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of the throttle control system except the throttle
position sensor are used in the automatic mode of control.
The AOA signal Born the AOA probe on the left
side of the forward fuselage is the controlling parameter
within the autothrottle computer. Additional parameters
are integrated within the computer to improve response.
The air temperature switch on the pilot left console effects
a computer gain change to compensate for pilot
prefermd reaction rate. In order to engage the autothmttle,
throttlesm ust be between7 % to 90-percentr pm with
weight off wheels, gear handle down, and throttle tliction
off. With all conditions met, the throttle MODE switch
will be held by an electrical solenoid when placed in
AUTO. The throttle control mode automatically reverts
to the boost mode upon interruption of any interlock in
the system or by manually overriding the throttles with
a force of approximately 11 pounds per throttle in either
direction. The throttle MODE switch automatically returns
to BOOST and the AUTO THROT caution light
illuminates for 10 seconds. See Figure 2-21 for
autothrottle controls.
The pilot can revert from automatic to boost mode by
selecting the CAGE/BRST (UP) position on the
CAGE/SEAM switch located on the inboard throttle
grip. This provides a smooth throttle override for an
automatic-to-boost mode approach, while maintaining
a grip on both throttles.
2.5.1.3.1 Autothrottle Test. An automatic check
of the autothrottle control system while on deck is accomplished
during OBC. Signals to the servoactuators
are inhibited during the OBC autothrottle test so that the
engines remain at idle thrust. A malfunction is indicated
by an APC acronym at the conclusion of OBC.
Rotating the MASTER TEST switch to FLT GR DN
and depressing it bypasses the autothmttle weight-onwheels
interlock and an end-to-end check of the
autothrottles may be performed on deck. The throttles
should be placed at about 80-percent ‘pm and the
THROTTLE MODE switch placed in AUTO. The
throttles must be positioned above idle before selecting
AUTO to ensure a valid test. Once AUTO is engaged,
the control stick should be programmed fore and aft to
check for the appropriate power response.
NAVA1W Of-FluADHigh-
power settings may result during aft
stick deflection.
If the THROTTLE MODE switch does not remain
engaged or the APC does not respond properly to indicated
AOA and longitudinal stick movements, a malfunction
exists in the autotbmttle system.
Depressinga nd holding the autopilot emergencyd isengagep
addles witch with weight on wheels causesth e
throttle control system to be placed in the manual mode.
If the automatic mode was selected before depressing
the paddle switch, the THRO’lTLE MODE switch will
automatically move to BOOST. The THROTTLE
MODE switch must be moved from BOOST to MAN
while holding the paddles witch depressedif the manual
mode is desired at?er the paddle switch is released.
Bleed air is extracted from the high-pressure compressor
to perform engine-associateds ervices and to
supply high pressure and temperature air for operation
ofauxiliaryequipment. Fifth-stagebleedairsupplieshot
air for the engine anti-icing system and is used to draw
cooling air through the aircrafi hydraulic heat exchangers
to cool flight and combined fluids and to ventilate
the nacelle when weight is on wheels (Figure 2-22).
Ninth-stage bleed air supplies hot air to the environmental
control system, provides air for crossbleed engine
starts, and draws air through the integrated drive
generator heat exchanger (ventral tin) when weight is
on wheels.
26.1 Engine Anti-ice. The fan IGV and nosedome
are susceptible to icing under a wider range of conditions,
particularly at static or low speed with high engine
rpm, than that which cause ice to form on external surfaces
of the airframe. Ice formation at the fan face can
restrict engine maximum airflow, which results in a
thrustl oss, decreaseds tall margin, and dislodgemento f
ice, which can damaget he compressorT. he enginea ntiicing
system is designed to prevent the formation of ice
rather than deice the IGV and nose dome. Hot bleed air
(5th stage)i s passedt hrought he hollow IGV to the nose
dome and is discharged into the engine along the vanes
and at the rotor hub. Cockpit control of the engine antiicing
system is effected through the ANTI-ICE switch
(Figure 2-23).
NAVAIR 01.Fl4AAD-1
A
“.FS”“-911.
ORIGINAL
Figure 2-21. Autothrottle Controls and Indicators (Sheet 1 of 2)
　
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