PPC-4

AIRCRAFT ENGINE STARTING AND

IGNITION SYSTEMS
Solomon Bezuneh

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 Course Features
• Instructional time:- Theory—40 HR
Practical---40HR
References: EA-AC65-12A, Powerplant
: EA-AC65-15A, Airframe
: POWERPLANT, Dale Crane
: A/C POWERPLANT, Bent

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 This section covers—20hrs
• 1. Aircraft Engine Starting Systems
a. Reciprocating Engine Starting
b. GTE Starting

• 2.GTE Ignition Systems

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 Course Outline
• Engine Starting System
1. Reciprocating Engine Starting Systems
a. Inertia Starters
1. Hand inertia starters
2. Electric inertia starters
3. Combination inertia starters

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 Course outline
• b. Direct-cranking electric
1. Small aircraft version
2. Large aircraft version

c. Electric starters for small engines

1. Overrunning clutch
2. Bendix drive
3. Right-angle drive adapter

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 Course outline
• 2. Gas Turbine Engine Starters
a. GTE Starting Sequence

b. GTE Electric Starters

1. Direct-cranking electric starters
2. Starter-generators

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 Course outline
• c. Air Turbine Starters
1. Cartridge-pneumatic starter
2. Fuel-air combustion starter
3. Gas turbine starter
4. Cartridge starter
5. Air impingement starter
6. Hydraulic starter
7. Hand crank starter

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 Aircraft Engine Starters
• DEFINITION: A STARTER IS A
MECHANISM CAPABLE OF
DEVELOPING LARGE AMOUNTS OF
MECHANICAL ENERGY(TORQUE)
THAT CAN BE APPLIED TO AN ENGINE
CAUSING IT TO ROTATE.

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 Evolution of Starting Systems
• Hand-propping
• Hand-starting with bungee cords
• (Gasoline/ether priming)
• Compressed air
• Cartridge starter
• Inertia starter
• Direct cranking starter

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 Evolution
• A number of different engine starting
devices have been used throughout the
development of the aircraft reciprocating
engines such as hand-propping, bungee
cords, booster magneto, compressed air,
cartridge starter, inertia starter & direct
cranking.

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 Inertia Starters
• Not in common use.
• Operation depends on kinetic energy
stored in a rotating flywheel.
• Three types
1. Hand inertia starters
2. Electric inertia starters
3. Combination inertia starters

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 Inertia….
Steps in starting;
• Energy storage/Energizing

• Engagement

• Energy transfer/Rotation

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 Direct-cranking starters
• Hand direct-cranking
• Electric direct-cranking

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 Starters….
Starting
• Pinion engagement to engine
• Energization
• Engagement of pinion to motor
• Engine rotation

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 Starters..
After starting
• De-energize motor
• Disengagement of pinion from motor
• Disengagement of pinion from engine

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 Small engine starters
• Overrunning clutch

• Bendix Drive

• Right-Angle Drive Adapter

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 GAS TURBINE ENGINE
STARTING SYSTEMS
• ELECTRICAL
• AIR START

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 GTE Starting--General
• Gas turbine engines are generally started
by starter power input to the main
accessory gearbox which in turn rotates
the compressor.
• On the dual-spool-compressor gas turbine
engine, the starter rotates the high
pressure compressor system only.

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 GTE Starting--General
• Compressor rotation by the starter
provides the engine with sufficient air for
combustion and aids the engine in
accelerating to idle speed after
combustion occurs.

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 GTE Starting--General
• The starter is normally initiated by a
cockpit switch, but it is often automatically
stopped by a speed sensor device or
undercurrent relay at 5-10% RPM after
self-accelerating speed is reached.

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 GTE Starting--General
• The basic types of starters which have
been developed for gas turbine engines
are D.C. electric starters and air turbine
starters.

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 AIR TURBINE STARTERS

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 1.Cartridge-pneumatic starter
• Is an accessory gearbox-mounted starter which
can use either an explosive charge like cartridge
starter or a low pressure, high volume air source
similar to the air turbine starter.
• Advantages
• Self-contained starts possible for large engines
• Very high torque-to-weight ratio
• Quick starts possible for military

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 Cartridge-pneumatic starter
• Automatic starts possible
• May also be used as an air turbine starter
• Disadvantages
• Cartridge needed for each start
• Gearbox, clutch, and oil system necessary
• No motoring possible for systems
checkout

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 2. Fuel-air starter
• The fuel/air combustion starter was
developed primarily for short-flight,
air-carrier aircraft. But it is now replaced
by air turbine starter.
• It is an accessory gearbox-mounted
starter which utilizes a high
pressure air source and a combustion
process.

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 Fuel-air starter
It is similar to a small gas turbine engine
which delivers its power through a
high-ratio reduction gear system.
• The starter consists of a turbine-driven
power unit and auxiliary fuel,
air, and ignition systems.
• The operation in most installations is
fully automatic.

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 Fuel-air starter
Actuation of a single switch causes the
starter to fire and accelerate the engine
from
rest to starter cutoff speed.
• Advantages
• Completely self-contained
• High torque-to-weight-ratio

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 Fuel-air starter
• Automatic starts possible
• Engine may be motored for short periods
on internal air supply at low RPM
• Disadvantages
• Relatively complex
• Only two self-contained starts possible

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 3. Air-turbine (pneumatic) starter
• The air turbine starters were developed as
high power-to-weight ratio device. They
provide high starting torque from a small, light
weight source.
Parts
• The typical air turbine starter consists of an
axial flow turbine which turns a drive coupling
through a reduction gear train and a starter
clutch mechanism.

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 Air-turbine (pneumatic) starter

Operation
• The air to operate an air turbine starter is supplied
from either a ground-operated or airborne compressor
unit or the bleed air from another engine.
• The air is directed through a combination pressure
regulating and shut-off valve in the starter inlet
ducting.

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 Air-turbine (pneumatic) starter
This valve regulates the pressure of the starter
operating air and shuts off the air supply when
the maximum allowable starter speed has
been reached.
• The pressure-regulating and shutoff valve
usually consists of two
subassemblies:-
• The pressure-regulating valve
• The pressure-regulating valve control

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 Air-turbine (pneumatic) starter
Advantages
• High torque to weight ratio (5 to 10 times higher
than electric motor)
• Engine may be motored at low or high speed
• Can use air from a running engine
Disadvantages
• High-volume air supply required
• Gearbox needed with self-contained oil supply
• Electrical connections needed for speed control

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 4. Gas-turbine
• It is a complete miniature gas turbine
engine.
• Advantages
• Completely self-contained starts possible

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 Gas-turbine
• High torque-to-weight ratio
• Long periods of engine motoring possible
• Disadvantages
• One of the most complex of starter types
in that it requires all of the systems of the
main engine, plus an overrunning clutch.

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 5. Cartridge starter
• It is also called the solid-propellant starter. The
starter is used on some large turbine engines.
• It is similar in operation to the air turbine starter;
except for burning a solid-propellant charge to
supply the energy for starting.
• Advantage
• High starting torque-to-weight ratio

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 Cartridge starter
• Disadvantages
• Dangerous fuels
• Complex system required
• Cartridge needed for each start

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 6. Air impingement
• Air is blown directly on the compressor or
turbine of the engine. It is
sometimes called turbine-Impingement
starter. It consists of jets of
compressed air piped to the inside of the
compressor or turbine case so

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 Air impingement
that the jet air-blast is directed onto the
compressor or turbine rotor
blades, causing them to rotate.
• A low pressure, high volume air source
of 40PSIG at 200 to 300 lb/min
is directed on to the engine turbine wheel.
The air source terminates

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 Air impingement
after self-accelerating speed is reached.
• 1. Advantages
• Simplest of all types
• Can be used to motor engine, but only
with continuous air supply

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 Air impingement
• Extremely light
• Can use air from another running main
engine
• 2. Disadvantages
• Requires a high-volume air supply (3 to 5
times the pneumatic energy requirements
of the air turbine starter).

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 7. Hydraulic
• An accessory gearbox mounted hydraulic
starter motor. It is driven by fluid from an
APU mounted hydraulic pump, or a hand
pump and accumulator arrangement.
• Advantages
• Compact in size
• Can be self-contained for smaller engines

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 Hydraulic
• Can be adapted to function as a pump
• Relatively uncomplicated
• Disadvantages
• Requires external power for large engines
or for continuous cranking (internal APU
may be used).

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 8. Hand starter
• Advantages
• Very reliable
• Independent of external power systems,
except muscle power
• Light weight
• Disadvantages
• Limited to very small engines
• Cranking handle must be stored

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 GTE Ignition Systems
• General
• Types
• Igniter plugs
• Control circuits
• Maintenance and inspection practices of
turbine engine ignition systems

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 GTE Ignition Systems--General
• Turbine engine ignition systems are
operated for a short period of time during
engine-starting only. Therefore the total
operating time is insignificant compared
with reciprocating engine ignition systems.
For this reason, the turbine engine ignition
systems are almost trouble -free.

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 GTE Ignition Systems--General
• The systems also provide a standby
protection against in-flight flameout which
might occur at takeoff, landing & bad
weather operation.

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 Types
• There are two main types of turbine
engine ignition systems: Capacitor-type
ignition system and electronic type ignition
system.

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 Types
• Capacitor-type (capacitor-discharge)
ignition system
• Most gas turbine engines are equipped
with a high heat-intensity intermittent
duty, capacitor-type ignition system.

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 Types
• There are two common classifications of
the capacitor ignition systems ;the high
voltage and low voltage systems. Both
draw sufficiently high current to cause
heat damage to their units, so they have
a restricted duty cycle of certain time
duration, followed by a cooling-off period.

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 Types
• They are designed to use either direct
current or alternating current as input
power.
• DC operated systems receive their
power from the battery bus, and AC
systems are powered from the aircraft
AC bus.

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 Low voltage ignition systems
• They are two types: Intermittent duty and
extended (continuous) duty
• The output voltage -low tension ignition

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 Low voltage ignition systems
• System is in the range of two to seven Kilo
volts.
• It has the following main parts: Radio
Noise filter, Audio frequency filter, Vibrator
assembly (AF the input in DC), One
transformer, Rectifier, Storage capacitor,
bleed resistor, discharge air gap tube
(spark gap), Igniter plug.

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 Continuous-duty ignition systems
• It has the same main parts like intermittent
duty but its operation is continuous.

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 Continuous-duty ignition systems
• The extended duty units are generally
thought of as having a maximum of 4
joules output with no time restriction to
their operation or maximum of 8 joules
with a typical 30 minutes on, 30 minutes
off cycle time.

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 Continuous-duty ignition systems
• Some extended duty systems, however,
on very large aircraft, have as high as 16-
20 joules of stored energy available in
their capacitors, but they are still
considered to be of low tension because
the energy needed by a new igniter plug to
fire correctly is only approximately 2
joules.

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 High voltage ignition systems
• This system incorporates the high tension,
intermittent duty, AC input system which is
used by most turbine engines.
• The output voltage is in the range of 14 to
28 Kilo volts.

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 High voltage ignition systems
• The high tension spark created by this
type system is needed to blast carbon
deposits from the igniter plug electrodes,
and vaporizes fuel globules of the air-fuel
mixture in the combustor either on ground
or in flight.

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 High voltage ignition systems
• It has the following basic parts:- Radio
noise filter, vibrator assembly ( it in part is
DC) Power transformer, Full wave rectifier,
voltage doublers, storage capacitor, Gap
discharger tube (spark gap), Trigger
transformer (high voltage transformer),
bleed resistor & trigger capacitor, igniter
plugs.

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 Electronic-type ignition systems
• Electronic-type ignition system is a
variation of the simpler capacitor-
type system.
• In this system transistors have
replaced the mechanical units of
capacitor-type system.

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 System components
• Ignition exciter
• Ignition leads/harness
• Spark igniters/igniter plugs
• Ignition switch
• Power supply

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 System components
• One/two ignition exciters on an engine
• Two igniter plugs on an engine
operated/powered by separate exciters

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 Igniter plugs
• Igniter plugs for gas turbine engines differ
considerably from spark plugs for reciprocating
engines. The gap at the igniter plug tip is much
wider than that of a spark plug, since the
operating pressure and temperature are much
lower and the spark can arc more easily than is
the case for a spark plug.
• The igniter plug electrode is designed to
withstand a much higher intensity spark.

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 Igniter plugs
• The igniter plug is also less susceptible to
fouling because the high energy spark removes
carbon and other deposits each time the plug
fires. The construction material is also different
because the igniter plug is made of a very high
quality, nickel-chromium alloy for its corrosion
resistance and low coefficient of heat expansion.
The threads in many cases are also silver
plated to prevent seizing. For this reason, it is
many times more expensive than a spark plug.

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 Igniter plugs
• Note:- Igniters for high and low voltage
systems are not interchangeable and care
should be taken to be sure that
manufacturer recommended igniter plug is
used.

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 Types of igniters
Spark igniter
An igniter plug which provides the high-
intensity spark
Annular-gap igniter plug
• Sometimes referred to as a “long reach”
igniter because it projects slightly into the
combustion-chamber liner to produce a
more effective spark.

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 Types of igniters
Constrained-gap igniter plug
• It operates at a much cooler temperature
because it does not project into the
combustion chamber liner. This is
possible because the spark occurs
beyond the face of the combustion
chamber liner.

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 Types of igniters
Glow plug igniter
• Some smaller engines incorporate a
glow plug type of igniter rather than a
spark igniter. This glow plug is a
resistance coil of very high heat value
and is said to be designed for extremely
low temperature starting.

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 Maintenance and inspection
practices of turbine engine
ignition systems
General
• Turbine engine ignition systems must be
handled with extreme care because the
high voltage can be lethal.

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 Maintenance and inspection
practices of turbine engine
ignition systems
Ignition system leads
• Maintenance of the typical turbine engine
ignition system consists primarily of
inspection, test, trouble-shooting,
removal, and installation.

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 Maintenance and inspection
practices of turbine engine
ignition systems
• Before disconnecting the lead from an
exciter or igniter, make sure to pull the
ignition power circuit breaker.

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 Maintenance and inspection
practices of turbine engine
ignition systems
• Disconnect the power lead to the exciter
and observe the time specified in the
engine maintenance manual before
removing the igniter lead. This time,
normally about five minutes, allows
energy stored in the capacitor to bleed
safely to ground through the bleeder and
safety resistors.

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 Maintenance and inspection
practices of turbine engine
ignition systems
• Ground the center conductor of the
ignition lead to the engine to ensure that
the capacitors are completely discharged
after the removal of the lead from the
igniter.

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 Maintenance and inspection
practices of turbine engine
ignition systems
Igniter plugs
• Igniters should be removed from the
engine with extreme care and examined
according to the instructions in the
engine service manual.

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 Maintenance and inspection
practices of turbine engine
ignition systems
Exciters
• Exciters are sealed units and cannot be
opened for servicing.
• Some exciters contain radioactive
material. Necessary precautions must be
taken during handling.

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 Maintenance and inspection
practices of turbine engine
ignition systems
• Always refer to the applicable
manufacturer’s instructions before
performing any ignition system
maintenance.
The inspection of the ignition system may
include the following:-
• Security of components, bolts, and
brackets

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 Maintenance and inspection
practices of turbine engine
ignition systems
• Shorts or high-voltage arcing
• Loose connections
• Conditions of ignition system leads
• Conditions of igniter plugs

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