F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 46

T.O. GR1F16CJ1

383

If OVERHEAT caution light still remains on (or

detect circuit checks bad):

9.

TANK INERTING switch-TANK INERT

ING even if Halon is not available.

10. LG handle-DN (300 knots/0.65 mach maxi

mum). (Use DN LOCK REL button if required.)

If LG handle does not lower, select

BRAKES CHAN 2 and position ALT

FLAPS switch to EXTEND.

11. Land as soon as possible.

Oil System Malfunction 

129

GE

An oil system malfunction may be indicated by the

EMS, the OIL pressure indicator, the NOZ POS

indicator, and the HYD/OIL PRESS warning light.

An oil system malfunction is characterized by a

pressure (including fluctuations) below 15 psi at

IDLE or 25 psi at MIL, pressure above 65 psi at any

throttle setting, pressure fluctuations greater than

"

5 psi, or continuous presence of the ENG LUBE

LOW PFL.

Engine oil level decreasing below approximately 40

percent of normal capacity for 15 seconds results in

activation of an ENG LUBE LOW PFL. Further oil

level decrease may cause the exhaust nozzle to fail to

an aerodynamically balanced position and there

may be a decrease in thrust and a larger than normal

NOZ POS indication. The HYD/OIL PRESS warning

light may not illuminate until most of the usable oil

is lost.

NOTE

An ENG LUBE LOW PFL can occur as

the result of sustained longitudinal

acceleration during takeoff or during

other maneuvering.

High airspeeds (especially at low altitude), high

throttle settings, and/or throttle movements are

undesirable when oil pressure is abnormally low.

Initial reaction to an oil system malfunction at low

altitude should be to gain altitude and, if oil pressure

is low, reduce airspeed. If oil pressure is 10 psi or

above, consider using MIL or AB thrust to quickly

attain desired cruise altitude. If oil pressure is below

10 psi, increase altitude and reduce airspeed by

performing a fixed throttle climb. If the altitude

gained is insufficient for a safe cruise, a slow throttle

advance followed by a slow throttle reduction, when

at a sufficient cruise altitude, may be performed. Do

not make subsequent throttle movements unless

required to sustain flight.

Anticipate engine seizure approximately 5 minutes

after oil pressure drops below 10 psi. Use minimal

throttle movement and reduced thrust settings to

maximize time. Minimize maneuvering g to minimize

loads. Plan an approach which allows a flameout

landing from any position should engine seize. Refer

to SIMULATED FLAMEOUT (SFO) LANDING and

FLAMEOUT LANDING, this section.

The EPU should be manually activated if engine

seizure is anticipated (i.e., oil pressure decreases

below 10 psi); otherwise, if the EPU does not start

automatically when the engine seizes, the short time

remaining before loss of control may be inadequate

for recognition of the EPU failure and corrective

action. Monitor hydrazine use after activating the

EPU. If consumption rate is too high, cycle EPU

switch to OFF, then NORM to conserve hydrazine. Be

prepared to place the EPU switch back to ON if the

engine seizes.

If an oil system malfunction is suspected:

1.

Range-Maximize.

If oil pressure is 10 psi or above and the

nearest suitable airfield is not within

gliding distance, consider using MIL or AB

thrust to quickly gain altitude and/or

decrease distance to the nearest suitable

airfield. If oil pressure is below 10 psi, attain

desired cruise conditions using minimum

throttle movement and then slowly retard

to the minimum setting required.

F

When oil pressure is below 10 psi,

throttle movement, high throttle set

tings, or high airspeeds may accelerate

or cause engine seizure.

F

Do not start the JFS if engine seizure

has occurred or is anticipated. Start

ing the JFS may result in no brake/JFS

accumulator pressure for the brakes.

2.

Plan to land at the nearest suitable airfield.

If oil pressure is low (with or without an ENG LUBE

LOW PFL):

3.

Stores-Jettison (if required).

T.O. GR1F16CJ1

384Change 1

4.

EPU switch-ON, if oil pressure decreases

below 10 psi.

Monitor hydrazine use. If consumption rate

is too high, cycle EPU switch to OFF, then

NORM to conserve hydrazine. Be prepared

to place EPU switch back to ON if the engine

seizes.

5.

Land as soon as possible.

Plan to fly an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING and

FLAMEOUT LANDING, this section.

6.

Refer to ACTIVATED EPU/HYDRAZINE

LEAK, this section.

If oil pressure is fluctuating or high (without an ENG

LUBE LOW PFL):

3.

Land as soon as practical at the nearest

suitable airfield.

If oil pressure is normal and ENG LUBE LOW PFL

occurred:

3.

C

 

DF

 FACK, 

DR

 FAULT ACK button -

Depress to acknowledge fault.

4.

Turn toward the nearest suitable airfield.

5.

Maintain straight, level, and unaccelerated

flight for 15 seconds.

6.

C

 

DF

 FACK, 

DR

 FAULT ACK button -

Depress for fault recall.

Presence of an ENG LUBE LOW PFL after 15

seconds of straight, level, and unaccelerated

flight is a valid indication of low oil quantity.

If ENG LUBE LOW PFL was not present during fault

recall:

7.

Land as soon as practical at the nearest

suitable airfield.

If ENG LUBE LOW PFL was present during fault

recall or recurs after fault recall:

8.

Stores-Jettison (if required).

9.

EPU switch-ON, if oil pressure decreases

below 10 psi.

Monitor hydrazine use. If consumption rate

is too high, cycle EPU switch to OFF, then

NORM to conserve hydrazine. Be prepared

to place EPU switch back to ON if the engine

seizes.

10. Land as soon as possible.

Plan to fly an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING and FLAME

OUT LANDING, this section.

11. Refer to ACTIVATED EPU/HYDRAZINE

LEAK, this section.

ENGINE FAULT Caution Light 

129

GE

Illumination of the ENGINE FAULT caution light

indicates that an engine PFL item was detected.

If ENGINE FAULT caution light illuminates:

1.

PFLD-Note PFL(s) displayed.

2.

C

 

DF

 FACK, 

DR

 FAULT ACK button-De

press to acknowledge fault.

3.

Refer to PILOT FAULT LIST - ENGINE, this

section.

4.

C

 

DF

 FACK, 

DR

 FAULT ACK button-De

press to perform fault recall.

The failure condition no longer exists if the

PFL is not present during the fault recall.

SEC Caution Light 

129

GE

Illumination of the SEC caution light indicates that

the engine is operating in SEC. If the ENG CONT

switch is in 

C

 

DF

 PRI, 

DR

 NORM and the SEC

caution light illuminates, an automatic transfer to

SEC has likely occurred. Normal SEC operation is

characterized by the SEC caution light, a fixed closed

exhaust nozzle, and AB unavailable. The ENG

CONT switch does not have to be positioned to SEC.

NOTE

If the rpm indication is also zero, the

engine alternator has failed.

There are no throttle restrictions while operating

subsonic in SEC. If supersonic when transfer to SEC

occurs, the throttle must remain at MIL or above

until subsonic.

The thrust level at MIL, while operating in SEC, is

7095 percent of that provided (for the same throttle

position and flight condition) in PRI. During landing

in SEC, idle thrust is approximately twice that in PRI

with a normal nozzle because the nozzle is closed. 

T.O. GR1F16CJ1

Change 1384.1/(384.2 blank)

A throttle cable internal failure or a throttle linkage

disconnect results in an automatic transfer to SEC;

however, control of the engine with a failed throttle

cable or linkage disconnect is not possible in SEC. In

SEC, a throttle cable internal failure is character

ized by a possible rpm increase but no decrease with

throttle movements; a linkage disconnect results in

no response to throttle movements. In this situation,

control of the engine at idle and above can be

regained in PRI by cycling the ENG CONT switch to

SEC, then back to

C

 

DF

 PRI, 

DR

 NORM. The engine

logic for this failure is such  that the engine remains

in PRI after cycling the ENG CONT switch. After

landing, shutdown of the engine must be accom

plished either with the FUEL MASTER switch or

maintenance personnel action to position the MEC

throttle input shaft to off.

If SEC caution light illuminates when supersonic:

1.

Throttle-Do not retard below MIL until

subsonic.

Retarding throttle below MIL while

supersonic may induce inlet buzz

which produces severe cockpit vibra

tion and probable engine stalls.

When subsonic or if SEC caution light illuminates

when subsonic:

2.

Throttle-Verify engine responds normally to

throttle movement from IDLE to MIL; set as

desired.

AB operation is inhibited and exhaust nozzle

is closed.

If the engine is operating normally in SEC:

3.

ENG CONT switch-Do not cycle.

The switch may remain in PRI or may be

placed to SEC. If the switch is placed to SEC,

do not place switch back to PRI.

Cycling the ENG CONT switch in an

attempt to regain PRI may result in

reoccurrence of the original malfunc

tion or a more severe condition.

4.

Land as soon as practical.

During landing in SEC, idle thrust is

approximately twice that in PRI with a

normal nozzle.

T.O. GR1F16CJ1

Change 1385

If the engine is operating abnormally in SEC:

Failure to monitor sink rate and height

above terrain while applying low

thrust recovery procedures can result

in ejection outside ejection seat perfor

mance envelope.

3.

ENG CONT switch-Position to SEC, then

back to

C

 

DF

 PRI, 

DR

 NORM.

4.

Airspeed-250 knots (If thrust is too low to

sustain level flight).

5.

Land as soon as possible.

NOTE

A broken throttle cable or throttle

linkage disconnect causes a transfer to

SEC and abnormal engine response in

SEC. Reselecting PRI restores normal

engine operation for flight; however,

engine shutdown after flight requires

either use of the FUEL MASTER

switch or maintenance personnel action

to position the MEC throttle input shaft

to off.

If thrust is too high to permit a safe landing:

NOTE

If throttle is stuck, control might be

regained by depressing the cutoff

release, rotating the throttle outboard,

and applying necessary force.

6.

Plan a flameout landing. Refer to FLAMEOUT

LANDING, this section.

Do not start the JFS if engine seizure

has occurred or is anticipated or if

engine failure is a result of fuel

starvation. Starting the JFS may

result in no brake/JFS accumulator

pressure for the brakes.

When landing is assured (normally high key):

Delaying engine shutdown can result

in a long, fast landing. Wheel braking

is less effective due to lack of WOW and

there is an increased probability of a

missed cable engagement.

7.

Throttle-OFF.

If throttle is stuck or engine does not respond,

shut down the engine with the FUEL

MASTER switch. At MIL, the engine flames

out in approximately 6 seconds. At IDLE, the

engine flames out in approximately 45

seconds.

8.

HOOK switch-DN (if required).

The hook may miss the cable if the

aircraft is not slow enough to compress

the MLG struts sufficiently to make

WOW or if forward stick pressure is

held.

FTIT Indicator Failure 

129

GE

The engine does not use FTIT as a control parameter.

However, routine missions should not be continued

since FTIT cannot be monitored.

Zero RPM/Erroneous RPM Indication 

129

GE

If the RPM indicator fails to zero or displays

erroneous RPM indication, it indicates either a

malfunction within the indicator itself or within the

engine alternator. Total alternator failure also

causes an automatic transfer to SEC. The ENGINE

warning light also illuminates for engine alternator

or RPM indicator failure. Engine transfer to SEC

due to certain partial or total alternator failures,

results in loss of most engine fault reporting. Partial

alternator failure may not result in automatic

transfer to SEC. If the engine does not transfer to

SEC, fault reporting continues. Partial alternator

failure may also result in transfer to hybrid

operation with AB operation inhibited. In this case,

ENG HYB MODE and ENG A/B FAIL PFL's occur.

Routine missions should not be continued without a

functional RPM indicator.

T.O. GR1F16CJ1

386

If SEC caution light is illuminated:

1.

Go to SEC CAUTION LIGHT, this section.

If SEC caution light is not illuminated:

1.

Land as soon as practical.

Abnormal Engine Response 

129

GE

Refer to LOW THRUST ON TAKEOFF OR AT LOW

ALTITUDE (NONAB) 

129

GE

, this section, if

appropriate.

If thrust is too low to sustain level flight, turn

immediately toward the nearest suitable runway and

establish 250 knots airspeed. Consider jettisoning

stores to increase flying time available to complete

actions designed to restore usable thrust and improve

range in the event those actions are unsuccessful.

NOTE

In a partial thrust situation, thrust

available may increase as altitude

decreases. 250 knots approximates the

airspeed at which thrust required for

level flight is the lowest.

Abnormal engine response is varied and generally

indicated by abnormal thrust in relation to throttle

position, engine oscillations (either continuous,

momentary, or recurring), a complete lack of engine

response to throttle movement, autoacceleration/de

celeration, exhaust nozzle failure, or insufficient

thrust. A PRI malfunction can cause these abnormal

engine responses as well as overtemperature or

overspeed indications. During AB operation, if engine

anomalies occur in region 1, the throttle should be

moved out of the AB range and AB should not be

selected again for the remainder of the flight.

Exhaust nozzle control or oil system malfunctions

can result in the nozzle being too far open, too far

closed, or unstable. Insufficient thrust may result if

the nozzle is more open than normal. SEC should be

selected and, if the nozzle goes fully closed, engine

operation should be continued in SEC. If the nozzle

does not close in SEC, the ENG CONT switch should

be moved back to 

C

 

DF

 PRI, 

DR

 NORM as more

thrust results and AB lightoff may be attainable at

lower altitudes. AB should only be used when

required to sustain flight.

If the exhaust nozzle is positioned more closed than

normal, thrust is adequate, but engine stall may

occur if AB is selected. Automatic transfer to SEC

should occur for most exhaust nozzle malfunctions.

NOTE

Certain PRI malfunctions may not

result in an autotransfer to SEC. If the

engine operates abnormally, do not

rely upon an autotransfer to SEC.

Timely selection of SEC may preclude

further engine problems.

If thrust is still insufficient to make a safe landing

after selecting SEC or abnormal engine response is

still present, reattempt PRI.

If the throttle is stuck and thrust is suitable for

sustained flight, attempts to free the throttle should

be delayed until within gliding distance of a suitable

landing field. If throttle is stuck in AB, placing the

ENG CONT switch to SEC terminates AB and

provides SEC MIL thrust. If throttle is stuck or

otherwise prevented from normal movement,

control might be regained by depressing the cutoff

release, rotating the throttle outboard, and applying

necessary force.

If thrust is too high to permit a safe landing, use

excess thrust to climb and maneuver toward the

nearest suitable airfield. Once high key for a

flameout landing is assured, follow procedures as

outlined in FLAMEOUT LANDING, this section.

Activate the JFS and EPU and then shut down the

engine as soon as landing is assured (normally high

key) by placing the throttle to OFF or, if necessary,

by placing the FUEL MASTER switch to OFF.

If abnormal engine response occurs:

F

Failure to monitor sink rate and height

above terrain while applying low

thrust recovery procedures can result

in an ejection outside ejection seat

performance envelope.

F

If the throttle is stuck and thrust is

suitable for sustained flight, attempts

to free the throttle should be delayed

until within gliding distance of a

suitable landing field.

Idle PRI thrust with nozzle closed is

approximately 50 percent greater than

idle SEC thrust.

T.O. GR1F16CJ1

Change 1387

If in AB or if supersonic:

1.

Throttle - Retard to MIL.

Retarding throttle below MIL while

supersonic may induce inlet buzz

which produces severe cockpit vibra

tion and probable engine stalls.

If subsonic or problem still exists:

2.

ENG CONT switch - SEC.

NOTE

Transfer to SEC may be accomplished

while supersonic if the throttle

remains at MIL.

3.

Airspeed-250 knots (if thrust is too low to

sustain level flight).

4.

Throttle-Verify engine responds normally to

throttle movement from IDLE to MIL; set as

desired.

AB operation is inhibited and exhaust nozzle

is closed.

If a safe landing can be made with the current thrust:

5.

Land as soon as practical.

During landing in SEC, idle thrust is higher

than normal.

If thrust is insufficient to make a safe landing or

abnormal engine response is still present:

5.

ENG CONT switch-

C

 

DF

 PRI, 

DR

 NORM.

NOTE

If the exhaust nozzle is failed open,

additional thrust to sustain flight may

be attained by selecting AB at low

altitudes.

6.

Land as soon as possible.

If thrust is too high to permit a safe landing:

NOTE

If throttle is stuck, control might be

regained by depressing the cutoff

release, rotating the throttle outboard,

and applying necessary force.

5.

Plan a flameout landing. Refer to FLAMEOUT

LANDING, this section.

Do not start the JFS if engine seizure

has occurred or is anticipated or if

engine failure is a result of fuel

starvation. Starting the JFS may

result in no brake/JFS accumulator

pressure for the brakes.

When landing is assured (normally high key):

Delaying engine shutdown can result

in a long, fast landing. Wheel braking

is less effective due to lack of WOW and

there is an increased probability of a

missed cable engagement.

6.

Throttle-OFF.

If throttle is stuck or engine does not

respond, shut down the engine with the

FUEL MASTER switch. At MIL, the engine

flames out in approximately 6 seconds. At

IDLE, the engine flames out in approxi

mately 45 seconds.

7.

HOOK switch-DN (if required).

The hook may miss the cable if the

aircraft is not slow enough to compress

the MLG struts sufficiently to make

WOW or if forward stick pressure is

held.

AB Blowout/Failure To Light 

129

GE

AB blowouts are characterized by a thrust loss, a fuel

flow decrease, and nozzle closure. The DEC attempts

to relight the AB as long as the throttle remains in

AB.

Refer to Figure 117. If AB is selected in region 1 and

fails to light within 10 seconds or if the AB blows out

in any region, retard throttle out of AB. AB operation

should not be reattempted for the remainder of the

flight.

T.O. GR1F16CJ1

388

AB operation in region 2 may include AB no lights or

delayed lights if unfavorable AB lightoff conditions

exist. If these are encountered, the throttle may be

left in AB. If the throttle is retarded, an AB light may

be attempted.

ENGINE STALLS 

129

GE

The three primary causes of a stall are inlet flow

distortion, AB instabilities, and hardware malfunc

tions. During normal aircraft operation, inlet flow

distortion severe enough to cause engine stall is not

expected. However, under some departure condi

tions, inlet flow distortion may induce engine stalls.

Hardwareassociated stalls may result from a failed

nozzle, control system malfunctions, or FOD.

The first indication of a stall at high thrust settings

may be a loud bang or pop. At lower thrust settings,

the first indication may be loss of thrust, lack of

throttle response, or decreasing rpm. The throttle

should be retarded at the first indication of a stall.

Engine stalls are divided into two types:ABasso

ciated engine stalls and nonAB engine stalls.

ABAssociated Engine Stalls 

129

GE

Types of ABassociated engine stalls are:

S

AB initiation - Stall at AB lightoff.

S

AB sequencing - Stall during AB sequencing as the

AB fuel flow increases with the throttle in AB.

S

AB cancellation - Stall during throttle retard from

AB.

S

AB blowout/relight - Stall occurs during relight

after a blowout in stabilized AB. May be preceded by

AB rumble.

ABassociated engine stalls are normally accompa

nied by a loud bang or pop and a possible fireball from

the engine exhaust and occasionally the engine inlet.

These characteristics could be mistaken for an

aircraft fire. Whenever a stall occurs while operating

in AB, the throttle should be snapped out of AB to

MIL. This usually clears the stall and restores

normal operation. The stalls may continue at MIL

and are characterized by bangs or pops of lower

intensity than AB stalls. If stall condition persists,

refer to NONAB ENGINE STALLS 

129

GE

, this

section.

If an ABassociated engine stall occurs

below 30,000 feet MSL or while

supersonic, IGV system damage may

occur. Throttle movements after the

stall clears should not be rapid.

FTIT fluctuation and decreasing rpm will probably

accompany stalls. The throttle should be retarded to

IDLE if the stall continues for a few seconds. The

engine may continue to stall at IDLE but may not be

audible, particularly at high altitudes. The engine

instruments should be monitored for indications of

stall. FTIT may rise while rpm decreases.
If the engine stalls at low altitude, an immediate

climb should be initiated. Retarding the throttle to

MIL may clear the stall. If engine response at low

altitude is not sufficient to maintain or gain altitude

and a suitable field is not immediately available,

ejection may be required.

NonAB Engine Stalls 

129

GE

NonAB engine stalls may occur if the control system

is malfunctioning, particularly during throttle

transients. NonAB engine stalls are often a

symptom of a serious engine problem. NonAB

engine stalls may be inaudible; the first indication

may be a lack of engine response to throttle

movement which may be difficult to differentiate

from abnormal engine response. However, nonAB

engine stalls may be characterized by bangs, pops,

low intensity engine rumble or vibration, and/or

erratic orangeyellow flame from the engine

exhaust.
This exhaust flame could be mistaken for an engine

fire. FTIT fluctuation and decreasing rpm will

probably accompany stalls. If a stall is confirmed,

the throttle should be immediately retarded to

IDLE. The engine may continue to stall at IDLE but

the stall may not be audible, particularly at high

altitudes. The engine instruments should be

monitored for indications of  stall. FTIT may

increase while rpm decreases. If the stall continues,

place ENG CONT switch to SEC. If the engine

recovers, throttle movements should be minimized

and made slowly until landing is assured.
If stall continues, initiate airstart. Refer to

AIRSTARTS 

129

GE

, this section. When trying to

clear a stall with an airstart, the throttle should be

maintained in OFF for a few seconds to allow the

stall to clear. If the stall continues after the airstart,

the engine may have a serious hardware problem.

The focus should shift to using available thrust to

land at the nearest divert field.

T.O. GR1F16CJ1

389

Prolonged engine operation with FTIT

in excess of 980

_

C can result in

significant engine damage and may

cause a nonrecoverable engine failure.

Engine Stall Recovery 

129

GE

If an AB stall(s) occurs:

1.

Throttle - Snap to MIL.

If AB stalls do not clear or stall(s) occurs below AB:

NOTE

NonAB stalls may be inaudible.

2. Throttle-IDLE.

If stalls continue:

3.

ENG CONT switch-SEC.

If stalls continue:

4.

Throttle-OFF for a few seconds, then

 

initiate

airstart. Refer to AIRSTART PROCEDURES

129

GE

, this section.

NOTE

For serious hardware problems, the

engine may operate normally at idle

rpm but exhibit stall/vibration condi

tions at thrust settings above idle rpm.

Attempting additional airstarts will

not clear the condition. Use the highest

thrust setting below the stall/vibra

tion condition to sustain flight.

If stall(s) clears:

5.

Throttle-MIL or below. Minimize throttle

movements and make necessary movements

slowly.

NOTE

If stall(s) occurred in AB at 30,000 feet

MSL or above and while subsonic, the

engine is safe to operate in the IDLE to

MIL range provided no other abnormal

engine indications are observed.

If stall(s) occurred at MIL or below, or in AB below

30,000 feet MSL or while supersonic:

6.

Land as soon as possible.

INLET BUZZ 

129

GE

Inlet buzz occurs at supersonic airspeeds if an engine

control system failure or a CADC mach signal failure

results in insufficient airflow or if the throttle is

retarded below MIL while operating in HYB or SEC.

Inlet buzz causes moderate to severe vibration

within the cockpit and may result in multiple engine

stalls.

If inlet buzz occurs, do not move the throttle until

subsonic. Decrease airspeed to subsonic as quickly

as possible by opening the speedbrakes and

increasing g. If engine stalls occur and persist, the

throttle should be retarded to IDLE when subsonic.

If the stalls do not clear, retard the throttle to OFF

for a few seconds, then advance to midrange. Refer

to AIRSTART PROCEDURES 

129

GE

, this section.

BIRD STRIKE 

129

GE

In the event of a bird strike or suspected bird strike,

AB should be used only if absolutely necessary. It is

possible to lodge bird remains in the AB system such

that liner damage and subsequent duct burn

through occurs if AB is used. There is no concern of

liner damage during any nonAB operation. Refer to

ABNORMAL ENGINE RESPONSE 

129

GE

, this

section, if appropriate.

ENGINE OVERSPEED 

129

GE

An overspeed occurs when engine rpm exceeds 109.5

percent. If an overspeed condition occurs, an MFL is

recorded and the engine control attempts to reduce

rpm below maximum limit. However, if the DEC

malfunctions and engine rpm reaches 113 percent,

the overspeed protection in the MEC closes the

overspeed fuel shutoff valve resulting in a flameout.

To restore fuel, retard the throttle to OFF then

advance to midrange.

 

Refer to AIRSTART PROCE

DURES 

129

GE

, this section.

ENGINE FAILURE OR FLAMEOUT 

129

GE

If the engine flames out, fuel starvation or

mechanical failure has occurred.

A flameout is indicated by a decrease in FTIT and

engine rpm decaying below inflight idle (approxi

mately 70 percent rpm). Loss of thrust and lack of

response to throttle movement confirm the flameout.