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should rapidly decrease when the throttle is OFF confirming
throttle position. If OFF is selected to clear an
engine stall, the throttle should remain in OFF for a few
seconds until the stall clears. Typically, airstarts are
characterized by a rapid light-off and initial EGT rise
with a slow initial increase in ‘pm, In the low-rpm range,
it may take up to 10 seconds to observe an apparent
increase in ‘pm. The ‘pm display should be flashing if
the ‘pm is increasing.
Hung starts are characterized by the ‘pm stagnating
below idle. The current engine indicating system (EIG)
will stop flashing if the next higher segment is not
reached within 10 seconds. A low-range (less than 45
percent) hung start can be overcome with the assistance
of crossbleed air. A midrange hung start at subidle rpm
(50 to 60 percent) can be corrected by cycling the throttle
OFF then to IDLE. Above 45 percent, the starterwill not
engage.A t the completion of the start sequenceth e engine
correspondst o actual throttle position.
14.5.2.1 Dual-Engine Airstart (Or Airstart of
One Engine With the Other Engine Secured).
Dual-engine redundancy and automatic relight makes
this situation extremely unlikely. Dual engine windmill
airstart procedures after unsuccessful automatic and
manual spooldown airstart attempts should be considered
tertiary and performed with serious consideration
given to airspeed altitude and safe ejection limitations.
Flight test data indicate nominal windmill airstart airspeed
requirements to be in the vicinity of 450 knots.
Dependingo n airspeeda nd altitudea vailablea t windmill
aircraftp rofile commencementa, dive angleo f up to 45”
may be required to achieve nominal airstart airspeeds.
pi&-I
Dive angle should not exceed 45”. At 7,500
feet AGL and less than450 knots, commence
a smooth, 2g pull converting airspeed to altitude
and eject when less than 350 knots,
Once established at 450 knots, approximately 20”
nose down is required to maintain constant airspeed.
While attempting airstarts, flight control authority is
critical. As ‘pm decreasess, ufficient hydraulic pressure
for smooth flight control inputs should be available with
one engine windmilling above 18 percent or two engines
windmilling above 11 percent. At 450 knots, 15” dive, a
2g pullup should be initiated at 2,000 feet. Once the
windmill airstart is considered to be unsuccessful, the
aircraft shall be decelerated to less than 350 knots and
ejection performed before controllability is lost.
pzzji=J
l When advancing both throttles from OFF,
cycle the right throttle first to a position
above IDLE, to avoid the throttlequadrant
locking pin feature.
l Main generatords rop off at5 5-percenrtp m.
The emergencyg eneratorw ill drop off at
1l -to 12-percen‘tp m. Engine ignition will
not be available below 10 percent.
l Oxygen breathing time on BACKUP is
limited and reqttires immediate mission
planning. See OBOGS emergency procedure.
See Figure 2-81 for oxygen breathing
time remaining.
Note
l When ECS service air to the OBOGS concentrator
is shut off, the aircrew has approximately
30 seconds before residual
OBOGS pressure and mask collapse.
l Airstatt can be performed on both engines
simultaneously.
14.5.2.2 Engine Flameout
‘1. Throttle - IDLE or Above (affected engine).
*2. BACK UP IGNITION switch - ON.
Note
Spooldown airstarts can take up to 90 seconds
to reach idle rpm if light-off occurs at
low ‘pm, low airspeed, and high altitude.
If hung start or no start:
*3. Throttle (affected engine) - Cycle OFF, Then
IDLE.
Figure 14-3. Airstart Envelope
14-9 ORIGINAL
IAVAIR 01-Fl4AAD-1
Istill hung or no start:
‘4. ENG MODE SELECT - SEC.
Fonee ngine is operable,p erform a crossbleeda irstart,
aragraph 14.5.2.3.
rboth enginesf lamed out/inoperativeo r crossbleedn ot
ossible:
l A dual-enginec ompressors tall may result
in a total electrical failure, rendering the
ICS, OBOGS, backup oxygen (below
10,000 feet MSL), engine instruments,
spin direction indicators (spin arrow and
turn needle), and displays inoperative.
a If sufficient hydraulic pressure restores
the I-WA mode of the emergency generator,
it maybe necessaryto cycle the emergency
generator switch through OFF/
RESET to NORM to regain lost engine
instruments.
l Ejection above 350 knots is hazardous;
the decision to exceed 350 knots rests with
the aircrew.
　
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