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progressingth rought his areaw ould impinge on the longitudinal
and lateral control rods causing possible distortion
or failure. Loss of aircrafi may follow. The flightcrew
facedwiththis typeoffue in flightmust react immediately.
Note
If the FIRE warning light is off and a
HUD/MFD legend is displayed, verify FIRE
DET TEST checks 4.0. Assume message
was incorrect and keep engine on line. The
legend is a repeat of a discrete from the fire
detection system.
* 1. Throttle (affected engine) - IDLE.
*2. AIR SOURCE pushbutton - OFF.
*3. OBOGS master switch - BACKUP.
Oxygen breathing time on BACKUP is limited
and requires immediate mission planning.
See OBOGS emergency procedure.
See Figure 2-80 for oxygen breathing time
remaining.
Note
When ECS service air to the OBOGS concentrator
is shut off, the aircrew has approximately
30 seconds before depleting residual
OBOGS pressure and mask collapse.
Note
Restoration of service air (selecting RAM)
will return OBOGS to operation.
Iflight goes off (and no other secondary indications):
Note
Fire detection test is not available on the
emergency generator.
$4. MASTER TEST switch - FIRE DET TEST
If light remains illuminated, FIRE DET test fails, or
other secondary indications:
*5. FUEL SHUT OFF handle (affected engine) -
Pull.
*6. Throttle (affected engine)- OFF.
*7. Climb and decelerate.
*8. Fire extinguisher pushbutton - Depress.
Note
Ensure BACK UP IGNITION switch is OFF.
9. Refer to Single-Engine Cruise Operations, paragraph
14.5.3.2.
10. Land as soon as possible.
11. If fire persists - Eject.
14.5 ENGINE EMERGENCIES
14.51 Compressor Stall. A compressor stall is an
dynamic disruptiono fthe airflow throught hec ompres-
SOTC. ompressosr talls may occur at any altitude/airspeed
combinationi,n cludings upersonica, ndc anb ei dentifiedb y
any oneo r a combinationo f the following indications.
Note
The loss of Mach number signal from the
CADC results in the loss ofboth airflow limiting
and idle lockup functions of tbe AFTC.
This may result in pop stalls at supersonic
speeds (on a cold day) at high power and inlet
buzz, resulting in pop stalls at idle power.
a. Loud bangs or vibrations
b. Rapid yaw or nose slice
c. Increasing EGT
d. Rpm rollback and/or thrust loss
e. Lack of throttle response
f. Inlet buzz (supersonic only)
g. Fireball emanating from the exhaust
and/or intake.
*I. &load aircraft (0.5g to l.Og).
If greater than 1.1 Mach:
*2. Both throttles - MIL
When 1.1 Mach or less:
*3. Both throttles - Smoothly to IDLE.
Note
If above 1.1 Mach, monitor minimum rpm to
ensure proper functioning of idle lockup to
avoid inducing a stall.
If EGT is above 935 “C and/or engine response is
abnormal:
‘4. Throttle (stalled engine) - OFF.
If EGT normal and/or airstart successful:
5. Perform engine operability check.
Note
After any stall, throttle movement should be
minimized until engine operability checks
are performed. Engines should be exercised
at 10,000 feet in cruise and then at approach
speedso, ne at a time, to ensures tall-freeperformance
is available for landing. If engine
performance is abnormal, set power as necessary
and avoid further throttle movement.
Land as soon as practical.
Flight test operations have not produced any fully
developed engine stalls. Pop stalls have been observed
and were self-clearing with no adverse operational impact.
Engine ground testing has shown that a hard stall
(characterized by loud bang) can result in substantial
damage to the IGV system. The damage resulted in
complete detachmento f the IGV from the externall inkage.
There was no FOD.
NAVAIR Ol-F14AAD-1
When the IGV linkage breaks, the IGVs assume a
fixed aerodynamic trailing position. This position is
near normal for MIL or AB power settings, but is too
far open at lower throttle positions. This reduces fan
stall margin with the greatest reduction halfway between
IDLE and MIL. Airborne, a hard stall may result
in similar damage and will likely have been the
result of an AICS malfunction and/or fuels/engine
control system failure. If a stall occurs during AB
operation, the asymmetric thrust limiting circuit
should reduce the good engine to minimum AB.
Asymmetric thrust may produce adverse flying qualities
under low airspeed and/or high AOA conditions.
I,,,,,,,1
Do not delay securing an overtemped engine.
Undue delay will greatly increase the likelihood
　
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