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full aft position, no throttle friction is applied at the
quadrant; increased throttle friction is obtained by forward
movement of the lever.
A locking pin device prevents the left throttle from
moving into the cutoff position when the right throttle
is either traversing or at rest on the face ofthe right-hand
idle stop block.
2.5.1 Throttle Control Modes. Manual, boost, and
automatic are the three modes of throttle control over
engine operation selectable by the THROTTLE MODE
switch located outboard of the quadrant on the pilot
console. The toggle switch must be IiRed out of a detent
to select MAN from BOOST or BOOST from MAN.
The switch is solenoid held in AUTO upon successful
engagemenot f the automatic mode. A functional schematic
of throttle control modes, including system major
components, is shown in Figure 2-20. Except for the
autothrottle computer and mode control switch, the
throttle control system for each engine is completely
redundant. Independent engine operation is possible in
the manual or boost mode of throttle control; however,
full systemo perationi s necessaryin the automaticm ode
since operation under single-engine control is impracticable
because of asymmetric thrust considerations.
2.5.1.1 Manual Throttle Mode. The manual throttle
is a degraded mode ofoperation and was designed as
a backup system. Because of hysteresis and friction in
the manual system, engine ‘pm may vary from the boost
2-23 ORIGINAL
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CORE EXHAUST
CORE EXHAUST
ORIGINAL
Figure 2-18. Afterburner Fuel Sequencing
2-24
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Figure 2-19. Throttle Interlocks
mode at a given throttle position. If an engine fails to
secure when the throttle is moved to the OFF position,
the throttles have probably reverted to the manual mode
and are slightly out ofrig. Cycling the throttle switch to
MAN and back to BOOST may allow engine shutdown.
If shutdown is unsuccessful, then the engine may be
secured with the FUEL SHUTOFF handle.
l Engine shutdown at high power settings
using the FUEL SHUTOFF handle may
result in damaget o the aircraftf ue1s ystem.
. Engine startup in manual mode may cause
tailpipe fires as fuel flow may not be
secured.
In the manual mode of operation, movement of each
throttle is mechanically transmitted to the respective
engine by a push-pull cable and a rack and sector mechanism
mounted to the main engine control power lever
shaft. An electric clutch in the throttle servoactuator,
which is also mounted to the power lever shaft, is disengagedin
the manual mode to reduceo peratingf orces.
With the throttle friction lever in OFF, approximately
8 pounds of force per throttle must be applied at the grip
to operate the throttles in the IDLE to MAX range.
2.5.1.2 Boost Throttle Mode. The boost mode of
throttle is used for normal operations. A force of 2 to 3
pounds at the grip is required to move each throttle
throughout its range with the throttle friction lever OFF.
Essentially, the boost mode provides electric throttle
operation, with the push-pull cables serving as a backup
control path.T hrottle movement is detectedb y the throttle
position sensorT. he signal is resolvedi n the amplifier
to provide positional followup commands to the actuator.
Movement of the actuator rotates the engine power
lever shaft, which drives the push-pull cable.
If a boost system malfunctions, applying approximately
17 pounds at the throttle grip automatically reverts
the throttle control to the manual mode by
disengaging the actuator electric clutch. The throttle
control reverts to manual mode in 0.25 second. In the
event of a boost system malfunction, the throttle MODE
switch will remain in the BOOST detent. By manually
placing the throttle MODE switch in MAN and then
back to BOOST, transient failures in the boost mode can
be reset. Additionally, ifan actuator seizes, a mechanical
clutch in the actuator will slip when a force of approximately
50 pounds is applied at the throttle grip. Thii
2-25 ORIGINAL
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Figure Z-20. Throttle Control
ORIGIPIAL 2-26
permits the pilot to override an actuator seizure. There
is no visible warning ofthese anomalies only the noticeable
increase in the forces required to manipulate the
affected throttle.
2.6.1.3 Approach Power Compensator (Automatic
Throttle Mode). The automatic mode of throttle
control is a closed-loop system that automatically regulates
basic engine thrust to maintain the aircraft at an
optimum approacha ngle of attack for landing. All components
　
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