THROTTLE CONTROL - DESCRIPTION AND OPERATION

** ON A/C NOT FOR ALL

1. General

Throttle Control Mechanical Parts ** ON A/C NOT FOR ALL

The throttle control system consists of:

The throttle control lever
The throttle control artificial feel unit
The throttle control unit
The electrical harness.

In addition, each throttle control lever is fitted with an instinctive disconnect pushbutton switch.
This pushbutton switch is used for the de-activation and disengagement of the autothrust function.
The design of the throttle control is based upon a fixed throttle concept, this means that the throttle control levers are not servo motorized.

** ON A/C NOT FOR ALL

2. Component Description

A. Throttle Control Lever

Acquisition of the Autothrust Instinctive Disconnect Signal by the EEC ** ON A/C NOT FOR ALL

Throttle Control System ** ON A/C NOT FOR ALL

The throttle control handle comprises:

A throttle control lever which incorporates stop devices
A graduated fixed sector
An autothrust instinctive disconnect pushbutton switch
A reverse latching lever.

The throttle control lever moves over a range of 65 deg. from:

-20 deg. Throttle Lever Angle (TLA) (Full Reverser Throttle stop) to 45 deg. TLA (Full Forward Throttle stop).

An intermediate mechanical stop is fitted at 0 deg. TLA.
This stop is overridden when the reverse latching lever is pulled up for selection of the reverse power.
This idle stop is reset as soon as the lever is selected back to forward thrust area.
In the forward thrust area, there are two detent points:

MAX CLIMB detent point set at 25 deg. TLA
MAX CONTINUOUS/FLEX TAKE OFF detent point set at 35 deg. TLA.

In the reverse thrust throttle range, there is one detent point set at -6 deg. TLA. This corresponds to the selection of the thrust reverser command and the Reverse Idle setting. From -20 deg. TLA to 0 deg. TLA, the autothrust function cannot be activated.
In the middle throttle range (0 deg. to 35 deg. TLA), the autothrust function can be active if engaged.
This range corresponds to the selection of MAX CLIMB or MAX CONTINUOUS thrust limit mode, except the FLEX TAKE OFF mode.
If the autothrust is not engaged, the engine control is manual.
In the forward range (35 deg. to 45 deg. TLA), the autothrust function cannot be activated (except in alpha floor condition).
The range over 35 deg. TLA corresponds to the selection of MAX TAKE OFF/GO AROUND mode.
The throttle control lever is linked to a mechanical rod. This rod drives the input lever of the throttle control artificial feel unit.

B. Throttle Control Artificial Feel Unit

Throttle Control Artificial Feel Unit ** ON A/C NOT FOR ALL

The Throttle control artificial feel unit is located below the cockpit center pedestal. This artificial feel unit is connected to engine 1(2) throttle control lever and to the engine 1(2) throttle control unit by means of rods. The artificial feel unit is a friction system which provides a load feedback to the throttle control lever.
This artificial feel unit comprises two symmetrical casings, one left and one right. Each casing contains an identical and independent mechanism.
Each mechanism is composed of:

A friction brake assembly
A gear assembly
A lever assembly
A bell crank assembly

Throttle lever travel is transmitted to the artificial feel unit and to the throttle control unit.
The linear movement of the throttle levers is transformed into a rotary movement at the bell crank which turns about the friction brake assembly shaft. This movement rotates a toothed quadrant integral with the shaft.
This toothed quadrant causes inverse rotation of a gear equipped with a disk which has four detent notches. Each notch corresponds to a throttle lever setting and is felt as a friction point at the throttle levers.

C. Throttle Control Unit FIN: 8-KS-1 FIN: 8-KS-2

Throttle Control Unit Interface ** ON A/C NOT FOR ALL

Control Unit - Mechanical Part ** ON A/C NOT FOR ALL

A mechanical rod transmits the throttle control lever movement.
It connects the throttle control artificial feel unit to the input lever of the throttle control unit.
The throttle control unit comprises:

An input lever
Mechanical stops which limit the angular range
2 resolvers whose signals are dedicated to the EEC (one resolver per channel of the EEC)
6 potentiometers fitted three by three. Their signals are used by the Spoiler Elevator Computer (SEC)
A device which drives the resolver and the potentiometer
A pin device for rigging the resolvers and potentiometers
A safety device which leads the resolvers outside the normal operating range in case of failure of the driving device
Two output electrical connectors.

The input lever drives two gear sectors assembled face to face. Each sector drives itself a set of one resolver and three potentiometers.
The relationship between the throttle lever angle and resolver angle is linear and:
1 deg. TLA = 1.9 Throttle Resolver Angle (TRA).
The accuracy of the throttle control unit (error between the input lever position and the resolver angle) is 0.5 deg. TRA.
The maximum discrepancy between the signals generated by the two resolvers is 0.25 deg. TRA.
The TLA resolver operates in two quadrants : the first quadrant serves for positive angles and the second quadrant for negative angles.
Each resolver is dedicated to one channel of the EEC and receives its electrical excitation from the EEC.
The EEC considers a throttle resolver angle value:

Less than -41.0 deg. TRA or
More than 88.0 deg. TRA as resolver position signal failure.

The EEC incorporates a resolver fault accommodation logic. This logic allows engine operation after a failure or a complete loss of the throttle resolver position signal.

D. Electrical Harness
There is one independent electrical harness dedicated to each TLA signal with its associated output connector.
The electrical harness is a triplex twisted shielded pair of wires:

One pair for sine
One pair for cosine
One pair for excitation.

[Rev.10 from 2021] 2026.04.01 03:15:54 UTC