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and causing an engine stall, the ramps will still slowly
move. Under normal circumstances, the pilot will have
sufficient time to select STOW and prevent an engine
stall. F-14A flight test results show that with dump inhibit,
the time interval between illumination of a
RAMPS caution light and engine stall following an
AICS failure was 15 to 40 seconds on the ground at
military power, and approximately 50 seconds at 10,000
feet at military power.
2.1.3.5 Ramp Actuator Mechanical Locks/
Positioning. In addition to the actuator stow locks, the
first and second ramp actuators have another set of
ORIGINAL 2-8
latches (trail locks) that prevent further ramp actuator
extension aAer a failure within these trail locks. The
actuator stow and trail locks restrain actuator movement
in tensiono nly. Hydraulic pressure( 500 psi) is required
to disengage the lock finger latches.
Safe positioning of the ramp actuators is monitored
by the ramp monitor logic shown in Figure 2-5. A
RAMPS light should always be accompanied by an INLET
light with the landing gear handle UP. With the
landing gear handle DOWN, a RAMPS light can be
illuminated without an INLET light. The emergency
procedure in any case is the same. RAMPS lights will
extinguish when a safe configuration is attained.
Note
Following an AICS programmer/ramps failure,
the safest configuration results when the
ramps are in the stow position. The programmers
are disabled by pulling the affected
AICS circuit breaker and returning the INLET
RAMPS switch to AUTO.
In the event of an engine or hydraulic failure, the
following conditions exist with respect to AICS reset:
1. If hydraulic pressure is zero, there is no need to
safe the ramps (by stowing ramps, pulling AICS
circuit breakers, and returning to AUTO) since
selecting STOW will have no effect without hydraulic
pressure.
2. If airspeed is less than .35 Mach, there is no need
to safe the ramps since hydraulic pressure has already
been removed and ramps should be in the
stow locks. If the ramps are not in the stow locks,
the RAMPS light will illuminate when the landing
gear handle is lowered. If the RAMP light does
illuminate, then the ramps should be stowed and
the AICS programmer reset.
3. If hydraulic pressure is greater than zero and airspeed
is greater than .35 Mach, then the ramps
should be stowed and the programmer reset after
engine failure or a low-hydraulic-pressure situation.
This will ensure that ifthe ramp is out ofthe
stow lock (as is normal above .5 Mach), it will be
returned to the stow lock and kept there for landing
regardless of subsequent hydraulic or electrical
malfunctions.
2.1.3.6 AICS Failure In-Flight Operation. Most
AICS failures occurring in flight do not require rapid
pilot response because of system design features for
fail-safe operation. In flight, the No. 1 and 2 ramps tend
to blow back to the stow position or are restrained within
NAVAIR 0%F14AAD-1
the trail locks because of aerodynamic loads. The hydraulic
restriction of all ramps during loss of hydraulic
power and after fail-safe mode entry, should prevent
rapid ramp movement. Internal failure of an actuator,
especially the No. 3 ramp actuator, may allow rapid
ramp extension and cause engine stall. Additionally,
failure to stow the ramps in a reasonablea mount of time
after INLET light illumination or inability to stow following
a hydraulic system failure may result in compressor
stalls at high power settings. Engine start
attempts may not be successful unless the ramps are
stowed (RAMPS caution light extinguished).
2.1.4 AICS Anti-Ice. AICS anti-ice is activated only
by selecting ORIDE/ON with the AICS ANTI-ICE
switch and airspeed between 0.35 to 0.9 Mach (hydraulic
power is available at 0.3 Mach). Above and below
thesea irspeedst he AICS anti-ice is disabled.W hen the
ENG/PROBE anti-ice switch is in AUTO, the AICS
anti-ice is off. When AICS anti-ice is activated, the
AICS programmer repositions the No. 1 and No. 2
ramps to positions below the No. 3 ramp (Figure 2-8) so
that ice will not form above the No. 3 ramp.
2.2 ENGINE
The aircraft is powered by two Fl IO-GE-400 turbofan
engines (Figure 2-9) with variable exhaust nozzles
and AB augmentation.T hey are dual-rotor enginesc onsisting
of a three-stagef an driven by a two-stage,l owpressure
turbine and a mechanically independent,
aerodynamically balanced, nine-stage, high-pressure
compressor driven by a single-stage, air-cooled highpressure
turbine. Engine operation is automatically
　
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