PREREQUISITES 先决条件（AMM71-00-42/101）
MAKE SURE THE AIRPLANE IS IN THIS CONFIGURATION:
确信飞机是在这构形：
NOTES ON THROTTLE STAGGER:有关油门杆差球的注释1. THROTTLE STAGGER WITH "  MC ON" SHOULD NOT USUALLY BE MORE THAN ONE KNOB WITH STABILIZED EQUAL %N1. 当%N1稳定相同时，作为飞机在"PMC ON"油门杆差球通常不会大于一个球。
2. THROTTLE STAGGER WITH "PMC OFF" OR "INOPERATIVE"CAN BE MORE THAN ONE KNOB AS THE THRUST IS CONTROLLED TO %N2 (NOT %N1). BECAUSE OF ENGINE TO ENGINE SPEED (%N1) - SPEED (%N2) RELATIONSHIPS, DIFFERENT "PLA" SETTINGS CAN OCCUR FOR A GIVEN INDICATED %N1.
由于油门控制%N2（不是%N1）作为"PMC OFF"或“不工作”油门杆差球能大于一个球。因为N1%和N2%相关联，作为一个给定的指示N1%就有不同的PLA设置。
3. IF THE AIRPLANE WITH ENGINE INTERMIX, THE STAGGER LIMITS IN NOTES "1." AND "2." ARE INCREASED BY ONE-HALF KNOB.
假如飞机是混装发动机，对于上面1.和2.差球限制将增加半个球。
4. THROTTLE STAGGER WILL OCCUR IF THE MAIN ENGINE CONTROL OR POWER MANAGEMENT CONTROL IS NOT THE CORRECT CONFIGURATION FOR THE ENGINE.
假如MEC和PMC不是正确的型号构型，会发生油门杆差球。IF UNSATISFACTORY ENGINE IS NOT KNOWN, IT IS RECOMMENDED THAT YOU DO TROUBLESHOOTING ON THE TWO ENGINES. 如果不清楚是哪台发动机故障，建议做两台故障检查。
THROTTLE STAGGER MAY OCCUR IN ONLY ONE OR IN ALL PHASES OF THE FLIGHT OPERATIONS -- TAKE-OFF, CLIMB OR CRUISE, APPROACH. THERE ARE THREE TROUBLESHOOTING TREES FOR THREE MAIN FLIGHT PHASES. TO REDUCE DIAGNOSTIC TIME, THE TROUBLESHOOTER SHOULD ONLY IMPLEMENT THE APPLICABLE TROUBLESHOOTING TREE. NOTE THAT IF THE THROTTLE STAGGER OCCURS IN ALL PHASES OF FLIGHT, THERE MAY BE MORE THAN ONE PROBLEM; THEREFORE, MOST OR ALL CHECK STEPS/TEST SHOULD BE DONE.
油门杆差球可以发生在一个或所以飞行操作阶段---起飞、爬升、巡航或进近，作为三个主飞行阶段有三个故障检查程序，为了减少故检时间，故检仅应用一个故检程序，注意假如差球发生在所有飞行阶段，可能会有一个以上的问题，因此要完成更多的或全部检查/测试步骤。NOTES 注释
FOR THE CASE: N1 IS GREATER OR LESS THAN TARGET FOR "THROTTLE HOLD" DURING TAKE OFF:
作为这个原因：起飞期间油门保持，N1大于或小于目标值：
1. A MOMENTARY TARGET OVERSHOOT OF AS MUCH AS 4% CAN OCCUR WITH "PMC" ON DUE TO "PMC" TORQUE MOTOR CURRENT MODULATION.
由于PMC扭矩马达电流调节，瞬间目标值超调4%能发生在PMC ON
2. TAKING OFF WITH A HEADWIND IN EXCESS OF 20 KNOTS MAY CAUSE THE AUTOTHROTTLE "THROTTLE HOLD" TO OCCUR BEFORE THE POWER SET IS COMPLETE.
顶风起飞超过20节，在动力设置完成前能引起自动油门中断。
3. A COLD ENGINE, FOR EXAMPLE ON THE FIRST FLIGHT OF THE DAY, MIGHT ACCELERATE SLOWER THAN USUAL. EXCESSIVE THRUST LEVER MOTION FOR THAT ENGINE MAY POSSIBLY CAUSE THE THRUST LEVER TO BE FULLY ADVANCED.
例如当天首次飞行时冷发，较平常会发生加速慢，多推油门可能引起油门杆在满前位。
4. SLOWER THAN AVERAGE ENGINE ACCELERATION AS THE TARGET IS APPROACHED, (TOP END ACCELERATION) MAY CAUSE THRUST LEVER OSCILLATON, (APPROX. 1 KNOB), AND OVERSHOOT OR UNDERSHOOT, (APPROX.±2%N1), AT "THROTTLE HOLD".
小于发动机平均加速去接近目标值，在发生油门保持时，会发生油门杆差球近一个球，超出或少于接近±2%N1 FOR THESE CASES, IT IS NOT NECESSARY TO DO THIS PROCEDURE（THROTTLE STAGGER OR N1 IS NOT AT TARGET FOR THROTTLE HOLD DURING TAKE-OFF）. 故障现象： 1. THROTTLE STAGGER OR N1 IS NOT AT TARGET FOR THROTTLE HOLD DURING TAKE-OFF. 起飞阶段油门杆差球或作为油门保持N1不在目标值。 原因分析：看“有关油门杆差球的注释”1、2、3 可能的部件：发动机损伤、A/T系统、校同步器、PMC面板、P12管路、T12、T2、N1传感器、N2发电机、PMC、MEC、CIT、调节PP、调节慢车、加速慢检查。 2. THROTTLE STAGGER OR N1 IS NOT AT TARGET IN ALL PHASES OF FLIGHT NOT KNOWN. 在不清楚所飞行阶段油门杆差球或N1不在目标值。 原因分析：看“有关油门杆差球的注释”1、2、3、4 可能的部件：发动机损伤、A/T系统、校同步器、校推拉钢索、校油门钢索、PMC面板、T12、T2、N1传感器、N2发电机、VSV作动和反馈系统、VBV作动和反馈系统、P12管路、CDP/CBP。 3. THROTTLE STAGGER OR N1 IS NOT AT TARGET AT CLIMB OR CRUISE. 爬升或巡航阶段油门杆差球或N1不在目标值。 原因分析：看“有关油门杆差球的注释”1、2、3 可能的部件：发动机损伤、A/T系统、T12、P12管、PMC面板、PMC、MEC、校推拉钢索、T2、调节%N2、部分功率调节、加速慢、校油门钢索。 4. THROTTLE STAGGER OR N1 IS NOT AT TARGET IN APPROACH. 进近阶段油门杆差球或N1不在目标值。 原因分析：看“有关油门杆差球的注释”1、2、3 可能的部件：发动机损伤、A/T系统、VSV反馈钢索、PS12管、CDP/CBP、T2、调节%N2 PMC PLA增益检查： SMALL VOLTAGE ERRORS DO NOT CAUSE MUCH THROTTLE STAGGER. THE VOLTAGE ERROR WOULD HAVE TO BE ALMOST ONE VOLT TO PRODUCE ONE KNOB OF THROTTLE STAGGER. A SMALL VOLTAGE ERROR IS PROBABLY NOT THE ONLY THING TO CAUSE A LARGE THROTTLE STAGGER. THE TROUBLESHOOTING SHOULD CONTINUE IF A SMALL VOLTAGE ERROR IS FOUND. 小的电压误差不会引起大的油门杆差球，电压误差一定达到近1个电压才会产生差一个球。小的电压误差或许不仅仅一个问题造成大的油门杆差球，如果有小的电压误差继续进行故障检查。 | 
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发表于 2011-8-24 18:38:51
