Ameco Beijing

Aviation College

Training Manual
Fundamentals
Jet
Aircraft
Maintenance
Fundamentals

ATA 74
Ignition and Starting

JAR-66

Lufthansa Issue: June 2001

Technical Training GmbH For Training Purposes Only
Book No: JAMF ATA 74 ALL Lufthansa Base ã Lufthansa 1995
For training purpose and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84

Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
 Lufthansa Technical Training
IGNITION AND STARTING FUNDAMENTALS

Unit 74

ATA 74 IGNITION AND STARTING

For Training Purposes Only

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

STARTING SYSTEM
INTRODUCTION
You should remember that turbine engines run with a continuous combustion.
So an ignition system is usually not necessary. But to start the combustion you
always need ignition. This function is called start ignition and will be discussed
in lesson 3 of this unit. Ignition is also necessary for the engine when external
conditions can lead to a flame--out of the combustion. This function is called
continuous ignition. 1 You can always activate the continuous ignition when the
engine is running. This is done with a switch on an engine control panel or on
the ignition and start panel depending on the aircraft type. You also find on
modern aircraft types that continuous ignition is activated automatically when
there is a risk of an engine flame--out.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

IGNITER
PLUG
IGNITION
EXCITER
For Training Purposes Only

FADEC COMPUTER

Figure 1 Ignition System

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1
Introduction (contd.)
To generate the high energy sparks the ignition system needs the following
main components: The ignition exciter which generates a very high voltage.
The igniter plug which produces the sparks from the high voltage. The ignition
leads which transport the electrical energy from the ignition exciter to the igniter
plug. And last but not least the electrical power supply and the control
switches. The control switches receive their switching commands from the
control panels. In modern engines the control switches are part of the FADEC
system.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

FADEC

IN OUT
115 V AC
IGNITION IGNITER
LEAD PLUG
CONTROL IGNITION EXCITER
SWITCHES

SWITCHING
COMMANDS
IGNITER
PLUG

IGNITION
EXCITER
For Training Purposes Only

FADEC COMPUTER

Figure 2 Ignition System Components

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1
Introduction (contd.)
For safety reasons each engine has two ignition systems. In this example, they
are named system A and B. Each system has its own components and also
independent power supply. One of the 2 systems is always supplied from the
emergency power system of the aircraft. One or two systems are used during
start ignition depending on the engine type and start procedure. Both these two
systems are usually activated during continuous ignition. In the next segments
you can learn the function of the main components.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

IN OUT
115 V AC
EMERGENCY IGNITION IGNITER
IGNITION EXCITER LEAD PLUG
BUS

IN OUT
115 V AC IGNITER
IGNITION
CONTROL IGNITION EXCITER LEAD PLUG
IGNITER SWITCHES
PLUG

IGNITION
EXCITER
For Training Purposes Only

FADEC COMPUTER

Figure 3 Two Ignition Systems

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

EXCITER
In this segment we will see how a high output voltage is generated by the
ignition exciter. The input voltage for the ignition exciter is usually 115 volts AC.
This input voltage is first transformed to a higher voltage, because 115V is a
low voltage for the ignition system. The AC voltage is then rectified by diodes
to a DC voltage that can charge the storage capacitors. When the voltage on
the capacitors reaches a specified level of more than 2000 volts, than the gas
between the 2 electrodes of an discharge gap becomes conductive. This
connects the capacitors to the output. Where you have now a voltage of more
than 2000 volts. In some ignition exciters you can find an additional transformer
at the output. In this case the output voltage can be up to 20.000 volts. You
must always be very careful when you work on this system, because the high
output voltage is fatal to your life. Never come into contact with the output
,even when the system is switched off. You could get a fatal electric shock from
the stored energy of the capacitors.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

IGNITION EXCITER

U U
U
U
For Training Purposes Only

t t t t

Figure 4 Ignition Exciter

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1
Exciter (contd.)
As you can work out from the graphic the high voltage is transferred by the
ignition lead to the igniter plug. From this voltage the igniter generates a high
energy spark. During the spark a current of up to 1500 amperes flows through
the system. This high current discharges the capacitors in a very short time
and, subsequently, the spark stops. This cycle starts again and after about 1
second the next spark is generated. You will find in the documentation that the
electrical energy supplied by the ignition exciter is measured in Joules. 1 Joule
is the energy you get when you have an electrical power of 1 watt for 1 second,
therefore 1 Joule is equal to 1 wattsecond. The ignition systems of aircraft have
an output energy of between 2 and 20 Joules. This number looks small but
remember that it is generated during a very short time but with a high peak
power. The peak power is 3 megawatts when you use a voltage of 2.000 Volts
and a current of 1.500 Ampere in the calculation.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

115 V
AC >2000 V

IN OUT
115 V
AC IGNITION IGNITER
CONTROL IGNITION EXCITER LEAD PLUG
SWITCHES

EXCITER
For Training Purposes Only

U U
U
U

t t t t

Figure 5 Ignition Energy

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1
Exciter (contd.)
Ignitions systems with a DC input from the battery need an inverter at the input.
The inverter generates an AC from the DC input. You can learn more about the
inverter in lesson 5 of unit 24 electrical power. This, for example, lets you start
an APU when only battery power is available. The ignition exciter also has 2
resistors. The safety resistor, prevents overvoltage damage to the ignition
exciter components when the connection to the igniter plug is interrupted. The
discharge resistor discharges the capacitors in a few minutes after the system
is switched off. This prevents the danger of long time storage of high voltages
in the system. Now let us see if you can work out the answer to this very
important question. During maintenance of an ignition system never touch the
output of the ignition exciter including the igniter lead contacts. This is because
you can never be sure that a dangerous voltage is present, even a long time
after switching off the power supply. Always check and follow the precautions
listed in the maintenance manual before you work on an ignition system.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

28 V
DC > 2000 V

EXCITER

U U
U
U
For Training Purposes Only

t t t t

Figure 6 Exciter with DC Input

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

IGNITER PLUG
In this segment we will look at the operation and build--up of the igniter plug.
You can find two igniter plugs on each engine, one for system A and the other
for system B. In the cut view of the engine on the right you can see that the
igniter plugs are installed in 2 positions in the combustion chamber below the
centerline of the engine.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

IGNITER
PLUG
For Training Purposes Only

IGNITION
EXCITER CENTER LINE
IGNITER
PLUGS

FADEC COMPUTER

Figure 7 Igniter Plug Location

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1
Igniter Plug (contd.)
The installation of the igniter plug in the combustion chamber must be done
very carefully and always according to the type related procedures in the main-
tenance manual. You must mainly check the correct immersion depth shown
here on the graphic by the letter F. This is important to get a safe operation and
a maximum service life. As immersion depth F cannot be directly measured
you must calculate it from 2 other measured values. One is the length of the
forward part of the igniter plug here called distance D and the other is the dis-
tance between the combustion chamber wall and the adapter called distance E.
You can adjust the immersion depth by installing spacers that will increase the
distance E. You frequently find that an igniter bushing is used on modern en-
gines to make plug replacement easier. This is because the bushing is pre--ad-
justed with spacers and is not usually removed during plug replacement. You
must only adjust the immersion depth by the number of spacers when the
bushing must be changed also. Now let us take a closer look at the main parts
of an igniter plug. The igniter plug has an outer shell, an insulator, and a center
electrode. The igniter spark is generated in the conical area between the center
electrode and the outer shell. When the high voltage from the ignition exciter
reaches the inner electrode, then the air in the cone is ionized. This makes it
conductive. This starts the igniter current which quickly increases to 1500 Am-
peres and generates a spark that reaches far into the combustion chamber. A
semi--conductor layer on the cone surface improves the ionization and helps to
generate a long spark with less voltage. This long high energy spark guaran-
tees safe ignition of the fuel air mixture under all conditions.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

INSULATOR
OUTER SHELL

BUSHING
SPACERS

D E

CENTER ELECTRODE
For Training Purposes Only

SEMI - CONDUCTOR
LAYER
F

Figure 8 Igniter Plug Components

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1
Igniter Plug (contd.)
You can imagine that the high temperature of the spark and the flame leads to
the plug wearing away. Therefore you must replace the igniter plug when the
wear on the plug reaches an unacceptable level. The decision to replace the
plug depends mainly on dimensions A and B. The maintenance manual gives
you type related information for this task.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

INSULATOR
OUTER SHELL

CENTER ELECTRODE
For Training Purposes Only

B
SEMI - CONDUCTOR
LAYER

Figure 9 Igniter Plug Wear

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1
Igniter Plug (contd.)
To decrease the temperature at the tip of the plug, air from around the
combustion chamber enters through holes into the outer shell and then leaves
the plug near the spark. This increases the service life of the igniter plug. 0
Some igniter plugs have 2 blue rings. In these plugs the insulator is made of
beryllium oxide which is toxic. Therefore, you must never touch this type of
igniter plug with bare hands and you must safely discard worn out plugs. 2 To
prevent these problems, modern igniter plugs use other insulator materials
which are nontoxic. No special handling care is necessary here. 3 The
insulator materials are always ceramic materials and therefore very inflexible
like glass. You must not drop igniter plugs as this can break the insulator. Now
go to the next segment to find out about the ignition leads.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

INSULATOR
OUTER SHELL

COOLING AIR CENTER ELECTRODE

For Training Purposes Only

SEMI - CONDUCTOR
LAYER

Figure 10 Igniter Plug Cooling

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

IGNITION LEADS
In this segment we will look at the ignition lead and how it is connected to the
igniter plug. The lead conducts a very high current from the ignition exciter to
the plug over a distance of up to several meters. All electrical connections must
always be in a good condition so that the leads do not lose of electrical energy.
If this happens, this can decrease the energy of the spark. The ignition lead
has an internal copper wire that is connected to the center contact in both
connectors at the end. On the outside the lead has a flexible conduit that also
works as an electrical ground connection. You can find a silicon rubber
insulation between both conductors. When the plug connector is closed the
center contact reaches the contact cap of the plug to perform an electrical
connection. A ceramic insulator holds the contact centered. Be careful that you
never touch the center contact when the lead is connected to the ignition
exciter.
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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

SILICON
RUBBER
INSULATOR
115 V
AC IGNITION LEAD IGNITER PLUG
CONTROL IGNITION EXCITER
SWITCHES

COPPER
WIRE
FLEXIBLE
CONDUIT

CERAMIC INSULATOR

CONTACT
PLUG
For Training Purposes Only

Figure 11 Ignition Lead Components

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1
Ignition Leads (contd.)
The part of the ignition lead that runs along the core engine has an cooling air
jacket. Air from the engine compressor passes through the gap between the
conduit and the rubber insulation. Now you can start the airflow by doing this
task. The cooling air enters through inlet holes and comes out above the
coupling nut. From here the air flows over the surface of the igniter plug and
gives additional cooling . The cooling air for the lead is necessary because the
copper wire increases its resistance to the temperature. So a hot lead
decreases the igniter current and consequently the energy of the igniter spark.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMANTALS
IGNITION SYSTEM
ATA 74 Lesson 1

COOLING AIR
For Training Purposes Only

COOLING AIR
INLET
COOLING AIR
INLET

Figure 12 Ignition Lead Cooling

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

STARTING SYSTEM
PURPOSE OF THE STARTING SYSTEM
Starting systems for gas turbine engines can either be pneumatic or electric.
You will learn about electric starting systems in Unit 49 APU Lesson 7. In this
lesson we will only look at the pneumatic starting system.
The main purpose of the starting system is to create the necessary conditions
which are needed to start combustion in the combustion chamber.
The starter motor operates the engine compressor to supply sufficient air to the
combustion chamber. At the same time the starter operates the engine fuel
pump to supply the necessary fuel to the fuel nozzles. Another use for the start
system is to crank the engine for maintenance checks. The system is also
used to assist an engine restart during flight. This inflight restart capability is
especially important for safety reasons on commercial aircraft.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

FROM
PNEUMATIC
SYSTEM

ENGINE
For Training Purposes Only

STARTER MOTOR
Figure 13 Pneumatic Starting System
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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2
Purpose of the Starting System (contd.)
The starter motor operates the engine compressor through the accessory gear-
box. When the rotational speed of the engine compressor increases, it first
reaches the speeds for Ignition On and high pressure fuel On.
Then, at a slightly higher speed, the fuel air mixture ignites. This is the light up
speed. The engine speed continues to increase, passes the self--sustaining
speed and then a little bit later the engine starter switches off. The engine
speed increases without starter assistance until it reaches idle speed.
You can see that the idle speed and the starter cut--out speed are always
higher than the self--sustaining speed. Note that the values shown here are
approximate and depend on the engine type.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

N2 Rotor Speed %
60 Idle Speed
50 Starter Cutout Speed
40 Self Sustaining Speed
30 Light Up
20 Ignition On HP Fuel On
10

10 20 30 40 Time (Seconds)
For Training Purposes Only

HIGH PRESSURE ROTOR

STARTER
Figure 14 Purpose of Starting System
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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

STARTING SYSTEM ORGANIZATION

Pneumatic starting systems are used on most commercial jet engines. A typical
pneumatic starting system has four main components. These are:
S the pneumatic starter motor,
S the starter air supply duct,
S the starter shut--off valve
S and the cockpit controls for the engine starting system.
The pneumatic starting system uses bleed air from the aircraft pneumatic sys-
tem. This also means that bleed air can be used from the APU, another engine
or a ground cart to operate the pneumatic starter motor. Air is supplied to the
starter motor through a starter air duct. You can find this duct connected to the
aircraft pneumatic system. This air supply can be switched on or off by the
starter shut--off valve.
You will usually find that the starter shut--off valve is installed in the lower area
of the engine. It is placed here to give easy access to the maintenance crew.
This means that you can open the valve manually if the cockpit controls are
faulty.
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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

COCKPIT CONTROLS
FROM
PNEUMATIC SYSTEM

STARTER DUCT

ENGINE
For Training Purposes Only

STARTER
SHUT-OFF
VALVE

STARTER MOTOR

Figure 15 Starting System Organization

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

STARTER VALVE OPERATION

In this segment we will look at the operation of the starter shut--off valve and
the pneumatic starter motor. A typical starter shut--off valve is usually
electrically controlled by a solenoid and pneumatically operated by air pressure
from the starter duct.
The valve has an actuator assembly, a valve body with a butterfly, a solenoid, a
manual override handle and a valve position switch.
This cross--sectional graphic shows you the starter shut--off valve in the closed
position. To open the valve it is necessary to energize the solenoid. To energize
the solenoid, the engine master switch in the cockpit is moved to ON. When
the engine master switch is set to ON, you can see that the electronic control
unit sends a signal to open the start valve by energizing the solenoid.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

SOLENOID

ECU
ACTUATOR

VALVE BUTTERFLY

AIRFLOW
For Training Purposes Only

STARTER DUCT

POSITION SWITCH

MANUAL OVERRIDE HANDLE

STARTER SHUT-OFF VALVE

Figure 16 Starter Valve Operation

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2
Starter Valve Operation (contd.)
Bleed pressure from the pneumatic system is always available at the inlet of
the starter shut--off valve. The air pressure in the starter duct is picked up
through a filter and then goes to the internal valve chamber. It also gets into the
left side of the large piston of the actuator through an opening at the bottom of
the solenoid.
There are three forces acting on the actuator pistons. Two of these forces are
equalized because one is on the left of the large piston and one is on the right
of the large piston. The remaining force acts on the small piston. This force
moves the small piston to the right and keeps the valve butterfly closed.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

ECU

VALVE BUTTERFLY
FILTER
AIRFLOW
For Training Purposes Only

Figure 17 Starter Valve Closed

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2
Starter Valve Operation (contd.)
When the solenoid is energized, the ball valve closes the air opening in the
actuator center chamber. At the same time, it opens a port to the ambient air
and the air pressure on the left hand side escapes. Then the actuator moves to
the left. This is because the force acting on the left piston is higher than the
force on the right piston. So, the valve opens. The valve position switch sends
a signal about the valve position to the ECU. This indication is shown on the
ECAM/EICAS page or by a starter valve open light.
When the solenoid is de--energized, the actuator piston moves to the closed
position because of the forces acting on it.
You will find that starter valves always have a manual override handle. You can
use the manual override handle to open the starter valve manually if the
solenoid fails to open it. To open the starter valve, first, you pull the handle to
open a poppet valve. You need to do this because it releases the pressurized
air in the actuator. When the poppet valve opens, the air in the actuator bleeds
to ambient. Now secondly, turn the handle to open the butterfly valve. Note that
when you release the handle, this action closes both, the poppet valve and the
butterfly valve.
You need to be aware that manual operation of the starter valve is only
permitted when there is air pressure in the starter duct. This prevents damage
to the valve actuator.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

ECU

VALVE BUTTERFLY

AIRFLOW
For Training Purposes Only

POSITION SWITCH

Figure 18 Starter Valve Open

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

STARTER MOTOR OPERATION

A typical pneumatic starter motor used on most aircraft engines usually has a
small axial or radial turbine. The airflow enters the starter motor and acceler-
ates the turbine to a very high speed. Therefore the starter motor has a reduc-
tion gear. This gear decreases the turbine speed so that it can be transmitted
by the engine driveshaft to the engine accessory gearbox.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

CLUTCH
AIR OUTLET

DRIVE SHAFT
For Training Purposes Only

AIR INLET

REDUCTION GEAR

TURBINE ROTOR
Figure 19 Pneumatic Starter Motor
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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2
Starter Motor Operation (contd.)
A starter clutch assembly, which is also installed in the starter motor, connects
the reduction gear with the engine driveshaft. You can find pawl type clutches
or sprag type clutches on the starter motor. Generally, the starter clutch disen-
gages automatically when the engine runs faster than the starter motor.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2

PAWL TYPE CLUTCH

CLUTCH
AIR OUTLET

DRIVE SHAFT

AIR INLET
SPRAG TYPE CLUTCH

REDUCTION GEAR
For Training Purposes Only

TURBINE ROTOR

Figure 20 Starter Clutches

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2
Starter Motor Operation (contd.)
Most pneumatic starters have their own splash lubrication system. So a small
amount of oil is put into the starter case. The oil is serviced through oil fill and
overflow ports. On some starters there is also a sight gauge to check the oil
quantity. Note, that the operation of the starter is limited, because of high tem-
peratures that occur during operation.
You must always make sure that the starter limits are maintained. This means
that you must observe:
S the starter duty time,
S the starter cool down time
S the starter duty cycle.
So, you must always make sure that the starter limits like starter cool down
time, starter duty cycle time and starter duty time do not go above their limits
so that the starter is operational. You can find these starter limits in the mainte-
nance manual.
For Training Purposes Only

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IGNITION AND STARTING FUNDAMENTALS
STARTING SYSTEM
ATA 74 Lesson 2
For Training Purposes Only

OIL CONTENT

OVERFLOW
MAGNETIC
DRAIN PLUG

Figure 21 Starter Motor Lubrication

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STARTING & IGNITION FUNDAMENTELS
STARTING & MONITORING
ATA 74 Lesson 3

SIMULATION
OUTSIDE PREPARATION
You have to do an outside check before you start an engine for maintenance
tasks.
Let us now do this outside check together using the generalised checklist:
S First we have to check that the chocks are in position.
S Next on the checklist is to check that the gear pins are in place. The gear
pins must be installed to prevent an accidental retraction of the landing
gear.
S Next on the checklist is the removal of the nose gear steering bypass pin.
When the bypass pin is removed the nose gear steering is pressurised.
This prevents the aircraft being turned by the asymmetric thrust of only
one engine.
S Next on the checklist you must check the engine inlet and exhaust.
S Now we check that cowls and access panels are closed and secured.
S The final check is to ensure that the ramp area is clear.
This completes the outside check.
For Training Purposes Only

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STARTING & IGNITION FUNDAMENTELS
STARTING & MONITORING
ATA 74 Lesson 3
For Training Purposes Only

Figure 22 Outside Preparation

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ATA 74 Lesson 3

COCKPIT PREPARATION
We also use a generalised checklist for the cockpit check.
Before you start the engine you must have a look in the Technical Log Book to
see if there is any open item which makes engine start impossible. In our ex-
ample engine start is possible because the report ”low crew oxygen” has no
effect on engine start.
We need electrical and pneumatic power for engine start. Normally you get this
power from the APU. The indications show that the APU supplies electrical and
pneumatic power.
Next you must do an engine fire test to check that the engine fire warning sys-
tem works properly.
Now you have to check that the parking brake is set and that the parking brake
accumulator pressure is OK. You can see that the parking brake is set by the
position of the parking brake handle and you can check the accumulator pres-
sure on the brake pressure indicator.
On the indicator the accu pressure is in the green range which means that suf-
ficient brake pressure is available.
The last item on this generalised checklist indicates that you need to switch on
the beacon. The switch is on the external lights panel. This alerts everybody to
stay clear of the hazardous area.
For Training Purposes Only

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ATA 74 Lesson 3
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Figure 23 Cockpit Preparation

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ATA 74 Lesson 3

AUTO START Now the fuel pressure can open the de--energied fuel shut off valve and the
fuel flows to the spray nozzles. This is indicated on the fuel flow indication.
You can activate the engine starting system in 3 different modes:
Now fuel and ignition are available to light up the engine. Light up is shown by
S the auto start mode the increasing EGT indication.
S the manual start mode The engine will now accelerate up to the thrust lever position which must be in
S and the engine motoring mode. idle stop. When the engine N2 passes the starter cut out speed the ECU sends
To show you the 3 starting modes we will use the controls and indications of an a signal to close the starter valve and deactivates the ignition system.
Airbus 320. On the schematic you can monitor the effects on the engine. Now the engine speed stabilises in idle. To complete the starting sequence turn
First you are going to start the engine in the auto start mode. In this mode the the engine mode switch to normal.
FADEC system computer controls the whole start sequence. As you know this When you switch the mode selector back to normal then the nacelle tempera-
computer is usually called the engine control unit ECU in short. If a start pa- ture replaces the starter valve indication on the Engine page.
rameter runs out of limit this engine control unit aborts the engine start auto- When you switch the engine master switch to off a close signal is sent to the
matically. fuel shut off valve and the fuel low pressure valve.
You begin the auto start by moving the engine mode selector switch to ignition The engine now spools down.
start. When the engine mode selector switch is in the ignition start position then
the engine start page appears on the system display.
You must now check the oil indication displayed on the start page for the actual
quantity of oil in the system.
You must also check the duct pressure. For the engine start you need a mini-
mum duct pressure of 25 psi. If the duct pressure is lower a start failure could
occur.
When you switch the engine master switch to ON, a signal is sent to the fuel
low pressure valve. The valve opens and the fuel flows to the hydro mechanical
unit. A signal is also sent to the engine control unit, which will open the starter
valve, so that air can flow to the starter. You can monitor the position of the
starter valve on the engine start page.
Now the starter motor turns the N2 rotor system. When N2 speed increases
you must check if the oil pressure is increasing also.
For Training Purposes Only

When N2 has increased to 16% the ECU activates one ignition system, either
system A or B. The engine and warning display shows that the ignition system
is activated. The engine start page also shows the active igniter.
When the N2 of the engine reaches 22%, the ECU send a signal to the Hydro
Mechanical Unit to open the fuel metering valve.

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Figure 24 Auto Start

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ATA 74 Lesson 3

MANUAL START
During an engine manual start you have to watch the start sequence very
closely, because you must abort the engine start manually when there is a start
failure. This is done by moving the engine Master switch to off. Another differ-
ence to the automatic start is that you need the engine manual start push but-
ton.
The manual start sequence begins with the same action as the automatic start.
The engine start page now appears on the system display.
The manual start push button open the starter valve and the air flows to the
starter.
The engine N2 speed increases. When it exceeds 20 % you must switch the
engine master switch to on. When the engine master switch is in on, a signal is
sent to the fuel low pressure valve. The valve opens and the fuel flows to the
hydro mechanical unit. At the same time a signal is sent to the engine control
unit which activates both ignition systems. The engine control unit also sends a
signal to the Hydro Mechanical Unit that opens the fuel metering valve and the
fuel flows to the fuel nozzles.
With engine light up a critical phase of the manual start sequence begins, so
you must monitor the indications very carefully.
When light up happens the engine accelerates to idle. At an N2 speed of 50%
the ECU will close the starter valve and de--activate the ignition system.
The engine speed stabilises in idle. The final task of the manual start sequence
is to turn the engine mode selector to normal. Also make sure that the manual
start push button is switched to off.
You have now successfully started the engine in manual start mode.
After the maintenance work is complete, you can shut down the engine.
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Figure 25 Manuel Start

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ATA 74 Lesson 3

MOTORING
An engine motoring is necessary for engine leak and system checks. During
engine motoring, only the starter motor turns the engine. The ignition system
may not be activated. When you carry out a motoring you must observe the
starter limits closely.
You can either do dry or wet motoring depending on the necessary mainte-
nance work.
First we do an engine wet motoring.
You need a clock to observe the starter limits. In our example the starter duty
time is 2 minutes. First you must move the engine mode selector to crank. In
this position the ignition system is deactivated.
You must open the starter valve with the manual start pb. The starter will accel-
erate the engine up to the motoring speed. When the N2 speed is higher than
15% you must set the engine master switch to on. This starts the fuel flow.
When you see that the fuel flow indication increasing you must set the engine
master switch back to off.
Now you know all necessary actions for a wet motoring.
Before the starter duty time is exceeded you must close the starter valve.
Now see that the engine spools down.
After each wet motoring you must remove the remaining fuel from the combus-
tion chamber. This is done by dry motoring for 1 minute.
After 1 minute of dry motoring you must close the starter valve again.
To set the starting system back into its normal condition you must turn back the
engine mode selector switch to normal.
For Training Purposes Only

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For Training Purposes Only

Figure 26 Motoring
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ATA 74 Lesson 3

START FAILURES
In this segment we will introduce you to 4 typical start failures. You will see the
reasons for these failures and the actions you must take when the failures oc-
cur.
These start failures are:
S the hung start,
S the wet start
S the engine stall
S and the hot start.
Wet Start
An engine start is called a hung start when the engine lights up but accelerates
too slowly. This could happen for example if the duct pressure of the starter air
is too low, the starter cuts out to early or the fuel metering is wrong.
When a hung start occurs the start sequence must be aborted, to prevent the
turbine overheating.
When a hung start occurs in the auto start mode the ECU aborts the start se-
quence automatically.
You will be alerted by a fault light on the engine mode selector panel and a start
fault message on the engine and warning display.
You also get a corrective action message that advises you to set the engine
master switch to off. This will reset the system and all warnings disappear.
For Training Purposes Only

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ATA 74 Lesson 3
For Training Purposes Only

Figure 27 Hung Start

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ATA 74 Lesson 3
wet start
You get a wet start when the engine speed increases normally and fuel is
sprayed into the combustion chamber, but the engine doesn’t light up. This
happens when the ignition system doesn’t work.
When a wet start occurs the start sequence must be aborted as soon as pos-
sible because fuel collects in the combustion chamber.
When the ECU detects a wet start it cuts fuel and ignition off but keeps the
starter valve open and you will be alerted by local and central warnings.
After an aborted wet start the ECU automatically do a dry motoring which is
called auto crank. After 25s of dry motoring the ECU initialises a second auto
start, but this time with both ignition systems on. If the second start attempt
also fails the ECU aborts the engine start completely and advises you to set
the engine master switch to off.
For Training Purposes Only

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Figure 28 Wet Start

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ATA 74 Lesson 3
engine stall
When the engine stalls the EGT indication fluctuates.
The engine stall could happen if the fuel metering is wrong or if an engine
bleed valve is stuck in the close position or if the compressor performance is
degraded.
When a stall occurs the start sequence must be aborted, because the turbine
could be overheated or the compressor damaged.
When the ECU detects a stall in an auto start sequence, it aborts the start se-
quence automatically and triggers the corresponding warnings.
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Figure 29 Engine Stall

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engine hot start
A hot start occurs during the start sequence when the actual EGT is higher
than the max allowable start value. This could happen if the fuel metering is
wrong or fuel from a previous wet start is not blown out completely.
When a hot start occurs the start sequence must be aborted immediately be-
fore the turbine becomes overheated.
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ATA 74 Lesson 3
For Training Purposes Only

Figure 30 Engine Hot Start

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ATA 74 Lesson 3

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 Ameco Beijing
Aviation College
TABLE OF FIGURES
ATA 74 IGNITION AND STARTING . . . . . . . . . . . . 1
STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
EXCITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
IGNITER PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
IGNITION LEADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
PURPOSE OF THE STARTING SYSTEM . . . . . . . . . . . . 26
STARTING SYSTEM ORGANIZATION . . . . . . . . . . . . . . . 30
STARTER VALVE OPERATION . . . . . . . . . . . . . . . . . . . . . 32
STARTER MOTOR OPERATION . . . . . . . . . . . . . . . . . . . . 38
SIMULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
OUTSIDE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . 44
COCKPIT PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . 46
AUTO START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
MOTORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
START FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

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 Ameco Beijing
Aviation College
TABLE OF FIGURES
Figure 1 Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 Ignition System Components . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3 Two Ignition Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 4 Ignition Exciter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5 Ignition Energy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 6 Exciter with DC Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 7 Igniter Plug Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 8 Igniter Plug Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 9 Igniter Plug Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10 Igniter Plug Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 11 Ignition Lead Components . . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 12 Ignition Lead Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 13 Pneumatic Starting System . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 14 Purpose of Starting System . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 15 Starting System Organization . . . . . . . . . . . . . . . . . . . . . . 31
Figure 16 Starter Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 17 Starter Valve Closed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 18 Starter Valve Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 19 Pneumatic Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 20 Starter Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 21 Starter Motor Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 22 Outside Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 23 Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 24 Auto Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 25 Manuel Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 26 Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 27 Hung Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 28 Wet Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 29 Engine Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 30 Engine Hot Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

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