IJETST- Vol.

||02||Issue||10||Pages 3298-3302||October||ISSN 2348-9480 2015

International Journal of Emerging Trends in Science and Technology

DOI: http://dx.doi.org/10.18535/ijetst/v2i10.10
Full Authority Digital Engine Control (FADEC)
Authors
Nikhil Kumar C1, Shravan Kumar2
1
Bachelor of Engineering (Computer Science and Engineering), REVA Institution of Technology and
Management, Bengaluru, Karnataka, India
Email- [email protected], Mobile- +91 7259978487
2
Bachelor of Engineering (Computer Science and Engineering), REVA Institution of Technology and
Management, Bengaluru, Karnataka, India
Email- [email protected], Mobile- +91 8971959323

Abstract
Full Authority Digital Engine Control (FADEC) Systems is a system consisting of a digital computer and
ancillary components that control an aircraft’s engine and propeller. The system consists of a digital
computer, called an electronic engine controller (EEC) or engine control unit (EEU), and its related
accessories that control all aspects of aircraft engine performance. This paper includes the functionality and
importance of this technology.
Keywords: FADEC, Airplane control System, EEC, ECU

INTRODUCTION After the mechanical means of engine control,

Full Authority Digital Engine Control (FADEC) is came the introduction of analog electronic engine
a system consisting of digital computer, called an Control. Analog electronic control transmits
engine control unit (ECU) or electronic engine various electrical signals to communicate the
controller (EEC), and its related accessories that desired engine settings. In a spark ignition
monitor and control all the aspects of aircraft reciprocating engine, the FADEC uses speed,
engine performance. FADECs have been designed temperature, and pressure sensors which are used
for both piston engines and jet engines. The to monitor the status of each cylinder. A digital
objective of any engine control unit is to allow the computer calculates the ideal pulse for each
engine to perform at its maximum efficiency for a injector and varies the ignition timing as necessary
given condition. The intricacy of this task is to achieve optimal performance. The FADEC
proportional to the ramification of the engine. performs all of the same functions in a
Originally, engine control units consisted of basic compression ignition engine, excluding those
mechanical linkages was operated or controlled by specifically related to the spark ignition process.
the pilot, and when it evolved, the EEU was
controlled by a third pilot-certified crew member, FADEC — THE START
the flight engineer. The flight engineer or the pilot The FADEC systems had not found their way to
were able to control the fuel flow, hydraulics, piston aircraft engines until recently for various
power output, and many other engine parameters reasons, including production cost, development
by moving throttle levers directly connected to the and certification costs of a unit tough enough to
engine. meet the aviation safety standards. Clearly,
FADEC is not just any average engine ignition and

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fuel control system. In fact, FADEC is much more
than just an engine ignition and control system.
FADEC has three main functions: engine control,
diagnostics and data logging and safety.

ENGINE CONTROL
Engine functions such as speed, manifold pressure,
temperature, power setting, starting conditions, etc.
are controlled electronically using TCM’s
PowerLink system, by advanced computer
processors, that collect data automatically and
compute the settings for optimum performance of Figure 1: FADEC Purpose
the engine. These settings include the oil
temperature, ignition timing and fuel mixture to
FADEC SYSTEMS – IN AVIATION
deliver improved starts and maximum power as FADEC systems get rid of the requirement for
required. In the PowerLink system, each cylinder magnetos, carburetor heat, mixture controls, and
of the engine is optimized continuously, which engine priming. A single throttle lever is
means the pilots can always be assured of top
considered as a characteristic of an aircraft that is
performance and fuel efficiency. equipped with a FADEC system. The pilot has to
only simply position the throttle lever to the
SAFETY AND DIAGNOSTICS desired position such as the start, idle, cruise
The system is designed and developed with the power, or max power, and the mode that has been
FAA-required backups including diagnostics chosen is adjusted and applied to the engine and
software that runs in the background to conduct propeller automatically by the FADEC system.
pre-flight checks and continuously monitor the The pilot does not have to monitor or control the
health of all the PowerLink components and their air/fuel mixture manually.
associated backup systems. PowerLink systems The FADEC readies the cylinders, adjusts the fuel
have shown more than 12,000 hours of continuous mixture, and positions the throttle based on the
operation during the testing phase. engine temperature and ambient pressure during
starting the aircraft. During the flight, the FADEC
DATA LOGGING constantly observes the engine and adjusts the flow
Approximately a hundred individual elements of of fuel, and ignition timing in each cylinder
data every second with consolidated data being individually. This accurate control of the
held on a flash memory chip can be recorded by combustion process leads to decreased fuel usage
the PowerLink system. All data are constantly and boost in horsepower.
monitored for troubleshooting and engine FADEC systems are considered an important part
diagnostics and prognostics. TCM is planning on of the engine and propeller control, are generally
eventually pursuing an on-condition service model powered by the primary electrical system of the
for its PowerLink controlled engines using the data aircraft. In many aircrafts, a separate generator
logging function. connected to the engine provides power to the
FADEC system. In both cases, there has to be a
backup source of electricity available as the failure
of a FADEC system would result in the complete
loss of engine thrust. To stop the loss of thrust, two
separate and identical digital channels are installed

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for redundancy, each channel competent of advances, or is opted for an auto-throttle takeoff if
providing all engine and propeller functions available. The FADEC, now applies the calculated
without any shortcomings. takeoff thrust setting by sending an electronic
signal to the engines; there is no direct linkage to
FADEC SYSTEM FUNCTION open fuel flow. This procedure can be repeated for
FADEC have no form of manual override any other phase of flight.
available, equipping the computer with full In flight, efficiency is maintained by small changes
authority of the operating parameters of the engine. in operation that are constantly made. If the throttle
If a total FADEC failure occurs, the engine fails. If is advanced to full, maximum thrust is available
the engine allows manual override, and is for emergency situations, but limitations can’t be
controlled digitally and electronically it is exceeded; the flight crew has no means of
considered solely an EEC or ECU. An EEC, manually overriding the FADEC.
though is a component of the FADEC system, is
not by itself FADEC. When it is working alone, all
of the decisions are made by EEC until the pilot
wishes to intervene.
Multiple input variables of the current flight
condition including air density, the throttle lever
position, engine temperatures, engine pressures,
and many other parameters are received by
FADEC. The inputs are received and analyzed up
to 70 times per second by the EEC. Engine
operating parameters such as fuel flow, stator vane
position, bleed valve position, and others are
Figure 2: FADEC Components
computed from this data and applied appropriately.
Engine starting and restarting is also controlled by
ADVANTAGES
FADEC. Providing optimum engine efficiency for
 higher fuel efficiency
a given flight condition is FADEC's basic purpose.
 automatic protection of the engine against
FADEC allows the manufacturer to program the
out-of-tolerance operations
engine limitations and receive health and
maintenance reports of the engine. For example,  multiple channel FADEC computer
FADEC can be programmed to avoid exceeding a provides backup in case of failure
certain engine temperature, to automatically take  Guaranteed thrust settings, with care-free
the necessary measures without the pilot’s engine handling.
intervention.  FADECs can be reprogrammed to use
single engine type for wide thrust
APPLICATIONS requirements.
FADEC maybe illustrated by a typical civilian  provides semi-automatic engine starting
transport aircraft flight. Flight data such as wind  better systems integration of engine and
conditions, runway length, or cruise altitude are aircraft systems
first entered into the flight management system  can provide engine diagnostics and long-
(FMS) by the flight crew. Power settings for term health monitoring
different phases of the flight is calculated by the  the number of external and internal
FMS using this data. During takeoff, the throttle is parameters used in the control processes
set to a predetermined setting by the flight crew increases by one order of magnitude

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 less number of parameters to be monitored sessions for these new-generation engines. Thielert
by flight crews is providing training at the Dallas, Texas
 The FADEC makes possible "Fault headquarters of their U.S. subsidiary, Superior Air
Tolerant Systems” due to the high number Parts.
of parameters monitored
 automatic aircraft and engine emergency
responses supported by FADEC

DISADVANTAGES
 the engineering processes that are used to
design, manufacture, install and maintain
the sensors that measure and report flight
and engine parameters to the control system
itself Figure 4: FADEC Design
 The path over which this data flows and the
integrity and reliability of the materials Laptop computers, voltmeters, software updates
 The safety-critical control systems the and the like will be just as much part of diagnosing
software engineering processes used in the and repairing a FADEC-equipped engine as they
design, implementation and testing of the are when working on integrated avionic in today’s
software requirements. This led to the advanced cockpits. "Although the technical talk on
development and use of specialized FADEC often centers on improved fuel
software such as SCADE consumption and pilot friendliness," Lewis said,
"the PowerLink system is expected to
revolutionize the piston aircraft [engine]
maintenance experience."
"The Aerosance FADEC continues to evolve both
in its performance features and maintenance
capabilities. For example, the system as certified
today contains expansion capabilities that can
contact the FBO over a cellular phone line and
download required maintenance information so
Figure 3: FADAC Interfaces that the technicians are ready to service the aircraft
upon its arrival," Lewis said. "This is used by
CONCLUSION AND FUTURE WORK commercial airlines today but is a first in piston
FADEC is the future of piston engine technology. aviation. It is such innovative advances that TCM
While Diamond and Liberty are currently the only and Aerosance are bringing to the market and both
two OEMs to offer factory FADEC, other expect the PowerLink system to become standard
companies are already offering Thielert’s FADEC- fare on their OEM engine fleets in the future."
equipped, jet fuel diesel CENTURION engine as
an aftermarket alternative on Cessna 172s. And, no REFERENCES
doubt, others are in the works. 1. "Chapter 6: Aircraft Systems" (PDF).
Thielert and TCM are taking steps now to help Pilot's Handbook of Aeronautical
technicians prepare for the day when a FADEC- Knowledge. Federal Aviation Administra-
equipped engine shows up in their shop. In fact, tion. 2008. pp. page 6–19. Retrieved 2013-
both companies are already offering training 12-18.

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2. Pratt, Roger W (2000). FLIGHT
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EEC". Retrieved 2010-04-30.
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AUTHOR PROFILE
NIKHIL KUMAR C is currently pursuing
Bachelor of engineering in Computer Science and
Engineering from REVA Institute of Technology
and Management, Bengaluru, India. He Interned at
Efficient Electronics Ltd. Where he successfully
designed and developed Digital Battery Charge
Control System using Microcontroller and Arduino
tools. He also interned at Yu – Televentures owned
by micromax Mobile, India, Where he was a
member of technical team, providing technical
support to the customers.

SHRAVAN KUMAR is currently pursuing

Bachelor of engineering in Computer Science and
Engineering from REVA Institute of Technology
and Management, Bengaluru, India.

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