm . (onitol (it ritur%lialion .out dc\clopntcnl pm,r:un .11 (:PI) .utd as such, the ImIYII(,IIt , tc,t, for IIP hI •1 I I1.1hil1 I N. IcIlahiliIN, .0 u1 111.I Ili taiI),II)IIII y arc considcrcd as adc.

(luatc lot Lilt- NASA Pi,wimii.

I dI )(ink labric,tti,):1 hm the (unit„I \clicot,each component \\ill ht-,uhje(ted c,Iahlis lit d to tt• stn m ( cp1.IIh C ben( h Icst h\ the Ncudor d(tciInIlle that cash unit N\ill meet the I I I m II( II if Ic(luircntt-nt, ul Ilit' appropri.uc pnrchasc spr(ilii 111( 111 and \criI\ all the per- lornian(c th,ua(Iclistics specilicd. lilt- \cndt)r mH also maint,mi ic(oids of all the ac(ep- I,ni(c test (1,11.1 Im cat It pr,)(tm d.

licn(h Icsts of all \cIldm- items :u ( PD to .tic tequircd proride tnntinuit\ bet%vccn sub- (nntlactm bench test, .1.1d tilt (,PI) clo,cd loop bcn(h tests ltlinh \g ill he coliducted under the \.\S.\ INTLIZACT Program. I he test, pro( idc ,111 opportunit y to cnsurr lhal a compu- ncnt is opciatint4 Ili opctls before tcsling it as a portion of it cunlplt • x engine ( ontrol s\stcnl.

Open loop tests in accord,m(c kith P&\\'.\ Gmiponeut Test Schedules (CI'S) established fur each unit, \\ill dcnlunstlaw Iht- acceptablION of each spc • cilic (onlponcilt.

I N%o (oniplctc sets of intcrlaec and Isso(Imed engine plumbing aic being prorurrd. Tile liald\tarc till hr lot- (lost'd loop bench tcsling of the I .\UI:C and RPC control s\-s- tcnLs as indi(atcrl in dc%clopmcnt plan. I-:xpcndahlc Sparc p,II is .tttd essential rIL-C.1 ical items rcquirt-d to mppw t the use of this h.ud(s .trc ,at- under ill(- NASA procurement.

B. FADEC llu rt-( ottnncndc(1 .1pplt,arh I ' tI cVIII IIIII(d F.\DFX: dc\clupmcm is :o list- Ile I\'1 FIR- as t,) IbL !

ACI' aii(r:tli ,I ht (Icinon,Iratc I.1DLC. .\ siknilic.ult ingredient of the I•:RAC I issm im mi i, t„ t .t.11)lish high-,peed optical (om Ill unication bcIX\ccn the I :\I)1:( ,^,tcnt mid the ,iircr,lft, In addiliot:, I ,1I)I:(: \%ill dt-m')IlSlr.tte (onlrol ul the .111(raft inlcl gcontctrv, alld 1,111 /oper,rtion,cl (apahilitc throughout the engine p)(cer r,nt,gt-.

these obje(;iVes Will impose holh h,nd%%arc and changes to the current F'ADLC ..Vslem. To pro\idr l i lt- lic4ussar\ d(\chymcnl Ilcxihilit^, cxtcnsi\c its( of hreadbomd I . .\DLc computer ,\,Icln, boll at the (clldm ,nul \\ill c1lh,ut(c "I)tinliiathm of tilt- solt((.Irc drscl„pnicnl (vt Ic and pichillMart, s y stem inte ,kration tests on the closed loop ,dtilttdc ht-n(It. IIt( hreadho,lid ,\,tt • ins al,,, pi„\idc flcxil)ilit\ duties; both sca It-\t-1 and \'111 I

1'111 -2

ORIGINAL PAGE IS OF POOR QUALITY cnginC testing. Further de\chymew Ilexihilit\ is afforded through tilt' list' .,I a progr;un nlable FADF,C cumputrr that \\ill be tested in conjunction with the 1 ADLC breadbo;u-d.

This dual computer configuration \\il ^ ee,11clud(- the soll\varc de\elupnu • nt ph;tsc and pro- \ • idc the ncressar\ system che(kout pri or to s\stcnl integration tests. 'I'll(- FADI:C units dc- li\crcd to NASA fur flight will incurporatc updated PROM's that result Iron exterlsi\t* bench and engine tt'sting. All tt'sting accomplished during the I • . DFIC arti\it\ will be roor- dirlat(.d with NASA to n1( . et NASA reyt,:rcnicms fur safctr of liight.

C. RPC UPDATE ol- ,n .,dditiml to rcplogr,un III ing the Research Propulsion Control Computer \\ith Bill - IM Matcrial H control to , 'it' .nil unique logic dt'\clop(.d lot the INFFIRAC1 I'melain, the RIT \\ill cyuirc ha d%%are update Io irttt'rface with the 1:11\11 and the rlect'ssar\ bC to tucct .tircr.tft in- cuntpletlicnt of engine sclis rs. Sonic rt'packaging 111,1\ ASO nect',saIA stallatiun r+yuirc11lcnts. Altern.lte mcalls,d intcrl.rcing \\ith tilt- 1:11MI should be \onsidercd during the initial phase of the IN I I.RACI 1'logr,un. R.1ti1c1 1h.1n nimlil\ inti; the existing of RPC Intcrl.lcc l'nit (III'), \lu,ule the ,cr\o loops .Ind 1/0 signal conditioning could occur in .111 en g ine-mo 111Cd unit.

Coneuri-cm \\ith tilt- RPC upd,ue Will be de\t'lopnlcnt „I the RPC N\stenl test set dc- IN liked\ I\\o test Nets \\ Ill bt' built (nludifie(l), one as pal of the xribCd in SCCliu11 IVC. h to N.\S.\ -I'I R(: simulation facilit\ to pro\idc solt\\.ur de\clopnlcnt alld unc support ,\,- Icnl test Ilg.

D. SYSTEM LOGIC AND INTERFACE DEFINITION Logic dC\elop111cn1 \\ill rnconu + .s I\\u nt.tjot ,nt'aN, FADIJ: modifitmion mid RI'(: • ill require th.o lit-\\ alld /ur \\stem wy mcntcnts. Mccling the \a\y flight test objccti\cs \\ to the updated system logic be gcncr.lted ensure Iuli fail/operational caPabilit\ throughoul of engine pu\\er ranks, processor cmupatability \vith the high ,peed data link, and control Im the the ,lircralt air inlet gcunu try. A \onlplctcl\ new soltwarc package will he necessar\- required to properl\ interfere Rest',ucb Propulsion Control. N(-\% cxecuti\c sofivvare will be the RI'(: with tilt' IN I'F.RAC 1' srstenl elements, and rle'\c engine cuntl-ul logic will he defined the FADF.0 Ilight test phase. II is arlticip.tt'd Ih.1t initiJ, fur dc\elopnlent testing following RPC system testing will be implemented with Ili tilt i\ariablc cnnuol logic. I • .xIcnsl\l Its(. of d\ n,unir computer simulations will Iaeilitalc initial de\clopnlent of the RPC SyNtenl logic .old nunir,li/C the amount of debugging prior to s\Ntcm testing. In addition to rnerall logic• \\ill he dclincd Idati\c to sensor accuracies, dcfitlilio11, RI'C s\stcm inlcrl.mc rcyuilt'nlcnls cllrrtot rates, and :,u,I transmission. Cmnprehensi\c simulation tasks will again Im ilitatc this acti\ it\ .

SOFTWARE DEVELOPMENT E.

that I'o 1111xinliic the ( . Ili(Icnc) .,f s)stcnl hem 11 Icsting it is inlperati\c soltw;ue be to integration testing. Use of th(. F:\ !)I:C bread- lull\ (.xerci,cd [mm- the start of Nyslenl b;,,ud and test set unit (\,rifirt) and .lssoci.t, • d peripheral Cyuipnlent \\ill "nable complete • . 11111 chc rkout of Iht' I-ADI.0 system sott\c,ur (e\t'cuti\C ro11111t's, 1 engine 1 4?9111ol logi+, latllt dctccti„n/acrontlno(falio11 logic, and air inlet control integration logic). lhI . \.tine pro\ ide the Ilexi- let hnielucs \\ ill he utiliicd Im the RPC s\ stem. I'he breadboard s\ s1cmN to the :olt\\.+rc .Ind checkout of those changes. In Nom( bIIIt\ to i-.tolporatc rapid changes \'III-3

ORIGINAL PAGE 13 OF POOR QUALITY instances a simple lincar model of the F100 engine c.m hr used to c y aluate changt-s lit FADLC and RPC s\'stcnt s(,ftw'arc. Also during; this perWd, a o(omprchensAr systcltt intcgra- tiun test plan will be written that documents the test configuration, method oI test, test objectives, testing sequence, and data acquisition/reduction.

F. SYSTEM INTEGRATION TESTING I he objectl\c of bench testing is to \crily proper operation of the control hardware and software \y ith the entire system lunctioning together.'I'lle • closed loop bench, described in Section I\-I), pro\'idcs tilt- means to \c ri g \ system operation in real tin g e utilizing a fully nun-lincar d y namic strnUlatlll'.l of the engine and inlet process. The control s) stout cmmpo.

nents arc mounted as they would be on an actual engine (except fur breadboard electronic conllols). All prtcuntatic and hydraulic lines .ur the 13111- 01- M, ► tcrial configuration. The simulatiol,s and control system call cxerciscd o\cr the entire engine operating cmclopc Ill thereb y ensuring all 1/0 interfacesare working 1)roperl\.The fault detection/acron o(i,lIi)II log` • , all hr checked by introducing actual or simulated faults in the system a:udwarc. Fhc closed loop Imich tests will also demonstrate the functional suitabilit\', response, and accu- racy of the I, ADEC and RPC systems prior to committing the hardw:uc to •nl actual crtgirtc test.

I he 1•'ADF.0 and RPC s y stems will be run back-to-bark tm tilt- bench. Final s\stcnt solt\\arc chan. 4cs, dclincd during the test plogr:uns, will be implemented in the contr o l com- puters, and ,1 detailed sca Ic\cl and altitude engine test plan will be dc\clopud during this time period. Sulficicnt bench utili/mion time should also be .IIL.ucd to dc\clop optinlr,nl use of GFF and nl,tinwiia ( c procedure's to be follo\\ed during the Might Icst progr.un.

G. ENGINE TESTS FADFIC and RPC ronUol system operation will be demonstrated at both sc a Ie\rl and altitude test conditions, o\t• r a period of approximately six months. Sc • a Ic\cl testing wil l oc- \% Ill cur it P11'A/GPI) and altitude testing be conducted at the NASA-Lewis test farilit\'. The basic purpose of the engine test program is to denlonstr.tc functional suitabilit y of the FADVC and RPC control systenls under actual engine oper.tting conditions.

Basic test:, to he ronducte(1 at sc,I Ic\cI will include full modulation and checkout of all control loops, at Icast 50 hr AM I -t y pe testing (engine c\rlcs to be expcl ic • nrcd during the conlplctc I'li ,ght test pr(igram), and distortion tolcr.nlcc checks. Thcse tests will pro\i(Ic the neccss.IA s)stcttl \reification under conditions \\heir the , nginc operation is \cell undcr- stood.

At .Iltitildc, .Iddition.11 Itnrtion,Il chc( ks will be 11111, hu g more enlphasis will be placed - ()It s\slcln stablllt\/(IrstmtIml t( sling and d"Immstl'alIMI of stall IerU\rr\ tc(IIIII(Itl('J. the Lest (Lila at(unlulawd during both scot Ic\cl and altitude • testing; will provide sulliclent data I() y nut onl\' c alu,ltc engine performant c but also determine 1111,11 sollw.m . ch .ulgcs nccessal\ for the flight test program.

Ill( cngilic Icst program desrribcd above ,Ipplics to both the FADLC system and the t RPC onnol conhL,-m, ,1n. It is antieipmcd that approxinlatcl\ 135 hr of I( tual engine test ur g e \\III act Iuc during the test progr.nn.

\'III-1

ORIGINAL PAGE 13 OF POOR QUALITY H. FLIGHT TESTS Prior to the beginning of flight testing the I\TLRACT system will he complrtcly checked in the "ironbird." All subsystems, interface wiring/plumbing, software, and GFE can be evaluated in the actual aircralt installation configuration. Specil -ic development acti- vities relating to the FADE.0 and RPC systems are not clearly defined. Integration of the RPC with other aircraft systems (AMP, AIC, Data link) must be demonstrated. The FADF.0 system must be capable of properly interfacing; with the aircraft data system (comcrtcr boy, down link, AIC). Thu ironbird will also idlow demonstration of change over From the FADVIC to RPC configuration.

Following; the ironbird phase, the flight test program will he st r uctured to demonstrate the Xavv I'lig;ht test objcctises prior to reconfigu ring; the aircraft fur the RPC stem.

Vi 11-5

SECTION IX SYSTEM TEST EOUIPMENT

ORIGINAL PAGE IS

OF POOR QUALITY

SECTION IX

SYSTEM TEST EQUIPMENT

r , 'I'hc nt,IJO pi( et • s ul' S) • stcttt 'J'est F.quipincnt required IOr tilt- I\TFIRACT with F: DFIC pl.)Kr.un arc: • Bcu({ix 'fesl Sc•I • I — AI)LC VeriIicr • RPC Gimind Suppurl I.yuillmcnl • III tc;ratIt'll I•acilil\'.

• I'a.`, (:undid S\,Ic m Dc\cI-ipmcnt / pIl)gI.un Im \c • rilicaliun, ( Alibi ,l- I his c(Impnlcnl \\ill he u,cd dill ini,\a itlu, ph.-scs ul the ulhlc,huutin` ill the INTI - \\lilt I-ADIA: haid\\arc , sell -arc .md lt));ic.

tiun, and tl , .RACT Ill(- emit, listt- (I ahotte nc d!musscd in 111urc ({cl,ul III the lull(mlIN p.1,cs.

A. f LECTROHYDROMECHANICAL INTERFACE TEST EQUIPMENT inicllaic (1.11\II) un i t. ( i 4as I t "cncratul (l)111r(,I.

the Bt-IIdix clef 111 ih\(h(i11lct-h.lnit-.11 au^:nt-nl,)1 t(Inlrul, (:I\(:, CI\'\', .n d K(AX) \\ill he tcsict{ at PWA using .1 B-fi lix Icst St.(.

nlcieri11ti; \akcs and act IlaIms h\ ru11trullin , L^t11 c wr\u \,ll\c the fest St . l 1),)slIim1, AI lu each ,cl\II \.11\c.

It, r ( I t It' rllu((IIs. Cluscd I p Icct11)ack Is pru\U it' (I h\ rcSI)1\cIs c ill plc(I I l pusiliun is ItOM1plishcd h\ • con IIok ill the II tin t panel O1 the I'csl Sct, \I.l I1 11 t-unl111.nu1 ► step ( 11111111Mul,.

,cc Ii,ulc I\ I . 1 ht- I c; St-1 pru\ isles .1 chiller 4,1 cilher lineal or - .11A cm 11 Lat. h ,uh,\,Icnl un(Icr , guin" . Icst uses its ) wl act uI cun11u1, mid illdlc.11,n,, lilt 1.11 c.Ihlcs I cunnccl III g tilt 4) the pruper Ics1 cilt uils. I hus, ant\ 11u Ill hcr 4 i .111 has IIldI\ ,Ilh,\'st. Ill, 111.r\ he It,It-tl siluull.ull-mo ..

t OIIIWt II(m% I(Ir IllptlI .\It I•. \Ic111.11 1n,IItinit'lll.111( 1 11 t- (Ill lit't'1(I1 1)11 , \kit's 511111111.11\t',)11, It)r 1111111Ilt l llllj I OI rl • t't)IdIll4 ,t • \ell 1411(I11( ( i , lltlnl %1gll.11, Ill ,c\c1l it , l,Illc )I1u1, 11 chalint • Is .111({ Itl'mikcr t-l)Ilm - ci , )r .1 lm%s Ill, )14 ii tlllicill, .111(1 ( • (;;111 r( • ,uhc • r alli.^lt- p1K1111)IL,. .\It .\tl\lll,il\ .111 cm, 111.11 1t,uhcr atand ' Ild to alw unc ul the cighl rl • s/)kcI tha11nt-ls I(Irc.Ill.

i111)ul I1t111 hratlu11 ,II ,pct 1.11 It' .l pu11)(,ses.

hIlA Ill\\' Icst hcncltcs chcckuul and t alihr.uiu11 I'll, Ic,t Set \\ill ht- u,t-tt ,it Iur plim I,,Ulu,cd 1.1 , 4111 licnth tests and tl,Iuhlr,hu( lilt, .ul\ pl ,Ihlcnl, th,11 1111\;111 I the 111\11 ,Rise un Ih( . unit,.

B. FADEC VERIFIER I ht• \t-lilicr ,Inluiaic, tilt- In11uIs and (,ulplll% 14) the I .\I)I.(: t unl!u1 111111. 1 Ill- \clilicl \\ III he lord I,)r t-het k-„tll .Intl Ic,tull, ill Ilic I .\DI.0 111111 dullm4 illicit .Intl , lu,c(I 1,,OP 11 t,uhlcsltuulin> (Idling Ill( (light I • Illgr.un, it \\III he awd is Illc hl 11(11 it-sls. I • ul uperetl,nl,ll lilt - I, I . 1.11 Ill” I.11)t Il .Ilt , l\ ,i , 1l fie l„1 Illy I-.\I)I.(: 1jO. Ill( punt 1p.11 a, 11('11, 411 1111et .ill' slllm I Itilll)t-1.11111t', lc,OI \t • I It - tYim(k, 1O1(lllt- tll( , I( I, .11111 ,n11'llt)I({, \\111!111 (ht- lilt- II,'(lucilt\, ,\,1('111. I I^lllt- 1^ _) ,I1^^\\^ .1 ,kcit h (II Ill y \cilllel .I, tilttciiil\ t(,1111'--mc(l.

I\-I

t.

ORIGiNA D OF POOR QUALITY

^ nnc^o

FRECISION ANGLE METER CURRENT INPUT r

OO

I OPEN

,a

ANGLE GND MODE CLOSED

,a

COMMAND OPEN Front Panei Operating Controls (Typical Test Channel) r D ",HOl't.

► ulr 1. Ih nelr.x b-st Sr • I Cun ft, uir I. \ 1X-"

ORIGINAL PAGE. 13 OF POOR QUALITY SPEED/PRESSURE

TT2 1

AIR FRAME SPEED/PRESSURE

b AC POWER

SOLFNOIP RESOLVERS TORQUE MOTOR DIGITAL ANGLE METER SPARE THERMOCOUPLE SIMULATOR TABLE DRAWER THERMOCOUPLE SiMULATOR DRAWER POWER RIG DRAWER e BLOWER SPARE SPARE S-ARE FD 165151 IX -.1

ORIGINAL PAGE IS OF POOR QUALITY The resolver Feedback are provided by 14 resolvers (including spares) which are mounted with all indicator on the front panel. The redundant channels have a single resolver signal route to the FADF.0 control with the capability of injecting one of the spares into the system lot- simulating faults. A resolver angle indicator is provided for more accu- rate measttremet,ts of resoher position than provided with resolver dials.

The temperature signals are simulated by decade resistances.

The ten frequency sources simulate the low rotor speed (N I). high rotor speed (\°), and two spares, as well as the outputs of the %ibrating c y linder pressure transducers for the pressure signals.

The spare IrcquencN sources are used to simulate faults in a manner similar to that of the spare resolvers. A frequency counter is also provided for all mewurement of the function generator output signal.

'The torque motors are simulated b y resistive loads and have a current meter for each coil of each torque motor. There are a total of 24 , p eters, with one digital . oltntcter pro- % ided for more accurate measurements when required.

The solenoids are simulated b y discrete lights. Discrete inputs are simulated b y panel mounted switches.

C. RESEARCH PROPULSION CONTROL GROUND SUPPORT EQUIPMENT (GSE) The KPC GSF. sho.cn in figure I\-3 consists of the ASR -35 Telet y pe..riter (TTY), the Test Set Unit (I'SU), associated solto,%arc, and interconnections. A bricl description of these cicments is presented below.

1. ASR -35 Teletype The ASK-35 tcletypewritcr prints data from the computer or transmits data t.t the computer via the ke y board. In the local mode, the unit can be used for off -line paper tape preparation, reproduction, or listing.

Test Set Unit (TSU) 2.

The TSL1 is a portable test set designed to support the operation of the KPC digital controller. I'he I'Sl 1 with the proper cable sets will allo y checkout Iron, RP(: laboratory acceptance-type tests to direct GSF, suppe.rt on the !light line.

This unit ma y be used it-, two ways. First, it can be used to check out the IFU and the computer when these mi l ts are completel y disconnected from the installation. Second, indi\ idtial transducer signals ma y he statically displayed.

IX-4

ORMINAL PAGE IS

OF POOR QUALITY

I

a

W w O Q_ z O w V U >C ti k.

IX-5

IS

ORIGINAL PAGE

TY

QUALI

OF POOR

3, Computer Control Unit (CCU)

The CC1, is used fur interface het\ eel s tilt• oprratur .old Ihr computer. With the ( CI"

the oper,ltor r.ul 111,11111,11\ load mrmor%- and ohsenr Various t,on,putcr file CCV

rt • gisters.

interfaces \\"till tilt , computer and the ASR-35 Tclrt\ • pc\\rIIvr , high-speed p,1ptr laps punch, .lnd high-speed Impel-tape reader.

D. GPD CONTROL SYSTEM DEVELOPMENT/INTEGRATION FACILITY

I'llc (;I I I) C0111tol S\• stt'nl Dc\c• lopmc• nt/ III It-giation I-acilit\, also kno\\n as ilic0t,.r,l I.tlop Bench (C1.10, is a st.ltc • - ol•thc -,let dedicatrd lactilt\• that .upplvillcnts tilt' control (hsi^n/dt\rluununt process.''sin ► ; s\strill sinlldalion> aperilir.11l\ drsiglittl lot use in tilt' drsi^n/dc\clo}lnlclit c\"rlt• , the I,tcilit\ pro\idrs dut,1 nurnlall\ ucgnirrd Irons r\prusi\t.

dlllicull III ac11rdulr se.l le\rl .old Aliludt, teats, Ihroughout tilt- dr\rlopmtnt c\Cie.

dc\ cIoplllellt f hr lacihl\ supports all ph,1scs ttl the control procrxs "p,lpc 1 •' design, clll;ltic Illodel sollwalt • dt • \elt,plll( • Ilt, Illlplt,lllt'lll.llloll of collllol alktollllllll Ill 01411.11 colilll)l- data and rc'. 11111c"h,1ld\\,uc Iers, 11 • in-thc loop Icsling. .\ ' 00 \Illlpllllt • (l rrpl't'st'111.IIIU11 ill Ill y latlilt\' 0 1 1111plictl I ll the• I. 1 1.olltl" , \\ stt'lll I1-.IllI\\'11 III l lyrllt' I\ 1.

lilt- 1101-Itt t,onwutril4 cguipnlcnt is schrin.uic,lll\- illuslu.. cd in Ii . gulc I\-74. General pt,riphcr.11 cgu [pill cnl associated \\1111 the 11\hlui latIlit)' in,'Imic .1 giaphlcs tc• rnlil.al, AN IcIIlllll.11, ploltrl, printrl, and mass sto ► a`e.

\ uniguc 1c.ltult' of 111c I,1ci11t\ is 111r 110i ov t1 ntodcl's ,;hi111\ to "II\" tilt • cligitic•/ opcl.ltlun.11 rmclupc nl lc,ll lintc..\dt l :'lonal tap,11111tlics me .1s follu\\s: 1i11 ► .lmc \Itilit\ to use the sli nd.ltfoll plat' .ul,1l\ lit A dc • si`n nlodc or • in a coo p 1cd to \olllrt , l halts\\.Irc lot t 11,s1'd lot-1) It'st'111; I t' \I) • : III I\ It'sl t • I111er .1 5111\IC t olllpt'llcll 1, '111' total s\ sll'lll, t'r a It,lal s\ S1e111 1 \ IIII I t - olllp(111cllls It-ph, ( . (I h\ t t t illplltl'I %.111111.1 t I It'll of e111111.11t n% Illadc 11 i 'll hl cmlht',Il(I \ o1111,tt) Ill•Ill\ • (.,Ip,lhllll\' Ill IvNI111Q 111r \olllpt'llrllls I'1' %\' .ICI11s III ,111 ell\ IroIIIII CIIt .

111.11 tall duld:k alt p11\ siral p.u.unrlers 111.11 llat,c .ul cl lrct on the s\'s- Will ' s lurlrllonal t.IJ)ahlllt\ I'lrt'sc I.lrilliv c. ► pahilitics \\ill lit-1 1 ) rllsult , Ihr nitc • .r,ll y d p ropulsion s\ stmt ronllgilla- Ilt'n h.ls hrrn scic• ctrd till IN ['l":R.\l' F \\lilt I .\Ill C is Ill(- Illosl coal cl lc( It\ r .lp})lom 11 Iha1 lncrlul>; salcl\ rcguilcnlrnls.

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SECTION X APPLICABLE DOCL

SECTION X APPLICABLE DOCUMENTS The following documents are applicable as references to the text of this report.

1. "Full Authority Digital Electronic Control, Phase I," Volumes I and 11, Report FR-8652, dated June 1978, prepared under Contract 1\00019-76-C-0042.

2. "Propulsion/ Flight Control Integration Technology (PROFIT) Design Analysis Status," NASA Contractor Report 144875, dated July 1978, prepared under Contract NAS4-2391.

3. "Interface Control Document for the Digital Propulsion Control Unit (Integrated Propulsion Control System), Revision G," Document Dumber D251 . 1006, dated January 1974, prepared under Contract F33615-73-C-2053.

"A Summary of the Digital Electronic Engine Control (DEEC) Sys- 4.

tem," PWA Internal Document, dated 1978.

5. " 1- F 100-PW-100 Training Handbook," PWA Internal Document, prepared by PWA Service School, dated 15 March 1972.

6. "Aircraft Internal Time Division Command/Response Multiplex Data Bus," Mil-Std-155313, dated 21 Sept 1978.

7. "Ilectronic Air Inlet Controller Requirements," McDonnell Aircraft Company Procurement Specification PS68-870045, Rev. C X-1