http://forum.sukhoi.ru/showthread.php?s=&threadid=14900

"..A linear programming technique optimizes this integrated
system model, allowing pilot selection of four optimization
modes: maximum thrust, rapid deceleration,
minimum fuel, and minimum turbine temperature. Testing
of these modes has been concluded. Overall engine performance
improvements were demonstrated for the singleengine
application in subsonic and supersonic flight
testing. Aircraft performance improvements were directly
measurable for dual-engine supersonic flight. The modes
were evaluated to illustrate the manner in which PSC
achieves its results in the supersonic envelope.
Accelerations and decelerations were flown to test the
PSC maximum thrust mode and RDM, respectively. During
the maximum thrust mode acceleration testing at an
altitude of 45,000 ft, the PSC commanded optimal inlet
and engine uptrims. The PSC model estimated the left and
right propulsion system produced an average of 4 percent
more thrust than the baseline. These estimated improvements
are evidenced by the measured 8.5 percent reduction
in acceleration time from Mach 0.9 to Mach 2. The
application of the PSC RDM led to quicker decelerations.
At an altitude of 45,000 ft, time to decelerate from Mach 2
to Mach 1.1 decreased by 50 percent.
The results from the minimum fuel and turbine temperature
modes showed that PSC can substantially improve thrust-specific fuel consumption (TSFC) and be used to
extend engine life. Cruise testing of the PSC minimum
fuel and turbine temperature modes demonstrated the ability
of the PSC algorithm to hold net propulsive force constant
while minimizing TSFC or fan turbine inlet
temperature, FTIT. As predicted, PSC held flight condition
by controlling model-estimated thrust to a constant level
for both modes. At Mach 1.5 and an altitude of 30,000 ft,
TSFC was reduced by over 9 percent for both sides of the
propulsion system primarily by reducing afterburner fuel
flow requirements. A minimum turbine temperature mode
test at Mach 1.8 and an altitude of 40,000 ft resulted in an
FTIT decrease of 25 °F or more for both engines while
holding a constant thrust and flight condition. Because the
baseline engine operates on the maximum FTIT limit at
this flight condition, 25 °F reduction translates to increased
engine life."

Или если коротко: в следствии приминения спец. адаптивного алгоритма управления силовой установкой достигнуты следующие улучшения - 4% в тяге, 8.5% в разгоне М0.9-2.0, 50% в торможении М2-1.1, 9% экономии топлива в режиме М1.5@10км