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The selected fuel grade is displayed top center and also on the takeoff side of the CHKLIST display.
The FUEL option enables the JP-5, 8, and JP-4 options, each of which must be selected twice to change
the fuel grade. The fuel grade selected should reflect the majority of fuel in the aircraft. JP-5, -8 should
be selected when using JET-A, A+, or A1. The engines can be started and operated at ground idle with
either fuel grade selected; however, for operations above IDLE, the correct fuel grade must be selected
to make sure proper engine operation and to avoid engine combustor rumble. The fuel grade selected
is also used by the FADEC to control the Thermal Control Valve (TCV) setting and determines the
maximum fuel temperature to be sent to the engines. Incorrect fuel grade selection can adversely
impact the fuel thermal management system and result in a premature FUEL HOT caution. The
RECORD option, boxed when selected, saves a 30 second record of display and engine data (15 seconds
pre- and 15 seconds post-event) to the Memory Unit (MU). The DFIRS DWNLD option downloads
DFIRS data to the MU.
2.1.2 ATC - Automatic Throttle Control. The ATC system has two operating modes: approach and
cruise. The system automatically modulates engine thrust between flight IDLE and MIL power in
order to maintain on-speed angle of attack (AOA) in the approach mode or calibrated airspeed
(existing at the time of engagement) in the cruise mode.
During ATC operation, engine commands are sent to the FADEC directly from the FCCs instead of
the throttles. FCC generated engine commands are limited to a range slightly above idle to slightly
below MIL. The throttles are continuously positioned by an FCC commanded backdrive unit to match
the throttles with the current engine command and to provide feedback to the pilot.
2.1.2.1 ATC Engagement. Pressing and releasing the ATC button on the left throttle engages the
approach mode with the FLAP switch in HALF or FULL and the cruise mode with the FLAP switch
in AUTO. When either mode is engaged, an ATC advisory is displayed on the HUD. Because ATC
mode engagement and ATC HUD advisories are not commanded until release of the ATC button, the
pilot may need to deliberately pause after press and release to avoid inadvertant ATC disengagement/
re-engagement. Automatic transition between the two modes or engagement during single engine
operation is not possible. Engaging ATC with the friction lever in the full aft position and with the
Figure 2-3. Engine Display
A1-F18EA-NFM-000
I-2-10 CHANGE 1
throttles at mid-range power provides optimum pilot feedback with the smallest engagement power
transients.
2.1.2.2 ATC Disengagement. If either mode does not engage when selected, or automatically
disengages after engagement, the ATC advisory flashes for 10 seconds and is removed from the HUD.
Disengagement for any reason requires reengagement to restore ATC operation. Normal disengagement
is accomplished by re-actuation of the ATC button or by applying a force of approximately 12
pounds (friction off) to either throttle for greater than 0.20 seconds. This force is sufficient to permit
the pilot's hand to follow throttle movement without causing disengagement. Holding the throttles
against the MIL or IDLE stop during ATC disengagement commands a rapid acceleration or
deceleration to the commanded power setting instead of a smooth transition.
2.1.2.3 ATC Automatic Disengagement. The ATC system automatically disengages for the following
reasons:
Either mode -
· Any ATC system internal failure
· ATC button failure
· FADEC failure
· FCC CH 2 or CH 4 failure
· Backdrive failure
· THA split greater than 3° for more than 1 second
· FLAP switch position change between AUTO and HALF or FULL
Approach mode only -
· AOA, pitch rate, or Nz sensor failure
· Bank angle in excess of 70°
· Flap blowup at 250 KCAS
· Gain ORIDE selection
· Weight on wheels
Cruise mode only -
· FCC calibrated airspeed failure
2.1.2.4 ATC Related Cautions. The ATC FAIL caution is described in the Warning/Caution/
Advisory Displays in Part V.
2.2 FUEL SYSTEM
The aircraft is fitted with four internal fuselage tanks (Tanks 1 through 4), two internal wing tanks
(left and right), two fuselage vent tanks, and two vertical vent tanks. Tanks 2 and 3 are engine feed
tanks while Tanks 1, 4, and the wing tanks are transfer tanks. Total fuel can be increased by the
carriage of up to five 480 gallon external fuel tanks on the centerline, inboard, and midboard pylons.
The aircraft can also be configured as an airborne tanker with the carriage of a centerline mounted air
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NATOPS Flight Manual 飞行手册 1(34)
