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regulated and maintained electrically by the augmenter
fan temperaturec ontrol unit and by throttle inputs to the
main engine control.
Each engine is slung in a nacelle with the thrust axis
laterally offset approximately 4-112 feet from the
aircraft centerline. The installed static engine thrust at
military power is 13,800 pounds and at maximum AB
power thrust is 23,600 pounds. Installed engine thrust
at maximum AB at 0.9M at sea level is 30,200 pounds.
Acceleration time from idle to military power is approximately
4 seconds.
During operation, air entering the engine is directed
into the fan, which initially pressurizes the air and directs
its flow into the engine core compressor and fan
bypass duct. Direction of airflow into the fan is optimized
by variable-geometryin let guidev anes( IGV) and
into the compressor by variable geometry stator vanes.
The high-pressure compressor further compresses the
air through the nine-stage compressor before discharging
it into the annular combustion chamber to mix with
2-9 ORIGINAL
NAVAIR 01.Fl4AAD-1
WSHLD AIR
fNG/PROBf
--
--- -_ RAMP
------
------
Figure 2-8. AICS Anti-Ice System
Figure 2-9. Fl lo-GE-400 Engine
ORIGINAL 2.10
NAVAIR 01.Fl4AAD1
fuel from the fuel nozzles. This fuel-air mixture is initially
ignited by the main spark igniter in the combustion
chamber. As a result of this combustion, expanding
gases drive the high- and low-pressure turbines. Power
to drive the two accessory gearboxes is obtained from
the high-pressurer otor.
From the turbine section, the exhaust gases pass into
the section and are mixed with air from the fan bypass
duct. During AB operation, fuel is sprayed into this
mixed airflow and ignited for additional thrust.
During night and/or IFR conditions, the increased
acceleration during AB use will result
in inner ear disturbances that may
cause flightcrew confusion/disorientation.
The large amount of light generated by the
AB exhaust reflecting around the aircraft
will compound this condition. These factors
may result in severe aircrew disorientation/
vertigo.
2.2.1 Engine Control. The engine is controlled by
three units: the hydromechanical main engine control,
the electronic augmenter fan temperature control, and
the AB fuel control. There are two modes of operation,
primary (electronic) and secondaty (mechanical), with
provisions for automatic and manual switchover to secondary.
Manual selection is controlled through the ENG
MODE SELECT panel (Figure 2-10). Automatic or
manual selection of the secondary mode illuminates an
ENG SEC caution light. When one engine reverts to
secondary mode, the other engine continues in primary
mode. Cycling the ENG MODE SELECT switch may
reset the AFTC if the faults are temporary. If the change
back to primary mode is successful, the ENG SEC light
will go out. Automatic or manual selection of secondary
mode is possible throughout the flight envelope. Selection
of secondary mode will cause a loss of fan speed
signal to the AICS.
SEC mode transfers with throttles in AB
above 450 KCAS could result in pop stalls
and damage to the IGV linkage.
Note
SEC mode transfer while in AB may result
in pop stalls. Nonemergency manual selection
of SEC mode on the ground should be
performed in basic engine. Nonemergency
manual selection of SEC mode airborne
should be performed in basic engine with
power set above SS-percenrtp m.
Transferring to SEC mode will revert the AICS programmers
to the REV 4 (TF-30/F 14A) schedule because
ofthe loss ofthe AFTC N1 speed signal and will display
an OBC AICS - LEFT (RIGHT) and ANGLE OF ATTACK
acronym. Below 25,000 feet and at airspeeds
greater than 1.1 TMN, unloading the aircraft to less than
1 g will reduce inlet stability and may result in inlet buzz
and possible engine stall. To restore the full REV 5
(F1 lO/F14B/D) schedule and eliminate the OBC acronym
following an airborne engine mode reset to PRI,
cycle AICS circuit breakers at constant subsonic Mach
number.
2.2.1.1 Main Engine Control. The MEC is a hydromechanicacl
ontrol thatp rovidesf uel shutoff, variable
stator vane scheduling, and main fuel metering in both
primary and secondary modes. The MEC controls fuel
flow until 59-percent t-pm and provides high-pressure
compressorr otor overspeedp rotectiona utomatically by
securing fuel flow to the engine when an overspeed
condition of 110 percent is reached.
Note
To regain engine operation following an
automatice ngineo vetspeeds hutdown,t he
　
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