TM 55-1510-215-10
operated by individual T-handle, push-pull controls,
made by movement of the power and condition levers for
located below the left subpanel.
The controls are
a specific engine. Engine shutdown is accomplished by
placarded LEFT ENG ICE VANE PULL TO EXT, PUSH
moving the appropriate condition lever to the full aft,
TO RET, RIGHT ENG ICE VANE, PULL TO EXT, PUSH
FUEL CUT-OFF position, which shuts off the fuel supply.
TO RET (fig. 2-7). Vane position during operation is
indicated by the position of the T-handles, and by a
2-25. Power Levers.
slight decrease in torque with the engine ice protection
controls extended. The vanes should be either fully
retracted or fully extended; there are no intermediate
CAUTION
positions.
b. Engine Lip Boot Heat. The engine air inlet lip
Moving the power levers into reverse
boots are electrically heated to prevent the formation of
range without the engines running
ice and consequent distortion of the airflow. The boots
may result in damage to the reverse
are operated by the two 5-ampere circuit breaker
linkage mechanisms.
switches on the pilot's subpanel placarded: ENG LIP
BOOT, LEFT-RIGHT. The circuit is connected through
Two power levers are located on the control
the left landing gear safety switch and is therefore
pedestal (fig. 2-6). The left power lever incorporates a
operable only during flight. The circuit is protected by
go-around button. These levers regulate power in the
two 25-ampere circuit breakers, placarded LIP ANTI-
reverse, idle, and forward range, and operate so that
ICE, LH-RH located on the copilot's circuit breaker panel
forward movement increases engine power. Power
control is accomplished through adjustment of the N1
anticipated, position both ENG LIP BOOT heat switches
speed governor in the fuel control unit. Power is
ON (up), (fig. 2-7). Continue use as required and shut
increased when N1 RPM is increased. The power levers
off when icing conditions are no longer present or
also control propeller reverse pitch. Distinct movement
anticipated.
(pulling up and then aft on the power lever) by the pilot is
required for reverse thrust. Placarding below the lever
c. Fuel Control Heat .
Each fuel control's
travel slots reads POWER. Upper lever travel range is
temperature compensating line is protected against ice
designated INCR (increase), supplemented by an arrow
by electrically heated jackets. Power is supplied to each
pointing forward. Lower travel range is marked IDLE,
fuel control air line heater by two switches, placarded
LIFT and REVERSE. A placard below the lever slots
FUEL CONTROL HEAT LEFT AND RIGHT on the pilot's
reads: CAUTION-REVERSE ONLY WITH ENGINES
subpanel. Fuel control heat should be turned on before
RUNNING.
all flight operations.
2-26. Condition Levers.
2-24. Engine Fuel Control System.
Two condition levers are located on the control
a. Description. The fuel control system consists of
pedestal (fig. 2-6). Each lever starts or stops the fuel
an engine-driven primary (high pressure) fuel pump, an
supply, and controls the idle speed for its engine. The
engine driven boost pump, a fuel control unit, and a fuel
levers have three placaded positions: FUEL CUTOFF,
nozzle manifold. An automatic fuel dump valve and two
LO IDLE, and HIGH IDLE. In the FUEL CUTOFF
drain valves are provided to drain residual fuel from the
position, the condition lever controls the cutoff function of
engine after shutdown or after a discontinued start.
its engine-mounted fuel control unit. From LO IDLE to
HIGH IDLE, they control the governors of the fuel control
b. Fuel Control Unit. One fuel control unit is on the
units to establish minimum fuel flow levels. LO IDLE
accessory case of each engine. This unit is a hydro-
position sets the fuel flow rate to attain 50% to 53% (at
mechanical metering device which determines the
sea level) minimum N1 and HIGH IDLE position sets the
proper fuel schedule for the engine to produce the
rate to attain 70% to 73% N1, minimum N1. The power
amount of power requested by the relative position of its
power lever. The control of developed engine power is
lever for the corresponding engine can select N from
1
accomplished by adjusting the engine compressor
the respective idle setting to maximum power. An
turbine (N1) speed. N1 speed is controlled by varying
increase in low idle N1 will be experienced at higher field
the amount of fuel injected into the combustion chamber
elevation.
through the fuel nozzles. All fuel control operations are
Change 7 2-17
