PILOTS EMER PROCEDURES ee Ee) GENERAL @ evectaic‘The Pilot's J79 Brochure is presented by the Advanced Engine Technology Department in ‘coordination with the Large Jet Engine Department of Cincinnati, Ohio. ‘The brochure was prepared by Dick Scoles and Russ Larson -- General Electric Engineering ‘Test Pilots at Edwards Flight Test Center, Edwards AFB, California. It is based on their “ experience gained {rom continual flight test of J79-powered aircraft from August 1956 to the present time, including Might test of the J79 installed in the F-4 aircraft since April 1960,INTRODUCTION PURPOSE ‘The purpose of this booklet isto help you, the pilots, better undorstand the J79, conTENT ‘The booklet is divided into two parts describing both normal and abnormal operation, There is no intent to make ‘every pilot atest pilot, nor do we advocate extensive trouble-shooting after & malfunetion, Our intent is to help you to distinguish between normal and abnormal operation, to recognize the malfunction, and to understand WHY when applying corrective procedures. Whenever applicable, the F-4 cockpit instrumert panel is displayed showing typical engine instrument presentation to illustrate the written message better. Occasionally, to emphasize the need for prompt and accurate diagnosis and ‘ction, one engine is shown shut down, ‘The right-hand engine, when the instruments are projected, represents the problem engine. Throttle position or other operating conditions are noted in the title block so you have all the in- formation required for analyzing the problem, When discussing malfunctions, we list "Key Recognition Potnts” and the "Emergency Procedure" on the page opposite the cockpit panel. Emergency Procedures are those listed in the ‘current Pilot's Handbook. Since changes do occur, REMEMBER if procedures are different, the Pilot's Handbook procedures must be considered correct. ‘At one glance then, we have tried to give you the WHAT of any engine malfunction -- WHAT Is happening, WHAT does the pilot see in the cockpit, and WHAT ean he do about it, ‘The WHY and HOW of the malfunction and its correctionare covered in the Fireside Chat portion of each section, ‘The information here expands on that contained in the Pilot's Handbook and goes into more detail than {s possible in that publication, Since an emergency rarely appears exactly the way we have antiespated, and no procedure ever soems to go exactly as we have practiced, we feel the information in the Fireside Chat is helpful for the pilot tobe able to THINK as well as DO when the emergency arises, ENGINE TROUBLE-SHOOTING ‘Phe BGT gauge is the pilot's primary instrument for in-flight engine analysis, Other engine instruments, such as RPM, nozzle position, main fuel flow, and oll pressure are secondary oF supporting instruments, which can be used to substantiate a given EGT. Always check EGT first, but corrective action should not be initiated on one instrument lon . For instance, speed unwinds rapidly both during a compressor stall and during a flameout; only the fact that LEGT is high in the case of the stall and low in the ease of the flameout can allow the pilot to differentiate between the two, Similarly, the nozzle can be wide open both in ease of stall and nozzle open failure; again, EGT, which is high uring stall and low during nozzle open failure, lets the pilot identify his problem, Therefore, always check EGT {irst, then consult the other gauges. If you do this, you will be spared the embarrassment of performing the right procedure at the wrong time. coneLusioN If your career is lke that of most F-4 pilots, you will never have to use the emergency procedures covered here, However, if the occasion does arise, thorough knowledge of the material in this booklet will enable you to handle it successfully.nO mo Oe TABLE OF CONTENTS NORMAL OPERATION NORMAL PROCEDURES . COMPRESSOR STALL se ssssseseseseseseeee FLAMEOUT LOW-ALTITUDE DOUBLE FLAMEOUT . NOZZLE FAILURE TO CLOSED POSITION DURING MILITARY OPERATION. ...e.ess+esese0e+ NOZZLE FAILURE TO CLOSED POSITION DURING AFTERBURNER OPERATION . NOZZLE FAILURE TO OPEN POSITION DURING MILITARY OPERATION NOZZLE FAILURE TO OPEN POSITION DURING AFTERBURNER OPERATION . TGV CLOSURE ose ssseeeeeseeeeeees O1L SYSTEM FAILURE rn 23 a 38 30 43 a st 55 50A NORMAL OPERATION Features of the J79 Include a 17-stage compressor of which the first six stages of the compressor stator vanes, along with the inlet guide vanes, are variable; a variable extaust nozzle system; and a variable area afterburner. ‘Thrust is selected by positioning the throttle. This throttle signal is transmitted to the main fuel control by the air- cralt throttle Linkage, assisted by the torque booster, and from there by teleflex cable to the A/B control and the nozzle area control, This throttle movement, therefore, becomes the basic input for the control of the engine and all ofits variables. MAIN FUEL SYSTEM Let's look at the main control first -- the main fuel pump supplies fuel to the contrgl beyond the amount required for all flight conditions, Acting as a hydro-mechanical computer, the main fuel control determines engine fuel flow re- quirements and bypasses excess fuel tothe inlet of the main fuel pump. The pilot selects a power setting moving the throttle; the main control then selects and maintains an engine speed despite changes in altitude, temperature, and airspeed. In order to compensate for varying flight conditions, three other control parameters are sensed during engine operation ~~ actual engine rpm, compressor discharge pressure (CDP), and compressor inlet temperature (CIT), These three, plus throttle position, become the four varying inputs to the main fuel control, The CDP and the CCIT inputs are used in computing the acceleration and deceleration fuel flow Limits, ‘The speed governing section con- 4trols fuel flow during steady-state operation to maintain the selected speed. In general, main fuel flow (at constant pm) inereases with speed and decreases with altitude, as the power required to turn the compressor varies with mass airflow. An important control parameter used by propulsion engineers is “corrected engine speed, which is actual engine ‘speed corrected for non-standard temperature. It may be expressed as the rpm the compressor must turn at the existing temperature to pump the same mass flow of air as it would pump at standard temperature. Knowledge of corrected engine speed is not important to the pilot; but itis the basis for Ty cutback and IGV positioning, which will bbe discussed later. The important thing, once again, is that fuel flow requirements are set up as a function of throttle input, actual cpm, CDP, and CIT, ‘Another function of the main control is to vary the position of the inlet gulde vanes and the first six stages of the com- pressor stator vanes (referred to simply as the IGV' ‘This is also accomplished as a function of actual engine speed and CIT (corrected engine speed). Variable IGV's are a means of providing the highest compressor aerodynamic per- formance over « large range of speed. Between approximately 63% and 95% corrected engine speed (here we go again}, the variable vanes are positioned in accordance with the varlable stator schedule, Below 69%, the IGV's are fully closed and above 95% are fully open. If CIT's are known, actual rpm v8 IGV position ean be obtained from engine manuals,In summary, the main fuel contro! meters {uel for combustion, and in addition provides the following: 44. A positive shut-off of engine fuel flow when the throttle is in the OFF position. b. A minimam fuel flow limit that allows throttle movement at any condition without danger of flameout and also provides a starting fuel flow. ce. Acceleration and deceleration fuel schedules that permit unlimited throttle manipulation withovt causing com- pressor stall, combustion blowout, oF excessive engine speed instability. 4. An increase in engine idle speed (up to 100%) during conditions of high compressor-inlet air temperature (CIT). ce. A reduction in maximum engine speed during low compressor-inlet air temperature conditions. 4, A reduction of fuel flow and engine speed at high compressor discharge pressures (CDP). i A-control of the variable stator vanes as a function of engine speed and compressor-inlet air temperature, 1, An afterburner on-off pressure signal scheduled by throttle position and engine speed. 4, Regulated servo supply to the nozzle area control 4+ High pressure servo supply to the throttle torque booster. AFTERBURNER When a throttle movement is made beyond the Military stop into the afterburner range, a fuel pressure signal from the main fuel control opens the on-off valve located in the afterburner fuel pump and A/B fuel is pumped through the check and vent valve to the A/B fuel control. ‘This signal tothe on-off valve is not initiated until engine speed is atleast 90,885 but once afterburning has started, engine speed can drop to 83.2% before the signal is cutoff, provided the throttle meantime has not been retarded out of A/B. The afterburter fuel control is simtlar to the main control since it 1s also a {uel flow metering device. Unlike the main control, only two signals, throttle position and CDP con tol the metering operation, ‘The A/B control regulates the fuel flow and divides the flow into core and annulus sup- plies. From there the fuel is directed to the fuel pressurizing valve which divides the core fuel flow into primary and secondary core, and the annulus fuel flow into primary and secondary annulus, The primary and secondary core tubes inject fuel near the conter of the exhaust gas stream; the primary and secondary annulus tubes spray fuel into the outer portion of the exhaust gas stream. At maximum flow, approximately 40% of the total A/B flow goes to the ‘core and 60% goes to the annulus, Initially, as the throttle is advanced in the minimum A/B range, the flow gags only { tothe core, As the throttle is advanced further in the A/B range and the flow reaches 40% of maximum, corefflow re- ‘mains constant and the final 60% goes to the annulus. One of the most important factors affecting afterburner operation is the A/B torch igniter and ignition system, The torch igniter is located at the 6 o'clock position in the tailpipe and consists of a small combustion chamber which contains a fuel nozale and a spark plug. During afterburner operation, the torch igniter provides an intense flame that ensures a positive light-off of afterburner fuel. Both fuel and air are scheduled to the torch igniter on the basis of CDP; therefore, the intensity of the flame is unaffected by altitude and airspeed.ozzue morse Mailed on. TE NOZZLE VARTES FROM TE MEGUANTCAL SCHEDULE WHENEVER BP EXCHEDS "5 ve NW REFERENCE SCHEDULE ‘nex | awor-| new | ren ar?) Joartox | x1000 | cee nuray RANGE 4 ca i 4 i 7605 new 700—forex _| 100-4 1 4 ENGINE SPEED ed at ao a3 a | soo} a | 4 didi “J a ld BOT MoD. SCHED. 4 4 —en, Sexe, wood a ae ca) 4 4 ca 200 oo jcuoseD| 0 10 2 30 40 50 60 70 80 90 100 110 120 THROTTLE ANGLE (DEGREES) COORDINATED POWER LEVEL SCHEDULE FrcuRE 1VARIABLE BXHAUST NOZZLE SYSTEM ‘The variable nozzle system schedules nozzle area according to engine operating conditions and requirements. Tis purpose is to regulate exhaust gas temperature and pressure to provide the desired thrust while maintaining safe engine operation. Nozele area is scheduled by transmission of electrical and mechanical signals to the nozzle area control. The electrical signal comes from the temperature amplifier and is function of thermocouple harness volt ‘age compared with a reference voltage. The mechanical signal, called the mechanical schedule, 1s a function of throttle position, ‘Throttle position schedules the nozzle open at idle and closed at military according to the curve in Figure 1, Basically, when EGT reaches the desired limit for military operation, the mechanical schedule is over= rruled by the temperature amplifier and the nozzle modulates to hold this temperature. ‘This is simplified explanation, whereas the whole system is somewhat more complicated by the temperature lead, speed derivative, and EGT vs RPM functions in the amplifier, The 'rate-of-change of engine speed' input is primarily to reduce speed drive-down ‘on afterburner lights, In this ease, the nozale moves open at a rate dependent upon the rate of speed drive-down. The “rate-of-change of exhaust gas temperature’ input results in a larger output signal at the beginning of a temperature change. This lead signal decays as the nozzle moves and the actual thermocouple signal changes. In this way the fractional-second time delay, which is inherent in a thermocouple eireuit, is eliminated; and the output signal cor- ‘ects for the exhaust temperature as it happens, instead of lagging behind. In the EGT vs RPM circuit, reference temperature ts established and reset for engine speeds of 19 to 91.1%.In this range, reference temperature is directly proportional to engine speed. As the engine speed increases, the reference temperature is reset upward. Should the actual temperature exceed the established reference, the EGT vs [RPM circuit will transmit a signal calling for a more open nozale to reduce the actual temperature to the established reference, What this all means is that you, the pilot, get better altitude engine acceleration characteristics and get ‘your desired thrust sooner because of the EGT vs RPM circuitry. LUBRICATION SYSTEM ‘The lubrication system comprises three sub-systems that ensure adequate lubrication and cooling of the engine bear~ ings, seals, and accessory drive gears. This same oil is used to operate the constant speed drive unit plus the noz~ ale actuators which control the area of the engine exhaust nozzle, The oil tank has a capacity of 5 to 6-1/2 gallons, ‘The tank is constructed so that oll supply to the lubrication system in interrupted during inverted flight. Oll supply to the variable nozale aystem is uninterrupted during short periods of Inverted flight (p to 30 seconds), and oll to the constant-speed-drive system 1s uninterrupted regardless of flight attitude. A priority system is set up so that oil supply to the constant-speed-drive system will diseontinue when the tank ofl level drops to below 2.2 gallons. Oil supply to the variable nozzle system will discontinue when the tank level drops below 0.9 gallon, 10B NORMAL PROCEDURES ‘The intent here is not to reproduce the F-4 Pilot's Handbook, but to highlight some of the important characteristics of the 379, STARTING AND IDLE Points to remember include: 4 When bringing the throttle around the horn, advance it well above idle, then retard to idle to overcome any hysteresis in the throttle system. >, Normal ground starts are not dependent upon a certain minimum flow, most light-otfs oceur on accel fuel flow. ¢, Hotter-than-normal starts are usually caused by weak starting units. The lower the light-off rpm, the hotter the start (only when light-olf rpm is less than 12%). This ie also true during air starts where windmill xpm is less than 12% Remember, it is an acceptable technique, when necessary, to ight the engine at a lower rpm, and as the GT passes through a preset value (approximately 650°C), shut the throttle off, then readvance the throttle to idle and depress ignition, The engine now relights at a higher rpm; and, consequently, lower peak EGP is reached, ‘Normal idle readings on the ground are affected by ambient altitude and temperature, gauge variations, and basic engine tolerances. Ballpark idle indications should be read and understood to preclude the overlooking of an obvious ‘malfunction, u"IDLE POWER-GROUND 800-1400 PPH 65%+ 0.77 400°C-500°C 34 MeACCELERATION AND MILITARY ‘All four maln-fuel-control input parameters are fully utilized when the engine is accelerated. Thus, desired thrust 4s reached as soon as possible while avolding the compressor stall line and maintaining temperature transients with- fn limits, Military instrument readings should also be familiar tothe pilot since this is really the last thorough visual check you have before take-off, At Military power, the main-fuel-control operation is checked by noting RPM at 100 + 0.5% (unless ambient temperatures are low enough -~ approximately 40°F or below -- to produce Ty eut- back the temperature amplitier and nozzle system Is checked by noting nozzle position modulating to hold BGT at 625° + 10°C dependent upon rpm; the Iubrication system is checked by noting oll pressure indleating within normal limits and within 5 psi of the known normal value ofthat airtrame-engine combination; and IGV operation is checked 0, 000 pp). by noting fuel flow reading approximately correct for the ambient conditions ‘Technically, Tg cutback is a function of corrected engine speed, where physical rpm is cut back to hold a maximum pre-set corrected engine speed value at low CIT's, In simpler terms, when CIT {alls below approximately 4°C (40°F), the main fuel control will reduce rpm. Speed will cut back from 100% at approximately 4°C to a low of 91.8% at approximately -54°C (see Figure 4). This reduction of rpm as the aircraft climbs into colder ambient air is not ‘an rpm "droop" as seen in earlier jet engines, but rather a scheduled normal function of the control. As speed drops below 97% the aforementioned EGT vs RPM circult in the temperature amplifier will reduce Military EGT. 13ALL SYSTEMS G | ~ MILITARY POWER-GROUND 7500-10000 PPH 100% + 5% 625°C + 10°C Yer y4- —ye7eRacsnee par AFTERBURNER POWER—GROUND (| 7500 10,000 PPH 100% + 5% 625°C £10°C 1} %s—%AFTERBURNER ‘As mentioned earlier, afterburner fuel flow is scheduled as a funetion of throttle position and CDP, provided engine speed has exceeded 90.$% When the afterburner light-olf occurs, gases in the tailpipe expand, increasing the back pressure on the turbine wheel, This causes the main engine to slow down, but since the main control strives to main- tain a steady-state (Military) rpm, it increases fuel flow to the aecel schedule to try and maintain engine speed. The amplifier senses the overtemperature caused by this increased main flow, and opens the nozzle to maintain Military GT, The amount of rpm reduction or drive-down is a function of altitude, airspeed, engine acceleration fuel sehe~ dule, nozale rigging, nozzle gain, ete, Drive-down on afterburner light-oll increases at high altitude and low air~ speed, and, within preseribed limits, is a normal condition, ‘The engine instrument indications in full aterburner are almost the same as the indications in Military except that the nozzle position is much farther open. tn some instances, the pilot cannot tell for sure sf both burners are lit un~ less he checks his nozzle position, IDLE RESET During high compressor-inlet-temperature operation (high aircraft speed), engine idle speed is rescheduled to main= tain airflow and preclude compressor stall. As CIT increases from 57°C to 108°C, engine idle speed is raised from dle (65%) to 100%, regardless of throttle position (see Figure 4). The pilot will ot notice idle reset unless he re- tards the throttie(s) to below Military at high Mach numbers, Even then, because of aircraft deceleration accompany- "18ENGINE SPEED ( PERCENT) Ho id ‘SCHEDULE INCLUDES MFC/CIT SENSOR jovsrem TOLERANCES ioe reset Yom 70 ‘ROUND OLE 50 -40 -20 0 2 40 60 00 COMPRESSOR INLET TEMPERATURE (°C) FIG. 4 MAXIMUM AND FLIGHT IDLE SPEED 8 foo 10ing throttle reduction, the decreasing reset could be mistaken for slow engine deceleration. On the ground on a hot day, or taxting closely behind another aircraft, CIT readings of 150°F would cause your idle speed to increase to 80%. ‘This “unusual phenomenon” would be normal under these circumstances, If the reason for the high CIT is not apparent, a malfunetion is indicated. ZOOMS ‘There are a few baste "normal possibilities to remember if you zoom the F-4 to high altitude: a, If BGT rises abore limits while the afterburner is still operating, the throttle must be retarded slightly to reduce EGT. bb. ICEGT rises above limits after the A/B has blown out, the engine must be shut down to reduce EGT. ce. When rpm rises above 100% (around 80,000 feet) dependent upon airspeed, minimum fuel flow, and engine tolerances, the engine must be shut down before overspeed occurs. The engine will overspeed at high altitude Decause the fuel flow required to hold 100% becomes less than the engine minimum flow setting. 20‘This page ts intentionally blank. aCOMPRESSOR S1ALL |c COMPRESSOR STALL Key Recognition Points GT -- High Nozzle -~ Full Open 8. RPM -- Hung up approximately 70% 4, May be accompanied by muffled "bang" 5. No engine response to throttle movement Procedure 1. Throttle =~ Idle 2, If stall does net immediately clear, throttle off 3. RPM -- 68% or BELOW 4. Ignition button ~~ DEPRESS 5. Throttle -- MILITARY 6. Do not manipulate throttle until landing is assured or stall may reoccur 23¢- FIRESIDE CHAT ‘A compressor stall is an aerodynamic disruption or abrupt alteration of airflow through a compressor and in general {s caused by subjecting the compressor to a pressure ratio above its capabilities at that condition. Specifically, a stall results when the critical angle of attack of the compressor blade is exceeded. ‘The angle of attack changes as 2 result of changing veloeity-pressure relationships within the compressor. ‘A Jet engine can stall on an acceleration because of improper fuel schedule or on a decel because of misrigged inlet guide vanes. Stall margin is also reduced by changing the shape of the blades such as occurs with FOD or blade corrosion, Temperature or pressure limits that are exceeded, such as occur during operation at high Mach numbers and CIT's outside the handbook limits, can lead to stall, Stall margin is also decreased at high altitudes and low air- speed during zoom climbs where rapid engine transients are more than the engine can handle, The above items or combinations af them are the common culprits. Stalls are not easily recognizable in the F-4 because of the two-engine installation. If one engine were already shut down, a compressor stall on the running engine would be readily recognized because of the rumble, "bang-bang”, ‘vibration, and sudden loss of thrust, While these sound sensations are usually good indicators, they may not always be recognized, In any case, confirmation should always be obtained by checking the instruments, The EGT gauge should be the first instrument checked when a stall is suspected; if It is abnormally high, a stall probably exists. During a low-altitude stall, the rpm will be unwinding or stabilized In the 65-75% range, even though the throttle is Pycalling for higher power, Along withthe high EGT and unwinding or hung-up rpm will be a wide-open nozzle, The nozzle 4s open, not because of a malfunction, but because itis attempting to reduce the overtemperature accom- panying the stall Stalls can be categorized into the area of the aircraft operating envelope in which they occur. They are: (1) Low Altitude ~- Subsonic; (2) High Altitude -- Supersonte; (8) High Altitude -- Low Airspeed. Let's examine them indi- vidually. LowAltitude Stall ‘The low-altitude stall normally follows a throttle transient and begins with a chug of muffled bang, followed by mild ‘vibration, Engine thrust loss is immediate and would be evidenced by rapid aircraft deceleration if one engine were slready shut down, Because of the two-engine installation ofthe F-4, the few cases of engine stall that have occurred usually have not been corrected by the pilot, and then sometime later the engine was shut off with the knowledge only that "something happened". "The engine gauges are the positive indicators of the stall, EGT will be 700-800°C or higher. b. RPM will decrease and hang up in the 65-75% range. ‘c. The nozale will indicate OPEN since the nozzle goes wide open in an attempt to lower EGT. ‘There will be essentially no engine response to throttle manipulation, This and the simultaneous existence of high EGT, low rpm, and wide open nozzle are conclusive proofs that stall exists. Stall is easily distingulshed from open nozele failure in which ease the open nozzle is accompanied by low EGT and normal rpm response. 5Corrective procedure for a low-altitude stall 1s one that will provide engine thrust in the shortest possible time -~ especially important if one ngine is already shut down, ensures that the stall is cleared, and be the best method of getting the engine to Mittary power, if stall margin is questionable. a, Throttle -- IDLE If stall does not immediately clear, proceed to Step b. ‘Throttle -- OFF RPM -- 68% or below Allowing the engine to decelerate below 68% ensures that the IGV's have the opportunity to close fully. Ignition Button -~ DEPRESS e. Throttle -- MILITARY ‘There is a slight inherent lag in the IGV system. Putting the throttle to Military is the fastest method of attaining Military power, and the lag inthe IGV's that accompanies a fast acceleration provides additional stall margin through the sensitive area where the stall initially occurred. ‘The stall sensitivity may be the result of FOD, misrigged IGV's, corrosion, malfunctioning variable inlets, ete. If the stall repeats during the Military air start, an idle air start may be attempted which, sf successful (almost 100% assurance that it will), at least retains hydraulic and electrical power. Ifthe restarted engine 1s the only one forrust and the Military air start was successful, do not retard the throttle below 95% until landing is assured, This merely keeps the engine running above the possible stall-prone area, If during the Military air start the rpm stops ‘at approximately 91%, a cold shift has occurred. This means that a malfunction has oceurred, probably in the CIT ‘sensor, and the control is being told to schedule the IGV's according to the way they would be scheduled were the CIT -65°F. The best procedure is to leave the throttle at Military (91%) until the landing is assured even though the variable IGV schedule provides margin for throttle manipulation with a failed CIT sensor. This margin covers the range from -65°F to +130°F, 1E must be re-emphasized at this time that the purpose of this write-up is to instruct the pilot in engine operation, ‘There fs no intent oF desire to set up procedures contrary to official handbooks or squadron policies, ‘High- Altitude -- Supersonic ‘The high-altitude, supersonic stall usually occurs only at Mach numbers above 1.8, Any factor which causes a large ‘isparity between the amount of a the duct is taking on board and the amount of air the engine requires can contri- bute to a high-Mach stall. These cause factors include a deteriorated compressor, foreign object damage, improper ramp oF bellmouth scheduling, and exceeding the CIT limit. Distortion of inlet flow such as that caused by armament firings, large yaw angles, or negative G ean also reduce stall margin. Ifthe aircraft Mach limit and engine CIT are not exceeded, and negative G 1s not induced, a normal ‘engine-airframe combination will not stall anywhere in the high-Mach envelope. 2‘The supersonle stall is often preceded by duct rumble which you can detect by an intermittent muffled rumbling and ‘mild yaw pulses which coincide with the irregular rumbling. Engine gauges will be normal at this time, The actual engine stall is marked by severe, loud banging, accompanied by aircraft vibration and deceleration. BGT fluctuation between approximately 550-700°C along with fluctuations of rpm, nozzle, and fuel flow will occur concurrently with the hanging. In general, stabilized stall condition as illustrated at the beginning of this section will not occur under these conditions. If the stall occurred in A/B, a retard out of burner and subsequent aircraft deceleration may cure it, I the stall re- ‘curs with the throttle below Military, an advance to Military may help; if that fails, retard to idle. EGT must be monitored continuously; and if the engine is experiencing steady-state overtemperature, stopeoek. An immediate air start can then be made without waiting for any particular airspeed or windmilling rpm. While accomplishing the ‘clearing procedure, you may also help the situation by pulling moderate positive G's which will often restore normal uct flow, Generally, however, a high-Mach stall will clear itself in spite of pilot action as the bird slows down, and stopeocking is not necessary. High-Altitude -- Low Airspeed ‘A third type of stall, the high-altitude, low-airspeed stall, probably won't be recognized as such by the pilot since ‘an immediate flameout usually occurs; therefore, this occurrence is covered in Section D - Flameout. ey1h summary, three areas of knowledge will minimize compressor stall and its possible results: Knowledge of alreraft manouvers and engine transients which can contribute to stall, and knowledge of the areas of least stall mangin in the F-4 envelope. 'b. Knowledge of symptoms which identify stall Knowledge of correct stall-clearing procedures. 29LEFT ENGINE: MAXIMUM RIGHT THROTTLE: MAXIMUM A/B ENGINE FLAMED OUT, STABILIZED AT WINDMILL 50,000FT. 180 KNOTFLAMEOUT Key Recognition Points 1. BGT -- Low 2. RPM -- UNWINDING 8. Audible "pop" or "chug" followed by thrust loss may be detected 4. Closed nozale with throttle in Military or A/B Procedure 41, Ignition Button -- DEPRESS (more than 12% rpm desirable) 2, ‘Throttles -- ADVANCE to any position beyond idle 3, Engine EGT and rpm -- MONITOR ‘The start procedure should be initiated as soon as possible as more reliable high altitude lights are ‘obtained at high engine speed. stD- FIRESIDE CHAT Flameouts are usually the result of a high-altitude, subsonic compressor stall or of fuel flow interruptions, This particular stall nearly always results in a lameout, which clears the stall; so the problem is treated as a flameout, ‘This stall 1s rare on a healthy engine and usually will only occur if aircraft airspeed is decreased below minimum ‘ight speeds at altitudes above 40, 000 feet in conjunction with engine transients, such as throttle bursts or A/B lights. Ifa high piteh rate, a high angle of attack, or a lange yaw angle is induced, inlet duct distortion may be raised to the point where the engine will stall, These conditions may result from trying to top a thunderhead or from simulating combat maneuvers. A flameout should be easily detected by the rapidly falling rpm and EGT, An air start should be initiated immediately; and if you are fast on the ignition button, there is an excellent chance of getting the engine started before the rpm drops below 85%, Ifthe stall occurred on a throttle burst to Military, oF on an ‘A/B light, retard the throttle out of that position so you don't repeat the flasco after the air start, Also, since low airspeed and high angle of attack contributed to the situation, drop the nose to improve the inlet conditions. Ht may be necessary todescend to & lower altitude to obtain an air start when sing JP-5 fue (On rare occasions following a high-altitude, low-airspeed air start, the rpm will not accelerate through the 65-70% region, no matter where you move the throttle. If this happens, holding the ignition on, momentarily stopeock the ‘rottle, and readvance to idle, This phenomenon, called "hang-up", has not been a recent problem, but was the 32‘result of the minimum fuel flow being too high for the altitude/alrspeed conditions af the time of light-off. The idle throttle position provides an open nozzle and more stall margin. Stabilized windmill speed of the J79 will approximate (in per cent) the flight altitude (in thousands) when the aircraft airspeed is around 300 knots, That is, at 40, 000 feet engine windmill speed will be approximately 40%, ete. At slower airspeeds, the rpm will be slightly lower. With this in mind, you can see that windmill rpm of 12% at high altisude indicates you are probably ina spin (!?) or else the engine is dragging and will probably selze. The 12% recommended minimum rule applies to low altitude operation; and any rpm below 12% will tend to produce a hotter GT, similar to the way a weak ground start cart produces higher starting EGT"s, See Section E - Low-Altitude, Double Flameout. 33THROTTLES: MILITARY LoW ALTITUDE DOUBLE FLAMEOUT |E LOW-ALTITUDE, DOUBLE FLAMEOUT Ignition Point 1, Loss of thrust 2, RPM unwinding rapialy 3. EGT decreasing Procedure If both engines flame out, do not delay the air-start attempt, If no engine mechanical failure is immediately evident, depress and hold the ignition buttons and check for fuel flow in an attempt to restart the engines before rpm loss be~ comes excessive, If engine speed drops below generator cut-out speed: reduce airspeed to 515 knots o Mach 1.1, whichever is lower 2, RAT -- EXTEND 3. either throttle -- OFF 4. other engine -- ATTEMPT AIR START fan air start has not been accomplished within $0 secends: 5. throttle -- OFF 6, remaining engine -- ATTEMPT AIR START 35E - FIRESIDE CHAT In the pictorial situation, the cause of the double flameout is assumed to be @ fuel flow interruption. The cause of the interruption is left for your conjecture as this is simply cur device to illustrate the flameout problem, This as~ ‘sumes, of course, that the fuel interruption ean be rectified. ‘One of the primary considerations in the case of a double flameout, while low and stow, is the time element involved {in restoring thrust. Air starts initiated at windmill speeds above fle are fast, and Military thrust is attainable in a ratter of a few seconds. Hf the rpm decreases to 12% before the air start, the starting times are essentially the ‘same a5 on ground starts and as much as 40 seconds may be required to reach Military thrust. The message here, of course, is to initiate the start as soon as possible; and if this is accomplished before the speed drops below idle pm, it should emly be necessary to depress the ignition button to obtain a relight. If the engines drop below idle zpm, the RAT must be extended to provide electrical power for ignition, ‘The Flight Manual procedure specifies 12% rpm minimum for air start, If conditions warrant, air starts can be made at a lower rpm, the only problem being the possibility of overtemperature. An alternate ground start procedure for any rpm over 8% is described in the Flight Manual; and, in general, the same procedure can apply to alr starts in ‘an emergency.At any rpm over 5% a. Ignition button -- DEPRESS, THROTTLE IDLE b. BGT -- MONITOR c. IC BGT starts to move up rapidly as it passes 050°C -- THROTTLE OFF 4. Tet engine coast until EGT drops to 250°C -- DEPRESS IGNITION BUTTON, THROTTLE IDLE ‘AL 250°C, the engine rpm should be approximately 12%, go the second start should be successful. Ifthe airspeed has dropped below 195 knots and low altitude prevents diving to increase speed, the essential busses will not be powered, and all engine instruments will be inoperative except the rpm indicator, If this condition exists {in conjunction with a low rpm air start, an overtemperature may occur without your knowledge; but if you get into this box, it's the only way out. 7NOZZLE FAILURE - CLOSED BOTH ENGINES ~ MILITARYF NOZZLE FAILURE TO CLOSED POSITION DURING MILITARY OPERATION Key Recognition Point 1, BGT -- HIGH 2, Noazle -~ more closed than normal 8. Possible drive-dowa in xpm Procedure 1. Throttle -- REDUCE 2 EGT -- MONITOR (maintain at Military temperature or below by slightly retarding throttle) 3. Do not light afterburner 39P - FIRESIDE CHAT Of the various engine emergency procedures, nozzle failure closed to the mechanically scheduled area is probably the easiest to handle and the least noticed. Slightly more thrust is being produced, but not enough tobe detected. Nozzle closures may be caused by a malfunction of the temperature limiting system, such as control alternator, temperature amplifier, or nozzle area control, and by a failure of the nozzle pamp. ‘Those caused by failure of the temperature limiting system result in closure of the nozzle to the mechanteal schedule as determined by throttle position input to the nozzle area control, In this case, the nozzle control no longer gets temperature information, or it receives erroneous temperature information from the temperature amplifier and allows the nozzle to close, even though an overtemperature actually exists, When this happens, an overtemperature ‘will occur if the throttle is in Military, See Section G - Nozzle Closed While in Afterburner. “The throttle should immediately be retarded below Military to open the nozzle on mechanical schedule and relieve the overtemperature, The nozzle will follow the throttle and open just as st always does. Conversely, the nozzle will close normally as the throttle is advanced. Ia this way, by carefully monitoring EGT, the pilot may select close to Military spm and EGT if this thrust setting fs necessary for his return Might. ‘The only caution is to not select full Military throttle oF any afterburner position, since a steady-state overtemperature will result which can cause ‘engine damage. 40Nozzle closures caused by failure of the nozzle pump result in the nozzle closing against the nozzle actuator stops land remaining in this fully-closed position, regardless of throttle position. Corrective action is the same; however, retard the throttle below Military to a point where the overtemperature is eliminated. Do not readvance the throttle above the point where Military temperature is reached, Remember also that ifthe nozzle remains fully closed with the throttle at idle, the engine will be producing slightly ‘more thrust for landing and taxiing. 4aNOZZLE FAILURE - CLOSED BOTH ENGINES: MAXIMUM A/B LT. 3000 FT. 350KTc NOZZLE FAILURE TO CLOSED POSITION DURING AFTERBURNER OPERATION Key Recognition Points 1. BGT high 2, RPM Drive-Down If xpm drives down below 88%, the A/B fuel wilt shut off, rpm will rapidly increase to above 90%, at which time the A/B will relight, rpm will again drive down, ete. Compressor stall may occur during drive-down, Procedure ‘Throttle -- REDUCE TO BELOW MILITARY 2, EGT -- MONITOR (maintain at Military temperature or below by slight throttle movements) 8. Do not relight afterburner.G - FIRESIDE CHAT Causes of nozzle fallures to the closed position were discussed in the previous section, ard once the throttle has been retarded out of afterburner, the situation becomes the same as that discussed. The big difference with a failure while in afterburner is the ease of detection. Whereas a nozzle closure in Military 4s hardly ceable, except for the gauge indications, a nozzle closure in afterburner produces a series of wild ‘iuetuations which may or may not result in an engine stall. As the nozzle closes, tailpipe pressure increases, causing the turbine and the compressor to slow down. ‘The throttle still ealls for Military power so the main eontrot ‘asks for and gets full acceleration fuel to restore the rpm, This is not enough to restore Military rpm, so the rpm ‘will continue down to an equilibrium point and hang up; or it will drive down to 83.2% at which time the A/B signal will cut off, This A/B cut-off relieves most of the back pressure, allowing the rpm to increase rapidly towards 100%, As it passes through 90,9% the A/B signal recurs, the A/B relights and the same process repeats. EGT, meantime, because of the increased fuel flow and closed nozzle, will increase rapidly, and dependent upon whether the rpm hangs up or drops below the A/B signal cut-off, will stay high (over 800°C) or cycle up and down. Because of the abnormal presence of increased fuel flow, decreasing rpm, and lagging (in the more open position) IGV's, = compressor stall may occur. If s0, proceed with stall-clearing procedures. “4Corrective procedure if a stall does not occur is simply to retard the throttle out of the afterburner range to below ‘Military and monitor EGT, Do not attempt another A/B light or the problem will recur and the overtemperature will damage the engine. 45NOZZLE FAILURE - OPEN BOTH ENGINES: MILITARYa NOZZLE FAILURE TO OPEN POSITION DURING MILITARY OPERATION Key Recognition Point GT low 2, Nozzle maximum open position Fuel flow low Noticeable loss of thrust, Procedure, 1. Throttle Tale 2, Monitor oi Pressure 3, Land as soon as practical Procedure if Thrust is Required or the Other Engine is, or Becomes, Inoperative 1. Throttle -- MILITARY ‘Thrust equal to approximately 85% spm is available. ‘Throttle -- FULL AFTERBURNER ‘An afterburner light with an open nozzle Js improbable above 15, 000 feet, but light-off eapabilities approach 100% as altitude decreases to sea level. If afterburner light does not occur at minimum safe altitude, treat as engine failure, a1H - FIRESIDE CHAT ‘A nozzle failure to the open position is not a serious failure unless the failure was caused by a loss of oll, An oll logs can be verified by generator failure, then the open nozzle, followed by fluctuating and decreasing oil pressure, this occurs, follow the procedures for oil system failure - See Section K. 1 the malfunction occurred because of reasons other than oll loss, and mission or fight requirements demand par- tial power from the affected engine, thrust equal to approximately 85% rpm can be maintained by positioning the throttle at Military. If, because of failure of the other engine, more thrust is required to maintain Might, select {full afterburner, Many fight tests with varying models of the J79 have shown that afterburner Light-off above 15, 000 {eet is not possible. Light-olf between 15, 000 and 6, 000 feet has bet ies below marginal, while light-off capabi 5,000 feet 1s almost 100%, although not guaranteed. When the A/B does light, sulficient thrust will be available to climb to any altitude desired (within reason), thus affording time and altitude to assess the situation and establish a suitable precautionary pattern. Be sure, however, not to retard the throttle out of the full A/B position as long as ‘you need thrust, If this is done, the A/B will probably blow out. In the early FAH days, an unscheduled demonstration was performed when, during take-off, one engine experienced an FOD stall. Shortly after, the nozzle failed open on the other engine. Leaving the one engine to stall and using the engine with the failed open nozzle, the pilot flew the landing pattern by moving in and out of afterburner to con- 8‘trol airspeed. ‘This is not the recommended procedure for either malfunction, but who ean knock success. ‘Once again, our purpose is not to dispute the Flight Manual or squadron procedures, Dut to explain what can be done {in case of that hopefully rare occurrence of double-engine malfunction. 49NOZZLE FAILURE - OPEN BOTH ENGINES: MAXIMUM A/B 3000 FT, 350 KT1 NOZZLE FAILURE TO OPEN POSITION DURING AFTERBURNER OPERATION Key Recognition Points 1. BGT low 2 Nozzle maximum open position Procedure A, Throttte Yale 2. Monitor Oil Pressure 3. Land as soon as practical Procedure if Thrust is Required or the Other Engine is, or Becomes, Inoperative 1, Maintain fall A/B and attain safe altitude 2, Assess the situation and perform precautionary pattern as required (See Section Hf - Nozzle Fails Open During Military Operation) stIGV CLOSURE | 30,000 FT, 0.85 MNIov CLOSURE Key Recognition Potats 1, RPM, EGT normal 2. Nozzle too far open 8, Fuel flow abnormally tow (less than half of normal) 4. Severe thrust loss Procedure Throttle -- retard to idle and treat as single-engine failure If engine power is necessary to maintaln fight: a, Throttle -- AFTERBURNER Monitor EGT to minimize overtemperature b. Do not retard throttle from afterburner until landing is assured 555 FIRESIDE CHAT Failure of the IGV's tothe closed position is a rare occurrence on the J78; and at this writing there are no known ‘eases of this happening in an F-4 aircraft, It is included here because it has occurred on other J79 installations; plus itis another Stem to help you, the pilot, better understand the engine. ‘The situation is unusual because for once the EGT gauge will not help the diagnosis other than to tell you that itis not a flameout, stall, or nozzle failure. The first symptom is a drastic thrust loss, Based on our preachings to this, ppolnt, the pilot first looks to the EGT gauge for his primary diagnosis, In this case (assuming Military power throttle selting) EGT indicates normal, Moving on tothe tachometer, we see that rpm is normal, The plot thickens as does the uneducated pilot's confusion, A look at the nozzle position adds to the confusion, because itis neither fully ‘open nor fully closed, but around the hal{-open position -- more open than normal for Military throttle, The mal- fanction-determining gauge turns out to be fuel flow. Fel flow will indicate less than half of normal. Even this takes ‘some understanding of normal settings, because Military flow can vary from above 12, 000 pounds per hour at sea level to leas than 2,000 pounds per hour above 60, 000 feet. ‘Thrust available at Military throttle is equal to less than that available at 80% with a normal engine, With the IGV's closed and rpm at 100%, CDP remains low, which results in both low main flow as well as low A/B flow. Because of the ineflicient operating condition of the engine under the etreumstances, EGT runs high; consequently, the nozzle in doing its job will be farther open than normal,Corrective procedure for an IGV closure is to retard the throttle to idle, Since the guide vanes are designed to operate closed with the rpm around 67%, this is not hurting the engine, By leaving the throttle at idle, full hydraulic ‘and electele power are still available. If, for some reason, power is needed from this engine to sustain flight, the only way that sufficfent power can be regained is to obtain an afterburner light. In two known in-flight occurrences (Go other than F-4 alreratt), one pilot was able to light the afterburner and continue to his destination; whereas the second was unable to get the light and finally ejected. If an alterburner light is obtained, an overtemperature will probably occur, Based on common sense, the procedure would be to retard the throttle to the lowest A/B setting ‘where the desired flight path can still be maintained, If an overtemperature is stll present, so be it -- it's better to get home with a slightly singed engine than not to get home at all, str COMPLETE OIL LOSS LEFT ENGINE: SHUT DOWN. RIGHT ENGINE: OIL SURE 0 PR E TUROTTLE RETARDED TO, SIVE, 66% FOR TARO eval’ OPERATING TIME ( i 210KTK OIL SYSTEM FAILURE Koy Recognition Point et 2. 3 "GEN OUT" light iNuminated Nozale failed full open Oil Pressure 0 or decreasing rapidly Procedur 1 2 ‘Throttle -- OFF Land as soon as practicable D ‘When mission or flight requirements demand partial power from the affected engine: a. RPM - SET AT 66-89% b. Avoid abrupt maneuvers Avoid throttle movements Increasing vibration is an indieation of bearing failure, Severe vibration indicates that engine seizure will occur within a few seconds. To prevent major engine damage and possible alreratt damage or ‘upon landing touchdown: 4. Throttle - OFFK - FIRESIDE CHAT A generator-out warning light is the first indication of a possible impending oll system failure. The next warning will be the movement of the corresponding engine exhaust nozzle to the wide open position, ‘There is still the pos- sibility, at this polnt, that the oll leak is in the nozzle system. If so, there is still 0.9 gallon of oll available for engine lubrication, Under these conditions, the engine should be shut off or the malfunction should be treated as an ‘open nozzle failure - See Section H. If engine operation is still necessary for mission or flight requirements, and ‘oll pressure begins to fluctuate and drop toward zero, runing thme of that engine is rapidly approaching an end. engine operation is still mandatory when oil pressure drops to zero, the pilot must decide whether one minute of ‘maximum thrust -- the most that can be expected at zero oil pressure ~~ is worth more to him than four to five minutes at 86-89% with an open nozzle, No blanket answer can be given to this proffem and each pilot must make his own decision based on requirements for altitude, distance to the landing point, ete. Continuous operation at any engine speed with the oll supply interrupted will result Sn bearing failure and eventual ngine seizure, The rate at which a bearing will fall, measured from the moment the ofl supply is interrupted, cannot be accurately predicted. The rate depends upon the condition of the bearings before interruption, tempera- ture of the bearings, and loads on the bearings. The 66-89% region is given because at this setting there are the least loads upon the bearings and consequently the least rapid temperature rise, The times given for operation at {ul power or at 86-89% are based on best estimated and known occurrences in other J79-powered aircrait, We have 60never encouraged the runing of this test at our Edwards facility, Also, to prolong the engine fe, abrupt arerat. maneuvers should be kept ata minimum to eliminate any unnecessary G load tothe No, 2 bearing, 1a relatively smooth fight path is maintained, and rpm is kept inthe 86-09% range, the plo is doing all he ean do to prevent engine seizure. Increasing vibration isan ideation of bearing failie, Severe vibration indicates that engine seizure will occur within a fow seconds, When these symptom of seizure are noted, I important thatthe plo st of the engine before seizure is complete. I he dous not slopeock the engine, but instead allows It to grind to hall, i s possible thatthe compressor soto wil shi forward when the No.2 bearing fails, with resulting interference between ro~ tating and stationary pats, The reslting damage tothe engine will be extreme ad the danger of fire dv to broken or cracked fuel Ines will be present. IL 1s always advisable, therefore, to shut Sif the engine a the fist sign of seizure, engine roughness, rising BGT, and dropping rpm, rather than to wait until selzure occurs. 6