曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
Incompatible software is lined-out on the BIT/
CONFIG format.
1. Do not takeoff.
A1-F18EA-NFM-000
Figure 12-1. Warning/Caution/Advisory Displays (Sheet 26 of 55)
V-12-28 ORIGINAL
DDI Cautions and Caution Lights
INDICATOR · CAUSE / REMARKS CORRECTIVE ACTION
SEVER
· Deployed decoy/towline failed (electrically or
mechanically) with AUTO DPLY not selected.
· Cable severing signal failed to fire the squib.
· Landing gear or hook lowered with ALE-50
deployed.
Sever decoy in a clear area.
Once CUT/VERIFY is selected, the option is removed
from the display.
If gear or hook lowered -
1. EW format CUT/VERIFY options - SELECT
or JAMMER switch - CUT
If decoy failure and ECM required -
1. Throttle dispenser switch - UP (auto-sever and
redeploy)
If decoy failure and ECM not required -
1. EW format CUT/VERIFY options - SELECT
or JAMMER switch - CUT
If caution remains -
2. JAMMER switch - CUT
3. Get a visual inspection (if possible).
If caution still remains -
4. Set 25° AOA with AB selected.
L STALL
R STALL
²Engine left (right),
Engine left (right)²
· Engine stall detected on designated side.
Engine stalls result from conditions which cause
excessive compressor blade angle of attack (airflow
disturbances, hot gas reingestion). Stalls may be
aggravated by high altitude. Stalls may occur in either
the engine fan or high pressure compressor and
are typically categorized as either pop or surge
stalls or hung stalls.
Pop or surge stalls are often indicated by airframe
vibration, engine noises such as loud banging,
or engine surges. The engine almost always selfrecovers
from this type of stall.
Hung stalls may be preceded by pop stalls and
are usually accompanied by an eventual rpm drop
to sub-IDLE. Hung stalls may also be indicated by
failure of the engine to accelerate (e.g., no response
to throttle movement) or by increasing EGT with
decreasing or stabilized rpm. If rpm falls below
IDLE, the L or R FLAMEOUT caution may also be
set.
*1. Throttle affected engine - IDLE
If stall does not clear -
*2. Throttle affected engine - OFF
*3. FIRE light affected engine - PUSH
If stall clears -
2. Land as soon as practical using affected engine
for approach and landing (as required).
TK PRES LO
INFLIGHT
· Internal fuel tank pressure low above 20,000 feet.
Possible fuel pump cavitation and engine flameout
above 40,000 feet.
INFLIGHT
1. Altitude - Maintain below 40,000 feet (if practical).
2. Do not exceed 0.9 Mach in dive.
TK PRES HI
GROUND
· Internal fuel tanks pressurized with WonW.
(Catapult may cause structural damage.)
INFLIGHT
· Internal fuel tank pressure high. (Possible exceedance
of tank structural limits.)
GROUND
1. BLEED AIR knob - OFF
2. Do not takeoff.
INFLIGHT
1. Maintain 0 to +2.5 g.
A1-F18EA-NFM-000
Figure 12-1. Warning/Caution/Advisory Displays (Sheet 27 of 55)
V-12-29 CHANGE 1
DDI Cautions and Caution Lights
INDICATOR · CAUSE / REMARKS CORRECTIVE ACTION
L THERMAL
R THERMAL
· Designated engine thermal control valve (TCV)
has failed open. Fuel thermal management system
has lost capability to regulate fuel system
temperatures.
If a TCV fails open, hot feed fuel is recirculated
back to the fuel tanks instead of being burned. May
eventually lead to a corresponding FUEL HOT caution.
Engine FUEL INLET TEMP high (³121°C).
Engine FUEL NOZ TEMP high (³177°C).
FEED TANK TEMP high.
WoffW: ³60°C for 10 min or >65°C for 15 sec
WonW: ³80°C for 15 sec (<5,000 lb fuel)
³60°C for 10 min or >65°C for 15 sec
(>5,000 lb fuel)
GROUND
1. Do not takeoff.
INFLIGHT
1. ENG format - Monitor corresponding FEED
TANK TEMP, FUEL INLET TEMP, and
FUEL NOZ TEMP.
2. RDR knob - OFF
3. Land as soon as practical.
If either FUEL HOT caution comes on -
4. Throttle (THERMAL caution side) - OFF
5. Restart for landing.
VOICE/AUR · Voice alert or master caution aural tone inoperative.
1. BIT format - CHECK CSC BIT status
If CSC MUX fail -
2. Refer to CNI caution procedure.
WDSHLD HOT
· Windshield temperature high or sensor failed.
If caution remains with the switch in OFF, an
ECS valve failure may be directing hot air to the
windshield. In this case, securing the ECS may be
the only means to stop windshield airflow.
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
NATOPS Flight Manual 飞行手册 2(31)
