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pi&--I
l During recovery from a dual-engine compressor
stall (with both engine-driven
generatorsh aving droppedo ffline), flight
control inputs may temporarily reduce the
combined hydraulic system pressure. If
combined hydraulic system pressure
drops to between 2,000 and 1,100 psi, the
emergency generator will automatically
shift to the l-kVA mode and power only
the essential No. 1 buses. If the combined
hydraulic pressure continues to fall, the
essential No. 1 buses will drop offline,
resulting in a total electrical failure.
l Complete loss of electrical power will result
in loss of ICS, OBOGS, backup oxygen
(below 10,000 feet MSL), engine
instruments, spin direction indicators
(spin arrow and turn needle), and displays.
l If combinedh ydraulic systemp ressurer ecovers,
the emergency generator should
automatically reestablish 1 -kVA power to
the essential No. 1 buses. The emergency
generator switch must be cycled through
OFF/RESET to NORM to regain the
5-kVA mode to the essentialNo. 2 buses.
l Engine instruments are powered by the
essential No. 1 bus but may not be automatically
restored with the l-kVA mode.
It may be necessary to cycle the emergency
generator switch through OFF/RESET
to NORM to regain lost engine
instruments.
If both engines are stalled after retarding throttles to
IDLE, at least one engine must be immediately secured
to prevent turbine damage and provide maximum
potential for an airstart. If possible, secure the
engine that did not initiate the event (the second engine
to stall). The cause of the first engine stall may not be
known at this point; however, it is possible that the
second stall may have been induced during the throttle
transient to IDLE. Leaving one engine in hung stall
minimizes the likelihood of total loss of hydraulic and
electrical power (emergency generator).
pi-z--l
Leaving one engine in hung stall may catastrophically
damage the turbine. It is, therefore,
imperative that the pilot expeditiously
secure and relight one engine to prevent tnrbine
damage. Attention should be given to the
remaining stalled engine as soon as possible.
14.52 Airstarts. Tbemost likelyreasonstoperform
an airstart are that the engine has shut down because of
control system failure, hardware failure, fuel feed failure,
FOD, or engine stall. The augmenter fan temperature
control contains diagnostic logic to identify primary
(PRI) engine mode failures and automatically transfers
to secondary (SEC) mode when required. If the shutdown
was not pilot commanded, the engine may switch
to SEC mode automatically. The first airstart attempt
should be made in the engine mode selected by the
AFTC(eitberPRIor SEC). Ifan initialPRImodeairstart
is unsuccessful, the ENG MODE SELECT switch
should be in SEC for any subsequenat irstarta ttempts.
If an engine flames out, the automatic relight feature
will attempt to restart the engine immediately; however,
ifrpm is decayingb elow the throttle-commandedle vel,
spooldowna irstartp roceduress houldb e initiated immediately.
If engine flames out because of an automatic
shutdownc ausedb y an overspeedg reatert han 110 percent,
there will be no automatic relight. To regain fuel
flow, the throttle must be cycled to OFF then to IDLE.
Note
An overspeedc ondition in excesso f 110p ercent
will result in momentary loss of ‘pm
indication until Nz rpm falls below 110 h.5
percent. EGT and FF indicators will continue
to function normally.
There are three airstart phases: spooldown, crossbleed,
and windmill. Spooldown is the first phase and
provides the best opportunity for a rapid start. Windmill
is the last phase and is available only in very high-energy
conditions.
Spooldown airstarts should be initiated immediately
when it is apparent hat ane ngineh as lost thrusta nd that
rpm will decay below the throttle-commanded level.
- - -
NAVAIR Ol-Fl4AAD-1
High ‘pm, high airspeed, and low altitude increase the
likelihood of a successful spooldown start. See Figure
14-3. The best conditions for both PRI and SEC mode
spooldown starts are below 30,000 feet, above 300
knots, and with ‘pm greater than 30 percent. Spooldown
airstarts that light-off with rpm as low as 30 percent can
take up to 90 secondsto acceleratet o idle and 20 seconds
when initiated at 50 percent or greater.
When initiating a spooldown airstart to clear a stall,
cycle the throttle OFF then to IDLE with the engine in
either PRI or SEC mode. EGT and rpm indications
　
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