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 M. Electronic Control Unit R (Ref. Fig. 025)
 (1) General The electronic control unit (ECU) is a dual-channel digital electronic control with each channel utilizing a microprocessor for main control functions, an microcontroller for pressure transducer interface functions and a microcontroller for ARINC communication function. The ECU receives engine inlet condition data from the aircraft Air Data Computers (ADCs) and operational commands from the Engine Interface Unit (EIU) in the aircraft on ARINC 429 data busses. It also receives operating condition data from the various dedicated engine sensors such as T12, PS12, P0, N1, N2, PS3, T25, T3 and TC, and computes the necessary fuel flow, VSV, VBV, HPT clearance control, LPT clearance control, and rotor active clearance control valve positions. The ECU provides the necessary current to the torque motors in the hydromechanical unit to control the various modulating valves and actuators. The ECU performs an On/Off control of the Ignition Relays, Starter Air Valve Solenoid, the Aircraft Thrust Reverser Directional Valve and the Thrust Reverser Pressurizing Valve. The ECU provides digital data output in ARINC 429 format to the aircraft for engine parameter display, aircraft flight management system and the aircraft maintenance data system. ECU hardware and software is designed so that the two channels operate normally with a set of internal inputs and outputs with access to cross channel data inputs. Each channel can also operate independently without cross channel data. Fault tolerance enables the engine to continue operation in the event any or all of the airframe digital data is lost.
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 Permanent Magnetic Alternator Figure 024
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 Electronic Control Unit Figure 025
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 The ECU is powered by a three-phase engine alternator. Aircraft power is required up to 15 percent N2 above which the alternator is able to self-power the unit. Two independent coils from the alternator provide the power to the two separate ECU channels. The ECU is a vibration isolated single unit mounted on the fan case and is cooled through passive air ventilation.

 N. Hydromechanical Unit
 (1) General The hydromechanical unit (HMU) is attached to the aft section of the fuel pump unit housing. The HMU/fuel pump package is installed on the aft side of the AGB, left-hand side of the horizontal drive shaft housing. The HMU receives electrical signals from the electronic control unit (ECU) and converts these electrical input signals through torque motors/servo valves into engine fuel flow and hydraulic signals to various external systems. Engine fuel is used as hydraulic media.
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R (Ref. Fig. 026)
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 A general schematic of the HMU is shown in the referenced illustration
R **ON A/C 001-049, 051-099, 101-105, 151-199, 201-211,
R (Ref. Fig. 027)
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R Hydromechanical Unit Figure 026 (SHEET 1)
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R Hydromechanical Unit Figure 026 (SHEET 2)
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R Hydromechanical Unit Figure 026 (SHEET 3)
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R Hydromechanical Unit Figure 026 (SHEET 4)
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R HMU Block Diagram Figure 027
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 (2) Operation
 (a) Fuel metering The fuel metering valve is hydraulically driven through a torque motor/ servo valve by the ECU. The torque motor contains two electrically isolated, independent coils, one dedicated to Channel A, the other to Channel B of the ECU. A differential pressure regulating valve maintains a constant pressure drop across the metering valve. As a result, fuel flow varies proportionally with metering valve position. Two fuel metering valve position resolvers, one dedicated to each channel in the ECU, produce an electrical feedback signal in proportion to fuel metering valve position. The ECU uses this signal to compute the current required at the fuel metering valve torque motor for achieving closed loop electrical control.
　
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