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air from the movable ramps.
2.1.1.2 Subsonic and Transonic Speeds. At
airspeeds greater than 0.5 Mach, the ramps program
primarily as a function of Mach for optimum AICS
performance.A t transonics peedsa, normal shockw ave.
attaches to the second movable ramp. ‘Ihe third ramp
deflects above 0.9 Mach to maintain proper bleed slot
height (Ah) for transonic and low-supersonic flight.
At supersonic speeds, four shock waves compress
and decelerate the inlet air. The bleed slot removes
boundary layer air and stabilizes the shock waves. This
design results in substantially higher performance above
Mach 2 than simpler inlet designs.
2.1.2 AICS Test. Two types of AICS tests are provided
to check the general condition of the AICS and to
pinpoint system components causing detected failures:
AICS built-in test and on-board check.
2.1.2.1 AICS Built-h Test. BIT in the AICS computer
programmer is automatically and continually initiated
within the programmer to check AICS
components when the programmer is energized.
The operational status of the AICS depends on BITdetected
failures in AICS components. Failures of static
or total pressures ensors;r amp No. 1,2, or 3 positioning;
programmer continuous end-to-end BIT; or hydraulic
pressure to any of the ramp actuators would seriously
degrade AICS performance. Detected failures of these
items cause the AICS to automatically transfer to a significantly
degraded fail-safe mode of operation, indicated
by illumination of an INLET caution light.
2-1 ORIGINAL
NAVAIR @I-Fl4AAD-I
.
I 1
INLET RAMP
HYcJRNJL,C
SERVOVALVE NO. 1
RAMP NO. 2 STOW COMMAND
SERVOVALVE NO. 2
SER”O”P,L”E NO. 3
Figure 2-I. Air Inlet Control System
ORIGINAL 2-2
NAVAIR WFI4AAD-1
NOMENCLATURE FUNCTION
0 INLET RAMPS switches AUTO - Inlet ramp position Is determined by the AICS programmer.
STOW - Electrically commands the respective inlet ramp actuator to the
stow position; opens the appropriate hydraulic shutoff valve.
l DO NOT take off with the INLET RAMPS
switches in STOW. Hydraulic power Is on and
may drive the ramps out of the stow locks
during certain servocylinder failure modes
causing an engine stall.
l If wing sweep advisory light illuminates,
cycling L AICS circuit breaker (LFl) may
cause unintentional wing sweep unless WING
SWEEP DRIVE NO. 1 (LDl) and WG SWP DR
NO. YMANUV FLAP (LB) circuit breakers are
pulled.
0 RAMPS caution light Indicates ramps not positioned In either stow or trail locks during critical flight
condltlons (see figure 2-5).
Figure2 -2. AICSC ontrola ndI ndicators(S heet1 of 2)
2-3 ORIGINAL
NAVAIR 0%Fl4AAD-l
NOMENCLATURE FUNCTION
0 INLET caution light Indicates AICS programmer/system failure: Reduce airspeed to Mach 1.2 and
check AICS acronym for failure indication.
AICS FAILURE
Less than Mach 0.5: Ramps should be restrained by actuator stow locks.
Greater than Mach 0.5: Ramp movement Is restrained by trapped hydraulic
pressure and mechanical locks, depending on Mach when INLET light
illuminates.
Greater than Mach 0.9: Ramp movement is mlnlmized by actuator spool valves
and the aerodynamic load profile In this Mach range and a RAMP light should
Illuminate.
Detected failures of angle of attack, engine fan
speed, or out-of-calibration detection of the difference
between Pl and P2 (AP), Ps or Pt sensors will cause the
AICS to revert to the slightly degraded fail-operational
mode of operation. Nominal values of angle of attack,
total temperature,o r enginef an speeda res ubstitutedf or
the failed values in the AICS programmer, without illumination
of an INLET caution light.
In both fail modes of operation, detected failures are
continuously registered by the in-flight performance
monitoring system and displayed with air inlet control
acronyms on the multifunction display and the tactical
information display (Figures 2-5 and 2-6).
2.1.2.2 AICS On-Board Check. OBC, initiated by
the pilot during poststart or ground maintenance
checks, performs a dynamic check of the left and right
AICS. In addition to the regular AICS BIT program,
sensor calibration checks are made. The status of the
programmer electronics and the ramp actuators are
checked throughout an altitude and airspeed schedule
as psuedopneumatic inputs to the programmer are varied
to simulate a flight sequence of maximum airspeed
condition and back to static sea level conditions
within 65 seconds. This cycles the ramp actuators
through their full range, illuminates the ramp lights,
　
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