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affects rudder requirements. In straight-line
flight, some amount ofrudder deflection will be required
to offset the yawing moment from asymmetric thrust at
zero bank angle. Five degree bank angle into the good
engine will introduce a side force component countering
the thrust asymmetry and thereby reducing the rudder
requirement.
11.4.1.6 Asymmetric Thrust Limiting System.
With operative ATLS, the magnitude ofany asymmenic
thrust in MAX power will be reduced, thereby reducing
the control requirements to maintain the flight condition
or reducing time to recover if a departureh as occurred.
ATLS should be engaged from startup to shutdown.
ATLS can be turned off if required for tactical considerations
such as a single-engine ACM bugout.
11.5 ENGINE STALLS AND FLAMEOUT
The Fl 10 engines demonstrate exceptional operability
throughout the flight envelope. No “hung stalls”
(similar to the classic TF-30 stall) have been observed
in flight tests. Self-clearing “pop” stalls, which may
produce an audible “bang,” may occur above 35,000 feet
when below 100 knots in MAX power and usually occur
in conjunction with an Al3 blowout. To date these stalls
have resulted in no engine damage, are self-clearing in
approximately 1 second, and have required no pilot action
for engine recovery. However, throttles should be
reduced to idle when subsonic (MIL when over 1.1
Mach) to minimize the possibility of engine damage
during a11 engine stalls. A supersonic stall may cause
inlet buzz resulting in a rough, bumpy ride (+2.5 to -1g
at 6 cycles per second). Inlet buzz should subside when
decelerating below 1.2 Mach. When supersonic, any
wing drop tendencies should be controlled with lateral
stick alone.
11.51 Medium and High-Subsonic Airspeed.
Above approximately 100 knots, sufficient controllability
exists to control a maximum AB/stalled engine
thrust asymmetry with operative ATLS. Aircraft response
to an engine failure is generally mild and is
characterizedb y slow buildup in yaw rate followed by
slowly increasing rolloff in the same direction as yaw.
This response is insidious since the aircrew will only
notice the roll as it masks the yaw rate. Rudder is the
primary control to offset yawing moment from asymmetric
thrust. Higher airspeeds provide more rudder effectiveness
and increase pilot ability to control yaw
caused by asymmetric thrust.
I,,,,,,,1
The use of lateral stick to offset the uncommanded
roll caused by yaw from asymmetric
thrust at high AOA will generate adverse
yaw and aggravatet he yaw causedb y asymmetric
thrust. The result may be a yawing,
rolling departure.
Yaw rate increase after an engine stall or failure may
be completely masked by roll if the pilot does not recognize
that the engine malfunction has occurred and that
aircraft motion is the result of that malfunction. Therefore,
when any uncommanded rolloff or yaw rate occurs
during maneuvering flight with maximum thrust, the
pilot should reduce AOA, reduce thrust, counter with
rudder, and avoid the use of lateral stick alone.
11.52 Low Subsonic Airspeed. Asaircmllspeed
approaches zero, flight control effectiveness also approachesz
eroa ndm aximum thrusta symmetryc ould generate
a rapid yaw rate buildup if corrective action is not
taken. If thrust asymmetry is encountered, the pilot
should immediately retard both throttles smoothly to
IDLE, while maintaining neutral control.
These actions should prevent yaw rate buildup and
allow the aircrafl nose to fall through and regain flying
speed. After throttles are reduced, the pilot should lock
his harness in anticipation of a possible departure.
piiF,,,,,,,
Loss ofthrust on one engine while maneuvering
at low airspeed must be dealt with
immediately since flight control effectiveness
may be insufficient to counter the
yaw rate generatedb y asymmetric thrust.
ORIGINAL 11-4
NAVAIR 01-FI4AAD-I
If both engines arc stalled after retarding throttles to
IDLE, at least one engine must be secured immediately
to prevent turbine damage and provide maximum potential
for an airstart. If possible, secure the engine that did
not stall initially (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). See Chapter 14 for a detailed
　
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