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· ABLIM advisory
· FADEC advisory
2.1.1.3 Engine Anti Ice. Each engine supplies its own bleed air for engine and inlet device anti-ice.
The engine anti-ice system is normally controlled by the ENG ANTI ICE switch. However, after engine
start (initial FADEC power-up or following a FADEC reset), the engine anti-ice system automatically
turns on 45 seconds after the engine reaches idle power and remains on for 30 seconds, provided the
throttle remains at IDLE. The appropriate LHEAT or RHEAT advisory is displayed during this
anti-ice functional test.
With the ENG ANTI ICE switch ON, anti-ice air flows as long as INLET TEMP is between -40
and +15°C. Outside of these limits, anti-ice airflow is terminated immediately if airborne, or after 60
seconds with WonW. When anti-ice air is flowing, N2 rpm increases approximately 2%, and EGT
increases approximately 5°C.
The inlet device has an anti-ice leak detection system. The system detects hot air leaks from the
device air manifold or in the cavity between the device and the airframe and sets the L or R DEVC
BLD caution. A hot air leak into the cavity reduces device anti-ice capability and may structurally
damage the device and surrounding structure.
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I-2-5 ORIGINAL
2.1.1.3.1 ENG ANTI ICE Switch. The ENG ANTI ICE switch is located on the ECS panel on the right
console.
ON Activates the engine anti-ice system
OFF Deactivates the engine anti-ice system
TEST Checks ice detector operation and displays the INLET ICE caution (indicating proper
operation).
2.1.1.3.2 Engine Anti-Ice Advisories. The L HEAT and R HEAT advisories are displayed when the
engine anti-ice system is activated (ENG ANTI ICE switch ON or anti-ice functional test) and no
system failures are detected. If an engine anti-ice failure occurs with the system turned on, the HEAT
FAIL caution is displayed and the corresponding L HEAT or R HEAT advisory is removed.
If an engine anti-ice failure occurs with the ENG ANTI ICE switch OFF, the HEAT advisory is
displayed. This advisory indicates that anti-ice operation is degraded or not available if selected.
2.1.1.3.3 Engine Anti-Ice Related Cautions and Advisories. The following engine anti-ice related
cautions and advisories are described in the Warning/Caution/Advisory Displays in Part V:
· L or R ANTI ICE caution
· L or R DEVC BLD caution
· HEAT FAIL caution
· INLET ICE caution
· L HEAT or R HEAT advisory
· HEAT advisory
2.1.1.4 Engine Controls and Displays.
2.1.1.4.1 ENG CRANK Switch. The ENG CRANK switch is described in the Secondary Power
System section.
2.1.1.4.2 Throttles. Two throttles, one for each engine, are located on the left console. Throttle
movement is transmitted electrically to the corresponding FADEC for thrust modulation and to the
FCCs for autothrottle operation. There is no mechanical linkage between the throttles and the engines.
During engine start, advancing the throttles from OFF to IDLE opens the engine fuel control shutoff
valves and, when commanded by the FADEC, provides fuel flow to the engines.
Afterburner operation is initiated by advancing the throttles through the MIL detent into the
afterburner range. During catapult launch or carrier touchdown (WonW and launch bar or arresting
hook extended), an afterburner lockout mechanism extends to preclude inadvertent afterburner
selection. In such cases, the throttles can be moved to the afterburner range by raising the finger lifts
on the front of each throttle or by applying a force of approximately 30 pounds.
During engine shutdown, the finger lifts must be raised to move the throttles to OFF, closing the
engine fuel control shutoff valves. The throttle grips (figure 2-1) contain switches that allow control of
various systems without moving the hand from the throttles.
2.1.1.4.3 Throttles (Trainer Configured F/A-18F). The rear cockpit of the trainer configured
F/A-18F contains an additional set of flight controls: control stick, throttles, and rudder pedals. The
rear cockpit throttles, located on the left console, are mechanically connected to those in the front
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I-2-6 ORIGINAL
cockpit and provide thrust modulation from IDLE to MAX. The rear throttles do not contain finger
lifts, so the engines cannot be secured from the rear cockpit. The rear throttle grips are slightly
different than those in the front cockpit. The ATC engage/disengage switch is not functional; the
chaff/flare/ALE-50 switch is not installed; and the speed brake switch is momentary action only. In
general, systems controlled by throttle switches respond to the last crewmember action taken from
either cockpit.
　
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本文鏈接地址：NATOPS Flight Manual 飛行手冊 1(32)