ENGINE STARTING PROCEDURES: GENERAL PREQUATIONS

AND PISTON ENGINE AIRCRAFT STARTING PROCEDURES.

Engine starting and Running: An engine should not be adversely affected round run more
often than is absolutely essential to ensure its service ability. With a piston engine more wear
takes place during cold starts than during normal operation, and with a turbine engine the engine
life may be directly related to the number of temperature cycles to which it is subjected.

GENERAL PRECAUTIONS:
1. An aircraft should whenever possible, be headed into wind before starting its engines.
Turbine engine aircraft are not usually affected so seriously by wind direction,

2. An aircraft should normally be parked with brakes ‘ON’ and chocks in front of the main
wheels. Use of metallic chocks is preferred for jet engines.

4. A lookout man should be stationed in front of the aircraft, and should be in visual and/or radio
contact with the cockpit/cabin crew.

5. If an external power (such as GPU or Air Trolley) is used for starting, make sure that it can be
removed. Safely at the time of an emerging or when needed.

6. During any and all starting procedures, fire fighting equipment should be readily available at
an appropriate place and be manned by a “FIRE GUARD”.

The general precautions/procedures before starting will apply to all Reciprocating (piston),
Turbo-propeller and Turbojet power plants.

STARTING PROCEDURE OF PISTON ENGINE AIRCRAFT

Reciprocating engines are capable if starting in fairly low temperature without the use of engine
heating or oil dilution, depending on the grade if oil used.

The various covers (wing,tail,cockpit,wheel etc.) protecting the aircraft must be removed before
attempting to turn the engine.

External sources of Electrical power should be used when starting engines equipped with electric
starters. This eliminates an excessive burden on the aircraft battery.

To START the engine proceeds as follows:

1. Turn the auxiliary fuel pump on, if aircraft is so equipped.

2. Place the mixture control to the position recommended for the engine and carburetor
combination being started. As a general rule, the mixture control should be in the idle cut off
position for pressure type carburetors and in the full rich position for float type carburetors.

Many light aircraft are equipped with a mixture control pull rod which has no detected intermediate
positions. When such controls are pushed in flush with the instrument panel, the mixture is set in the ‘full
rich’ position.Conversly when the control rod is pulled all the way out, the carburetor is in the “idle cut
off” or “full lean”position.Unmarked intermediate positions between those two extremes can be selected
by the operator to achieve any desired mixture setting.

3. Open the throttle to a position that will provide 1000 to 1200rpm.

4. Leave the preheat or alternate air (carburetor air) control in the cold position to present
damage and fire in case of back power. These auxiliary heating desires should be used after the
engine warmsup.They improve fuel vapourization, prevent fouling of the spark plugs, ice
formation, and eliminate icing in the induction system.

5. Energise the starter; after the propeller has made at least two complete revolutions, and then
turn the ignition switch on. On engines equipped with induction vibration, turn switch to the both
position. When starting on engine that uses an impulse couplingmagneto, turn the ignition switch
to “LEFT”position.Place the ignition switch to start when the magneto incorporates a retard
breaker assembly.

Do not crank the engine continuously with the starter for more than 1 minute. Allow 3 to 5
minute period for cooling the starter between successive attempts. Otherwise the starter may be
burnt out due to overheating.

6. More the primer switch “ON” intermittently, or prime with one three strokes of primary pump
depending on how the aircraft is equipped .When the engine begins to fire, hold the primer while
gradually opening the throttle to obtain smooth operation.

7. After the engine is operating smoothly on the primer, move the mixture control to the FULL
RICH position. Release the primer as soon as a drop in RPM indicates that the engine is
receiving additional fuel from the carburetor.

8. Piston engine installations vary considerably, and the method of starting recommended by the
manufacturer should always be followed. Engine speed should be kept to a minimum until oil
pressure has built up and engine should be warmed up to minimum operating temperature before
proceeding with the required tests.

9. High power should only be used for sufficient duration to accomplish the necessary checks,
since the angina may not be adequately cooled when the aircraft is stationary. After all the
checks have been carried out the engine should be cooled by running at the recommended speed
for several minutes, the magneto switches should be checked for operation and the engine should
be stopped.

HAND CRACKING: Extreme care is essential when starting piston engines by hand swinging.
Many accidents have occurred in this way, and both pilots and technicians should be given
demonstrations and be checked out on this method of starting. The engine must always be treated
alive and no parts of the arms,legs,or body should be moved into the propeller disc at anytime.
No attempt should ever be made to start an engine without someone in the cockpit to operate the
throttles or brakes as necessary, or without chocks placed in front of the wheels.

1. Sucking in: To prime the engine cylinders, when necessary, the ground crew should stand
away from the propeller. Face the pilot and call “switches off”, petrol on, throttle closed, suck
in”. The pilot should repeat these words, carrying out the appropriate actions at the
sametime.The ground crew should then from the set the propeller to the beginning of a
compression stroke and turn the engine through at least two resolutions. The propeller must be
swing smartly down and across the body, turning away from the propeller and stepping away in
the direction of the movement of the aircraft.

2. Starting: The ground crew should set the propeller at the start of a compression stroke, stand
away from the propeller, face the pilot and call “CONTACT”. The pilot should set the throttle
for starting, switch ‘on’ the magnets and repeat ‘contact’. The ground crew should then swing
the propeller. If the engine does not start the ground crew should ensure that the magnetos are
switched off before resetting the propeller, and switched on again before making another attempt
to start the engine.

3. Blowing out: If the engine fails to start through over-richness the ground crew should face the
pilot and call “switches off”, petrol off, throttle open, blow out. The pilot should repeat these
words, carrying out the appropriate action at the same time. The ground crew should then turn
the propeller severe revolutions in the reverse directions of rotation to expel the mixture from the
engine. This will usually entail swinging the propeller up from the 60’ clock position, using the
opposite hand. The throttle should then be closed, the petrol should then be closed, the petrol
turned ‘on’ and the operations for starting the engine are repeated.

UNIT 1 LESSON PLAN NO: 5

ENGINE STARTING PROCEDURES: TURBOPROP & TURBOJET
AIRCRAFTS
TURBOPROP ENGINES: PRESTART PROCEDURES:
1. The various covers protecting the aircraft must be removed.
 2. Engine tailpipes should be carefully inspected for the presence of fuel or oil.

3. A close visual inspection of all accessible parts of the engines and engine controls should
be made, followed by an inspection of all nacelle areas to determine that all inspection
and access plates are secured.

4. Sumps should be checked for water.

5. Air inlet areas should be checked for general conditions and foreign materials.

6. The compressor should be checked for free rotation, when the installation permits, by
reaching in and turning the blade by hand.

STARTING PROCEDURE: COMMON

Turbine engines may be started by an electric motor or by an air turbine. Hence external
electrical power may be needed to start the electrical starter motor or electrical air pressure
trolley may be needed to start the air turbine starter. In multi engine aircrafts where air turbine
starters are used, use an external air pressure trolley to start one engine and then the bleed air
from the starter engine can be used to start the other engine starters.

While starting the engine always observe the following:

1. Never energise (electrical) the starter when engine is rotating.

2. Do not move the power lever of any engine while it is being bled for cross-bleed starting.
3. Do not perform a ground start if turbine inlet temperature is above that specified by the
manufacturer.
4. Does not use bleed air from engine that is accelerating.

PROCEDURE:
1. Place the “start selector switch” to the desired engine and the “start-arming switch”(if so
equipped) to the “start” position.
2. Turn the aircraft booster pumps ‘ON’.
3. Place the fuel and ignition switch ‘ON’.
4. Position the low RPM switch in low or normal (high).
5. Make sure that the power lever is in the ‘start’ position. If the propeller is not at ‘start’
position, difficulty may be encountered in making a start
6. Depress the ‘start’ switch and, if primary is necessary, depress the primary button.
7. Make sure the fuel pump parallel light comes on at or above 2200rpm and remains ‘on’
up to 9100rpm.
8. Check the oil pressure and temperature. Maintain the power lever at the ‘start’ position
until the specified minimum oil temperature is reduced.
9. Disconnect the ground power supply.
 If any of the following conditions occur during the starting sequence, turn off the
fuel and ignition switch, discontinue the start immediately, make an investigation and
record the findings.
1. Turbine inlet temperature exceeds the specified observed maximum(Record the
observed peak temperature)
2. Acceleration time from start of propeller rotation to stabilised rpm exceeds the
specified time.
3. There is no oil pressure indication at 5000rpm(for either the reduction gear or the
power unit)
4. Torching (visible burning in the exhaust nozzle other than normal enrichment)or
excessive smoke is observed during initial fire-up.
5. The engine fails to ignite by 4500rpm or maximum motoring rpm (which ever is first)
and rpm stagnates or begins to decay.
6. Abnormal vibration is noted or compressor surge occurs(indicated by back firing).
7. There is fuel spewing from the nacelle drain, indicating that the drip valve did not
close.
8. Fire warning bell rings (This may be due to either an engine fire or failure of an anti-
icing shut off valve to close).

STARTING PROCEDURE OF TURBO JET ENGINES:

Most of the GT engines are having built-in air turbine starters or combustion
type (micro turbo) starters. Air turbines starters make use of an external source of
compressed air to start themselves and then rotate the aircraft engine. Combustion
type(micro turbots) starters make use of either air bottles(built-in) or electrical motor to
start themselves and then rotate the aircraft engine.
If an air turbine starter is used, the engine should start or “light up” within
approximately 20 seconds after the fuel is turned ‘on’. If this time limit is exceeded, the
start should be discontinued and the trouble should be analysed and removed. If it is
micro turbo start, the 20sec interval need not be observed, since starter operation will
discontinue automatically after a predetermined time interval.

PROCEDURE:
1. Move power lever to’OFF’position unless the engine is equipped, with thrust reverser.
If the engine is so equipped, place the power lever in the “idle” position.
2. Turn ‘ON’ electrical power to engine.
3. Turn fuel system shut off switch to fuel “ON” position.
4. Turn fuel booster pump switch “ON”.
5. A fuel inlet pressure indicator reading of 5p.s.i. ensures fuel is being delivered to
engine fuel pump inlet.
6. Turn engine starter switch “ON”. When engine begins to rotate, check for oil pressure
rise.
7. Turn ignition switch “ON” after the engine begins to rotate.
8. Move throttle to “idle” (if engine is not equipped with thrust reverser)
9. Engine start (light up) is indicated by a rise in exhaust gas temperature.
10. After engine stabilises or idle, ensure that none of the engine limits are exceeded.
11. Turn the engine starter switch to “OFF” position after start.
12. Turn ignition switch “OFF”.

UNSATISFACTORY TURBO STARTS:

1. Hot start: Engine starts but the exhaust gas temperature exceeds specified limits
caused by excessive rich fuel/air mixture. The fuel to the engine should be shut off
immediately.
2. False or Hung start: Engine starts normally but the rpm remains at some low value
the result of insufficient power to the starter or the starter cutting off before the engine
starts self accelerating-shut down the engine.
3. Engine will not start at all: Engine does not start within prescribed time limit caused
by lack of fuel/insufficient electrical power/malfunction of ignition system etc-shut down
the engine. In all unsatisfactory starts, allow 30sec fuel draining time or continue rotating
the compressor for 15sec to remove accumulated fuel.