Module 14-03 Propulsion: Starting and Ignition Systems

AeroGATES: PART 66 courseware 14– Propulsion
Category  A  B1  B2  B3 03- Starting and ignition systems

Level  1  2  3
Module 14-03
Propulsion
Starting and Ignition Systems
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Level  1  2  3
Table of contents
I. OPERATION OF ENGINE START SYSTEMS AND COMPONENTS ...................................................................................................................................... 4

1. GENERAL: ............................................................................................................................................................................................................................ 4
1.1. Function: ........................................................................................................................................................................................................................... 4
1.2. Location:............................................................................................................................................................................................................................ 4
1.3. Description: ....................................................................................................................................................................................................................... 6
1.3.1. Air starter (pneumatic starter): ................................................................................................................................................................................... 6
1.3.2. Electric starter: ........................................................................................................................................................................................................... 7
1.3.3. Generator starter: ....................................................................................................................................................................................................... 7
1.3.4. Turbo-starter: .............................................................................................................................................................................................................. 8
1.3.5. Advantages and disadvantages of some types of starters: ....................................................................................................................................... 9
2. DESCRIPTION AND OPERATION: ...................................................................................................................................................................................... 9
2.1. Generator-starter: ............................................................................................................................................................................................................. 9
2.2. Air starter:........................................................................................................................................................................................................................ 10
2.3. Operation: ....................................................................................................................................................................................................................... 11
2.4. Controls: .......................................................................................................................................................................................................................... 15
2.5. Interfaces: ....................................................................................................................................................................................................................... 16
2.6. Indications and monitoring: ............................................................................................................................................................................................. 17
II. IGNITION SYSTEMS AND COMPONENTS ........................................................................................................................................................................... 18
1. GENERAL: .......................................................................................................................................................................................................................... 18
1.1. Function: ......................................................................................................................................................................................................................... 18
1.2. Location:.......................................................................................................................................................................................................................... 20
1.3. Description: ..................................................................................................................................................................................................................... 22
2. FUNCTION AND OPERATION: .......................................................................................................................................................................................... 25
2.1. Exciter box (HE ignition unit):.......................................................................................................................................................................................... 27
2.2. Ignition cable: .................................................................................................................................................................................................................. 28
2.3. Igniter: ............................................................................................................................................................................................................................. 28
2.4. Controls: .......................................................................................................................................................................................................................... 31
2.5. Indications and monitoring: ............................................................................................................................................................................................. 33
III. MAINTENANCE SAFETY REQUIREMENTS ......................................................................................................................................................................... 34
1. MAINTENANCE OF STARTERS: ....................................................................................................................................................................................... 34
1.1. General: .......................................................................................................................................................................................................................... 34
1.2. Maintenance of starters: ................................................................................................................................................................................................. 34
2. MAINTENANCE OF IGNITION SYSTEMS: ........................................................................................................................................................................ 36
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2.1. General: .......................................................................................................................................................................................................................... 36
2.2. Maintenance of ignition systems: .................................................................................................................................................................................... 37
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I. OPERATION OF ENGINE START SYSTEMS AND COMPONENTS
1. GENERAL:
1.1. Function:
Three primordial conditions are required to start a turbine engine:
rst
 1 : an adequate air flow must be provided to the combustion chambers.
nd
 2 : the fuel atomized in the combustion chamber must be mixed with air in a clearly defined proportion (1/15).
rd
 3 : a source of ignition must set the fuel-air mixture ablaze.
rst
In order to obtain the required air flow rate (1 condition), the compressor must be actuated at a sufficient rotational speed. This initial drive of the
compressor is the subject of this lesson.
nd rd
The fuel required for the 2 condition and the ignition system necessary for the 3 condition are explained in other separate lessons.
The fundamental sequences of a starting phase are as follows:
 a starter actuates the compressor, thus creating an air flow through the engine.
 the ignition system is then activated.
 at the same time, the fuel is injected into the combustion chambers and the engine starts.
 the engine accelerates up to an autonomous idling speed.
 ignition and starting systems are cut.
The turbojets use several types of starters.
1.2. Location:
Under normal operation, the shaft of the HP compressor actuates the accessory gear box, which drives accessories such as a generator or a hydraulic
pump.
The most current starters are installed on the accessory gear box.
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During the engine starting phase, the starter produces a torque which is transmitted to the shaft of the compressor via the accessory gear
box. This is the reason why starters are positioned on the accessory gear box (AGB). On a twin spool turbojet, the accessory gear box is driven by
the shaft of the HP compressor.
Air starter installed on the accessory gear box
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1.3. Description:
There are several types of starters:
 air starter (cold turbine)
 electric starter
 generator starter
 turbo-starter (hot turbine)
1.3.1. Air starter (pneumatic starter):
Pneumatic starter
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The air starter is the best adapted to turbojets of strong power requiring a high torque for the drive of the compressor. It weighs only one fifth of
what does an electric starter of comparable power. It requires a large volume of air under a low pressure, but this is not really a problem because
most current commercial jet aircrafts have an APU (Auxiliary Power Unit) which provides all the air necessary for the engine starting, and the
majority of the airports are equipped with pneumatic starter car (ground power unit, GPU). This type of starter is also called: cold turbine air starter.
1.3.2. Electric starter:

It is used on turbine engines of low power, requiring a weak torque. It is also very often used to start the APU' S. It usually uses a “series” electric
motor fed with D.C. current.
Electric starter
1.3.3. Generator starter:

This type of starter is often used on jet engines equipping business jets. This system brings together into only one component a starter and a
generator. After being used as a starter, the system is transformed into an electric generator.
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1.3.4. Turbo-starter:
This system is not very widespread either in general aviation or in the commercial aviation.
Turbo-starter
There are two types of turbo-starters:

 Cartridge starter: a solid powder load is set electrically ablaze; this generates a significant volume of gas which rotates a turbine wheel. This
wheel actuates the engine compressor via a reducer and a device of disengagement.
 Combustion starter (hot turbine starter): in fact it is a mini-turbine engine which actuates the engine compressor via a reducer and a
device of disengagement. This type of starter is still used on engines equipping military aircrafts.
Turbo-starters are generally not installed on the AGB; they are usually located in the spinner.
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1.3.5. Advantages and disadvantages of some types of starters:
TYPE OF STARTER ADVANTAGES DISADVANTAGES
- simple - needs a source of air or an -

- APU
PNEUMATIC - economic use
- excellent weight/power ratio
- good torque - heavy
- autonomous if supplied with - - needs large electric cables to
ELECTRIC
- the aircraft battery - limit the voltage drop
- better torque than the air - heavy

TURBO STARTER - starter - complex installation
- autonomous
2. DESCRIPTION AND OPERATION:

Generator-starters are appropriate for small turbine engines to which they are well adapted. Air starters perfectly suit turbojets of strong power. The
operation of these two types of starters will be explained hereafter.
2.1. Generator-starter:
It is the grouping in the same block of a starter and a generator. In addition to “compound” windings in the generator, are found “series” windings
which are used for the “starting” function, and only for that; as soon as starting takes place, the “series” windings are disconnected.
At the same time, an excitation current coming from the voltage (tension) regulator supplies the generator which then produces current. Because of
this double function, the mechanical drive is different from that of an electric starter: the grooved shaft remains permanently coupled with the
accessory gear box (AGB).
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Generator starter
2.2. Air starter:
This type of starter is almost exclusively used on the turbojets equipping commercial aircrafts and on private (or business) aircraft engines equipped
with an APU. It includes a turbine, coupled with a reducing gear box, followed by a ratchet wheel clutch.
The starter turbine is supplied with air having a strong flow rate and a low pressure which is provided by the aircraft APU or by an external source
(external starting).
After having passed by the starting valve, which is electrically controlled, air reaches the starter turbine and rotates it; this actuates the accessory gear
box. Thanks to a transmission shaft, the AGB drives the HP compressor shaft, which, as it turns, provides the combustion chambers with an air flow
sufficient for the engine to start. The rotational speed of the starters is definitely higher than that of the engine shaft (more than 50 000 turn/mn); a
reduction gear having one or more stages reduces this speed (down to approximately 2500 turn/mn) while increasing the output torque.
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On some aircrafts the air starting system is controlled automatically. When the pilot launches the starting sequence, the starting valve opens for a
while, then closes automatically when a predetermined engine rating is reached; As the jet engine accelerates up to its idling speed, a mechanism
(ratchet wheel and pawls) within the starter disconnects precisely this starter from the AGB drive shaft. If this mechanism were not to function, the
engine would try to involve the starter at very high speeds for which it is not designed; this would produce a significant torque in the drive shaft inside
of which the fuses would be shorn before complete starter destruction.
2.3. Operation:
The turbojet starting is obtained by the rotation of the compressor; on twin spool turbofans (engine with dual flow and twin spool), the starter always
actuates the HP compressor because it is less heavy than the LP assembly and requires less energy to be driven.
In order to rotate the compressor, the starter is fixed on one of the two faces of the accessory gear box (AGB). The AGB is connected to an internal
gear box (IGB) by a radial drive shaft. The IGB is coupled with the HP compressor shaft by a bevel gear pin. This same device is used by the engine
to drive the accessories installed on the AGB (generator, pump).
There are many types of starters. Most of them will be described in another lesson.
On almost all jet engines equipping commercial aircrafts, are installed air starters because they are relatively light and their use is simple and
economic. We are going to study this type of starter hereafter.
A side of the starter is installed on the AGB by a QAD clamp or by a similar system: this side has a grooved shaft fitting to the AGB. On the other side
is fixed a metallic duct which feeds the starter with low pressure (35 to 40 PSI ) and high flow rate (50 to 100 Lbs/minute) air. The starting valve is
upstream from this conduit; it controls the supply of the starter with air.
When the starting valve is opened, air penetrates in the starter inlet, passes through a stage of guide vanes conveying the air flow towards starter
turbine blades. Thanks to their shape, these guide vanes transform the air pressure in speed for the turbine blades to be hit with a high kinetic
energy.
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Turbojet starter operation
The starter turbine turns at a high speed of approximately 50 000 turn/min (liable to reach up to 80 000 tr/min on certain types).
After having actuated the turbine, the air leaves from the starter through annular vanes and is evacuated outside the engine by a fair-shaped opening.
The rotational speed of the turbine shaft is then reduced by a speed reducer having one or two gear trains the reduction ratio of which ranges from
1/10 to 1/30 depending on the design. This causes the output torque to increase by as much.
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Speed reducer
The reducer output shaft is coupled by grooves with a ratchet wheel; this one actuates a clutch in the same direction of rotation, via several pawls
maintained in contact by leaf springs (also called plate springs or laminated springs).
This system, called “sprag clutch”, allows the turbine to actuate the starter output shaft without the reverse being possible.
During the starting phase, the engine accelerates until it reaches its stabilized idling speed; during this phase, the sprag clutch, now driven by the
engine, turns more quickly than the ratchet wheel, driven by the starter turbine; At this time, the centrifugal force is significant enough to be opposed to
the leaf springs holding force; the pawls deviate, the sprag clutch and the ratchet wheel are disunited. This system (sprag clutch) prevents the turbojet
from driving the starter at over-speeds.
t a predetermined engine rotational speed (when the turbojet reached an autonomous rotational speed), the electro-valve which controls the starting
valve receives an electric signal of closing and the starter is not fed with air any more.
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Sprag with ratchet wheel
When the engine is shut down, the sprag clutch decelerates and at a given time, the centrifugal force is not sufficient any more to be opposed to the
leaf springs of the pawls; those touch then the ratchet wheel; the sprag clutch goes on decelerating while turning around the ratchet wheel without
however being able to drive it.
The pneumatic starting system comprises several safety devices intended to protect the starter.
 normally, the starting valve closes automatically when the engine reaches an autonomous rotational speed. If, for any reason, the pneumatic feeding
of the starter were not cut, the starter turbine would reach a rupture speed. To avoid such a risk, the turbine inlet guide vanes have a form which limits
the flow velocity of the air which crosses them; when this air flow reaches the sonic speed, a shock wave forms, which prevents any acceleration. The
turbine stabilizes then at over-speed which is lower than the rupture speed.
 if the automatic centrifugal un-clutch device (sprag clutch) did not function, the engine would drive the starter at a speed definitely higher than that for
which it was designed; indeed, the speed-reducer would behave like a step-up gearing; with a step-up ratio of 10/1, the starter would quickly be
destroyed.
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To avoid this scenario, the output shaft of air starters have a fuse box; the drive shaft would shear off at a predetermined torque if the engine tried
to drive the starter.
Although they are used during very short times, air starters need lubrication.
From one to two quarters of oil are in the starter case where the reducer gearing is lubricated by splashing. A magnetic detector located at the bottom
of the casing collects the metallic particles which might be produced by the gear trains that have speeds sometimes exceeding 50 000 turn/min.
2.4. Controls:
Whatever the type of starter, the starting sequence is always activated from the cockpit.
While pressing on a switch, the pilot allows the supply of an electro-pneumatic valve which controls the opening and the closing of the start
valve. This electro-pneumatic valve is fed with a 28 VDC current, which may be provided by the aircraft battery.
The starting sequence is entirely automatic, until the jet engine reaches an autonomous rotational speed and until the start valve closes; however, the
pilot can always stop the starting sequence.
If the starting sequence is stopped, the starter should not normally be re-activated as long as the jet engine does not stop turning or as good as.
On some modern aircraft (with FADEC), the engine management electronic computer takes this data into account and prevents the starter reset as
long as the jet engine does not stop turning or slows down sufficiently down to a reasonable rotational speed.
On the engines of some recent aircraft (B 777), the air starter is equipped with a speed sensor; the provided information is transmitted to the engine
electronic computer which is able to modulate the start valve opening in order to synchronize the rotational speed of the starter with the rotational
speed of the driving shaft; this system avoids a starter crash engagement, bound to damage the starter.
When the start valve cannot be actuated from the cockpit, it can be opened and closed manually, either by turning a square drive, or by switching a
lever planned for this purpose on the valve itself.
The person carrying out the manual starting must be in contact with the cockpit via the aircraft intercom in order to synchronize the operation.
The start valve is normally maintained closed by a spring; consequently, it is necessary to maintain it open during the phase of a manual starting, until
the signal of closing is sent by the cockpit.
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Starter controls
2.5. Interfaces:
The starting systems in turbojets is designed to fulfil a function and only that one; they are thus not inter-connected with other aircraft systems for other
functions.
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2.6. Indications and monitoring:

The engine starting systems have an indication specific to the cockpit: the indicator of start valve opening; however the crew has indirect means at
their disposal to supervise the starting sequence.
Thus, if the engine is equipped with an electric starter, a voltage drop immediately after the actuation of the starting sequence means that the starter
was fed with electric current; this must be followed by an indication about the rotational speed of the HP compressor shaft, on the rotation per minute
indicator (RPM indicator also called tachometer, revolution counter or Revs-counter).
In the case of an air starter, a fall of air pressure in the starter supply pipe just after the beginning of the sequence, means that the start valve opened;
this must be correlated by an indication of the spin-up of N2
Note:
If a voltage drop or a pressure fall is not followed by a spin-up of N2, this may indicate the shearing of the starter shear shaft: the starter turns
but does not drive the AGB.
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II. IGNITION SYSTEMS AND COMPONENTS
1. GENERAL:
1.1. Function:
Igniters
The main role of an ignition system is to produce arcs of high temperature intended to ignite the air-fuel mixture for the starting of the jet engine. This
system functions only during a very short time during the start cycle. The secondary function of this system is to avoid an in flight shutdown thanks to
a continuous operation.
These arcs of high temperature are created by high intensity igniter plugs (also called spark-gaps).
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High level of energy in the igniters
Turbojets have two igniters, supplied by two separate ignition circuits.

The spark-gaps fulfill the same role as the spark plugs in a piston engine: they set the air-fuel mixture ablaze. The main difference lies in the fact that,
in a piston engine, the ignition system continuously supplies the spark plugs during all the time the engine functions, whereas in a turbojet, the igniters
are supplied during the starting and are then switched off as the jet engine starts.
After a turbojet has started, the air-fuel mixture combustion (in combustion chambers) is continuous and doesn't normally need the ignition system any
more.
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Igniter functioning duration
Another difference between the two systems is the required energy level. In a piston engine, the conditions of ignition are ideal because the air-fuel
mixture is correct, hot and homogeneous so that a spark of average intensity will be sufficient to ignite the mixture.
In a turbojet, a significant cold volume of air flows into the combustion chambers, and the fuel is more “atomized” rather than sprayed; the difficulty in
restarting a jet engine just after an in flight shutdown is worsened by the low density of air and its low temperature, so that a high energy current is
necessary to produce an arc of intensity such that it can spray and ignite the mixture.
1.2. Location:
There are always two igniter plugs per engine and each of them is always located in its own combustion chamber.
In some engines, they can be in diametrically opposite chambers.
In other engines there may be an igniter plug on each side of the engine in not diametrically opposite chambers.
Finally, igniter plugs may be located in two adjacent combustion chambers, as it is the case in the P&W 4090 engine, the igniter plugs of which are
located respectively at 3:00 and 4:00.
There is no general rule concerning the installation of these two igniter plugs; only engine studies and tests on a test bench make it possible to define
their best positioning in a given engine.
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Location of the igniter
Each igniter plug receives its energy from an exciter box; both exciter boxes may be located in the case (PW 4090) or in the fan case (RR TRENT
700), bolted on flanges.
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Section of an annular combustion chamber
1.3. Description:
Most turbine engines use high energy igniter plugs; the work produced by these ignition systems is expressed in "JOULES" (see glossary).
A significant characteristic of a turbine engine ignition system is the significant energy discharged by the igniter plug; this is obtained by a condenser
(capacitor) located in the HE ignition unit (High Energy ignition unit).
The HE ignition units are watertight metal cases containing electric and electronic components.
Igniter cables deliver the electric power produced in the high energy units towards the igniters installed on the engine; each cable is composed of an
electric conductor which is coppered and insulated by Teflon.
The whole is placed in a flexible metal sheath; each tip ends in a coupling nut intended to make its connection easier onto the high energy unit and
onto the igniter.
Igniters are designed for a specific engine; they are made of a nickel-chromium alloy of great quality for its corrosion resistance is high and its thermal
expansion factor is low.
The point of the central electrode is generally in tungsten and the isolating material is made out of ceramics.
In modern turbojets, the ignition system is divided into two independent parts; two HE ignition units, two igniter cables and two igniter plugs are thus
found.
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HE ignition unit
Igniter cables
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Igniter design
According to whether one has as a criterion the supply voltage or the energy produced at the exit, ignition systems may be classified differently.
In the majority of the engines, the HE ignition units are supplied with 115V alternating current, but in older installations there may be a 28V direct
current supply, delivered by the aircraft battery.
The energy produced can also vary from an engine to another one: some big engines have a 20 Joules ignition while the HE ignition unit of a small
engine usually delivers only 4 Joules.
In some old installations, the HE ignition units are supplied with 28V direct current so as to start the engine by using the aircraft battery if a ground
power unit (GPU) is not available.
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As all recent aircrafts are equipped with an APU (Auxiliary Power Unit) which provides the electric output (115V alternating current), a power supply by
HE ignition units in 28V direct current does not constitute an advantage any more.
Big modern engines have a “high energy” (HE) ignition system because the significant mass of cold air crossing these engines require a powerful
electric arc to ignite the air-fuel mixture. This is particularly true when it is necessary to restart an engine in altitude after a flame-out (blow out)
whereas the ambient air is much colder and less dense than on the ground.
2. FUNCTION AND OPERATION:

The two subsystems of a turbojet ignition system are designated “IGNITION 1” and “IGNITION 2” or “IGNITION A” and “IGNITION B”, depending on
manufacturers.
Each HE ignition unit is composed of a feed transformer, a rectifier, an electrical load capacitor, a spark-gap, a discharge capacitor and a high tension
discharge transformer.
The supply is with 115 volts at 400 Hertz, applied to the transformer primary coil by internal electronic circuits. As a result a voltage of approximately
20 000 volts is obtained in the high tension release transformer secondary coil.
The energy accumulated in the electrical load condenser circulates in the igniter cable and discharges in the igniter with a great intensity. This creates
a powerful arc which is repeated from 60 to 135 times per minute (depending on installations), and the air-fuel mixture ignites.
When fire has started in one or two combustion chambers, tubes connecting all the combustion chambers allow the ignition of the mixture in the other
chambers; the ignition process can then be stopped.
In some older engines, the two igniters function during the start cycle, whereas in high energy systems used on modern engines, one igniter only can
be sufficient.
On some aircrafts, the system used for starting (IGNITION 1 or IGNITION 2) is selected on the engine starting panel in the cockpit; on other aircrafts,
“IGNITION 1” and “IGNITION 2” are used each in turn and this is managed by the engine electronic fuel; in both cases, the pilot can select the
operation of the two igniters at the same time.
During a normal start cycle, the ignition circuit is fed automatically when the HP fuel cock release handle is actuated, and it is cut automatically when
the engine reaches its idling speed and the start valve is in position “closed”.
When the aircraft flies under bad weather conditions (strong rain, snows, frosting clouds), the risks of flame-out increase.
To avoid this blow out, the two igniters are set in operation; this is also true during the phases of aircraft takeoff and landing.
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Operation of the igniters
A high-energy ignition system is used to start all turbojets, and a double system is always installed.
An ignition system is composed of:
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 a exciter box,
 an ignition cable or ignition lead and
 an igniter also called “spark-gap”.
2.1. Exciter box (HE ignition unit):
Diagram of a HE ignition unit
It is fed with a 115 volts 400 Hz electrical current from the aircraft electric circuit. Owing to the fact that it is fed with alternating current, the vibrator
used on older systems fed with 28 Volts direct current, is not necessary any more.
The current initially circulates through a noise suppression filter (also called suppressor or anti-interference filter). This filter prevents the frequency
interferences emitted by the exciter box from propagating in electric cables towards the aircraft electronic systems which they could perturb.
The current circulates then in the transformer primary coil, which produces a current of approximately 2000 Volts at the exit of the secondary coil.
This high voltage current goes then through a rectifier made up of two diodes and resistances, coupled to a decoupling condenser before reaching
an electrical load condenser.
With each alternating current cycle, the terminal voltage of the electrical load condenser increases to reach approximately 4000 Volts. This high
voltage corresponds to the spark-gap ionization voltage.
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On this level of voltage, the spark-gap becomes conducting and the current can go from the electrical load condenser to the high-voltage release
transformer, while charging the release condenser.
The current feeding the high-voltage release transformer primary coil induces a voltage of approximately 20000 Volts in the secondary coil. This
voltage is high enough to ionize the space between the two electrodes in the igniter.
This creates a conducting circuit which allows the release condenser and the electrical load condenser to discharge completely in the mass
through the igniter, by generating a second spark but of high intensity this time.
This powerful electric arc is necessary for the ignition of the jet engine under adverse conditions.
The characteristics of the elements composing the exciter box (transformers, condensers, spark-gap, etc...) determine the characteristics of the
ignition system.
The energy dissipated in the igniter (from 4 to 20 Joules) and the frequency of the electric discharges (from 50 to 150 per minute).
2.2. Ignition cable:

This cable transports the high-voltage high energy current, from exciter box to igniter; the conducting core is generally made of an aluminium-tungsten
alloy covered with copper.
It is insulated by a kind of rubber, wrapped by Teflon and covered outside with a protective sheath; this sheath is a nickel metal braid which on the one
hand protects the cable against external deteriorations (abrasion) and on the other hand ensures a sheathing against escapes of high voltage
current.
At each cable tip a coupling nut is found instead of conventional electric connectors; This system makes it possible to have a solid connection,
resistant to vibrations and which provides moreover a good electrical bonding.
In many installations, the ignition system is cooled; in this case, the ignition cable is contained in a flexible conduit; some air bled from the fan is
canalised in the conduit by a tee connection; from one side, the cooling air goes towards the exciter box from which it arises by openings designed
for this purpose, and from the other side, the air flows to the igniter and escapes under two half-shells fixed on the igniter body.
2.3. Igniter:
A typical high energy igniter has a central electrode isolated from the spark plug body which constitutes the mass electrode. Depending on the type
of igniter, the central electrode tip may stick out beyond the spark plug body, may be level or slightly recessed.
As explained, under normal operation, the space between the central electrode and the spark plug body (mass electrode) becomes conducting
when it is ionized by a high voltage current (about 20 000 Volts and up to 27 000 volts).
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Igniter function
As this space suddenly becomes conducting, all the energy stored up in the load condenser is all at once expelled by the central electrode in the
form of an arc of low tension and high intensity. Its highest intensity can reach around 2000 Amperes during 1/1000 second.
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Internal cooling
Some types of igniters have their bodies partially cooled by air bled from the fan.
Other types of igniters may have an internal cooling system. In this case, some secondary air surrounding the combustion chamber penetrates into
the igniter body by a side opening and leaves it circularly out of the central electrode tip.
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2.4. Controls:
As the main role of the ignition system is to ensure the ignition of the air-fuel mixture during the turbojet start cycle, this system is fed and
activated depending on the engine starting system. In the majority of the installations, the ignition system is started when the HP fuel lever is actuated
on the position “open”.
Thus, fuel injection and the ignition system function simultaneously. When the engine has reached a self-sustaining speed (close to the idling
speed), the starter is automatically disconnected and the ignition system is cut off at the same time.
Ignition system managed automatically by the electronic engine controller on modern engines
However, there are situations when the ignition system functions independently of the starting system; this is the case for re-ignition in flight after a
flame-out; this is also the case when a “continuous” operation of the ignition circuit is selected by the crew to prevent a blow-out.
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On modern engines, the ignition system is controlled by the electronic engine controller (EEC: Electronic Engine Controller, or ECU: Electronic
Control Unit); in this case, the electronic control unit manages automatically the ignition system, by taking into account the position of the HP fuel lever,
the situation of the aircraft (on ground or in flight), the state of some aircraft systems (anti-icing of the engine air intake, retracted or unfolded flaps,
etc...). The controller can thus adapt the ignition circuit to the exact aircraft profile.
Relation between starter selector, aircraft configuration and ignition system status
Examples:
 If the anti-icing system of the engine air intake has been activated after frosting conditions has been detected, the electronic engine controller
operates the two igniters in order to prevent a flame-out.
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Level  1  2  3
 If the aircraft is in flight, a rapid deceleration of an engine N2 without any switching of the throttle lever is automatically analyzed as
corresponding to a flame-out: the electronic control unit operates at once the starting of the two igniters continuously in order to carry out an
engine re-starting.
In the recent engines, the electronic engine controller determines which of the two ignition systems is to function (ignition 1 or ignition 2) if this engine
is normally designed to start with only one system. However, it should be noted that the crew can always exceed the automatic devices of the
electronic engine controller as regards ignition; on most aircrafts, the crew can manually select the system on “OFF“ or “CONTINUOUS” at will.
2.5. Indications and monitoring:

In old installations, nothing indicates to the cockpit crew how the ignition system operates. In more recent installations there may be the message
“IGNITION ON” which lights up when an ignition system has been selected. A disadvantage of these installations is that one does not know if the
ignition system functions or not, one knows only that it was selected.
This is why, in the newest aircrafts, current sensors (also called current transformers) inform the electronic engine controller of how igniters operate.
This operation may be indicated on screen to the cockpit crew. If the crew selects an ignition system the operation of which is not confirmed by a
current sensor, this would be regarded as a failure and a message “IGNITION FAULT” would be displayed.
In old ignition circuit installations which do not have any indication in the cockpit, the “sound test” remains the best means of checking the ignition
system operation.
14 – 03 - 33
Level  1  2  3
III. MAINTENANCE SAFETY REQUIREMENTS
1. MAINTENANCE OF STARTERS:
1.1. General:
Starters require little maintenance. Electric starters are electric motors which do not require practically any maintenance. Air starters have their own
lubrication system the oil level of which can be checked manually with a gauge, by level plug, or by a visual level, during an inspection of preventive
maintenance. This type of starter generally has a magnetic chip detector (MCD) which may be either independent or integrated into the drain plug.
In case a failure would prevent the starting valve from being electrically controlled by the cockpit, there is always a device making it possible to open
and close manually the starting valve by means of a drive square or of a handle (manual opening); in this case, the mechanic handling the valve
receives instructions from the cockpit in order to synchronize the opening and the closing of the starting valve with the crew.
Air starters are designed for a short and intermittent use; thus they have limits of operation stipulated in chapter 80 of the Manual of Maintenance.
If the starter must be used several times, for example, for an engine blow out, the manual of maintenance indicates the maximum number of duty
cycles.
Example: after a drive of the starter during two minutes, one cooling period of five minutes is necessary.
It is recommended to await the complete shut down of the jet engine before re-engaging the starter; However, on some engines, the starter reset can
be authorized when the rotational speed of N2 is lower than a given value.
Example: maximum speed of reset: lower than 10% N2.
This limit, like the previous ones, is given in chapter 80 of the Manual of Maintenance.
Note:
If, after a starting sequence is launched, it is noted that some pressurized air leaves the starter turbine outlet, without the engine obviously
rotating, it should be suspected a shearing in the AGB drive shaft. In this case, the replacement of the starter is primordial; generally, starters
are installed on accessory gear boxes by a quick fastener ring called “QAD ring” or “QAD clamp”.
1.2. Maintenance of starters:

The starters are not designed for an intensive use; they are made for a short and sporadic use. Although they have an autonomous internal lubrication
system, most of them do not comprise any cooling system, and therefore, a lengthy use would lead to the destruction of the starter.
14 – 03 - 34
Level  1  2  3
This is why the Manual of Maintenance (AMM) gives the operational limits of the starter in chapter ATA 80; approximately, to any operating time
corresponds a minimum cooling period which increases with each consecutive use.
The checking of the oil level and the magnetic chip detector (MCD) are the only preventive maintenance actions carried out on an air starter.
Depending on manufacturers and designs, there are various ways of checking the oil level: with a gauge, through a graduated viewing sight, by an
overflow port or a vertical overflow tube.
Maintenance of a starter
14 – 03 - 35
Level  1  2  3
The magnetic chip detector can be installed concentrically on the drainage plug or separately in the bottom of the casing. It must be checked each
time the operational limits of the starter are exceeded and when an internal deterioration is suspected.
Note 1:
 During the checking of the magnetic chip detector, a good practice consists in checking its magnetism; for that purpose, it is
sufficient to check that it can support its own weight when it is placed below some metallic material.
 It is advised to benefit from the preventive maintenance actions to glance at the starter air outlet screen. If marks of interior
impacts are present, or if some metallic pieces are caught in the screen, a deterioration of the starter turbine should be suspected.
When the drive shaft is sheared (sheared shaft), the starter must be replaced. The AMM, chapter 80, gives the procedure of removal and
installation.
Note 2:
If after several attempts to start, it is decided to replace the starter, it is recommended to take the required precautions to handle some
elements which can be very hot or even extreme and which could wound the personnel.
The start valve is actuated by servoed air controlled by an electro-valve (solenoid valve). This air comes from the starter air supply duct; before
reaching the electro-valve it passes through a filter.
If the solenoid of the electro-valve receives a signal of opening from the cockpit and if the start valve nevertheless does not open, the clogging of the
filter element mentioned above should be suspected.
2. MAINTENANCE OF IGNITION SYSTEMS:
2.1. General:
Although the ignition circuit of a turbine engine is regarded as being without problem, there are however cases when an intervention of the
maintenance personnel is necessary.
The personnel must know that an ignition circuit is intrinsically a circuit which can release a very high energy. The very nature of this system is such,
that the electric shocks of which it is the source, can be dangerous, even mortal, if precautions are not taken. These precautionary measures are
specified in chapter 74 of the manual of maintenance, before each task description.
Under no circumstance, the ignition system shall be fed when the igniter is removed.
14 – 03 - 36
Level  1  2  3
A usual means of system checking is the “sound test”. This checking should not be carried out when the aircraft is in a hangar or during fuelling; It is
also imperative to always make sure that nobody is in the air intake or the exhaust duct during a “sound test” of the ignition circuit.
In addition, precautions must also be taken for handling the igniters; some of them have their end made of beryllium oxide and any ingestion,
inhalation or simple contact with the skin can be dangerous.
2.2. Maintenance of ignition systems:

The turbojets ignition systems must be handled very cautiously, because of the potentially fatal character of high-voltage currents. It is primordial to
follow and apply the safety measures enacted in the engine maintenance manual.
Before disconnecting the ignition cables either from the lighter, or from the exciter box, the circuit breaker which supplies the ignition circuit must be
turned on; a certain latency (often about 5 minutes) must then be respected to allow the energy stored up in the condensers to dissipate in the mass
through a leakage resistance located in the exciter box.
In addition to these precautions, it is advised to earth the ignition cable central conductor by putting it in contact with a part of the engine; this allows to
make sure that load condensers in the exciter box are completely discharged.
There are many types of igniters but generally only one is appropriate for a given engine; the personnel of maintenance must make sure that the
right one is installed
Although high-energy igniters do not have any tendency to fouling, some types can be cleaned: the central electrode tip can be relieved of carbon
deposits; when it is the case, the cleaning procedure is explained in the engine maintenance manual, in chapter ATA 74; this task is generally not
carried out within the framework of an on line maintenance, but rather in a specialized maintenance workshop.
The igniter tips must stick out in a precise way inside combustion chambers, as specified in the manual of maintenance; this is checked with an
adapted depth gauge, which makes it possible to measure exactly the position of the igniter in its housing.
This position can be adjusted by installing discs of specific thickness under the igniter shoulder.
If an igniter is too deeply in the combustion chamber, the igniter tip must tolerate extreme temperatures which reduce their lifespan and their reliability.
If the igniter tip sets back from the wall of the combustion chamber, an electric arc might occur between the central electrode and the wall of the
chamber, weakening the ignition and deteriorating the wall of the combustion chamber.
The ignition cables must be correctly maintained, with approved attaching clamps; there should be no break in their routing and any damage of their
external braided metal sheath may cause a reject.
If, following a fault finding, the ignition cable is suspected to be the cause of the problem, a continuity test may be carried out with an ohmmeter and a
insulation test with a megohmeter (megger).
However, the most common operational test is “the sound test”: a technician stays close to the turbojet duct outlet while another one starts the ignition
system from the cockpit.
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Level  1  2  3
If a powerful short clack is heard with regular intervals (one to two a second depending on installations), the system may be thought to function
correctly. In all the cases, all the operational tests must follow the directives established by engine manufacturers.
Note:
the “sound test” must be carried out on only one ignition system at the same time. On aircrafts where there is no system of selection “IGNITION
1” or “IGNITION 2” in the cockpit, the technician works the circuit breaker of the system which is not tested.
14 – 03 - 38

Module 14-03 Propulsion: Starting and Ignition Systems

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Module 14-03 Propulsion: Starting and Ignition Systems

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AeroGATES: PART 66 courseware 14– Propulsion

Category  A  B1  B2  B3 03- Starting and ignition systems

Starting and Ignition Systems

I. OPERATION OF ENGINE START SYSTEMS AND COMPONENTS ...................................................................................................................................... 4

I. OPERATION OF ENGINE START SYSTEMS AND COMPONENTS

Air starter installed on the accessory gear box

1.3.1. Air starter (pneumatic starter):

1.3.2. Electric starter:

1.3.3. Generator starter:

There are two types of turbo-starters:

TYPE OF STARTER ADVANTAGES DISADVANTAGES

- simple - needs a source of air or an -

- better torque than the air - heavy

2. DESCRIPTION AND OPERATION:

Turbojet starter operation

Sprag with ratchet wheel

2.6. Indications and monitoring:

II. IGNITION SYSTEMS AND COMPONENTS

High level of energy in the igniters

Turbojets have two igniters, supplied by two separate ignition circuits.

Igniter functioning duration

Location of the igniter

Section of an annular combustion chamber

2. FUNCTION AND OPERATION:

Operation of the igniters

2.1. Exciter box (HE ignition unit):

Diagram of a HE ignition unit

2.2. Ignition cable:

2.5. Indications and monitoring:

III. MAINTENANCE SAFETY REQUIREMENTS

1.2. Maintenance of starters:

2. MAINTENANCE OF IGNITION SYSTEMS:

2.2. Maintenance of ignition systems:

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