SECTION 1
DEFINITIONS, DESCRIPTION AND
SPECIFICATIONS

WARNINGS CAUTIONS AND NOTES. The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout these instructions.

WARNING: OPERATING PROCEDURES, TECHNIQUES ETC., WHICH, IF NOT CAREFULLY FOLLOWED, WILL RESULT IN PERSONAL INJURY OR LOSS OF LIFE.

CAUTION: Operating procedures, techniques, etc., which, if not carefully Followed, will result in damage to the engine or equipment.

NOTE: An operating procedure, technique, etc., which is considered "ESSENTIAL to emphasize”.

ENGINE RATINGS
Maximum Takeoff: This is the maximum thrust certified for takeoff operation. In the event of a thrust loss or engine out situation, this rating is provided by the Automatic Reserve Thrust (ART) system when operating at the Normal Takeoff Rating. Further, for these abnormal circumstances, this rating may be set by adjusting the thrust levers to a predetermined Engine Pressure Ratio. The Maximum Takeoff Rating is time-limited to a total of five minutes including the time spent at the Normal Takeoff Rating.

Normal Takeoff: This is the maximum thrust normally set for takeoff operation. Setting this rating ensures that the Maximum Takeoff rating will be achieved upon actuation of ART. The Normal Takeoff rating is time-limited to five minutes.

Maximum Continuous: This is the maximum thrust certified for continuous use. For the purposes of P&WA Service Policy coverage and prolonging engine life, this rating should be used, at the pilot's discretion, only when required to ensure safe flight. The rating is set by adjusting the thrust lever to obtain a predetermined Engine Pressure Ratio.

Maximum Climb: This is the maximum thrust approved for normal climb. The rating is set by adjusting the thrust lever to obtain a predetermined Engine Pressure Ratio.

Maximum Cruise: This is the maximum thrust approved for cruise operation. Maximum Cruise is set in the same manner as Maximum Continuous and Maximum Climb thrust.

Idle: This is not a rating but a thrust lever position which establishes minimum thrust for ground or flight operation. A Descent/Ground Approach Idle feature is integrated with certain aircraft systems which raised engine speed and thrust to improve engine acceleration for go-around. Ground Idle provides a lower engine speed to minimize brake wear.

SPECIFICATIONS
FUEL:  Pratt Whitney Service Bulletin Nº. 2016
OIL:  Pratt Whitney Service Bulletin Nº. 238

DESCRIPTION
BASIC ENGINE. The JT8D-200 series turbofan engine is an axial flow, twin spool design of moderate bypass ratio utilizing a single stage fan and a six stage low compressor driven by a three stage turbine concentric shafting. Components necessary to achieve a quiet and efficient engine have been combined with the proven design of the JT8D high compressor/turbine spool and combustion section. These components are: (1) a single stage fan located in front and forming the first stage of the low compressor, (2) six low pressure compressor stages with wide chord blades, (3) three low pressure turbine stages of a low loss design, (4) acoustically treated ducts in the fan flow path, and (5) an internal exhaust mixer to reduce exit velocity, resulting in lower jet noise.

The JT8D-217, -217A and -219 Turbofan Engines are growth versions of the JT8D-209 engine and are intended to be interchangeable with that engine. As such each has the same external dimensions. The JT8D-217C engine is a JT8D-219 engine operated to JT8D-217A thrust ratings and limits. The JT8D-217 and -217A engines have the same thrust to engine pressure ratio relationship .as the JT8D-209 engine. The JT8D-219 Engine develops more thrust for a given engine pressure ratio than the other engines.

FUEL CONTROL. A Hamilton Standard (HSD) JFC60-6 hydromechanical fuel control governs the rotor speed of the high pressure compressor and schedules fuel flow to provide the thrust called for by the thrust lever setting in the cockpit. This control incorporates: (a) Automatic Reverse Thrust (ART), (b) an altitude biased reset which ensures that idle speed is sufficient to provide rapid engine acceleration capability during landing approach and to maintain aircraft environmental system pressure requirements, and (c) a pressure ratio bleed control override signal activated by the deceleration schedule mechanism to provide additional compressor stability margin by opening surge bleeds during rapid decelerations.

Through the use of ART, in the event of a significant thrust loss on either of the aircraft's engines during takeoff, the other engine will automatically provide additional thrust which is at least the Maximum Takeoff rating thrust for the particular takeoff conditions. This additional thrust is achieved by an internal fuel control reset mechanism actuated by an aircraft supplied electrical signal which reacts to the thrust loss or an engine out situation. During ART operation the thrust levers do not move upon thrust reset, but, if desired, full pilot control of the thrust levers is immediately available. This thrust increase is provided at the Normal Takeoff rating defined above, or at reduced takeoff thrust levels.

The additional increment of takeoff thrust for each functioning engine is also available by manually setting the thrust levers to a predetermined Engine Pressure Ratio.

The difference between the EGT limit for maximum takeoff thrust and the EGT limit for normal takeoff is the same as the EGT increase resulting from the activation of the automatic reserve thrust system.

NOTE: On ART activation, the fuel controls on both engines are reset by the aircraft supplied signal.

TACHOMETERS. The high pressure compressor (N2) tachometer drive gear ratio is 0.343:1. On the N2 tachometer, 100 percent represents a high pressure compressor speed of 12,245 RPM.

The low pressure compressor (N1) tachometer drive gear ratio is 0.511:1. On the N1 tachometer, 100 percent represents a low pressure compressor speed of 8,219 RPM.
 

SECTION 2
NORMAL OPERATION

STARTING
Cockpit Preparation: In preparation for starting, the thrust lever should be in idle, fuel tank boost pumps should be turned on and non-essential aircraft systems using engine bleed air and power extraction should be turned off.

Ignition: Starts may be made using either single ignitor or both ignitors. It is recommended, however, that both igniters be used if a second start attempt is to be undertaken.

NOTE: Routine use of both ignitors can mask the failure of one ignitor.

Starter: Observe increasing N2. Check for positive indication of oil pressure. If starter is inadvertently disengaged, do not re-engage starter until engine rotation is stopped.

Fuel Lever: A positive N1 rotation should be observed prior to introducing fuel to the engine This provides sufficient airflow through fan exhaust duct to prevent possible damage because of overheating.

Move Fuel Lever to ON when N2 indicates Max Motoring Speed.

NOTES: Maximum Motoring Speed has been reached when a significant decrease in N2 acceleration is observed. Positive identification of Maximum Motoring Speed can be achieved by observing that N2 does not increase during a 5 second period.
Twenty percent N2 is the minimum acceptable speed for placing the Fuel Lever to the ON position.

Combustion: Check EGT for normal temperature rise and N1 and N2 for normal acceleration. Continue to monitor until EGT peaks, decreases and stabilizes.

CAUTION: Monitor both N2 and EGT indicators closely during the start for any abnormal indications. Sluggish N2 acceleration is an indication of either an impending hot start or a hung start.

The start can be aborted by placing the Fuel Lever in OFF. After placing the Fuel Lever in OFF, maintain starter engagement and continue motoring the engine for 15 seconds to clear out trapped fuel or vapors.

The start attempt should be discontinued if:
· An increase in EGT is not obtained within 20 seconds after fuel ON.
· Fuel or ignition is inadvertently interrupted.
· Dense vapor is emitted from the tailpipe while the Fuel Lever is in OFF.

Should EGT exceed the starting temperature limit, the engine should be shut down immediately. The duration of overtemperature in seconds and the peak temperature reached should be recorded. A second start attempt should not be made until appropriate maintenance action is taken.

A start requiring 30 seconds or more for acceleration from initial EGT increase to idle is indicative of abnormal operation.

Starter Cutout Release Start Switch at 40X N2.

NOTE: Start valve should be closed before engine reaches idle.

Stabilized Idle: Engine must be stabilized at idle before moving Air Conditioning Switch to AUTO

STARTING WITH TAILWIND: Starting in a tailwind is typically successful using the normal starting procedures. However, when the aircraft is exposed to an exceptionally strong tailwind which prevents positive N1 rotation at max motoring speed, it is recommended that the reversers be deployed or the aircraft be repositioned into the wind prior to the next start attempt.

ENGINE WARM-UP: An engine shutdown of two (2) hours or less does not require a minimum warm-up time after start.

In order to minimize any adverse thermal stresses, it is desirable that engines started after a shutdown period of greater than two hours be warmed up at thrust settings normally used for taxi operation for up to 5 minutes. It is not, however, necessary to delay the takeoff to warm-up the engines, but when it is anticipated that the taxi time will be less than 5 minutes it is recommended that engines which have been shutdown for more than two hours be started at the gate.

COLD WEATHER OPERATION

Differential Oil Pressure: Illumination of the differential oil pressure warning light may be caused by contaminant material in the filter, by cold viscous oil, or by a combination of the two. In general, when oil temperature is above 25º·C at idle, illumination of the warning light indicates the presence of contaminants alone, and the filter should be serviced immediately. If oil temperature is 25ºC at below, the warning light may remain on after start, but should go out as the oil warms. Normally the oil will warm sufficiently within five minutes to extinguish the warning light. If the warning light does not go out prior to initiation of takeoff, insufficient oil filtering capacity is probable and maintenance action is indicated.

POWERBACK: The use of reverse thrust to back the aircraft away from the gate does not result in any structural or operational problem providing the reverse thrust excursions typically do not exceed 75% N2 This power setting is representative of the same engine disk and rotating parts environment normally experienced under forward taxi conditions.

TAKEOFF. Planned Thrust: Normal Takeoff Thrust with ART armed is the standard for setting thrust. Maximum Takeoff Thrust should not be used on a routine basis. It is recommended that approved reduced takeoff thrust procedures be used whenever practical to promote longer engine life.

NOTES: The rolling takeoff thrust setting technique is recommended to minimize possible sand ingestion and to reduce inlet distortion created by crosswinds. However, a static  takeoff procedure may be used in performance limited conditions.

If ART becomes inoperative, Maximum Takeoff Thrust may be used. It is recommended that ART be restored through maintenance action as soon as possible and that the use of Maximum Takeoff Thrust be limited to flights occurring during the next twenty-four hours of operation. In addition, to minimize engine exposure to increased cyclic effects, it is further recommended that reduced thrust procedures be used whenever possible.

Each use of the Maximum Takeoff Rating should be noted in the aircraft log book. This includes the use of the Maximum Inflight Takeoff rating. If Maximum Inflight Takeoff thrust is not attained as a result of reducing power before the engine accelerates to Maximum Inflight Takeoff thrust, there is no requirement to log Maximum Inflight Takeoff thrust usage."

Pneumatics: Turn off all systems operated by engine air bleed for which the thrust setting charts have not been corrected.

Fuel: Check fuel tank boost pump switches are on to provide positive pressure at the engine fuel pump.

ART: Turn ART Arming Switch on.

Ignition: Turn ignition on during takeoff for protection against thrust interruption.

Throttles: While the aircraft is static or at very low ground speed, adjust the aircraft thrust levers to obtain an initial thrust setting of approximately 1.4 Engine Pressure Ratio (usually at the vertical thrust lever position). Turn the autothrottle system (ATS) to ON if autothrottles are to be used for the takeoff. For manual takeoffs, set takeoff thrust with a smooth rapid thrust lever advance from the intermediate thrust setting.

During takeoff roll, adjust the thrust levers, if necessary, to obtain the target takeoff Engine Pressure Ratio upon reaching approximately 60 knots. Once the final thrust setting has been made and the EPR reading is correct at 60 knots, no further thrust lever adjustment should be made for normal variations in EPR which may occur.

NOTES: The acceleration time from Idle to 1.4 EPR will vary slightly among engines. Differential acceleration greater than 3 seconds is indicative of abnormal operation. Both engines should accelerate equally from 1.4 EPR to the target takeoff thrust.

While advancing the thrust lever from Idle to 1.4 EPR, surge bleed valve closure may be noted by a small, sudden increase in Engine Pressure Ratio.

Engine Operation: Ascertain that engine operating limits are not exceeded throughout the takeoff. Monitor primary engine indicators for normal engine operation.

REDUCED TAKEOFF THRUST: The use of reduced takeoff thrust, when aircraft performance requirements permit, is a recognized means of extending engine hot section life.

Reduced takeoff thrust is calculated using the assumed temperature method and is based upon the Maximum Takeoff Thrust Rating. The resultant reduced thrust value must be less than the corresponding Normal Takeoff Thrust Rating value.

CLIMB: Check climb EPR each 5,000 feet and reset if required.

REVERSE THRUST: Set reverse thrust to no more than 1.6 EPR for normal conditions. If greater thrust is required, do not exceed engine operating limits certified for Inflight Takeoff thrust. By 80 knots, reduce reverse thrust to achieve idle reverse by 60 knots. Select forward thrust when the engines have decelerated to stabilized idle.

CAUTION:  The potential for incurring engine damage from the ingestion of runway debris is directly related to runway conditions. Therefore, while landings on wet, icy or short runways may require high levels of reverse thrust, judgment should be exercised, where possible, in a effort to moderate the use of reverse thrust commensurate with runway conditions. Reverse thrust should not be used to control ground speed while taxiing, except in an emergency.

ENGINE SHUTDOWN. Cooling Period: If an engine has been operated above approximately 85% N2 for periods exceeding one minute during the five minutes just prior to engine shutdown, it is recommended that the engine be operated at idle for a period of five minutes to prevent possible rotor seizure.

Engine shutdown after landing is permissible providing the above thrust excursions have not been exceeded.

Shutdown: With the thrust lever in idle, place the fuel lever to off.

CAUTION:  Ascertain that an immediate engine shutdown occurs as evidenced by indication of fuel shut-off valve closure. Continued engine operation after placing the Fuel Control Switch in CUTOFF indicates a malfunction. Maintenance action is mandatory before the next engine start.

USE OF THE IGNITION SYSTEM. General: To conserve the life of ignition system components, all ignition systems should be turned off when not required.

Ignition should be used during the following flight conditions:

· Takeoff - Ignition should be ON.
· Approach and Landing. Ignition should be ON to avoid a possible flameout that might result from bird ingestion while operating near the ground.
· In Icing Conditions. Prior to activating the inlet cowl anti-icing system, the operation of one igniter will serve to preclude the possibility of a flameout which might result from the ingestion of ice. Engine ignition may be turned OFF after the engine has stabilized with anti-ice ON.
Whenever moderate to severe turbulence or heavy rain is encountered, ignition should be ON to avoid possible flameout. In light turbulence ignition is not required.

SINGLE PACK 20 JOULE DC STARTING and 4 JOULE AC CONTINUOUS SYSTEM

Starting: All ground starts or inflight air starts should be made with the use of the 20 Joule DC section which fires both igniters.

Duty Cycle: For optimum life of the ignition system components, the duty cycle for the operation of the 20 joule section of this ignition system is as follows:
· 2 minutes On, 3 minutes OFF.
· 2 minutes Os, 23 minutes OFF.

If the 4 joule AC system is inoperative and ignition is required in flight, the 20 joule DC ignition system may be operated to an extended duty cycle beyond the normal duty cycle listed above. In this case, the following extended duty cycle may be used but requires that a logbook entry be made for appropriate maintenance action:

· 20 minutes ON, 10 minutes OFF.

Continuous: The 4 Joule capacity system is recommended for continuous use. This system fires one igniter.

TWIN PACK 20 JOULE AC SYSTEM

Starting: Either one or two igniters may be used for ground starts. It is recommended that both igniters be used for air starts.

Continuous: Either half of the 20 joule AC system can be used alternately as needed in flight for continuous protection.

Duty Cycle: For optimum life of the ignition system components, the operating duty cycle is:
10 minutes ON, 10 minutes OFF

USE OF FUEL HEAT. Fuel System Deicing: The fuel deicing system is designed to be used intermittently whenever the fuel filter differential pressure switch actuates a warning light to indicate the formation of ice or solid contaminant in the fuel pump filter. The following should govern the use of the fuel deicing system:

Fuel heat should be turned ON manually or automatically on all of the aircraft's engines for one minute within ten minutes of a fuel filter differential pressure warning light indication on any engine.

The fuel heater should not be operated for a period in excess of one minute, nor when the fuel temperature upstream of the fuel filter is above 32ºF (0ºC). Prolonged operation at elevated fuel temperatures will reduce the service life of the fuel system components.

NOTES: If the fuel pressure drop across the filter is caused by ice, the warning light should go off before the end of the one minute period of fuel heater operation. However, one full minute of operation is recommended to restore the filter to its maximum filtration effectiveness.

If the pressure drop across the filter is caused by an accumulation of solid contaminant, use of the fuel heater will not reduce the pressure drop and the fuel filter pressure drop warning light will remain on. In this event, the heater switch should be turned OFF after one minute of heater operation. However, a recommended cycle of one minute of heater operation for every 30 minutes should be continued as long as the fuel temperature upstream of the fuel filter is 32'F (0ºC) or below. Continued engine operation with contaminated fuel will increase the filter pressure differential to a predetermined value, at which point the filter bypass valve will open.

It is not necessary to shut an engine down should a fuel heater air valve fail in the open position, however, oil temperature must be closely monitored to ensure that the allowable oil temperature is maintained.

Takeoff and Approach: The fuel heater should be turned ON for one minute Just prior to takeoff and prior to approach whenever the fuel temperature is 0ºC (32'F) or below. The fuel heater should be OFF for takeoff, final approach and go-around.

USE OF ENGINE ANTI-ICE: The engine air inlet anti-icing system should be used during all engine operation, including ground operation and takeoff, whenever icing conditions exist or are anticipated.

Ground Operation During Icing Conditions

Ground Run-up: Periodic engine run up to as high a thrust setting as practical (70% N1 for a minimum of 15 seconds desired) should be performed to centrifuge any ice from the spinner and fan blades during extended ground idle operation in severe icing conditions. There is no requirement to sustain the high thrust setting. It is suggested that such run ups need not be made more frequently than at ten minute intervals. Subsequent aircraft takeoff under these conditions should be preceded by a static run-up to as high a thrust level as practical with observation of all primary parameters to assure normal engine operation. It should be noted that the engine run-ups on the ground are equally applicable to taxi-in as well as ground holding and taxi-out.

Check for normal engine parameter indications prior to take-off if taxiing in severe icing conditions has occurred.

Aircraft De-icing: The procedure of deicing aircraft with engines running, using a 50 percent maximum glycol solution, can be used provided the following precautions are observed:

· Prior to engine start, deposits of ice and snow should be removed from engine nacelles.
· Engines should be operated at idle during spraying, with inlet cowl anti-ice on and cabin air conditioning off.

CAUTION: Do not spray deicing fluid into the engine inlet with engines operating. This is to prevent the possibility of the passage of noxious fumes into the aircraft.

Takeoff: When necessary to use the engine inlet and aircraft cowl anti-icing systems during takeoff, no thrust penalty is imposed for the following conditions:

· When ambient air temperature is at or below 500ºF (100ºC).
· At Takeoff Thrust settings for all pressure altitudes up to the maximum takeoff altitude.
· At ambient temperatures above 50ºF (10ºC), the engine pressure ratio for takeoff must be corrected downward to compensate for use of anti-icing bleed air.

Inflight Operation During Icing Conditions: Full engine pressure ratio correction for use of anti-icing air bleed must be applied at the Maximum Continuous, Maximum Climb and Maximum Cruise thrust ratings.

At the relatively high thrust settings used during climb or cruise, the anti-icing system will supply excess heat for protection against the accumulation of ice in the inlet section of the engine. To provide an additional margin of safety during prolonged operation in the lower thrust ranges under severe icing conditions, the engine should occasionally be accelerated to higher thrust settings to provide excess heat for short periods of time. This may be accomplished either as an intentional action or as the result of equivalent engine thrust increases associated with other airplane operational requirements.

The suggested frequency and magnitude of the thrust increases is dependent on the severity of the icing conditions. During the unavoidable encounter of exceptionally severe icing conditions, those that exist only on a very infrequent basis, it is desirable to maintain a minimum of 70% N1 Necessary thrust reductions below this level should not be less than 55% N1 and should be limited in duration to a maximum of one minute. A minimum of 70% N1 should be maintained following re-acceleration for at least one minute and preferably longer before reducing thrust again.

Increased engine vibration during low thrust operation in severe icing conditions, with or without engine anti-ice, may be due to fan blade icing. This is especially suspect if more than one engine experiences higher than normal vibration levels. Our testing has shown that this ice can be harmlessly dissipated by an acceleration to higher thrust with no affect on engine operation other than a possible momentary compressor instability. If fan blade icing is suspect, the following procedure may be used, one engine at a time (if possible), in an attempt to shed the ice:

· Turn on ignition. If engine anti-ice is off, reduce thrust to idle and turn on engine anti-ice.
· Accelerate the affected engine to 70% N1 while closely monitoring engine instruments (especially EGT) for any abnormalities.
If vibration diminishes, indicating ice removal, resume normal operation for existing conditions.
If vibration is not reduced in one minute, consideration should be given to shutting down the engine.

USE OF AIRBORNE VIBRATION MONITORING EQUIPMENT (AVM): Incipient engine difficulties may be detected by the AVM equipment. AVM values may vary among engines. The installed vibration characteristics are unique to the engine, installation, and instrumentation. For trend monitoring purposes, values should be recorded during stabilized cruise thrust settings at regular intervals (at least once a day) in order to detect significant vibration changes under comparable conditions.

SECTION 3
NOR-NORMAL OPERATION

Non-normal procedures, in particular, require the careful integration of factors involving all associated systems. The content of this section therefore, should be used primarily for guidance over which the Airplane Flight Manual content takes precedence.

ENGINE FIRE WARNING: The engine fire warning system indicates presence of a fire within the
nacelle. If a WARNING is registered it must be assumed that a fire exists.

If a fire is encountered, either inflight or on the ground, retard the thrust lever, shut down the engine and pull the fire handle. If the fire warning continues, discharge the fire extinguisher in accordance with the aircraft manufacturer's procedures.

ENGINE TAILPIPE FIRE ON GROUND: When ground fires ate encountered, they are most likely to be engine tailpipe fires which occur during engine start or engine shutdown. The best method of arresting such a fire is to shut off fuel and ignition and motor the engine by means of the starter to reduce internal temperatures and to blow out both the fire and residual fuel and vapor.

CAUTION: Dry chemical powder fire extinguishing agents can cause severe corrosive damage to the engine and, therefore, should only be considered as a last resort.

NOTE: Under emergency conditions the starter can be engaged below 30% N2 to motor the engine.

ENGINE FAILURE IN FLIGHT: In the event of an engine failure, engine shutdown should be accomplished as soon as possible.

NOTE: In the event of an engine failure during takeoff which results in Maximum Takeoff Thrust being set by ART, the flight crew should, when flight conditions permit, monitor and adjust Engine Pressure Ratio to the predetermined Maximum Takeoff EPR value.

ENGINE LIMIT EXCEEDENCE: Whenever the operating limits shown are exceeded, the operating crew must take whatever action is necessary, flight conditions permitting, to return operation within limits. All such incidents should be recorded stating the maximum values observed and the length or time above limits or (in the case of low oil pressure) below the limit. This information is essential for effective corrective action by maintenance personnel.

Whenever an engine overtemperature is experienced during ground operation, the engine should be shut down immediately and motored for 30 seconds to cool.

NOTE: If there is no evidence of fire, the starter should not be engaged until the engine has completely spooled down to O% N2.

ENGINE SURGE: Engine surge can be either recoverable or non-recoverable. A recoverable surge is characterized by an abnormally loud engine noise and possibly a flash of fire in the inlet. Non-recoverable surge can be recognized by a rapidly increasing EGT, sudden loss of rotor speeds and an inability of the engine to respond to thrust lever movement. Surge at idle or low thrust may possibly be characterized by an abnormally high stabilized EGT and lack of thrust lever response.

To recover an engine in continuous surge, retard the thrust lever to a position where the surging stops or to idle. Check indications as follows:

· If surging stops or if EGT is below the limit and is stabilized or decreasing, advance thrust lever slowly. Check that N1 and N2 follow thrust lever movement. If surge does not recur and thrust lever response is normal, continue normal engine operation. If surge recurs, operate the engine at a reduced thrust level which is free of surge.
· If surging does not stop or if EGT is above the limit, the engine should be shut down.

NOTE: See INFLIGHT START segment in this section for conditions of possible restart of an engine which has been shut down for limit exceedence

ENGINE WINDMILLING: All engines which have windmilled as a result of an emergency shutdown due to a malfunction in flight must be inspected upon landing. The type of inspection required depends on the circumstances outlined in the applicable Maintenance Manual. A notation should, therefore, be made by the flight crew stating whether or not the engine windmilled with oil temperature in excess of the limits shown in Section 4.

INFLIGHT SHUTDOWN: Conditions permitting, engines should be cooled for at least 3 minutes prior to shutdown. The thrust lever should be retarded to idle, the fuel lever should be moved to the off position to shut the engine down and ignition should be de-selected.

INFLIGHT START: No attempt should be made to restart an engine if there are indications of engine damage, the engine had been shutdown because of an engine fire or there is a recognizable possibility that an attempted relight may result in a fire.

The fact that an engine was shutdown as the result of an unrecoverable surge and engine operating limits were exceeded during the surge does not in itself preclude an attempt to restart the engine. The engine should, however, be carefully monitored after restart and for the remainder of the flight to ensure that the operation above engine limits has not resulted in evident engine damage.

The Airplane Flight Manual provides the combination of airspeed and altitude requirements for an inflight relight. In addition, the Windmilling Start and Starter Assist envelopes are included.

NOTE: The envelope is a result of tests accomplished using a single ignitor for each start attempt. Successful starts are likely to be achieved outside of the envelope when both ignitors are used.

The limits and criteria presented in Section 2 for ground starts also apply to air starts except:

1) It is recommended that engine anti-ice be used for an inflight start to provide additional surge margin.
2) 'The use of both igniters is recommended for an air start.

3) The air start attempt should be discontinued if a relight is not obtained within 30 seconds after fuel on.

The higher inflight starting temperature limit is required since consistent air starts are not obtainable at or below the lower ground start temperature limit.

If an immediate restart is desired, the relight procedure may be initiated immediately after a flameout occurs. Successful relights may be obtained at high altitude provided that action is taken before the compressor RPM has decreased substantially.

HIGH OIL TEMPERATURE: Should the oil temperature approach the maximum transient limit stipulated in Section 4, Engine Operating Limits, following a reduction in the thrust lever setting, it is recommended that the thrust lever be advanced to a higher thrust setting. This should be accomplished without exceeding the maximum thrust allowed for the prevailing conditions. Such action will serve to increase the fuel flow to the engine, and thus increase the cooling capacity of the fuel oil cooler until the heat rejection from the engine can be accommodated by a lower fuel flow.

When the oil temperature cannot be maintained within limits, the engine should be shut down or operated at the minimum thrust required to sustain flight until a landing can be made.

LOW OIL PRESSURE: The engine lubrication system is equipped with an oil pressure gage, a low oil pressure warning light and a quantity indicator. The oil pressure gage is the most significant of these three indicators. The low oil pressure light or the quantity indicator, however, can be used to confirm a low oil pressure indication.

Normal oil pressure is 40 to 55 psi. When oil pressure above normal is encountered, other engine instruments should be monitored closely for the remainder of the flight since high oil pressure may indicated a developing internal malfunction.

Oil pressure between 35 and 40 psi is undesirable and should be tolerated only for the completion of the flight, preferably at a reduced thrust lever setting.

Oil pressure below 35 psi may result in engine damage and the engine should be shut down, flight conditions permitting. If continued operation of an affected engine is considered necessary, its thrust should be reduced to as low a level as flight conditions permit, until a landing is accomplished.
Oil pressure above and below normal should be reported as an engine discrepancy and should be corrected before the next takeoff.

LOW OIL QUANTITY: Low oil quantity indications are displayed by oil quantity instrumentation. Corrective flight crew action should be initiated when low oil pressure indications are evident.

HIGH DIFFERENTIAL OIL PRESSURE: Instrumentation which indicates oil pressure differential across the main oil filter provides the flight crew with an indication when the filter is approaching a bypass condition. Once a filter is allowed to clog and bypass contaminated oil, continued operation of the engine may cause clogging of engine oil screens with the resultant loss of lubrication to related bearings and seals.

The oil filter indication is set to be displayed at a differential pressure sufficiently below the pressure at which the filter will bypass to permit flight crews to take action to prevent bypassing of contaminated oil.

The following are recommended if the oil filter light indicates filter clogging in flight:
· A thrust reduction should be made whenever the light is displayed.
· If the light disappears, and all other engine instrument values remain normal, engine operation at the reduced thrust may be continued at the discretion of the pilot.
· If the light continues to be displayed, the engine should be shut down or operated at the minimum thrust required to sustain flight until a landing can be made.

The filter light should be reported as an engine discrepancy.