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throttle must be cycled to OFF then IDLE.
An overspeedc ondition in excesso f 110
percent will result in momentary loss of
‘pm indication until N2 rpm falls below
110 A.5 percent. EGT and FF indicators
will continue to function normally.
2.2.1.2 Augmenter Fan Temperature Control.
The AFTC is a modular solid-state electronic device that
performs control schedule computations, integration
and logic functions, limit control, failure detection, and
provides engine core speed (N2) signal for instrument
display and engine fan speed (Nt) signal to the AICS. It
also controls the distribution of electrical power to the
entire engine electrical and monitoring systems. Figure
2-l 1 shows the various interface signals used by the
AFTC. Normally the CADC supplies Mach number
value to the AFTC. If this signal is erroneoust,h e AFTC
assumes a default Mach number value in order to continue
operation.
2.11 ORIGINAL
NAVAIR Ql-Fl4AAD-1
NOMENCLATURE FUNCTION
0
ASYM LIMITER switch ON- Reduces AB thrust asymmetry in the event of AB blowout or tf
(guarded) one engine fails to light when commanded to AB. Limits operating
engine to minimum AB until other engine attains minimum AB.
OFF - Either engine may operate at any AB power setting independently
of the other engine.
02 L/R ENG MODE SELECT PRI - Primary mode, AFTC controls main and AB fuel flow, fan inlet
swftch guide vanes, nozzle area, and ignition.
SEC - Secondary mode, main fuel flow Is scheduled hydromechanlcally
by the MEC. AB is inhibited.
0
L/R ENG SEC caution
IigM
liiumlnates when the engine is in secondary mode. AB operation is inhibited
for engine with light illuminated. AICS on affected engine side reverts to REV
4 (TF-30/F-14A) schedule.
Figure 2-10. ENG MODE SELECT Panel and ENG SEC Lights
2-12
NAVAIR Ql-W4AhD-1
,f?&:R ENG MODE SELECT @
Figure 2-11. AFTC Functiional Relationships
The loss of Mach number signal Tom the
CADC results in the loss of both airflow limiting
and idle lockup functions of the AFTC.
This may result in pop stalls at supersonic
speeds(o n a cold day) at high power andi nlet
b~resultinginpopstallsatidlepower. Ifthis
occurs, decel in military power until subsonic.
2.2.1.3 Afterburner Fuel Control. The AFC is controlled
by the AFTC for afterburner operation. The
AFTC computes AB fuel flow ratios and provides them
to the AFC. The AFC converts ratio commands to metered
fbel flows into local core and fan AB fuel manifolds.
When staging up the AB, local fuel flow is
initiated first, followed by core and fan flow last. When
staging down, the reverse sequence occurs. Thrust
changes are smooth when staging up or down.
2.2.1.4 Primary Mode. In the primary mode, the
AFTC controls the MEC, AFC, and AB nozzle hydraulic
pump to provide optimum engine operation with
unrestrictedt hrottle movement throughoutt he flight ena
velope. The AFTC computations are used to control
basic engine and AB fuel flow, IGV, and AB nozzle
positioning; VSV positioning is controlled by the MEC.
The AFTC incorporatesi ndependentc onbol schedules
that are prioritized so that the optimum amount of fuel
flow is provided to the main combustor. At any given
time, only one of these schedules is actually in control
of fuel flow. The remaining schedules are always active
and are calculating the change in fuel flow required (if
any) to attain the desired value of their assigned parameter.
The selection of the schedule in control is accomplished
by a series of minimum and maximum selectors.
These selectors control scheduling of the following:
1. Acceleration/deceleration
2. Minimum/maximum compressor discharge
pressure
3. Minimum/maximum rpm
4. Fan speed limiting
5. Maximum turbine blade temperahxe limiting
6. Idle lockup speed.
Other AFTC functions include engine start control,
asymmetric thrust limiting, reduced arrestment thrust,
automatic relight, and fault detection. Fault detection
2-13 ORIGINAL
NAVAIR Ol-IWAAD-1
automatically switches the engine control to the secondary
mode in the event of core overspeed, fan speed
signal loss, AB nozzle demand full open when not at idle
or maximum AB, AFTC power deviations, fuel flow
demand tit11i ncreaseo r full decreasef,a n speedg reater
than 800 rpm below schedule and not accelerating, or
throttle signal error.
2.2.1.4.1 AS Operation (Primary Mode). For AB
operational characteristics, refer to Figure 2-12. Unrestricted
throttle operation into and out of AB is permitted
throughout the flight envelope. During AB
　
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