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processing, and storage. FEMS information
is displayed on the MFDs (Figure 2-14). The system
accumulates airframe stress and fatigue data and
ORIGINAL 2-16
NAVAIR Ol-Fl4AAD.1
0.1 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
TRUE MACH
NOZZLE POSITION WITH THROTTLE AT IDLE IN-FLIGHT, GEAR UP
,~,” -----
Figure 2-13. Variable Area Exhaust Nozzle
2-17 ORIGINAL
NAVAIR 01.Pl4AAD-1
Figure 2-14. FEMS Multifunction Display Configuration
relevant engine performance data, both in flight and on
deck, from the engine monitoring system processors.
Engine faults detected are isolated to the appropriate
WRA or combinations of WRAs and recorded for later
transfer to the DPGS for diagnostic analysis, troubleshooting,
and appropriate maintenance. ‘Ihe DPGS also
computes and stores engine parts life tracking and failure-
trending data. This tracking of engine data extends
the life and safety of fleet aircraft by permitting maintenance
routines at periodic intervals. FEMS also provides
a signal to the stall warning system that initiates a losecondw
arning tone (identical to overtemperatureto ne)
and illuminates the L or R STALL warning legend on
the MFD/HUD indicating an engine stall. FEMS will
recorda ircraft overstressw hen it determinest hatn ormal
acceleration has exceeded:
1. 7.5g with landing gear UP and Mach greater
than .24
2. 4.5g with landing gear DOWN (as in hard
landing)
3. 4.5g when Mach is .24 or less.
The FEM.9 consists ofthe following components (see
Figure 2-15).
2.3.1.1 Engine Monitoring System Processor.
The EMSP is engine mounted and engine powered and
converts control system electrical signals from the
AFTC into digital format for transmission to the ADAC.
It also receives and digitizes other noncontrol systemrelated
data such as anti-icing system status, lube oil
level, and lube temperature data for transmission to the
ADAC. In addition, the EMSP calculates and stores
engine cycle count data, making this data readily available
for each serial numbered engine even when the
engine is not installed in an aircraft.
EMSP is only operational with the engines inprimary
mode.
2.3.1.2 Airborne Data Acquisition Computer.
The ADAC is the central processor of FEMS and executes
airframe and engine fatigue algorithms. The
ADAC acquires aircraft data by direct analog and digital
inputs. Additional aircraft data received by the ADAC
from the CIU to be stored as a result of structural, engine,
or other mission events are transferred to the DSS for
postflight analysis. In addition, ADAC stores fault code
messages, in nonvolatile memory, for display on the
FMI. ADAC is powered by the 28-Vdc right main bus.
ORIGINAL 2.18
NAVAIR Ol-F14AAD-1
Figure 2-15. Fatigue Engine Monitoring System Diagram
2-19 ORIGINAL
NAVAIR Ol-F14AAD.1
2.3.1.3 Date Storage Set. The DSS, located in the
RIO cockpit, and a removable DSU provide automatic
preflight en&y of JTIDS mission data and in-flight recording
of engine data for analysis. Refer to JTIDS
Chapter 19. In flight, the MCS transfers engine-related
data via the 1553 bus to the DSU for postflight analysis.
This data is collected for engined iagnosticp urposesa nd
compiled for long-term maintenance records. A fault
code on the FM1 will alert the maintenance crew when
the DSU has reached 80 percent of its capacity for
engine data recording. If the DSS is inoperative or is
not loaded with a DSU, engine part-life tracking data is
maintained only by the EMSP.
2.3.1.4 Flight Maintenance Indicator. The FM1
(Fignre 2-16) displays to the maintenance crew ADAC
data for engine/airframe status. It is mounted in an easily
accessible location on the forward bulkhead in the nose
wheelwell. After each flight, the FM1 FAIL, CAUTION,
and/or FLUIDS fault trip indicators will be either black,
signifying the absence of a FEMS-detected failure, or
white, indicating FEMS detected a failure. The indicators
should normally be resetb y maintenancep ersonnel
prior to flight. With electrical power applied to the aircraft,
pressing the STATUS SWITCH button displays
either a fault code (if a fault is present) or NONE in the
STATUS window. All fault codes may be scrolled line
by line by pressing the STATUS SWITCH button once
for each line. When no more fault codes are displayed,
the display will read END*. When END* is displayed,
pressing and holding the CLEAR button changes the
display from END* to CLR for approximately 5 seconds
followed by NONE, erasing all fault codes.
Note
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F-14D 飞行手册 Flight Manual 1(65)
