Fly-by-Wire Maintenance Tips
Thread Starter
Joined: Aug 2004
Posts: 86
Likes: 0
From: northeast usa
Fly-by-Wire Maintenance Tips
I'm looking for maintenance and troubleshooting tips for FBW systems. FBW is just starting to enter the bizjet world and general aviaiton and looking for advice and tips to share with other maintainers.
Joined: Jun 2003
Posts: 58
Likes: 5
From: UK
whilst I agree that the power down strategy usually works it can clear the message and still leave the fault. Be perticularly careful of faults that only occur in certain modes of flight. Make sure you carry out the tests required in the FIM You can get badly burned if you don't. 
Joined: Apr 2005
Posts: 569
Likes: 0
From: Stockholm Sweden
I agree with whats said. But power down is a last resort which I use about once a year. Normally Cb trip and reset does it. The computor performs a power up test and if OK you are done. But on B777 the status msg will still be there. You have to erase it manually via Maint pages chap 31. Also on B777 and B744 a test via the Central Maint Computor is usually better.(and quicker because most CBs are downstairs) On A319/20 CBs are quicker.
Also be very careful of engine faults. They will normally clear on the ground, and then come back again on start up! The fault is held in the FADEC. Clearing the display in the cockpit doesn't clear the fADEC.
Also be very careful of engine faults. They will normally clear on the ground, and then come back again on start up! The fault is held in the FADEC. Clearing the display in the cockpit doesn't clear the fADEC.
Joined: Oct 1999
Posts: 668
Likes: 0
From: Adelaide
Perhaps the largest step, analogue to digital is a mental one, for both maintainers and Aircrews. No message = no fault ( for all intents and purposes )
The digital airplane presents everyone with a HUGE amount of information via symbology etc, that was simply never there before. Sit down with your books and become familiar with the many " states " that particular valves or other hardware can adopt. Understanding the symbology is a must for both the digital maintainer and operator.
As previously suggested, remember that certain inhibits are set for various flight phases. this is crucial in some troubleshooting scenarios.
Many engine related fault messages may not show without FADEC power and embarassingly appear ( or reappear ) after engine start, with your hollow assurances of complete airworthiness still ringing fresh in the crews shell like ears.
Know thee thy TSM and follow it religiously. whilst not always perfect, it IS your friend.
Know thee thy MEL for within it's hallowed bindings may ye find the veritable " thank christ " on occasion.
Know thee thy C/B locations for truly they often show the way to a messageless screen.
Above all, no matter how much things change, they stay the same. in other words - Know thee thy Airplane and it's systems for verily, from that knowledge, great escapes have been performed.
The digital airplane presents everyone with a HUGE amount of information via symbology etc, that was simply never there before. Sit down with your books and become familiar with the many " states " that particular valves or other hardware can adopt. Understanding the symbology is a must for both the digital maintainer and operator.
As previously suggested, remember that certain inhibits are set for various flight phases. this is crucial in some troubleshooting scenarios.
Many engine related fault messages may not show without FADEC power and embarassingly appear ( or reappear ) after engine start, with your hollow assurances of complete airworthiness still ringing fresh in the crews shell like ears.
Know thee thy TSM and follow it religiously. whilst not always perfect, it IS your friend.
Know thee thy MEL for within it's hallowed bindings may ye find the veritable " thank christ " on occasion.
Know thee thy C/B locations for truly they often show the way to a messageless screen.
Above all, no matter how much things change, they stay the same. in other words - Know thee thy Airplane and it's systems for verily, from that knowledge, great escapes have been performed.
Joined: Feb 2006
Posts: 2
Likes: 0
From: Galway
Seniorcone
If you ever deal with a Gulfstream V, every 6 months or so, disconnect the IAC's, plus the internal battery. Leave for 30 seconds then reconnect, refit the reboot with the three databases. this tends to clear most spurious faults within the aircraft systems.
