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2-20
NAVAlR Ql-PIMAD-1
NOMENCLANRE FUNCTION
0, MROlTLEMODEswltch AUTO- Ulglne th~st Is automatically regulatedt o maintain optimum
angle of attack for landing by the throttle control Computer.
BOOST - Normal operating mode. Reduces effort required to move
throttles manually with friction control aft.
MAN - Movement of each throttle is mechanically transmitted to the
respective engine cross-shaft by a push-pull cable.
0 2 THROTTLE TEMP switch Used with the AUTO throttle mode to effect throttle computer gain changes to
compensate for pllot preferred reaction rate.
HOT - Increases normal throttle computer gain.
NORM - Normal throttle computer gain.
COLD - Decreases nMmal throttle computer gain.
0 S AUTO TliROT caution llghf Auto throltle mode Is disengaged. During preflight check, remains illuminated
for 10 seconds, then goes off and throttle mode switch automatically returns to
BOOST.
Note
If the auto throttle Is disengaged by deselecting the
throttle MODE switch, the AUTO MROT light will
not Illuminate.
@
CAGE/SEAM When lnTU4 master mode with the THROlTLE MODE switch In AUTO, selecting
switch the CAGE/SRST posltlon on the CAGE/SEAM switch reverts the throtfles to ths
BOOST mode.
0 B Autopilot emergency Reverts throttle system from AUTO or BOOST mode to MAN mode only while
disengage paddle depressed and with weight on wheels.
Figure 2-21. Autothrottle Controls and Indicators (Sheet 2 of 2)
Note
Because of its adverse effects on engine performance,
the engine anti-icing system
should be. used only when icing conditions
exist or are anticipated.
dc No. 2 bus through the ENGD’ROBEIANTI-ICE circuit
breaker (RG2).
2.6.2 Environmental Control System Leak Detection.
Thermal detection circuits are routed in proximity
to ECS ducts and componentst. o prov_id e coc.k pit
During engine start, the engine anti-ice valve remains
opentobleedthecompressortopreventenginestaKThe
valve closes when the engine approaches idle rpm. In
flight, the valve is normally closed unless the ANTI-ICE
switch is in ORIDWON, or AUTO/OFF, when the ice
detector probe in the left inlet is activated. Ice accumulation
on the ice detector illuminates the INLET ICE
caution light. Tbe engine anti-icing control valve on the
engine is powered closed (fails open) tirn the essential
indications of high-temperature au leaks. No& air
temperaturesra ngef rom 520 to 1,180“ F inside theb leed
air portion of the ECS, and from 400” to 500 “F inside
the hot air portion (400 “F manifold).
The entire bleed air portion of the ECS, from engine
bleed air shutoff valves to the primary heat exchanger,
is monitored by two detection systems. Fii detection
circuits monitor the bleed air system from each engine
to its respective tirewall. When a fire detection circuit
2-29 ORIGINAL
NAVAIR Ql-Fl4IUD-1
Figure 2-22. Engine Bleed Air/Compartment Ventilation
in an engine compartment senses temperatures above
threshold, the appropriate L or R FIRE warning light
illuminates (refer io fire detection system). The remainder
of the bleed air system, from engine firewalls to the
primary heat exchanger, is monitored by bleed air leaksensinge
lements.W hen the bleed air leak-detectionc ircuit
detects temperatures in excess of 575 “F, the
BLEED DUCT caution light illuminates.
The hot airportion ofthe ECS is monitored by hot air
leak-sensing elements. The hot air system extends from
the primary heat exchanger through the 400” manifold
to the cockpit floor. When the hot air detection circuit
detects temperatures in excess of 255 OF, the BLEED
DUCT caution light illuminates.
2.7 ENGINE COMPARTMENT VENTILATION
Each engine compartment is completely isolated
f?om the primary air inlet, and the efficiency and cooling
of the variable-area exhaust nozzle are not dependent
upon nacelle airflow. Therefore, within the bounds of
the forward firewall (landing gear bulkhead) and the
nozzle shroud, the cooling system for each engine compartment
is a separate entity. Cooling requirements for
the turbofan engine are minimized by the annular fan
bypass duct. Figure 2-22 shows cooling airflow patterns
through the engine compartment during ground and
flight operations. Two air-cooled heat exchangers are
also shown; however, only the hydraulic heat exchanger
cooling airflow is associated with engine nacelle cooling.
Fire access doors are on the outboard side of the
nacelles at the forward end to permit insertion of fire
suppressing agents by ground personnel in event of an
　
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