Go-\~-S2 ( CONFIDENTIAL eee ae (ee Ry fecting the national defense ionage Laws, Title 18, U.S.C, station of is contents fm any r 7 F 4o an unauthorized person is region / prepare f PUBLICATIONS/F-14 INTEGRATED LOGISTICS SUPPORT GRUMMAN AEROSPACE CORPORATION BETHPAGE, NEW YORK CONFIDENTIAL 1 JUNE 1972 THIS PAGE IS UNCLASSIFIEDUNCLASSIFIED NAVAIR 01-F14A-1 SECTION I — AIRCRAFT. . . . PART 1 GENERAL DESCRIPTION PART 2 SYSTEMS PART 3 AIRCRAFT SERVICING PART 4 AIRCRAFT OPERATING LIMITATIONS* SECTION I! — INDOCTRINATION. . . - SECTION Ill ~ NORMAL PROCEDURES . PART 1 ~ BRIEFING/DESRIEFING PART 2— MISSION PLANNING” PART 3 — CHECK LISTS PART 4 — FIELD-BASED PROCEDURES PART 5 — CARRIER-BASED PROCEDURES" SECTION IV — FLIGHT CHARACTERISTICS... .. . . - ‘SECTION V — EMERGENCY PROCEDURES . PART 1 — EJECTION AND BAILOUT PART 2 — GROUND EMERGENCIES PART a TAKEOFF EMERGENCIES PART 4 — INFLIGHT EMERGENCIES PART 6 — LANDING EMERGENCIES SECTION VI — ALL WEATHER OPERATIONS . . SECTION VII — COMMUNICATIONS EQUIPMENT. AND PROCEDURES .......-.. fees 74 SECTION VIII - WEAPONS SYSTEM . . . . eee 84 ‘SEE SUPPLEMENTAL FLIGHT MANUAL NAVAIR O1-F 148-18, SECTION IX — FLIGHT CREW COORDINATION. ae SECTION X —NATOPS EVALUATION ........- 2101" SECTION X!- PERFORMANCE DATA.......- seed PART 1—STANDARD DATA PART 2— TAKEOFF PART 3—CLINe PART 4— RANGE PART 5— ENDURANCE PART 6— INFLIGHT REFUELING* PART 7—DESCENT® PART 8— LANDING PART 9— COMBAT PERFORMANCE* PART 10— EMERGENCY OPERATION ALPHABETICAL INDEX. . . BAF ees TF INDEX-1 NOTE List of ilustrations — Tite included in aiphabotcl index “INDICATES DATA THAT WILL BE ADDED AT A LATER DATE UNCLASSIFIED‘UNCLASSIFIED Foreword NAVAIR 01-F14A-1 FOREWORD SCOPE (0) This is a provisional issue of the Preliminary F-14A Flight Manual. It is develop- mental in nature and contains information necessary for safe and efficient operation of the F-14A Tomeat. This manual is prepared for use by Navy/Grumman flight test aircrew members and ground personnel in direct support of the F-14 research, development, test, and evaluation program. A Preliminary NATOPS Flight Manual will be issued for the Board of Inspection and Survey (BIS) trails. CHANGE RECOMMENDATIONS (0) In order to provide a more comprehensive and accurate Flight Manual, the individual effort and contribution of all users is requested and encouraged. Comments, corrections, and suggestions for improvement to this manual should be brought to the attention of: Publications, F-14 Integrated Logistics Support, Plant 15 UPDATING THE MANUAL (U) This manual will be changed or revised to keep it up to date as additional information becomes available. WARNINGS, CAUTIONS, AND NOTES ‘The following definitions apply to "WARNINGS", "CAUTIONS", and "NOTES" found through the manual, An operating procedure, practice, or condition, etc., which may result in injury or death, if not carefully observed or followed. An operating procedure, practice, or condition, etc., which may result in damage to equipment, if not carefully observed or followed. ii UNCLASSIFIEDUNCLASSIFIED NAVAIR 01-F14A-1 Foreword Note An operating procedure, practice, or condition, etc., which is essential to emphasize. WORDING ‘The concept of word usage and intended meaning which has been adhered to in preparing this Manual is as follows: "Shall" has been used only when application of a procedure is mandatory. "gould" has been used only when application of a procedure is recommended, "May" and “need not" have been used only when application of a procedure is optional. “Will” has been used only to indicate futurity, never to indicate any degree of requirement for application of a procedure. UNCLASSIFIEDGlossary iv ac a/D ACL ADC ADD ADF ADI AFCS AHRS AICS AIM-54A, AOA APC ATDC AWCL AWCLS AWCS: BDEI BINGO BIT Bolter CAP CARQUAL cAS CAT cG Charlie Time csp cv cvA UNCLASSIFIED NAVAIR 01-F14A-1 GLOSSARY Afterburner Alternating Current Analog-to-Digital Automatic Carrier Landing Air Data Computer Airstream Direction Detector Automatic Direction Finder Attitude Director Indicator Automatic Flight Control System Attitude Heading Reference System Air Inlet Control System Phoenix Missile Angle-Of-Attack Approach Power Compensator Airborne Tactical Data Control All Weather Carrier Landing All Weather Carrier Landing System Airborne Weapons Control System B Bearing Distance Heading Indicator Return Fuel State Built-In-Test Hook down, unintentional touch and go c Combat Air Patrol Carrier Qualifications Calibrated Air Speed Catapult Center of Gravity Expected Time Over Ramp Constant Speed Drive Aireraft Carrier Aircraft Carrier (Attack) UNCLASSIFIEDUNCLASSIFIED NAVAIR 01-F14A-1 Glossary D «BA Decibel de Direct Current DDL Digital Data Indicator DECM Defensive Electronic Counter ~ Measure DG Directional Gyro DLC Direct Lift Control D/L Data Link E EAS Equivalent Airspeed ECM Electronic Countermeasures ECMD Electronic Countermeasures Display ECS Environmental Control System EGT Exhaust Gas Temperature EPR Engine Pressure Ratio F FAM Familiarization FF Fuel Flow FL Flight Level FMLP Field Mirror Landing Practice FOD Foreign Object Damage G G Guard Channel g Gravity cou Generator Control Unit H Hang Start A Start That Results in a Stagnated rpm and Temperature Hot Start A Start That Exceeds Normal Starting ‘Temperatures HSD Horizontal Situation Display HSI Horizontal Situation Indicator HUD Heads-Up Display UNCLASSIFIED vUNCLASSIFIED Glossary NAVAIR 01-F14A-1 I IAS Indicated Airspeed ICAO International Civil Aviation Organization Ics Intercommunications IDG Integrated Drive Generator IFF Identification Friend or Foe IFR Instrument Flight Rules ILS Instrument Landing System IMN Indicated Mach Number INS Inertial Navigation System mR Infrared K KCAS Knots Calibrated Airspeed KH2 Kilohertz, KIAS Knots indicated airspeed KTS Knots L Ly Leading Edge LOX Liquid Oxygen ) LsO Landing Signal Officer (Paddles) M M Mach MAC ‘Mean Aerodynamic Chord MAX Maximum Meatball Glide Slope Image of Mirror Landing System MHz ‘Megahertz MIL Military MLP Mirror Landing Practice MSL Mean Sea Level MTDS Marine Tactical Data System N NATOPS Naval Air Training and Operating Procedures NFO Naval Flight Officer NOTAM Notices to Airmen NOZ Nozzle NTDS Naval Tactical Data System NWP Naval Warfare Publications > Ny Low Pressure Compressor Rotor speed : vi UNCLASSIFIEDUNCLASSIFIED NAVAIR 01-F14A-L Glossary ° OAT Outside Air Temperature oc On-Board Check P Paddles ‘Landing Signal Officer PCD Precision Course Direction PH Phoenix Missile PPH Pounds Per Hour Py Static Pressure Py, Total Pressure PT Engine Power Trim psi Pounds per Square Inch Pay Turbine Exhaust Pressure Q Q Dynamic Pressure R RPM High Pressure Compressor Rotor Speed (No) s SAS Stability Augmentation System SIF Selective Identification Feature sw Sidewinder Missile T TACAN Tactical Air Navigation TAS ‘True Airspeed TID ‘Tactical Information Display TIT Turbine Inlet Temperature Tyg Compressor Inlet Temperature Trg Compressor Discharge Temperature Ts. Static Temperature U UHF Ultra-Height Frequency UNCLASSIFIED vitGlossary viii vDIG wsT UNCLASSIFIED NAVAIR 01-F14A-1 v Vertical Display Indicator Group Vertical Display Indicator Rotation Speed Critical Engine Failure Speed w Weapons System Trainer UNCLASSIFIEDUNCLASSIFIED NAVAIR 01-F14A-1 : FASB A Gui UNCLASSIFIED ix/(x blank)OPART 1 PART 2 section I UNCLASSIFIED NAVAIR 01-F14A-1 TABLE OF CONTENTS GENERAL DESCRIPTION ARON eee ee tl Aircraft Weight... 4... see ee eee (Cocioite se eeege SYSTEMS Air Inlet Control System Engines oo. e eee eee eens Engine Fuel System 6.066.000 Ignition System 6... eee ee eee Afterburner Fuel System... 0.066 Engine Bleed Air... eee. eee eee Engine Starting System... ... 0.66 Engine Compartment Cooling ...... Fire Detection System .......... Engine Oil System .......... Engine Instruments... 6.60. eee Aircraft Fuel System... 6... ee Electrical Power Supply System... .. Hydraulic Power Supply Systems... . . Pneumatic Power Supply Systems ... . Wing Sweep System... ......065 High-Lift System 6.4... ee ee ee Speed Brakes System... .. se. ee Flight Control Systems. ........- Alighting Gear ........ Environmental Control System... .. Flight Instruments 2... 6. eee ee err Ejection System... . 24. eee eee Lighting System... ...... 0005 UNCLASSIFIED 1-14 1-28 1-36 1-42 1-44 1-50 1-54 1-56 1-58 1-60 1-63 1-67 1-88 1-100 1-116 1-118 1-132 1-140 1-142 1-166 1-188 1-213 1-218 1-225 1-235 1-1PART 3 PART 4 UNCLASSIFIED NAVAIR 01-F14A-1 TABLE OF CONTENTS (Continued) AIRCRAFT SERVICING Aircraft Servicing Ground Handling AIRCRAFT OPERATING LIMITATIONS UNCLASSIFIEDCONFIDENTIAL Section I (This page is UNCLASSIFIED) Aircraft NAVAIR 01-F14-1 EEE General Description AIRCRAFT (U) The F-14A aircraft is a supersonic, two place, twin engine, swing-wing air superiority fighter designed and manufactured by Grumman Aerospace Corporation, In addition to its primary fighter role carrying missiles (Sparrow and/or Sidewinder) and an internal 20- millimeter gun, the aircraft is designed to perform fleet air’ defense (Phoenix missiles) and ground attack (conventional ordnance) missions without compromising the basic design, Armament and peculiar auxiliaries used only during secondary missions are installed in low drag, external configurations, Mission versatility and tactical flexibility are enhanced through independent operational capability or integration under existing tactical data systems. (U) The forward fuselage, containing the crew and electronic equipment, projects forward from the mid fuselage and wing glove. Outboard pivots, contained in the highly swept wing glove, support the movable wing panels, which incorporate integral fuel cells and full-span leading edge slats and trailing edge flaps for supplemental lift control, In flight, the wings may be varied in sweep, area, camber and aspect ratio by selection of any leading edge sweep angle between 20 and 68 degrees. Wing sweep can be automatically or manually con- trolled to optimize performance and thereby enhance aircraft versatility. Separate variable geometry air inlets offset from the fuselage in the glove, direct primary airflow to two ‘TF30-P-412, dual axial compressor, turbo-fan engines equipped with afterburners for thrust augmentation, The displaced engine nacelles extend rearward to the tail section supporting the twin vertical tails, horizontal tails and ventral fins, The mid and aft fuselage which contains the main fuel cells, tapers off in depth to the rear where it accommodates the speed brake surfaces and arresting hook, Retractable vanes in the glove leading edges extend to supplement lift and compensate for changes in the aircraft aerodynamic center. All control surfaces are positioned by irreversible hydraulic actuators to provide desired control effectiveness throughout the flight envelope. Stability augmentation features are incorporated in the flight control system to enhance flight characteristics and thereby pro- vide a more stable and maneuverable weapons delivery platform, ‘The tricycle-type, forward retracting landing gear is designed for nose tow catapult launch and carrier land- ings. Missiles and external stores are carried from eight hardpoint stations on the center fuselage between the nacelles and under the nacelles and wing glove; no stores are carried on the movable portion of the wing. ‘The fuel system incorporates both inflight and single CONFIDENTIAL (This page is UNCLASSIFIED) 13Section I CONFIDENTIAL Aireraft NAVAIR 01-F14A-1 point ground refueling capabilities. Aircraft general dimensions are provided in figure 1-1, and figure 1-2 (Sheets 1 and 2) represents the general placement of the components within the aircraft, AIRCRAFT WEIGHT (C) The zero fuel/stores gross weight ately 37,781 pounds. atreraft is appr Internal fuel cay is pounds of JP-5 type f a.maximum take-off gros 35 wel sight of Ty 000 pounds. Consult the applicable Hz Handbook of Weight and Balance for the exact weight of any series aircraft. cockprTs (0) The aircraft accommodates a two man crew consisting of the pilot and naval flight officer (NFO) in a tandem seating arrangement. In order to maximize external field of view, the tandem cockpits are predominently located atop the forward fuselage and enclosed by a single clamshell canopy. Integral boarding provisions to the cockpits and aircraft top deck are provided on the left side of the fuselage. Each cockpit incorporates a rocket ejec- tion seat that is vertically adjustable for crew accommodation. A single environmental control system provides conditioned air to the cockpits and electronics bays for pressuri- zation and air conditioning. Oxygen for breathing is supplied to the crew under pressure from liquid storage bottles. The cockpit arrangement provides for a minimum duplication of control capability which of necessity requires two crewmen for flight. AIRCRAFT DIMENSIONS err LIN, -}-——}— orn a FT 191, IGFTSWN. serasin, (versweer) Figure 1-1, (U) 1-4 CONFIDENTIALUNCLASSIFIED NAVAIR 01-F14A-1 Section I Aireraft wosere mysen Tat ean ov —Ke ICT] = rare sao 5 wie, ‘a A =f ; M LK a seexeniry, smtenbamec i poses ee Bb —— sone | sacar” [ecein |/ | SS \ ace se =e PR ron -—" \ ager ‘essays — FUT ove ‘Stem al Feeune — > men = au a m a 3 int em Bit | aw mm TT | ot om a ' o" tas ae a a J anete Sean = 7 Nessen IEW LOOKING BDL SIDE UNCLASSIFIED Figure 1-2. (Sheet 1) 1-5/(1-6 blank)UNCLASSIFIED Section I NAVAIR 01-F14A-1 Aircraft GENERAL ARRANGEMENT sunny e = | ice at Hi hove | = ia %) ae = = Figure 1-2. (Sheet 2) UNCLASSIFIED 1-7/(1-8 blank)Ler RIGHT (WINDSHIELD ‘WINDSHIELD FRAME FRAME | INSTRUMENT INSTRUMENT PANEL err RIGHT VERTICAL VERTICAL CONSOLE CONSOLE CENTER CONSOLE Leer SIDE CONSOLE LEFT SIDE CONSOLE 1 2 3 G VALVE PusHBUTTON ‘OXYGEN-VENT AIRFLOW CONTROL PANEL ‘CoN, NAV COMMAND CONTROL PANEL INTEGRATED CONTROL PANEL TONE VOLUME.CONTROL PANEL 6 Ics CONTROL PANEL ’ 3 FAFCS CONTROL PANEL THROTTLE QUADRANT EXTERNAL ENVIRONMENT THROTTLE ‘CONTROL PANEL TARGET DESIGNATE SwiTCH LEFT VERTICAL CONSOLE a. 5. 18 FUEL MANAGEMENT PANEL CONTROL SURFACE POSITION INDICATOR TANDING GEAR CONTROL PANEL WHEELS-FLAPS POSITION INDICATOR [LEFT KNEE PANEL 16. 1. 18. 18. 21 ENGINE PRESSURE RATIO INDICATOR [EXHAUST NOZZLE POSITION INDICATOR ‘lL PRESSURE INDICATOR. HYDRAULIC PRESSURE INDICATOR ELECTRICAL TACHOMETER INDICATOR ran) HERMOCOUPLE TEMPERATURE INDICATOR (HIT) RATE OF FLOW INDICATOR (FF) LEFT INSTRUMENT PANEL Es 'SERVOPNEUMATIC ALTIMETER RADAR ALTIMETER [AIRSPEED MACH INDICATOR 2. 6 UNCLASSIFIED NAVAIR 01-F14A-1 Section I Aireraft PILOT'S INSTRUMENT PANEL AND CONSOLES VERTICAL vELociTY INDICATOR LET ENGINE FUEL SHUTOFF HANDLE 27, ANGLEOFATTAGK INDICATOR LEFT FRONT WINDSHIELD FRAME 28 ES [APPRORCH INDEXER (WHEELS WARNING LIGHT 1NCLS/AP WARNING LIGHT CENTER PANEL a1 22 3 3 2s. HEADS UP DISPLAY AIR COMBAT MANEUVER PANEL ‘VERTICAL DISPLAY INDICATOR (VDD HORIZONTAL SITUATION DISPLAY InpicAToR (is). PEDAL ADJUST HANDLE 136 BRARE PRESSURE INDICATOR » ‘CONTROL STICK RIGHT FRONT WINDSHIELD FRAME 3 3. ‘SAM WARNING UGHT STANDBY COMPASS RIGHT INSTRUMENT PANEL 40, a 3 aa a5, 38 "7 WING SWEEP INDICATOR RIGHT ENGINE FUEL SHUTOFF HANDLE ACCELEROMETER STANDBY ATTITUDE INDICATOR {CANOPY JETTISON HANDLE. tock BEARING DISTANCE HEADING InbIcaToR (@DH». UUM REMOTE INDICATOR UNCLASSIFIED RIGHT KNEE PANEL 48, Ps 60. FUEL QUANTITY INDICATOR LUQUID OXYGEN QUANTITY INDICATOR CABIN PRESSURE ALTIMETER RIGHT VERTICAL CONSOLE 51 52 33 "ARRESTING HOOK PANEL DISPLAYS CONTROL PANEL ELEVATION LEAD PANEL RIGHT SIDE CONSOLE 56 37 EA 0. 62 ‘COMPASS CONTROL PANEL [EAUTION ADVISORY INDICATOR ‘TACAN CONTROL PANEL MASTER GENERATOR CONTROL PANEL ‘RRA-62 CONTROL PANEL [AIR-CONDITIONING CONTROL PANEL MASTER LIGHT CONTROL PANEL MASTER TEST PANEL DeFoG CONTROL LEVER Figure 1-3. 1-9/(1-10 blank)‘CENTER PANEL ur * RIGHT INSTRUMENT i INSTRUMENT PANEL PANEL ust VERTICAL CONSOLE Richt VERTICAL CONSOLE UNCLASSIFIED Section I NAVAIR 01-F14A-1 Aircraft NFO INSTRUMENT PANEL AND CONSOLES LEFT SIDE CONSOLE RIGHT INSTRUMENT PANEL 1G VALVE PUSHBUTTON 22, FUEL QUANTITY TOTALIZER. 2 ONYGEN.VENT AIRFLOM CONTROL PANEL 23. clock 3. COMM NAV COMMAND PANEL 2h. THREAT noV'SORY LIGHTS 4c CONTROL PANEL 25, CANOPY JETTISON HANDLE S INTEGRATED CONTHOL PANEL 26, SEARING DISTANCE HEADING 6, TACAN CONTROL PANEL INDICATOR (BON) 5. gui COOLING CONTROL PANEL @: COMPUTER ADDRESS PANEL RIGHT KNEE PANEL 5, RADAR IR/TV CONTROL PANEL 10, EJECT COMMAND PANEL LEFT VERTICAL CONSOLE 11, ARMAMENT PANEL 27. CAUTION ADVISORY PANEL RIGHT VERTICAL CONSOLE 28 MULTIPLE DISPLAY INDICATOR RIGHT SIDE CONSOLE 29, DIGITAL DATA INDICATOR (00!) 430, ECM DISPLAY CONTROL PANEL 31, DATA LINK REPLY AND INTERIOR LIGHT LEFT KNEE PANEL 12. SYSTEM TEST SYSTEM POWER PANEL LEFT INSTRUMENT PANEL Bata unc ce HeServorneuuarie AUTMETER ae NRO PAE 1 Sie aon oie 32 EM OTOL pan 15 Peon oteaton Beara 16. enpa aritupe NoIcaTOR Bree eronDeh CONTROL PANEL vrtinaae see Baek CENTER PANEL Po xanconrmoL Pavel SPSTERC baa sea panes (000) 3 Aras PaarnMER Fearn AND NEST PANEL ceNteR CONSOLE 22 taceaeneon contaot PANEL Se natonion CONTROL AND ATA Fee coctacs paves meat 2 EEE SPAT Ten Sete rest Pane 19, TACTICAL INFORMATION DISPLAY (TD) 20-TACTIEAL INFORMATION CONTROL LEFT AND RIGHT FOOT-WattS Pane 43, MIC FOOT BUTTON 21, HAND CONTROL UNIT SEIS Foor auTTON Figure 1-4. UNCLASSIFIED 1-11/(1-12 blank)UNCLASSIFIED Section I NAVAIR 01-F14A-1 Aireraft (U) The forward cockpit is arranged and equipped for the pilot, In addition to three multi- purpose electronic displays for viewing tactical, flight, navigational, and ECM data, the pilot's instrument panel also contains armament controls, flight and engine instruments. Engine controls, fuel management, auxiliary devices, autopilot and communications con- trol panels are located on the left console. Display, power, lighting, and environmental controls are on the right console. (U) The aft cockpit of the tandem arrangement is equipped for the NFO. This instrument panel contains controls and displays for the AN/AWG-9 Airborne Weapon Control Systems, navigational and flight instruments. Armament controls, sensor controls, keyboard panels, and communications panels are located on the left console. ‘The right console contains an ECM/navigational display, ECM controls, data link controls and lighting, and the IFF panel. Refer to figures 1-3 and 1-4 for illustrations of cockpit arrangements, UNCLASSIFIED 1-13Section I UNCLASSIFIED ee NAVAIR 01-F14A-1 EE Sisters AIR INLET CONTROL SYSTEM (U) The air inlet control system (AICS) consists of two primary air inlets, one on each side of the fuselage at the intersection of the wing glove and fuselage. The rectangular cross- sectional inlet sidewalls are spaced away from the fuselage to minimize forebode boundary layer air ingestion and are highly raked to optimize operation for high angle of attack con- ditions. Variable inlet geometry is provided by automatically positioned ramps on the upper side.of the inlets to control the two-dimensionai exte: mpression field, airflow contraction at the throat, boundary layer air bypass and diffuser duet geometry. Down- stream of the inlet throat the subsonic diffuser section directs air straight aft to the engine compressor face. A bleed door on top of the glove allows the inlet to be self-compensating to some degree across the aircraft speed regime. Inlet ramps and bleed doors are posi- tioned by electro-hydraulic actuators which respond to fixed schedules in the AICS programmers. The purpose of the AICS is to decelerate free stream air in flight at an optimum rate to provide high pressure recovery at the engine compressor face for maxi- mizing installed thrust and minimizing aircraft drag while providing high quality, matched airflow for compatible propulsion system operation throughout the aircraft flight envelope. Separate probes, sensors, AICS programmers, actuators and hydraulic power systems provide for completely independent operation of the left and right air inlet control systems. Extensive electronic monitoring is provided within the AICS to detect failures that would degrade system operation and performance. As a result, no pilot control is required during normal modes of operation. AICS malfunction lights, test controls and overriding pilot controls for failure modes of operation are illustrated in figure 1-5. Electrical power supply for AICS operation is derived from essential ac/de busses and hydraulic power is supplied individually from the two main hydraulic systems. NORMAL MODE OF OPERATION (U) To obtain high propulsive efficiency and airflow compatibility for the turbofan engine it is necessary that the pressure and flow across the face of the compressor be as uniform as possible under all attainable operating conditions. Variable geometry provides for scheduling the inlet shape as a function of aircraft Mach number so that the inlet duct operates with maximum attainable efficiency at all flight conditions. Sectional side views of representative variable geometry inlet configurations with descriptive nomenclature 1-14 UNCLASSIFIEDSection I UNCLASSIFIED ‘AICS NAVAIR 01-F14A-1 vec | oer) | AICS RAMPS 1 stow R sf 8°8 Figure 1-5. are presented in figure 1-6. Inlet geometry is varied by automatically controlled hinged ramps on the upper side of the inlets which are independently positioned to decelerate the air efficiently, i.e., control the formation of shock waves in the external compression field and/or to regulate capture area at the throat. The first (#1) movable ramp is laterally hinged on its leading edge to the fixed ramp structure. The hinge line for the second (#2) movable ramp provides a direct juncture for the trailing edge of the first ramp to the leading edge of the second ramp; therefore, the second ramp position is directly related to the first ramp position. ‘The forward facing third (#3 or diffuser) movable ramp is hinged on the trailing edge to the duct structure and forms the subsonic diffuser as well as defining throat height in conjunction with the second ramp. A forward hinged, two-positioned bleed door with side plates provides for a wide range of airflow self regulation in conjunction with the throat slot between the trailing edge of the second ramp and the leading edge of the third ramp. (U) During ground static and low speed (Mach <0.2) conditions the inlet ramps are mechan- ically restrained in the stowed (retracted) position and the bleed door is closed (100 sq. exit area) to provide a fixed geometry configuration with the ramps independent of the hydraulic pressure source. The predominant airflow activity is concentrated about the station defined by the inlet lower lip and supplemented by reverse airflow through the bleed door around the forward lip of the third ramp. As flight speed is increased to 0.35 Mach hydraulic power is ported to the ramp actuators, but the ramps are not scheduled out of the in. UNCLASSIFIED 1-15ion ICS NAVAIR 01-F14A-1 VARIABLE GEOMETRY INLET CONFIGURATIONUNCLASSIFIED Section I NAVAIR 01-F14A-1 AICS stowed position until 0.50 Mach in response to the fixed Mach schedule presented in figure ‘I, The throat slot now serves to bleed off low energy boundary layer air from the fixed and two movable ramps upstream and discharge the bypass airflow over the top deck. The airstream flow converges at the primary inlet in subsonic flight with no spillage at the lower lip. At transonic speeds a normal shock wave attaches to the second movable ramp which marks the formation of the external compression field characteristic of supersonic flight. ‘The third ramp deflects in conjunction with the first two movable ramps to maintain a nominal throat slot height for transonic and low supersonic flight speeds. At supersonic flight speeds the throat slot assumes an additional function as the bypass of air induces a turning action to the airstream downstream of the throat to permit a wider range of diffuser ramp deflections without inducing airflow separation on the back side. At high supersonic speeds the inlet propagates three predominant oblique shock waves in the external com- pression field converging with the normal shock wave ahead of the inlet lower lip. The first oblique shock wave emanates from the fixed ramp leading edge while the second and third oblique shocks are generated by the first and second ramp hinge line discontinuities, respectively. Although the four shock waves do not intercept at the inlet lower lip for maxi- mum thermodynamic efficiency, the trade-off for slightly increased spillage drag with a more simple control schedule and inherent degree of self regulation was adopted. The degree of control exercised over inlet throat area ranges from sq. in. at minimum Mach (Mach <0.35) to sq in. at 2.5 Mach is equivalent to an area regulation factor of : 1, The basic shcedule for bleed door operation is also directly related to aircraft Mach number but is additionally biased by angle of attack (discrete and rate) and engine wf | : | z ia 1 gas, a4 —zh | a 2 z Fl rT srr = wf—2t Bon 1 t z at : ae Ll ns ran Lo 5 2 2 : a “= . | ; awe no, astow Locks rn | A-Ett | ' Thar PTAA TORS ase No.1 2 STOW Locks a macs no. — Figure 1-1. UNCLASSIFIED 1-17Section I UNCLASSIFIED AICS ‘NAVAIR 01-F14A-1 airflow variables. Because of the modifying functions to the Mach governed bleed door schedule, a significantly higher actuator slew rate is provided to meet response rate re- quirements. Identification of boundaries for the two-positioned bleed door is provided in figure 1-8. A summary of the AICS normal mode of operation is presented in Table I. AICS CONTROL (U) Control of the AICS is completely automatic for normal and initial failure modes of operation, Each inlet has a self-controlled system which is completely independent from the probes, sensors, AICS programmers, and movable surface actuators to the hydraulic power systems. Because of differences in controlling functions, control of the AICS ramps and bleed doors will be discussed separately. A functional schematic of the AICS is presented in figure 1-9. Ramp Control (U) The ramps which are positioned by electro-hydraulic actuators are controlled solely as a function of aircraft Mach number according to a fixed schedule in the AICS programmer. Pitot pressures tapped by freestream probes located on each side of the forward fuselage are converted by sensors to electrical signals which are transmitted to the AICS programmer on the respective side. Although the ratio of these two values can be equated to aircraft Mach number, angle of attack is also fed to the AICS programmer to provide for probe pressure defect correction in the Mach number calculation. Local angle of attack is derived from differential pressure sensed between two angular spaced total sources in freestream alpha probes located on either side of the forward fuselage. The differential pressure is converted to proportional voltage equivalent using a differential transformer. ‘Knowing the basic impact pressure (P,) applied to the probe, the angle of attack equation may be solved in the AICS programmer. Within the AICS programmer the electrical input signals are fed to a multiplexer which serves as a commutating section that passes only one input in a given time frame to the computer via an analog-to-digital (A/D) converter. The A/D converter is a device for converting de voltage into a digital word that is an acceptable format for the special purpose digital computer. Based on the Mach number calculation in the computer, specific ramp actuator position commands in digital word form are directed to the digital-to-analog (D/A) converter which transmits the commands in analog form to sum joints (=) where they are compared to actuator feedback position commands. As an integral part of each actuator a feedback transformer provides a position reference to the sum joint in the AICS programmer. If the commanded position is different than the actual position, the respective servo amplifier (V) will detect this error and command an actuator position change accordingly to null the error. Each actuator contains a servo valve which directs hydraulic pressure to extend or retract the actuator in response to servo amplifier electrical commands and additionally implements fail-safe operation. In addition to variable ramp actuator position commands, the AICS programmer output signals control the hydraulic shut-off valve. At Mach numbers less than 0.35 M the hydraulic valve, which controls the supply of hydraulic motive power to the three ramp actuators on the respective side, is closed and the ramps are mechanically restrained by internal finger latches in the actuators at the stowed (fully retracted) position. At speeds greater than 0.35 M the pro- grammer provides 2 signal to open the hydraulic shut-off valve which ports pressurized fluid to the actuators to unlock the finger latches and enable motive response to position commands from the programmer. Hydraulic power supplied to the left and right inlet actuators is derived from the combined and flight hydraulic systems, respectively. 1-18UNCLASSIFIED Section I NAVAIR 01-F14A-1 Ics BLEED DOOR OPEN, ‘BLEED DOOR cLoseD ‘BLEED DOOR OPEN WITH LOW ENG. AIRFLOW ANGLE OF ATTACK ~ DE@ ae wistet ‘sone BLEED DOOR OPEN | s o a en yy Mach no, Figure 1-8. Bleed Door Control (U) Although bleed door actuator position is controlled by more functions than the ramp actuators, bleed door commands provide for either a closed (100 sq in. exit area) or open (150 sq in. exit area) discrete position. Thus, there is no need for an actuator feedback transformer and a single microswitch on the door is used to provide the feedback discrete. In addition to Mach number the bleed door is scheduled as a function of angle of attack, rate of angle of attack change, and engine corrected airflow (resultant of total temperature and engine low pressure rotor speed). Corrections to indicated values of angle of attack and total temperature are applied within the AICS programmer to compensate for freestream probe defects. Rate of change of angle of attack logic is used to modify the discrete angle of attack switching boundaries to provide an anticipation factor during high pitch rate maneuvering and compensate for inherent hardware and computation delays. Coincident with bleed door discrete open-close commands the AICS programmer also provides discrete open-close commands for control of the engine mid-compression bypass (MCB) bleed valves. Qpen commands to the bleed door and MCB are provided at extreme angle of attack and air- flow conditions to maintain compatibility, (i.e., engine stall margin) at flight conditions where the quality of inlet airflow is degraded. Normally the bleed door is closed and is commanded to the open position only above 0.5 Mach as a vernier function of the modifying parameters. The position of the AICS hydraulic shut-off valve does not affect bleed door UNCLASSIFIED faeUNCLASSIFIED NAVAIR 01-FI4A-1 *dOT|pUOD MOTATE euysue vunupuTu 40/pue Axepunoq, sxoquinu youl Jo youye Jo e]Sue jo couepodoxa | uopouny ¥ se rouuesZord SOIy XO NO ecw WM NadO Jo ‘qaso1o Aq parnpeyos uorysod ayqurze A +kxepunog sequin yey 30 yoRye Jo oT3ue Jo eouepesoxe | uomouny v sv zowurexS0d soly NO NO SI>W>s* WA NadO Jo ‘aasoTO | 44 pelnpeyos uopysod oiquizea sxourureaSoxd sory woxy ynd . 7 aaso1o aaso1o Oe wines a eo No NO s0>W>se *xourureaSoad gory wosy ynd ~1NO SPUBUILHOD MOIS [EOTT}OO[ . aaso19 aaso19 suopysod pomors uy syooy xo8uI No ago seo>W Aq peurexysox yeorueyoony axvwnoo | uood daata | c¢ awve |z¢ ava |tanva | uoxvatov | suoivazov | NowiaNoo @OW—SOly wood daata ave LHOITE NOLLISOd HOLVALOV ‘WamOd OVINVECAH Section I Alcs woryeredo Jo apo TeWION SOIV TaaeL 1-20UNCLASSIFIED Section I NAVAIR 01-F14A-1 AICS CONTROL SYSTEM TOTAL TEMP asTeR Test ENGINE mcs DISCRETE. nel Alcs RAMPS COMBINED HYD POWER ‘I CA ag SS fm, . Figure 1-9. UNCLASSIFIED ‘AICS SENSORS Alcs PROGRAMMER HYDRO-POWER LooP 1-21Section I UNCLASSIFIED AICS NAVAIR 01-F14A-1 operation as its source of hydraulic power is derived from the upstream side of the valve. Subsequent to engine post-flight shutdown the bleed doors open with the loss of electrical power in the presence of residual hydraulic pressure. AICS TEST (U) Two types of AICS tests are provided to check the general "health" of the air inlet con- trol system and pinpoint detected failures to the appropriate system component. ‘lt: (U) -Built-in-test (BIT) is included in the AICS computer program and is automatically initiated within the programmer every fifth frame in the program cycle to check the following components when the programmer is energized. If a failure is detected, BIT derates its attention to that failure repeatedly until the failure clears or exceeds its time limit (trips failure mode of operation). ‘est © (U) Sensor input values (total pressure, static pressure, angle of attack, total temperature and engine fan speed) to the AICS programmer are checked for exceedance of preset high and low limits. There must be five consecutive failure indications in program sequence before a failure output is developed. In each case a detected failure will be registered by tripping the appropriate flag (latching) on the face of the AICS programmer and by inflight per- formance monitoring displays on the HSD/TID. The operational status of the AICS will differ depending on the detected sensor(s) failure. Since Mach number is the fundamental value in the AICS programmer computations, a detected failure in total or static pressure input values will cause the AICS to automatically transfer to the fail-safe mode of operation. Conversely, a detected failure in angle of attack, total temperature or engine fan speed input signals will cause a nominal value to be substituted for the failed value in the AICS programmer. However, the normal operational mode of the AICS prevails except for the trimming action of the bleed door. © (U) Programmer electronies are checked for value exceedance and an output to input comparison. Detection of a failure in either test for a consecutive period of 0.5 seconds will generate an AICS programmer failure and cause the AICS to automatically revert to the fail-safe mode of operation. © (U) Hydro-power loop status from the output of the D/A converter to the actua~ tor feedback position signal is compared for agreement in the three variable ramp control loops as well as a discrete check of bleed door actuator position. A consecutive detected disagreement in ramp actuator above an established threshold for a period of 0.5 seconds will generate a failure and cause the AICS to automatically revert to the fail- safe. mode of operation. An apparent bleed door actuator control loop discrete failure will trip a bleed door failure which allows the AICS to operate in a fail operational status. 1-22 UNCLASSIFIEDUNCLASSIFIED Section I NAVAIR 01-F14A-1 AICS (U) On-board checkout (OBC) is a manual sst program that can be per- formed on the deck with electric and hydrat test as part of the pre-taxi check list to obtain a quick operational check of the air inlet control system prior to flight. Additionally, on the face of the AICS programmer the self test can be initiated for the convenience of maintenance personnel without the need to satisfy remote test interlocks. The following specific conditions must be satisfied before a remote self test can be initiated at the pilot's station: initiated self © Throttle(s) - IDLE or OFF © Weight-on-wheels © Mach < 0.15 © Engine fan rotor speed < 6000 RPM (U) Pilot control is accomplished by rotating the Master Test Knob in the raised position to the OBC position and depressing the knob to initiate the OBC sequence. Concurrent w self test of the left and right AICS, a similar form of self test is conducted for the auto- matic flight control system (AFCS), auto throttle and central air data computer (CADC). ‘The regular AICS BIT program plus the following additional checks are performed in the OBC program: © Sensor input value checks for total pressure equal to static pressure and no angle of attack sensor differential pressure is made since velocity and velocity angle will be zero. A detected failure in pitot-static pressures will cause the AICS to revert to the fail-safe mode of operation whereas an angle of attack failure will provide a fail operational status. © Programmer electronics is checked by pseudo total and static pressure signals inserted in place of regular sensor values. The program varies the pseudo pressures upwards to a value equivalent to 2.5 Mach (maximum ramp extension stroke) at 30,000 ft. altitude and back to static sea level conditions in an approx- imate 65 second time frame. A detected failure will cause the AICS to revert to the fail safe mode. © Hydro-power loop status from the hydraulic shutoff valve to the ramp and bleed door actuators are exercised through the complete schedule as the AICS pro- grammer pseudo pressures are varied to simulate a flight sequence to limit speed conditions and back to static sea level conditions. Cycling of the ramp and bleed door actuators through their full authority exercises the complete air inlet control system for preflight failure detection and permits the plane captain to check for external evidence of hydraulic leaks in the inlet area prior to taxiing. If a hydro-power loop occurs during the OBC exercise the AICS will revert to the fail-safe mode. UNCLASSIFIED 123Section I UNCLASSIFIED AICS NAVAIR 01-F14A-1 FAILURE MODES OF OPERATION Detected Failures (0) Failures in the air inlet control system are normally detected by the AICS programmer which automatically initiates appropriate initial corrective action. AICS detected failure modes of operation may either be fail operational or fail safe as delineated in Table Il. The fail operational mode results in no significant degradation in ATCS operating characteristics and the mission can be continued without pilot corrective action. The fail safe mode results in degraded AICS characteristics which restrict mission completion to speeds less than 1.2 Mach. In addition to providing for illumination of the appropriate INLET caution light and OBC legends in the event of a detected failure, the AICS programmer also outputs ramp actuator solenoid actuated fail valve commands, an AICS hydraulic shutoff valve close signal, and bleed door/MCB open discrete signals. The servo valve blocks the ramp actua- tor pressure and return ports upon sensing a loss of hydraulic pressure and responds to an electrically operated solenoid, which is energized with Mach<1.2, to port both sides of the actuator to return so that the actuator is free-floating in response to air loads on the ramps. Electronic failures in the AICS programmer may be circumvented by pilot activation of the appropriate AICS RAMPS control switch to the STOW position which provides an electrical stow command directly to the ramp actuators while commanding the appropriate hydraulic shutoff valve open; such action should not be initiated at speeds greater than 1.2 Mach. In event of a hydraulic system pressure failure at speeds where one or more ramps actuators are extended out of the stowed position the stow position finger latches in such actuators will not restrain them from further extension. However, the first and second ramp actuators have an additional set of finger (trail) latches at the positions indicated in figure 1-9 which prevent further ramp actuator extension subsequent to a failure within the trail locks. ‘The actuator stow and trail locks restrain actuator movement in tension only and may be engaged by aerodynamic blow-up of the ramps; hydraulic pressure ( > 500 psi) is required to unlock the finger latches. Flight test results indicate that a safe ramp configuration (first ramp actuator trail or stowed, second ramp floating in or out of trail locks, and third ramp stowed) results due to ramp aerodynamic blow-up characteristics. In such case the engine may be operated unrestricted at speeds less than 0.95 Mach. A detected AICS faflure will result in a slight degradation of cruise/excess thrust performance due to the off optimum configuration and MCB open at speeds greater than 0.35 Mach. A hydraulic system power failure allows the bleed door to float unrestricted between the open and closed positions independent of electrical commands. Undetected Failures (U) Failures in the air inlet control system which go undetected by the AICS programmer (because of error magnitude or multiple failures) will probably induce an engine stall at speeds greater than 1.2 Mach or, depending on the failure, even at speeds as low as 0.35 Mach. The occurrence of an engine stall is predicated on the incompatibility of the inlet ramp configuration, engine airflow demands and flight conditions. Additional caution lights (L/R RAMPS) are provided outside the AICS to warn the pilot of an otherwise undetected or detected failure at critical flight conditions (take-off and landing) and thus act as a double check of AICS performance monitoring. The lights also provide an inlet configuration status indication subsequent to the AICS programmer reverting to the fail safe mode of operation. Table III defines the logic which will cause individual illumination of the 1-24 UNCLASSIFIEDUNCLASSIFIED NAVAIR 01-F14A-1 Table Il. AICS Detected Failure Modes of Operation FAILURE INDICATION MODE DETECTED INLET ‘OBC BIT CAUSE RESULTANT FAILURE CAUTION LIGHT | _ASD/TID (1) FLAG 0 ANGLE OF eae Programmer substitutes “2a constant. Bleed door and P ATTACK 7 MCB open M>0.35, closed M<0.35. x ENGINE None, Pilot Programmer substitutes 6300 RPM constant. re FAN unable to initi~ Sensor signal exceedance of are RPM NO ate AICS OBC. established max/min limits. TI TOTAL —— ; Programmer substitutes 60°F constant. L 0 | TEMPERATURE T 2 ee BLEED M<0.95 Bleed door and MCB closed. 7 DOOR a eee M>0.35 Bleed door and MCB open. HO RAMP fil AIC AL HYD1. (Bleed door not checked for Y +] failure 0.45M) 5 RAMP #2 AIC Az RYD2 Hyd shutoff valve-CLOSED R Sustained error in actuator Bleed door OPEN M > 0.35 © RAMP 4s AIC AS HYD3 command-feedback position CLOSED M < 0.95 signal comparison : M< 0.5 sS12 ° h ° YES Fail mode valve | Fail mode valve | Fail mode valve ‘ P remains locked. | dumps hyd pres-| locks and ramps - Ramp actuators | sure to return remain in last L ‘AICS Failure in end-to-end , : ne Alc P PROG aoe remain mech- | and ramps float | commanded posi- s anically restrain-| in response to tion. Engine 7 TOTAL ar . ed within stow aero loads. stall may occur. ‘ PRESSURE Sensor signal exceedance of locks. (3) (3) (3) (a) E STATIC = > established mnex/anin Lite, PRESSURE 's ® HYDRAULIC M>0.5 ‘Any combin- | Any com~ Error signal generated by PRESSURE YES ation of AIC bination of failure of ramp actuator(s) AL, A2, 8 HYD 1, 2, to respond to commands or or Ad. Bor 4. ramp float. Bleed door floats M<0.5 Fail-safe mode not generated until exceedance of 0.5 Mach. No Bleed door may float open for fail operational mode. Notes: (1) AIC symbol has L or R appended (AICL, AICR) to identify on which side failure was detected. (2) (3) co) Rate of change of total and static pressure signal is also checked. Exceedance of established max limit will cause ramps to hold last commanded valve (passive Mach failure) until signal rate of change diminishes below limit rate. If signal rate exceedance persists, max/min limit will be encountered - prevents hardover failure. At M<1.2 pilot should actuate AICS RAMP switch to STOW position which opens the hyd valve and provides an overriding command to stow the ramp actuators. Subsequent operation of the aircraft is speed restricted. Section I AICS 1-25/(1-26 blank)CONFIDENTIAL (This page is UNCLASSIFIED) NAVAIR 01-F14A-1 Section I AICS L/R RAMPS caution lights. Pilot corrective action consists of actuating the applicable the AICS RAMP control switch in the AUTO position. Table III. Ramps Caution Light Logic ‘To be supplied when available. CONFIDENTIAL 1-27 (This page is UNCLASSIFIED)Section I CONFIDENTIAL Engines NAVAIR 01-F14A-1 At-sea level, static.conditions, each engine develops 10,500 pounds installed thrust at military_and_1700 pounds thrust at maximum afterburner. A low thrust specific fuel con- sumption is characteristic of basic engine turbofan operation, however significantly higher levels of thrust requiring afterburner operation are less efficient than contemporary turbo- jet engines. Primary airflow is directed straight aft through the inlet duct, engine and exhaust to maximize propulsive efficiency. Each engine is slung in a nacelle with the thrust axis laterally offset approximately 4 1/2 feet from the aircraft centerline. The engine mates to the inlet duct at the main landing gear bulkhead which forms the forward firewall. Side- hinged, split engine access doors form the lower nacelle structure and provide access to the lower hemisphere of the engine from the compressors aft to the afterburner section. Ny COMPRESSOR ‘STAGES TURBINE a STAGES eee FAN Np COMPRESSOR asraces “?GStages Np TURBINE ren ENGINE ACCESSORIES ‘COMBUSTION CHAMBER EXHAUST NOZZLE Figure 1-10. (U) 1-28 CONFIDENTIALCONFIDENTIAL Section I NAVAIR 01-F14A-1 Engines ‘The lower aft most portion of the nacelle need only be lowered for engine removal and en- compasses the drop-out frame for the canted bulkhead containing the horizontal tail pivot. ‘The build-up of engine components is identical regardless of which side the engine is installed. Engine suspension in the nacelles is provided by three mounts. The thrust mount is located forward on the outboard side of the nacelle and the two aft engine mounts which carry only vertical and horizontal loads attach just forward of the engine nozzle shroud. ‘The ring clamp mating the engine to the inlet can take engine thrust loads in an emergency. (U) The engine forward fan section is composed of three fan stages secured to the front of the low pressure compressor. The f the low p tor are driven a8 a single rotating unit by the last three turbine stages. Fan discharge air divides into two se] proximately 54% of the airflow directed into the low pressure com- pressor and the remaining air flows through the full-annular fan duct, by-passing the basic engine, to mix with basic engine airflow in the afterburner duct downstream of the turbine fan develops approximately 45% of the total bas ine thrust. The core of fan discharge air is further compressed by six additional stages of axial com- the front or low pressure compressor consist of nine stages. Air dis- charged from the low pressure compressor is directed aft through seven stages of high _pressure compression, which unit is driven through concentric shafting by the first stage “turbine. Characteristic of twin spool engines, the low and high pressure compressors are completely free to rotate with no mechanical connection with each other. ‘The high pressure compressor rotor is "speed-governed" by the engine main fuel control and the low pressure compressor is rotated by the three turbine stages at whatever speed will ensure optimum flow through the compressor. Flow matching is achieved between the compressors and turbines as the front and rear rotors work in harmony with a minimum of interstage bleed to prevent a compressor stall or surge. The power take-off for engine accessory drive is geared to the high pressure compressor rotor. Sixteenth stage compressed air discharged from the high pressure compressor is used to support combustion and diverted for air conditioning and ancillary purposes. In the combusti tion of the basic engine, com- pressed air and fuel are mixed and burned within eight can-annular type combustion cans each of which contains four fuel ejector nozzles. Engine start ignition is provided by a dual ignition system with a spark ignitor located in each of the two bottom combustion chambers. Cross~ignition tubes provide for flame propagation between combustion cans. The burning gases are directed rearward from the combustion section through the split, four stage turbine where some 60% of the available energy is converted into torque to drive the engine compressors and accessories. The fan discharge air and basic engine turbine exhaust gases are mixed in the forward section of the afterburner duct. Afterburner fuel is injected through five circular manifolds with zones No. 1 and No. 4 located in the turbine exhaust core and zones No. 2, No. 3 and No. in the fan discharge stream. Afterburner ignition is initiated by a dual hot streak of overrich fuel mixture torching through the turbine stages to the Zone No. 1 manifold and flame holder. With the annular fan duct serving as an insulation shroud for the basic engine, fan discharge airflow serves to cool the liner in the afterburner duet and exhaust nozzle flaps. Turbine expansion pressure ratio and exhaust gas flow for both basic engine and afterburner operation are controlled by a variable area, convergent-divergent, exhaust nozzle. The nozzle is operated by four fuel pressure operated actuators which drive a unison Ting to position the nozzle flaps. For basic engine operation, the nozzle is closed to the minimum area (except for ground idle operation CONFIDENTIAL 1-29CONFIDENTIAL Section I (This page is UNCLASSIFIED) Engines NAVAIR 01-F14A-1 to reduce residual thrust), and in afterburning, the nozzle area is infinitely variable to a full open position which represents a 110% increase in exit area. THROTTLE CONTROL (U) Two throttle levers for regulating engine thrust are located on the left console of the forward cockpit. Unrestricted engine operation under independent control is afforded, however, normal symmetric thrust control is provided by collective movement of the throttle levers with the grips matched. Numerous engine control and subsidiary functions are performed by movement of the throttle levers within the full range of travel as illus- trated in figure 1-11. The forward and aft throw of each throttle lever in the quadrant is restricted by hard detents at the OFF, IDLE, MIL and MAX positions which provide a hand feeling sense of throttle limits of travel within the cut-off, basic engine and afterburner augmentation sectors of operation. At the OFF and IDLE detents the throttles are spring loaded to the inboard position to inhibit inadvertent operation, whereas at the MIL detent a gear shift mechanism allows the throttles to be shifted outboard to the afterburner augmen- tation sector or inboard to the basic engine sector of operation by merely overcoming a lateral breakout force. Lateral shifting of the throttles at the MIL detent does not affect engine control so that placement of the throttles outboard at the MIL position provides a natural catapult detent to prevent inadvertent retardation of the throttles during the launch. This however, does not inhibit the selection of afterburner thrust augmentation in emer- gency situations. A friction control lever is mounted on the outboard side of the quadrant to THROTTLE INTERLOCKS i ‘THROTTLE MODE ale oe eee a OTH THROTTLES }e AFTERBURNER ZONES : oe ‘SPEED BRAKES RETRACT* — “ . AFTERBURNER sons S] 4 p= ape, a eee wma or = CONFIDENTIAL 1-30 (This page is UNCLASSIFIED)UNCLASSIFIED Section I NAVAIR 01-FI4A-1 Throttle permit adjustment of throttle friction to suit individual requirements. With the friction lever in the full aft position, no throttle friction is applied at the quadrant; increased throttle friction is obtained by forward movement of the lever. THROTTLE CONTROL MODES (U) Manual, Boost and Auto are the three modes of throttle control over engine operation selectable by the throttle mode switch (MAN, BOOST, AUTO positions) located outboard of the quadrant on the pilot's left console. A functional schematic of throttle control modes, including system major components, is illustrated in figure 1-12. Except for the auto throttle computer and mode control switch, the throttle control system for each engine is completely redundant. Independent engine operation is possible in the manual or boost mode of throttle control, however full system operation is necessary in the auto mode since operation under single engine control can be impracticable due to asymmetric thrust considerations. MANUAL THROTTLE (0) In the manual mode of operation movement of each throttle is mechanically transmitted to the respective engine cross-shaft by a push-pull cable. A rack and sector mechanism converts cable translation into rotary movement of the cross-shaft. As the primary control interface device for the engine, the cross-shaft is mechanically linked to the engine main and afterburner fuel controls and the exhaust nozzle control unit. The electric clutch in the throttle servo actuator which is splined to the cross-shaft is disengaged in the manual mode to reduce operating forces by that amount necessary to back-drive the actuator. With the throttle friction lever full aft in the OFF position, approximately 6 pounds of force per throttle must be applied at the grip to operate the throttles in the IDLE to MAX ranges frictional forces increase to 9 pounds in the IDLE to OFF range. THROTTLE BOOST (U) -The boost mode of throttle control is provided for normal operations to decrease the required effort necessary to overcome operating forces of the manual control system. In this mode a force of 1 to 2 pounds at the grip is required to move each throttle through all sectors with the friction lever in the OFF position. Response rate of the boost system is compatible with abrupt throttle manipulations without undue increases in throttle frictional forces, yet it provides satisfactory positional accuracy for effecting small adjustments in engine thrust settings. Essentially the boost mode provides electric throttle operation with the push-pull cable serving as a back-up control path. A mechanical deadband at the throttle allows the throttle position transducer to detect a commanded change and follow-up before the deadband limits are exceeded. Throttle movement produces an error signal between the throttle position transducer and its counterpart in the electro-mechanical servo actuator splined to the engine cross-shaft. The error signal is resolved in the amplifier to provide positional follow-up commands to the actuator to null the error. Movement of the actuator rotates the engine cross-shaft which back drives the push-pull cable to recenter the mechanical deadband. In the event of a boost system malfunction, exceeding a torque load at the actuator equivalent to 14 pounds at the throttle will automatically revert throttle control to the manual mode by disengagement of the actuator electric clutch. Additionally, a malfunction of the actuator which imposes a cross-shaft torque equivalent to 26 pounds at the throttle will cause a mechanical clutch in the actuator to slip so that pilot control UNCLASSIFIEDSection I UNCLASSIFIED Throttle NAVAIR 01-F14A-1 % 1-32 Figure 1-12.UNCLASSIFIED Section I NAVAIR 01-F14A-1 Throttle is overriding. There is no visible warning of these occurrences aside from the noticeable increase in forces necessary for manipulation of the affected throttle lever. Subsequently, the throttle mode switch must be cycled to MAN then BOOST to regain normal system operation (assuming the malfunction is not persistent). AUTO THROTTLE (U) The auto mode of throttle control is a closed-loop system which automatically regulates basic engine thrust to maintain the aircraft at an optimum approach angle-of-attack for landing. In this regard the auto throttle is compatible with the all weather-carrier landing system (AWCLS) and direct lift control (DLC) modes of flight path control besides pilot manual flight control. All components of the throttle control system except the throttle position transducer, (figure 1-12), are used in the auto mode of control. The angle-of- attack signal from the airstream direction detector (ADD) probe mounted on the left side of the forward fuselage is the controlling parameter within the auto throttle computer. How- ever, additional parameters are integrated within the computer for providing anticipatory lead, compensation, damping, washout and gain changes to produce responsive but stable system operation under abrupt control, turbulent, modified control, and varied atmospheric temperature conditions. All changes to the computer inputs are automatically effected except for the air temperature switch. ‘This switch is located on the pilot's left console outboard of the throttle quadrant and effects a computer gain change to compensate for engine thrust response characteristics as a function of air temperature. Outside air temper- ature ranges corresponding to the three switch positions are: COLD, less than 40°F; NORM, 40° to 80°F; and HOT, greater than 80°F. Electronic signals emanating from the computer are limited to a pre-set authority in the AUTO mode. Auto throttle controls are illustrated in figure 1-13. (U) Engagement of the auto throttle cannot be accomplished with the throttles outside of the auto mode Limits or until all controlling interlocks are satisfied. With all conditions met, subsequent movement of the throttle mode switch to the AUTO position will result in the switch remaining in the selected position by action of a holding solenoid. Throttle mis- match upon engagement of the auto mode will be automatically nulled. Engagement of the auto throttle permits computer commands to be transmitted to the two control amplifiers where the error relative to actuator position feed-back signals on the res- pective side is resolved. The resultant error in the amplifier comparator network produces follow-up commands to the actuator to null the error. Actuator authority is limited by internal switches and rotation of the cross-shaft back-drives the throttle to provide a tactile sense of auto throttle commands. The auto throttle reference angle of-attack is automatically changed within the angle-of-attack indicator upon engagement or disengagement of DLC. Without DLC the approach angle-of-attack reference is 15 units and with DLC engaged the reference is 18 units to provide optimum landing approach speeds. In addition to changing the reference for the auto throttle, the change is also visually dis- played by the angle-of-attack indicator, approach indexer, and external approach lights. (U) The throttle control mode automatically reverts from the auto to the boost mode upon interruption of any interlock in the system or by manually overriding the throttles. A force of approximately 8 pounds per throttle in either direction results in auto throttle UNCLASSIFIED 1-33Section T UNCLASSIFIED ‘Throttle NAVAIR 01-F14A-1 disengagement by action of the throttle torque switch(es). Secondarily, the actuator electric clutch disengages at a force of 14 pounds per throttle and the actuator mechanical clutch slips at 26 pounds overriding force at the throttle. Disengagement of the auto throttle by any means results in the throttle mode switch automatically returning to the BOOST position and illumination of the AUTO THROT caution light on the pilot's DDI panel. A time delay relay holds the AUTO THROT light illuminated for a 10 second duration following disengagement whereafter it is extinguished. Auto Throttle Test (U) An automatic check of the auto throttle control system while on-deck can be initiated by activating the master test switch at the OBC (On-Board Checkout) position. The test requires approximately 1.1/2 minutes torunits course during which time the auto throttle computer, AICS, ADC and AFCS are being concurrently self-tested. Signals to the servo actuator are inhibited during the auto throttle test so that a complete end-to-end check of the auto throttle control system is not achieved. This is necessary to enable the test to be performed with the engines at idle thrust on the deck. Because of this constraint, an end-to-end check of the auto throttle control system by manual control may be performed by rotating and de- pressing the master test knob in the FLT GR DN position which by-passes the auto-throttle weight-on-wheels interlock. p AUTO THROTTLE CONTROLS p 4 @= A nzacn ORBAN Figure 1-13. 1-34 UNCLASSIFIEDUNCLASSIFIED Section I NAVAIR 01-F14A-1 Throttle AUTO THROTTLE CONTROLS NOMENCLATURE FUNCTION: @) _ Terorrie Move swrrc AUTO — - Engine thrust is automatically regulated to 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. @ tmrorrie Temp swirea Used with the AUTO throttle mode to effect throttle computer gain changes to compensate for air temperature. HOT —_~ Greater than 80°F NORM = Between 40° and 80°F COLD = Less than 40°F @) avro rmror uicHT Auto throttle mode is disengaged. Remains lit for 10 seconds, then is extinguished. UNCLASSIFIED 1-35Section I UNCLASSIFIED Engine Fuel NAVAIR 01-F14A-1 ENGINE FUEL SYSTEM (U) The engine fuel system, which is identical for each engine, provides motive flow fuel to effect fuel transfer and metered fuel for combustion as a function of throttle commands and numerous engine operating parameters. A schematic of the engine control system is pro- vided in figure 1-14. A split fuel feed system is provided whereby fuel discharged from the left and right engine fuel feed pumps is separately routed to the engine on the respective side. The fuel feed lines, which pass through the aft fuselage tanks but do not offer self- sealing protection, incorporate an isolation valve before penetrating the nacelle firewall. Activation of either FUEL SHUTOFF handle in emergency situtations will manually isolate the respective engine nacelle from the supply of additional flammable fluids. Resetting of an actuated FUEL SHUTOFF control, opens the fuel and hydraulic isolation valves without the need for maintenance action, Although the fuel feed lines in the engine compartment will withstand negative pressures incurred by closing the fuel isolation valve at maximum. thrust conditions without collapsing the line, the FUEL SHUTOFF control should not norm- ally be activated with the respective engine running. Motive Flow Fuel Pump (0) A centrifugal pump is mounted on the engine accessory gear box to return high pressure fuel to the fuselage and wing tanks to effect normal fuel transfer. The engine feed line is tapped to recirculate motive flow fuel at a rate consistent with the pumping capacity of the motive flow pump. The pump recirculating fuel flow varies from 10,000 pounds per hour (250 psi) at IDLE to 27,000 pounds per hour (400 psi) at MIL. This motive flow fuel is the medium used to power the turbine connected to the engine feed pump in the respective fuel feed tank and continue through control valves to ejector pumps in the respective fuselage and wing fuel tanks. There is no cockpit control provided for the motive flow fuel pump. Failure of the pump will cause illumination of either R or L FUEL PRESS advisory light and also a reduction in the rate of fuel transfer. Failure of a motive flow fuel pump will not restrict full afterburner operation below 15, 000 feet MSL altitude or inhibit the transfer of fuel from any tank Main Fuel Pump and Filter (U) A two stage engine driven pump is mounted on the accessory gear box to provide 1st stage boosted fuel to the A/B hydraulic pump and 2nd stage, high pressure fuel to the engine fuel control. All interstage fuel is subject to filtration in the main fuel filter (10 micron, paper type) which incorporates a mechanical pin (red tip) that is tripped to a protruding position by excessive (5 psi) pressure differential across the filter. The clogged filter indication is latched in the protruded position and cannot be manually reset except by re- moval of the filter. No cockpit indication is provided for a clogged main fuel filter and 1-36 UNCLASSIFIEDUNGLASSIFIED Section I NAVAIR 01-F14A-1 Engine Fuel sOTUneINe Pun ENGINE CONTROL SYSTEM [ko elector Pues «slow amnonary FUEL FEED TANK | LI SHUTTLE VALVE MAIN FILTER Ctocceoinbieaion — PN ei ec Senvo PRESSURES ‘Ae BLOWOUT SIGNAL EXHAUST THROTTLE Boost APC ACTUATOR ag Nozze THROTTLE ee CONTROL nozzLe me ae) FSU ZATION POSITION Siu cootes DUM VALVE Ne foniten Hl VALVE Sauer eee | RATIO IEED CONTROL, : = (2 Eee, Nozze We FUEL Manirotos & SPRAY RINGS ACTUATOR SEAL DRAIN WEIGHT on Sex AIRBORNE TR oar 4 g Figure 1-14. UNCLASSIFIED 1-87/(1-38 blank)UNCLASSIFIED Section I NAVAIR 01-FI4A-1 Engine Fuel engine operation will not be restricted because of a spring loaded filter by-pass valve (opens at 10 psi differential). Proper maintenance of the filter is important since JP-5 fuel is very susceptible to entrained moisture in the fuel which when frozen forms ice crystals. ‘Maximum pumping capacity is approximately 1 p yr hour with the pump pressure rel start and operating speed range, the pumping capacity of the main fuel pump is several times the metered require- ments of the main engine fuel control so that the excess is returned to the pump interstage level downstream of the main fuel filter. No degradation in engine-operation will occur with a failure of the centrifugal impel irst stage as the engine feed pump will supply_a_positive head of pressure to the 2nd stage gear pump via an impeller by-pass valve: po cockpit indication is provided for such a failure. Conversely, failure of the. 2nd.stage gear_pump. will result in.a flameout, due.to insufficient. pressure for operation of.the hydro~ -pshasil main suo fuel control. Although no cockpit indi : OLE anion oo greater then. 2. throttle of the afflicted engine should be placed to OFF. MAIN ENGINE FUEL CONTROL. (U)_The main engine fuel control is a hydro-mechanical device mounted in tandem to the main fuel pump which serves as an intermediary over pilot control of the engine. Based on pilot commands through the throttles, the main fuel control on each engine automatically and independently establish engine thrust by taking full cognizance of the numerous oper- ating variables to which the engine is sensitive. Throughout the aircraft flight envelope the control system automatically attempts to provide stable (stall and flutter free) engine oper- ation under steady state and transient conditions, protection against exceeding engine limit conditions, and compatibility with the air indication system. A fuel metering valve is the sole regulating control of fuel flow to the main engine. Pilot control over the engine has been established in such a manner as to provide a near linear net thrust-to-throttle rela tionship for sea level static conditions. Rotational movement of the engine cross shaft is mechanically transmitted to the main engine fuel control. Absolute cut-off of fuel to the engine is provided with the throttle less than one-half the travel between OFF and IDLE and flow modulation is provided beyond that point to the IDLE detent. (0) At throttle settings of MIL or greater, engine output is limited by turbine inlet temper- ature, corrected airflow, burner case pressure and creep of rotating components for which the main engine fuel control provides automatic compensation. The engine acceleration schedule protects the engine from compressor stalls and exceeding turbine inlet tempera- ture limits during transients. A cold start feature enriches the acceleration schedule in the starting speed range as a function of fuel temperature. During deceleration transients a signal is provided to the pressure ratio bleed control to open intercompressor bleeds (12th stage) to protect against deceleration stall or flame out. High pressure compressor rotor (No) governing limits in the fuel control are also biased by compressor inlet pressure and temperature signals. Satisfactory engine operation is dependent upon proper setting (trimming) of the engine fuel controls to ensure development of rated thrust, prevent limit UNCLASSIFIED 1-39Section I UNCLASSIFIED Engine Fuel NAVAIR 01-F14A-1 exceedance and ensure airflow compatability with the inlet duct to maximize aircraft performance. The control unit incorporates ground adjustments (specific gravity and min- imum fuel flow) for use of JP-4 as an alternate for JP-5 type fuel. Most controls are spring-loaded to the increased position in the control unit for failure conditions. ‘Mach Lever (U) ‘The Mach lever provides a mechanical input to the main fuel control as a function of air- graft Mach number to control engine airflow at high aircraft. speeds by. providing a maximum ‘and minimum Ng limitation. The Mach lever on each engine receives signals from the air ‘data computer (CADC) which varies its position linearly between 0.25M and 2.5M. Above 1, 5M on non-standard days, engine airflow starts to effect inlet stability to a point where \imits must be imposed. Airflow is kept within a topping limit which prevents excessive dis- tortion at maximum thrust and a bottoming limit which prevents engine buzz. at idle thrust settings. Mach lever positioning below 1. 5M does not impose any limits on engine airflow. With the lever failed in the maximum Mach position thrust on the affected engine cannot be reduced below 4,300 pounds. If the Mach lever fails in the 1,6 to 1, 8M range, a maximum reduction of 22% in the level of MIL thrust will result, In order to minimize the consequences of a failed Mach lever, the absence of a signal or zero volts commands the Mach lever motor to the minimum Mach condition; a landing gear down discrete signal also performs such action as an overriding function, Additionally, a retract spring is incorporated on the Mach lever to ensure the return of the lever with a motor failure, Mach Lever Test (U) An automatic check of the Mach lever control unit while on-deck can be initiated by selecting the MACII LEV position and depressing the master test switch on the pilot's MASTER TEST panel. This test is normally conducted during the PRE~TAXI checklist with engines at idle thrust. The test simulates an input signal from the air data computer to the Mach lever control unit, which compares input and feedback signals to each engine actuator. If the comparison indicates proper operation the GO light on the MASTER TEST panel illuminates; otherwise, the NO GO light illuminates indicating a malfunction. Landing gear handle interlock circuits and weight on wheels switch interlocks prevent initiating the test while airborne. vr (U)_ The turbine inlet temperature (TIT) limiter is a proportional and integral control de- vice that limits TIT at high steady state thrust levels to the preset maximum allowable value (175°C). The limiting device consists of a solid state electronic unit with an electric motor inputing to the governor schedule in the main engine fuel control. The electronic package is protected from the high temperature environment of the engine nacelle by passing fuel supplied to the inlet of the main engine fuel pump through its case. Turbine inlet tempera~ ture signals to the limiter are the same as displayed on the pilot's TIT indicator. Propor- tional control is accomplished by varying the duty cycle of the motor as a percentage of the 6 second full duty cycle of the motor. Turbine inlet temperature errors less than +3,5°Cabove the reference value result in no limiter action. Onthe other extreme, errors greater than 410°C result in continuous corrective action until the Limitof authority is reached. ‘When the TIT is below the reference value (a condition existing at virtually all thrust settings miter 1-40 UNCLASSIFIEDUNCLASSIFIED Section I NAVAIR O1-FI4A-1 Engine Fuel below MIL) the limiter attempts, within its authority, to raise the TIT level toeliminate the sensed error. Limiter authority approximates 2% Ng speed with the upper limit set at the engine ground trimmed MIL governor schedule; the lower limit is set to prevent excessive reduction of engine speed by the limiter without hindering its TIT limiting capability. ‘Therefore, the limiter only serves to downtrim the engine at high steady state thrust levels where TIT allowable limits are exceeded. The limiter is not capable of causing the engine to exceed the ground trimmed condition. Fuel Oil Heat Exchanger (U) Metered fuel from the engine fuel control passes through the coolant tubes of the main fuel oil heat exchanger enroute to the pressurization and dump valve. The fuel serves as the coolant for engine lubricating ofl which flows around the heat exchanger Fuel Pressurization and Dump Valve (U) The fuel pressurization and dump valve divides the fuel flowing to the engine into two separate streams to optimize the spray pattern for fuel atomization in the combustion cans. Low pressure starting fuel is directed only through the primary stream to the fuel nozzles until fuel pressure at the pressurization and dump valve is sufficient to overcome a spring loaded pressure valve to unport the secondary stream. Upon engine shutdown, the stoppage of metered fuel flow allows the dump valve to open and drain fuels in the primary manifold overboard through the lower nacelle door. Forward and aft drains controlled by reed valves are also located in the lower portion of the combustion chamber to route residual fuel over- board. These drains normally deposit minimal residual of fuel on the deck upon shutdown and their proximity to the wheel brakes does not impose a hazard. Fuel Nozzles (U) Four flow-divider type fuel nozzles ineach combustion can deliver metered fuel, in the proper state of atomization for maximum burning, into the compressor discharge air enter- ing the combustion chambers. The nozzles produce a uniformly distributed, cone shaped spray pattern. Nozzle air baffles, fuel spray pattern and combustion liner design serve to reduce the tendency for carbon build-up and incomplete combustion so as to minimize air- craft visual detection by the exhaust gas trail. UNCLASSIFIED 141Section I UNCLASSIFIED Ignition NAVAIR 01-F14A-1 IGNITION SYSTEM (0) The basic engine ignition system provides a redundant means of electrically igniting the atomized fuel-air mixture in the combustion cans during the engine start cycle and auto- matic and manual airstart ignition in the event of an engine stall or flameout. Each engine incorporates a dual main ignition system comprised of an ignition alternator, ignition terminal transformer, automatic restart switch, ignition exciters and spark ignitor plugs as illustrated in figure 1-15, (U) Electrical power for the engine ignition system is provided by an engine driven, low voltage (2 to 5 Volts ac) alternator which incorporates two independent, current-generating circuits. Ignition alternator voltage output is sufficient above 8% N2 speed to effect a start. In the de-energized mode, the ignition system is grounded in the ignition terminal trans former to provide a positive short of the alternator output. When energized, the short cir- cuit is opened to permit alternator current from redundant generating circuits to indepen- dently flow to two ignition exciter boxes. By means of a power transformer and capacitor circuits each 4 joule exciter box steps up the low voltage output of the alternator windings to 25,000 volts. Shielded ignition leads separately route the high tension voltage output from the two exciter boxes to independent spark ignitors in the lower two combustion cans. The atomized fuel-air mixture in the remaining six combustion cans is ignited by propogation of the flame through crossover tubes. (U) Selection of either engine for start with the ENG CRANK switch arms the redundant ignition circuitry of the selected engine so that high energy ignition is auromatically pro- vided when the throttle is advanced from OFF to IDLE with the engine turning over. During the start cycle electrical ignition is de-energized when the ENG CRANK switch spring re- turns to OFF at about 45% engine speed when the starter centrifugal switch opens the CRANK switch holding solenoid. Ignition is also terminated during an aborted start if the throttle is retarded to OFF. Limits for the start ignition duty cycle are 2 minutes on, 3 minutes off, 2 minutes on and 23 minutes off. (U) An automatic restart switch is incorporated on each engine to automatically energize the individual engine ignition system for an approximate 30 second duration upon detection of a rapid decay in engine burner pressure. Additionally, an AIR START ignition button on the pilot's left console outboard of the throttles provides a manual means of energizing the ignition system. Depression of the AIR START button provides 50 seconds of continuous ignition for both engines if engine rotor speed is in excess of 8% No speed. 1-42 UNCLASSIFIED aUNCLASSIFIED NAVAIR 01-F14A-1 IGNITION SYSTEM BASIC ENGINE - NG SPEED No \> ENGINE ACCESSORY GEAR BOX fanutnt) Section I Ignition TF30-P-412 HoLoINa SOLENOID Receases suircH ase Rey v \ ER. ae eee ‘TRANSFORMER ast Lene wr ag ExCITERS Figure 1-15. UNCLASSIFIED * ‘AUTOMATIC RESTARY SWITCH (ans) BURNER PRESSURE (Ps) swam 1-43Section I UNCLASSIFIED Afterburner NAVAIR 01-F14A-1 AFTERBURNER FUEL SYSTEM (U) The afterburner augments main engine thrust by injecting fuel through one to five mani- fold zones into the turbine and fan discharge airstream in the forward section of the after- burner duct. The afterburner increases the local temperature and thereby increases the ex- haust nozzle velocity at the nozzle. Initial afterburner ignition is provided by a "hot streak" ignition system. ‘Thrust augmentation can be infinitely modulated between 11,700 pounds and 17, 000 pounds installed net thrust at static sea level conditions; the minimum thrust augmen- tation represents a 1,200 pound thrust increase over that developed by the main engine with- out augmentation. ‘The efficiency of afterburner thrust augmentation in the lower zones is on a par with that of turbojet engines of comparable thrust ratings. The efficiency of oper- ation is significantly less with maximum thrust augmentation; thrust specific fuel consump- tion (pounds of fuel per pound of thrust) between MIL and MAX ratings differs by a factor of five. Afterburner Hydraulic Pump (U) The afterburner (A/B) hydraulic pump receives fuel from the main engine fuel pump interstage (downstream of the main fuel filter) and boosts the pressure to provide a hydraulic medium for actuating the exhaust nozzle and supply the initial flow of metered fuel for after burner operation. The A/B hydraulic puip consists of a centrifigal ist stage and a variable displacement 2nd stage with a rated output of 11,000 pounds per hour at 2500 psig discharge pressure, A pulsation damper is incorporated downstream of the pump to reduce the amplitude of flow pulsations. Approximately 2, 000 pounds per hour of the discharge circu- lates through the afterburner fuel control and exhaust nozzle control back to the main engine fuel pump interstage for fuel cooling purposes. Aside from using pump discharge flow for operating the variable area exhaust nozzle, the pump supplies the first 3,500 pounds per hour of afterburner fuel flow metered in the afterburner fuel control. Failure of the A/B hydraulic pump will result in the exhaust nozzle failing to an open position due to the bursting pressure differential and blowout of the afterburner. Subsequent attempts to relight the afterburner will be unsuccessful. Afterburner Fuel Pump (U) During non-afterburning operations or less than 3,500 pounds per hour afterburner fuel flow, the afterburner fuel pump impeller runs dry with the A/B pump turn-on valve closed. ‘The bearings of the single stage, centrifugal pump are lubricated by the engine oil system. With afterburner fuel flow demands less than 3,500 pounds per hour, excessive fuel temper- atures would result if the A/B fuel pump were not deactivated. Upon development of an afterburner fuel flow demand exceeding 3, 500 pounds per hour, the afterburner fuel control 1-44 UNCLASSIFIEDUNCLASSIFIED Section I NAVAIR 01-F14A-1 Afterburner ports A/B hydraulic pump pressure to actuate the A/B pump turn-on valve to the open posi- tion. This action introduces airframe boosted fuel feed to the centrifugal impeller of the A/B fuel pump. Rated pumping capacity of the engine driven afterburner fuel pump is 70,000 pounds per hour. Initial flow from the pump closes the pump drain and vent valve, sends a signal to the afterburner fuel control transfer valve to provide a cut-off for A/B hydraulic pump contribution of fuel to the afterburner metering system, and sends a signal to the A/B fuel oil heat exchanger shuttle valve to permit engine and CSD oil to flow through the cooler. Afterburner fuel pump operation continues to deliver fuel to the afterburner fuel control until afterburner metering flow demands reduce to less than 3,500 pounds per hour. Thereafter, the A/B pump turn-on valve closes, the A/B fuel pump discharge ceases, - engine and CSD oil ceases to flow through the A/B fuel oil heat exchanger, and the pump overboard drain and vent valve unseats. Failure of the A/B fuel pump will result in an A/B blowout with greater than 3, 500 pounds per hour afterburner flow demand; however, minimum zone afterburner operation with demands less than 3,500 pounds per hour will not be impaired. Afterburner Fuel Oil Heat Exchanger (0) Fuel discharged from the A/B fuel pump flows through a fuel oil heat exchanger enroute to the A/B fuel control unit. In those conditions where the A/B fuel pump is running dry with no discharge, a spring loaded shuttle valve bypasses engine and CSD ofl circulation around the A/B fuel oil heat exchanger. The A/B fuel oil heat exchanger only serves to cool engine and CSD oil with a fuel discharge from the A/B fuel pump. A pilot line from the A/B fuel pump discharge line serves to control shuttle valve position to permit engine and CSD oil to flow around the heat exchanger tubes for cooling, with a pump discharge pressurized. Afterburner Fuel Control (&) The afterburner fuel control is a hydro-mechanical unit which contains five A/B fuel metering units, one for each zone of operation, that regulate the flow of fuel to the after- burner spray manifolds. Except for step thrust increases at the tumn-on/off point for each zone, pilot control over the afterburner provides a near linear net thrust-to-throttle rela- tionship at steady state conditions between the minimum and maximum ranges of after- burning. In addition to the throttle input to the A/B fuel control via the engine crosshaft, metering unit positions are biased by burner can pressure and zones (2, 3, and 5) dis- charging into the fan stream are also biased by compressor inlet temperature. The A/B meters schedule a fixed fuel air ratio for each zone of thrust augmentation. Initiation of afterburner operation requires that the high pressure compressor rotor speed be greater than 85% No speed, control ratio be near maximum and the throttle sufficiently advanced in the afterburner range. An exhaust nozzle position feedback is used to schedule the rate of change of A/B fuel flow during transient operation. At altitude the basic engine match must be suppressed during A/B operation to insure compatibility with inlet design requirements. Suppression is a relative reduction in airflow through the engine and is accomplished by controlling the exhaust nozzle area and temperature during afterburning. Operation in zones 1 through 4 results in a constant exhaust nozzle temperature with variable area where- ‘as in zone 5, the area is constant and the temperature is increased. A sudden decrease in turbine discharge pressure initiates an afterburner blowout signal which shuts off all A/B fuel, momentarily deriches the main engine fuel control and opens 12th stage UNCLASSIFIED 1-45