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of severe turbine damage and decrease
the chance for a successful airstart. If both
engines are overtemped, one engine must be
secured immediately to provide maximum
potential for a successful airstart.
Note
Airspeed and altitude will determine whether
both engines can be safely shut down (with
dual compressor stalls), or whether one
should be secured and relit prior to shutting
down the other. If airspeed is insufficient to
provide windmill ‘pm for hydraulic pressure,
one engine should be left in hung stall.
There is a threefold danger present when one engine
has experienced a compressor stall. The most serious
dangermanifestsi tselfat slow airspeedsandh igh power
settings, where the sudden thrust asymmetry (a stalled
engine yields negligible thrust) will induce or aggravate
a departurea nd may produces ufficient yaw rate to cause
a flat spin if proper recovery controls are not used.
The othert wo dangersfr om a compressosr tall are that
thes tallede nginem ay sufferovertempemturdea magea nd
that the good engine might also stall. Although the emergencyprocedureasr
ed esignedto addressa ll threed angers,
the pilot must understandth at aircraftc ontrollability takes
priority over engine considerations and involves both
throttle position and flight controls.R eferencet o the engine
instruments will probably be required to determine
the stalled engine.I f the aircraft has departedc ontrolled
flight, this should not be attemptedu ntil the pilot has ensured
that thrust asymmetry has been minimized and that
yawrateandA OAare undercontrol.T he rationalef or each
individual stepi n the emergencyp rocedureis as follows:
Step 1: Unload the aircraft (0.5g to 1 .Og) - Unloading
the aircraftr educesth e likelihood of a departure,
while providing a more normal engine inlet airflow.
It is not intended that the pilot push full
forward stick or induce negative g, but merely
that any g load on the aircraft be reduced to as
near 1. Oga s possible.I n the nose-high,s low-airspeedc
ase,t hep ilot may temporarilyl osec ontrol
effectivenessT. his shouldn ot be causef or alarm
and the pilot should he able to expeditiously establish
a wings-level, nose-low attitude as long
as step 2 is followed immediately.
Step 2: If speed is 1.1 Mach or greater, both throttles
- MIL. Setting the throttles to MIL will both
help reduce the asymmetric thrust developed
during the stall and potentially help the engine
recover from the stall. It is not recommended
to retard the throttle to below MIL until the
aircraft is below 1.1 Mach. The engine may
automatically switch to SEC mode, and a tbrottie
setting below MIL may result in inlet buzz
(idle speed lockup is lost in SEC mode) compounding
the stall problem and potentially inducing
a stall in the operating engine.
Step 3: Throttle(s)- If speedis 1.1M ach or less,r etard
smoothlyt o IDLE. During a deparhuer,e tarding
both throttles to IDLE will help recover the aircm&
by minimizing the asymmetric thrust. In the
case of a violent slicing departure involving
asymmetrict hrust,r eductiono f throttlest o IDLE
is the most critical step and must be done immediately.
Ifcontrol ofthe aircraft is not in question,
there is no need to retard the throttle on the operating
engine. Retarding only the stalled engine
throttle reduces the remote probability of inducing
a dual-engines tall. In addition, thrustf rom
theo peratinge nginem ay ber equiredd uringl owaltitude
emergencies. Minimizing asymmetric
thrust at high AOA and low airspeed shall be
accomplished whenever possible. Obviously,
there are situations (landing pattern, catapult
launch, low altitude, and airspeed) where idle
power is unacceptablea, nd emergencyp rcceduresm
ust be temperedb y pilot judgment.
Step 4: Stalled engine, throttle off- When an engine
stalls, the combustor flame does not extinguish.
Airflow through the engine and cooling
flow to the turbine blades are severely reduced,
and the turbine blades may suffer overtemperature
damage. Securing the stalled engine to
OFF extinguishes the combustor flame,
thereby reducing the turbine blade temperature.
1451.1 Supersonic Airspeed. Supersonic compressor
stalls will produce inlet buzz. This results in a
rnugh, bumpy ride (+2.5g to -1g at six cycles per second).
The propert echniquet o recoverf rom a supersonicc ompressor
stall is to smoothly retard throttles to MIL, keep
feet on the deck, and control any wing-drop tendencies
with lateral stick.
14.5.1.2 Dual Compressor Stall
　
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