V2500 LINE AND BASE MAINTENANCE

Starting and Ignition

CHAPTER 14

STARTING
ATA 80
IGNITION
ATA 74

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OBJECTIVES

1. Describe the purpose of the Starting System.

2. Describe the purpose of the Ignition System.
3. Identify Line Replaceable Units (LRUs).

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OVERVIEW

The Starting and Ignition systems work together to start the engine. • start control panels

The Starting System provides power for turning the HPC rotor at a • ECAM indications.
sufficient speed for a ground or inflight start.
These components are part of the Starting System:
A part of the Starting System is Starting Electrical Control. It
functions as an interface between the flight deck and Starting • pneumatic starter motor
System components.
• starter air control valve
The Ignition System provides the electrical spark required to ignite
the fuel/air mix in the combustor. This system is used for engine • pneumatic ducting.
starting on ground and in flight. When required, flameout prevention
is provided by a continuous spark. The engine can be started using These components are part of the Ignition System:
either automatic or manual procedures.
• engine relay box
Engine Ground Operations are employed to validate mechanical
failures and test LRUs or systems after maintenance.
• dual ignition exciter boxes, plugs and cables (upper/lower).
The following are interface components and indicators common to
both the Starting and Ignition systems:

• EEC

• EIU

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OVERVIEW (Cont.)

Automatic Start Procedure

The EEC provides automatic sequencing of starting and ignition

components. It also provides full protection during the start
sequence by monitoring engine parameters and aborting the start if
an abnormality exists.

Manual Start Procedure

Sequencing of start and ignition components is commanded

manually. Engine parameters must be closely monitored by the
flight or maintenance crew during the engine start procedure. No
automatic shutdown function exists in manual mode. If an
abnormality exists, the engine must be shut down manually.

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ENGINE STARTING AND IGNITION SYSTEM

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Starting and Ignition

STARTING SYSTEM
The Starting System provides the rotational power that helps to start
the engine in conjunction with the Ignition System.
The following are components for the Starting System.

• Pneumatic starter motor

• Starter air control valve

• Pneumatic ducting

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STARTING SYSTEM

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Safety Conditions

DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT ON

PROTECTIVE CLOTHING, GOGGLES AND A FACE MASK. USE THE FLUID IN
A WELL-VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF YOU GET
STARTING SYSTEM (Cont.) THE CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES FLUSH IT AWAY
WITH WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME
Starter Air Duct IRRITATED.

Purpose: Minimum starting duct pressure should be between 30 psi and 40 psi.

The starter air duct supplies air to the starter motor. All ducting in the system is designed for high pressure and
temperature operation.
Location:
Gimbal joints are incorporated to permit working movement.
The starter air duct is located on the RH side of the engine fan case.
E-type seals located between all mating flanges prevent air leakage.
Description: V-band coupling clamps secure mating flanges.

Air supplies for the pneumatic starter motor may be provided by any
of the following:

• aircraft Auxiliary Power Unit APU

• cross-bleed from the other engine,

if already running

• ground air cart.

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STARTER AIR DUCT

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Starting and Ignition
Safety Conditions

DO NOT OPERATE THE MANUAL HANDLE OF THE PNEUMATIC STARTER

VALVE IF THE STARTER SYSTEM IS NOT PRESSURIZED. OTHERWISE,
STARTING SYSTEM (Cont.) DAMAGE TO THE PNEUMATIC STARTER VALVE CAN OCCUR.

Starter Air Control Valve

Purpose: The butterfly-type valve is housed in a cylindrical body with flanged

end connectors, an actuator, a solenoid valve, and a pressure
The valve controls the amount of air admitted to the starter motor. controller. Manual operation of the butterfly valve is provided by an
override port located on the valve body. The override port also
Location: provides a visual indication of the butterfly valve position.

The starter air control valve is located on the RH side of the engine
fan casing (intermediate module).
Description:
The starter air control valve has the following characteristics:
The pneumatic control consists of an actuator with two different sized
pistons and a solenoid valve. A stainless steel compression spring
closes the valve in the event of pneumatic pressure loss. The
actuator will also return the valve to the closed position in the event of
a spring malfunction, provided pneumatic pressure is available at the
small piston of the actuator. Failsafe position of the valve is closed.

• Butterfly valve for airflow control

• Pneumatic operation

• Micro switch position indication for valve positional status

• Air filter to prevent contamination

• Manual override provision for abnormal start attempts

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STARTER AIR CONTROL VALVE

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STARTING SYSTEM

Starter Air Control Valve (Cont.)

Operation: Valve Closing

Engine Shutdown 1. When the solenoid is de-energized, at approximately 6000

rpm (43%) N2, the ball valve closes and the air acting on the
With no pneumatic air supply available, the valve is spring loaded to the larger piston is vented to the atmosphere.
closed position.
2. Air pressure and actuator spring pressure on the smaller
Valve Opening piston closes the butterfly valve.

1. Air upstream of the butterfly valve is filtered and routed through an 3. Any air pressure loss will cause the butterfly valve to close
orifice in the solenoid valve. Air upstream of the solenoid valve via the actuator spring action.
orifice is admitted to the smaller piston of the double acting
actuator. Manual Operation

2. When the solenoid is energized, the ball valve opens to admit air
to the larger piston while simultaneously closing the vent port.
3. Air acting on this larger piston overcomes the combined force of
upstream air pressure acting on the smaller piston and the
actuator spring.
4. Actuator movement is then translated through the linkage to
rotate the butterfly valve to the open position.
The starter air valve can be opened/closed manually using a 3/8 in.
square drive through an access panel on the RH cowl door. Only
attempt manual opening of the valve when the starter duct is
pressurized. Otherwise, damage to the starter air valve may occur.
A micro-switch provides the valve position feedback information to
the EEC. The micro-switch will indicate open when the valve is
open 7º or more and will indicate closed when the valve is open 5º
or less..

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STARTER AIR CONTROL VALVE OPERATION

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Safety Conditions

DO NOT GET ENGINE OIL ON YOUR SKIN FOR A LONG TIME. FLUSH THE
OIL FROM YOUR SKIN WITH WATER. THE OIL IS POISONOUS AND CAN
STARTING SYSTEM (Cont.) GO THROUGH YOUR SKIN AND INTO YOUR BODY.

Pneumatic Starter Motor BE CAREFUL DURING REMOVAL OF THE STARTER. IT WEIGHS 33 LBS.
(15 KG.).

Purpose: BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS

The pneumatic starter motor provides initial rotational input through
the MGB. This input helps the engine to achieve a stable, minimum
low-idle power condition.
Location:
IMMEDIATELY AFTER THE ENGINE IS SHUT DOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.
BE CAREFUL WHEN YOU USE CONSUMABLE MATERIALS.0 OBEY THE
MATERIAL MANUFACTURER’S INSTRUCTIONS AND YOUR LOCAL
REGULATIONS.

The starter motor is located on the front face of the MGB.

DURING INSTALLATION OF THE AIR DUCT, DO NOT PUT MORE STRESS
Description: THAN IS NECESSARY ON THE DUCT.

THE STARTER CAN ACCIDENTALLY BE INSTALLED WITH THE MASTER

The pneumatic starter motor consists of an oil fill plug, drain plug with
a built-in magnetic chip detector, over fill plug, and oil sight glass. It is
attached to the forward face of the gearbox using a cast aluminum
adapter and Quick Attach-Detach (QAD) clamp to facilitate mounting
and removal of the starter.
The motor gears and bearings are lubricated by an integral
lubrication system.
SPLINE DISENGAGED. THIS CAN CAUSE DAMAGE TO THE STARTER AND
POSSIBLY THE MAIN GEARBOX. YOU MUST BE CAREFUL TO MAKE SURE
THE MASTER SPLINE IS CORRECTLY ALIGNED AND THE STARTER IS
INSTALLED ON THE ADAPTER WITH THE CLAMP CORRECTLY INSTALLED.
BE VERY CAREFUL WHEN YOU INSTALL THE DRAIN PLUG AND
MAGNETIC CHIP DETECTOR. MAKE SURE THAT THE TORQUE VALUES
ARE NOT MORE THAN THE MAXIMUM PERMITTED LIMITS. THIS WILL
HELP PREVENT DAMAGE TO THE TRANSMISSION HOUSING THREADS.

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PNEUMATIC STARTER MOTOR

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STARTING SYSTEM
Pneumatic Starter Motor
Description (Cont.):
The starter is a pneumatically driven turbine unit designed to rotate
and accelerate the engine’s HP rotor to allow starting. The starter
motor is comprised of a single stage turbine, a reduction gear train, a
clutch and an output drive shaft. All are housed within a case
incorporating an air inlet and exhaust.
Operation:
Compressed air enters the starter, impinges on the turbine blades to
rotate the turbine, and leaves through the air exhaust. The reduction
gear train converts the high speed, low torque rotation of the turbine
to the low speed, high torque rotation of the gear train hub.
Pawl and Ratchet Gear Teeth Engagement Operation
The ratchet teeth of the gear hub engage the pawls of the output
drive shaft to transmit drive to the Main Gearbox. In turn, the MGB
accelerates the N2 spool. When the starter air supply is cut off, the
pawls overrun the gear train hub ratchet teeth, allowing the starter
motor to coast to a stop.
The N2 spool, the MGB and starter output drive shaft continue to
rotate.
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When the starter output drive shaft rotational speed increases above
a predetermined rpm, centrifugal forces overcome the tension of the
clutch leaf springs. This allows the pawls to be pulled clear of the
gear hub ratchet teeth, disengaging the output drive shaft from the
starter motor turbine.
Synchronous Engagement Operation
The synchronous engagement clutch transmits torque from the
starter turbine through a jaw face.
The ring gear is splined to the ring gear carrier and transmits starter
turbine torque to the clutch sub-assembly.
The input, or turbine, side jaw face is splined to the ring gear carrier
and driven into the output jaw face, which is integral with the output
shaft.
The function of the disengagement balls and guides is to convert the
centrifugal force acting on the balls. This force causes the proper
separation between the two clutch jaw faces when the starter is no
longer providing assisting torque. Then the engine, along with the
output shaft, becomes self-sustaining.
The only time the engagement balls come into play is when a
running engagement is initiated and the centrifugal forces are used
to engage the two jaw faces.
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PAWL AND RATCHET GEAR TEETH-TYPE ENGAGEMENT

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PNEUMATIC STARTER MOTOR – SYNCHRONOUS ENGAGEMENT

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STARTING SYSTEM (Cont.)

Starting Electrical Control

Starting Electrical Control provides the interface between the flight

deck and Starting System components.

It consists of the following:

• EIUs

• EEC

• engine start control switches.

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STARTING SYSTEM

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STARTING SYSTEM

Starting Electrical Control (Cont.)

Engine Interface Units (EIUs) • Provide logic and information between the engines and the
aircraft systems
Purpose:
• Receive discrete electrical signals from the flight deck and
Two EIUs, one for each engine, interface between the aircraft and transmit them to the EEC
FADEC systems, transmitting data from the flight deck panels and
relevant aircraft computers to the EEC. • Detect faults and transmit them to the CFDS

Location: • Transmit starting signals to and from the EEC and starting
components, making it impossible to start the engine if the EIU
The EIUs are located onboard the aircraft in the avionics bay. fails

Description:

Each EIU is required for engine start and remains active until
shutdown.

Below are other functions the EIUs perform.

• Ensure the two engines remain segregated

• Supply airframe electrical ground power to the EEC

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ENGINE INTERFACE UNIT

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STARTING SYSTEM

Starting Electrical Control (Cont.)

Engine Electronic Control (EEC) NOTE

When automatic engine starting is selected from the flight deck

Above 50% N2, the EEC auto start protection is cancelled. At that
engine panel, the EEC initiates the automatic sequence of command
point, engine shutdown can be accomplished only by placing the
to the following start components:
MASTER control switch to OFF.
• starter air valve (opening and closing)
The EEC software has a fuel flow reduction capability upon the
detection of a hung start, impending hot start, or stall. Fuel is
• igniters (on and off) commanded off, then commanded on within .5 seconds. This is
known as fuel de-pulse. Fuel de-pulse is provided by the EEC prior
• FMU high pressure fuel valve (on and off on the ground, only on to an aborted start as a means of continuing a failing start. Only one
in-flight). de-pulse will be provided per auto start attempt.

The starter valve open/close command signal transmitted by the EEC

. depends on which of the inputs below is received.

• ENG/MASTER 1(2) control switch (open signal for auto start)

• MAN START 1(2) push button (open signal for manual start)

• N2 speed signal (closed at 43% N2)

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ENGINE STARTING EIU THROUGH TO EEC

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STARTING SYSTEM

Starting Electrical Control (Cont.)

Engine Start Control Panels Rotary Mode Switch

Two panels are used for engine start in the flight deck: The rotary MODE switch has three positions.

• Engine Control Panel, located on the center pedestal
• Engine Manual Start Panel, located on overhead panel 22VU
and marked as ENG/MAN START.
Engine Control Panel
The Engine Control Panel contains two main engine MASTER control
switches and a rotary MODE switch.
• CRANK: No ignition power is applied but engine motoring is
allowed.
• NORM: Selected by the pilot at the end of the starting sequence
or after engine shutdown on the ground. In this position, the EEC
automatically selects continuous ignition in some specific
configurations:
o engine is running and the air intake cowl anti-icing is selected
ON

Master Switches o EIU controlled ignition is failed

o during take-off
When in the auto start mode, the MASTER switches activate the start
air valve and the FMU, via the EIU and the EEC. When in the o when approach idle has been selected.
manual-start mode, these switches activate only the FMU.

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ENGINE START CONTROL SWITCHES

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STARTING SYSTEM

Starting Electrical Control If the engine is not running and the rotary MODE switch is in the
NORM position, selecting the Master switch or the Manual Start
Engine Start Control Switches button to ON will not start the corresponding engine.

Rotary Mode Switch (Cont.) Continuous ignition automatically selects Engine 1 if the following
conditions are met.
• IGN/START: This position allows the engine to start. The switch
must be in the IGN/START position before selecting Master levers NOTE
to the ON position. IGN/START is selected for one of the following
procedures: The MODE selector is put in the NORM position after starting
Engine 1 The MODE selector is then returned to IGN/START before
o normal starting (automatic) starting Engine 2.

o alternate starting (manual) Typically, after starting Engine 1, the rotary MODE switch is left in
the IGN/START position after starting Engine 2.
o continuous ignition after starting sequence.

Engine Manual Start Panel

When selected, MAN START pushbuttons will provide the command

signal to open the start valve via the EIU and the EEC. This action will
also indicate to the EEC that a manual start procedure is being initiated.

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ENGINE START CONTROL SWITCHES

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STARTING SYSTEM

Starting Electrical Control (Cont.)

Service Bulletin Update

Service Bulletin ENG-80-0025 introduces a pneumatic starter that

no longer contains an oil-level sight glass because the sight glass
becomes difficult to see over time.

NOTE

Starters with an oil-level sight glass installed should not be serviced

according to the oil-level seen through the sight glass. The oil-level
sight glass is just an indication that the starter contains oil.

The starter must be serviced with both the oil fill and oil overflow
port removed. The starter is filled with oil through the oil fill point
until oil flows out of the overflow port.

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PNEUMATIC STARTER – TWO CONFIGURATIONS

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IGNITION SYSTEM Dual Igniter

The Ignition System ignites the air/fuel mix in the combustor. • All in-flight starts

The system includes the following units: • Manual start attempts

• engine relay box • Continuous ignition

• dual ignition exciter boxes, ignition cables, and igniter plugs Single Alternate Igniter
(upper/lower)
• Auto starts
Two independent ignition systems are provided. Ignition System A
comprises the upper ignition exciter and its associated cable and Continuous Ignition
igniter. Ignition System B comprises the lower ignition exciter and its
associated cable and igniter. • Engine anti-ice

Ignition can operate in three separate modes according to conditions • Take-off

detailed at right.
• Approach

• Landing

• EIU failure

• Flameout

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IGNITION SYSTEM

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IGNITION SYSTEM (Cont.)

Engine Relay Box Operating
Channel Engine AC Supply Bus
Condition
Purpose:
1
The relay box is used for the connection, distribution, and isolation of 115V AC ESS
4XP Normal
electrical power to the high energy ignition units and the P2/T2 probe. 2 BUS

Location: A
1
115V AC STAT
The relay box is located on the RH side of the engine fan casing. 901XP Emergency
INV BUS
2
Description:
1 AC BUS 1 1XP
The relay box is made of a hermetically sealed, cast alloy case with
B Normal
four anti-vibration mounts. Six internal relay drivers distribute power
2 AC BUS 2 2XP
to two ignition exciters and the P2/T2 probe heat element. Each relay
driver circuit is powered by 28V DC outputs from both channels of the
EEC. The relays connect and isolate the 115V AC aircraft electrical Relay contacts inside the box are designed to be closed to ensure that
supply to their connected components. The table shown at right lists any failure results in 115V AC output from the relay box to the ignition
the AC power sources. exciter boxes. This is the necessary failsafe condition of the relay box.

Operation: When the relay drivers are energized by the EEC, the contacts open
and power is removed from the ignition exciter boxes, de-energizing the
The relay box receives 28V DC signals from the EEC to control the Ignition System.
outputs of 115V AC, 400Hz electrical power to the ignition exciter
boxes.

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ENGINE RELAY BOX

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Safety Conditions

DO NOT TOUCH THE IGNITION EXCITER FOR AT LEAST ONE MINUTE

AFTER THE APPLICABLE CIRCUIT BREAKERS ARE OPEN. THE ELECTRICAL
IGNITION SYSTEM (Cont.) DISCHARGE OF THE HIGH ENERGY UNIT IS DANGEROUS AND CAN KILL.

Upper/Lower Ignition Exciter

Purpose: DO NOT BEND THE IGNITION LEAD WHEN YOU DISCONNECT THE
ELECTRICAL CONNECTOR. THE IGNITION LEAD CAN BE DAMAGED AND
Ignition exciters provide starting and continuous duty ignition on CAN CAUSE ELECTRICAL CIRCUIT DEFECTS.
demand. DO NOT BEND THE ELECTRICAL CABLE CONDUIT TOO MUCH WHEN YOU
CONNECT THE ELECTRICAL CONNECTOR. THE CONDUIT CAN BE
Location: DAMAGED AN CAN CAUSE ELECTRICAL CIRCUIT DEFECTS.

Two ignition exciters are located on the RH side of the HPC case at
3:00. voltage pulsating current. The power is transformed, rectified and
discharged in the form of capacitor discharge pulses through the
Description: ignition cables to the igniter plugs.

The igniter discharge rate is 1.5/2.5 sparks per second, delivering 4

The ignition exciter is a capacitor discharge system. Internal
joules of energy. The electrical power output from the relay box to
components are enclosed in a hermetically sealed, stainless steel
each exciter is controlled by the EEC and can be operated
housing. Two cooler box halves enclose the ignition exciter boxes
independently, for starting sequence on the ground, or
themselves. Fan air is directed to each exciter through a flexible
simultaneously for continuous ignition. The EEC alternately selects
conduit where it enters the exciter cooling box. Each engine has two
each ignition during auto starts to avoid dormant failure and
independent ignition exciters, A and B.
premature wear of igniter plugs. Output voltage is 22 to 26KV.
Operation:

The ignition exciters transform 115V-400Hz current into a high-

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IGNITION EXCITERS

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Safety Conditions

DO NOT TOUCH THE IGNITION COMPONENTS FOR AT LEAST ONE MINUTE

AFTER THE IGNITION POWER SUPPLY IS SWITCHED OFF. THE
IGNITION SYSTEM (Cont.) ELECTRICAL DISCHARGE OF THE HIGH ENERGY UNIT IS DANGEROUS AND
CAN KILL.
Upper/Lower Ignition Cables

Purpose:
DO NOT BEND THE IGNITION LEAD WHEN YOU DISCONNECT THE
Ignition cables deliver energy from the ignition exciter to the igniter ELECTRICAL CONNECTOR. THE IGNITION LEAD CAN BE DAMAGED AND
CAN CAUSE ELECTRICAL CIRCUIT DEFECTS.
plug.

Location: Operation:

Ignition cables are located on the RH side of the HPC at 4:00. The air-cooled ignition cable is connected to the exciter output end
and igniter plug input end. When the exciter discharges, the stored
Description: energy goes through the ignition lead to the igniter plug.

The ignition cable has an outlet assembly and ferrule assembly

connected by a flexible metal conduit. The cable is air cooled
throughout its entire length.

Cooling air goes into the exciter and ferrule assembly and flows
through the conduit to the igniter plug end. The air cooled ignition
lead has two conductive paths. One connects the exciter and the
center electrode of the igniter plugs, and the other is the return path
from the igniter body to the exciter case.

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UPPER/LOWER IGNITION CABLES

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IGNITION SYSTEM (Cont.)
Upper/Lower Igniter Plugs
Purpose:
Igniter plugs discharge a high intensity spark to ignite the fuel/air
mixture inside the combustion chamber.
Location:
The plugs are located on the RH side of the diffuser case at 5:00.
Description:
Igniter plugs consist of a main body, a spark end, and a connector
end. The main body has threads that engage a threaded boss on the
diffuser case. The spark end has a center electrode inside
surrounded by a ceramic insulator. The connector end has threads
that engage the threaded ferrule on the ignition cable.
Condensation drain holes are located on the main body and
connector end of the plug. A cooling jacket encloses the igniter plug
to surround it with cooling air originating from the exciter boxes.
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Safety Conditions
DO NOT TOUCH THE HIGH TENSION LEADS OF THE IGNITOR PLUGS FOR
AT LEAST ONE MINUTE AFTER THE APPLICABLE CIRCUIT BREAKERS ARE
OPEN. THE ELECTRICAL DISCHARGE OF THE HIGH ENERGY UNIT IS
DANGEROUS AND CAN KILL.
DO NOT BEND THE ELECTRICAL CABLE CONDUIT TOO MUCH WHEN YOU
DISCONNECT THE ELECTRICAL CONNECTOR. THE CONDUIT CAN BE
DAMAGED AND CAN CAUSE ELECTRICAL CIRCUIT DEFECTS.
APPLY ANTI-SEIZE COMPOUND MODERATELY TO THE PLUG THREAD. IF
TOO MUCH COMPOUND IS APPLIED, IT COULD GO INTO THE ENGINE.
Operation:
When a high voltage pulse from the ignition exciter is delivered to the
igniter plug, the surface gap at the spark end is ionized and becomes
conductive. The capacitor in the ignition exciter discharges stored
energy across the surface gap. This gives off a high-energy spark to
ignite the fuel/air mixture in the diffuser case.
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UPPER/LOWER IGNITER PLUGS

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IGNITION SYSTEM (Cont.)

Ignition System Test

When the engine is shut down, ground checking of the Ignition

System can be done using the report/test menu page of the
Centralized Fault Display System (CFDS).

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IGNITION SYSTEM TEST

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ENGINE GROUND OPERATION OVERVIEW

Engine ground operations are employed to validate non-FADEC

detected faults (mechanical failures) and to test the integrity of an
LRU or system after maintenance has been carried out. The engine
can be started using the auto or manual start methods.

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ENGINE GROUND OPERATION

Auto Start

The V2500 engine can be started automatically by carrying out the 3. Observe the engine rotor speeds for correct indication.
following steps.
4. The high pressure system is rotated for 30 seconds at 20% N2
Pre-Start Checks to cool the engine and to remove potential rotor bow.

1. Thrust levers at idle 5. After 30 seconds the Fuel and Ignition systems are selected
ON by the EEC.
2. MASTER switch set to OFF
6. Monitor all engine parameters.
3. MODE selector set to NORM
7. At 43% N2, the EEC signals the starter air valve to close.
4. Manual start push buttons set to OFF
8. When ignition of the fuel takes place, the engine accelerates
5. Aircraft fuel booster pumps set to ON toward minimum idle, approximately 60% N2.

Auto Start Procedure NOTE

1. Select the MODE switch to IGN/START position. The ECAM The EEC will not command ignition and fuel ON if residual EGT is in
screen automatically displays the Engine page. excess of 482ºF (250ºC). The EEC will continue the dry motoring
cycle until the temperature falls below 482ºF (250ºC) or until the
2. Select the engine MASTER switch to the ON position. starter duty cycle time is exceeded.

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ENGINE AUTO START SCHEMATIC

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ENGINE GROUND OPERATION

Auto Start (Cont.)

Auto Start Abort • engine is motored for 30 seconds

The EEC will abort if any of the following are detected: • starter air valve is commanded closed.

• hot start Above 50% N2, the EEC no longer has the capability of closing the
FMU (aborting the start). This function becomes the responsibility of
• hung start the flight crew/maintenance personnel, who select the MASTER
switch to the OFF position. Doing this will always override the EEC
• ignition failure during an auto start and shut down the engine.

• locked low rotor NOTE

• engine stall A manual start is strongly recommended after a failed auto start.

• EGT indication failed in both channels (on the ground only).

During an aborted auto start, the following operations occur:

• EEC commands fuel and ignition off

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ENGINE AUTO START ABORT SCHEMATIC

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ENGINE GROUND OPERATION (Cont.)

Manual Start

The V2500 engine can be manually started by carrying out the 4. Select the engine MASTER switch to the ON position. The EEC
following steps. immediately turns on the ignition and fuel.

Pre-Start Checks 5. Monitor all engine parameters.

1. Thrust levers at idle 6. At 43% N2, the EEC signals the starter air valve to close.

2. MASTER switch set to OFF 7. When fuel ignition occurs the engine accelerates toward
minimum idle, approximately 60% N2.
3. MODE selector set to NORM
NOTE
4. Manual start push buttons set to OFF
During a manual start, the EEC does not have auto shutdown
5. Aircraft fuel booster pumps set to ON
facility. All non-normal events have to be monitored by flight
Manual Start Procedure crew/maintenance personnel.

1. Select the MODE switch to IGN/START position. The ECAM

screen automatically displays the Engine page.

2. On the overhead control panel, push the ENG/MAN START

pushbutton switch. The EEC will send the signal to open the start
air valve. Start the timer to motor the engine for 30 seconds.

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ENGINE MANUAL START SCHEMATIC

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ENGINE GROUND OPERATION (Cont.)
Dry and Wet Motoring
The following is a brief summary of the Dry and Wet Motoring procedures.
Consult the AMM for complete procedure steps.
Dry Motoring Pre-Start Checks
1. Thrust levers at idle
2. MASTER switch set to OFF
3. MODE selector set to NORM
4. MANUAL START push buttons set to OFF
5. Aircraft fuel booster pumps set to ON
Dry Motor Procedure
1. Select CRANK position on the MODE select panel.
2. Select MANUAL START push button ON.
3. Observe the engine rotor speeds for correct indication.
FOR TRAINING PURPOSES ONLY
4. Obey starter duty cycle limits.
Wet Motoring Pre-Start Checks
1. Thrust levers at idle
2. MASTER switch set to OFF
3. MODE selector set to NORM
4. MANUAL START push buttons set to OFF
5. Aircraft fuel booster pumps set to ON
Wet Motor Procedure
1. Select CRANK position on the MODE select panel.
2. Select MANUAL START push button ON.
3. Observe the engine rotor speeds for correct indication.
4. Select the engine MASTER switch to the ON position when N2
speed is more than 15%.
5. Observe fuel flow indication. Do not have the MASTER switch
selected on for more than 20 seconds or large quantities of fuel
can collect in the combustor.
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DRY MOTORING OF THE ENGINE

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ENGINE GROUND OPERATION (Cont.)

Starter Motor Duty Cycle Limits

Starter motor operation must follow these duty cycle limits: NOTE

• two cycles of two minutes During auto start, the EEC deselects the starter cycle if the starter
motor operation exceeds the starter duty cycle limit.
• followed by one cycle of one minute
During manual start, the starter motor must be deselected manually.
• with a cooling period of 15 seconds between each cycle If time has expired, an upper ECAM caution message displays.

OR

• one four-minute continuous cycle.

In all cases, the engine N2 indication must be allowed to decay to

zero before commencing the next cycle.

After three duty cycles, stop for a cooling period of 30 minutes

before continuing either method of the duty cycle.

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STARTER MOTOR DUTY CYCLE LIMITS

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ENGINE GROUND
ENGINE IGNITION OPERATION
SYSTEM (Cont.)

EngineZones
Safety Starting Electrical Control (Cont.)

EngineisElectronic
Safety paramount Control
during(EEC)
engine ground operations. During run-up • Be aware of the noise hazard. Jet noise can seriously damage
operations, use extreme care when operating the engines and follow hearing. The AMM advises that the appropriate hearing
The starter
these valve open/close signal transmitted by the EEC depends
precautions. protection be worn.
on which control switch is used.
• Apply the brakes and position the wheel chocks. Inspect the • It is advisable to carry out an engine passages inspection prior
• rotary MODE
ground selector
run area for loose debris. to engine running.
• engine MASTER level
• Avoid obstructing the air intake area. • Ground running in icy conditions requires the use of the anti-icing
• manual START push button system. Icing conditions exist when the OAT is 41ºF (5ºC) or less
• Head the aircraft into the wind wherever possible. The AMM will with high humidity.
• N2 speed signal
advise if this is not always possible.
• Follow AMM advisories during the following conditions:
The EEC will send any warning or caution messages to the Flight
• CrossComputer
Warning winds may cause parameter fluctuations and can cause
(FWC).
the engine to surge. A roaring noise indicates an unstable o operation at high power
The condition
FWC will that
sendcan
thislead to surge.
to the Display Management Computer (DMC)
o throttle movement rates
for indication on the upper or lower ECAM screens.
• Be aware of the jet wake generated with the engine running.
o engine cool down prior to shut down.
• There are minimum and maximum safe distances for power
conditions between low idle and take-off. The AMM will advise. • Be aware of the imbalance caused by single engine high power
running. The AMM advises on the conditions for running the
• Be aware of the hazard radius area around the air intake. second engine, as well.

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SAFETY ZONES

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ENGINE GROUND OPERATION

Safety Zones (Cont.)

Jet Wake Hazard Areas

During run-up operations, extreme care must be exercised when

operating the engines. Refer to the graphic on the next page, which
illustrates the jet wake hazard areas for idle and take-off thrust
conditions.

Noise Danger Areas

All persons working near the engine while in operation must wear ear
protection. Loud noise from the engine can cause temporary or
permanent damage to the ears.

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SAFETY ZONES – JET WAKE HAZARD AREAS

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ENGINE
ENGINEIGNITION
GROUNDSYSTEM
OPERATION (Cont.)

Engine Operating Limits Table

EGT
Rating N1 N2 N1Vib N2Vib
Max Cont. Start Prestart
V2533-A5 650

V2530-A5 650

V2528-D5 5650 14950 635

V2527-A5 635 (E/M)*

610 635 250 5.0 5.0
V2525-D5 620

V2500-A1 5465 14915

V2524-A5 635
5650 14950
V2522-A5

* E = enhanced performance. M represents the corporate A319 jet.

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ENGINE GROUND OPERATION (Cont.)

Limits for Engine Oil System Ratings

The following operating limits apply to all engine ratings for the oil system.

Oil Pressure/psi Oil Temperature/C

Minimum Maximum Minto
Minstart MintoT/O Maxtrans Maxlimit
1.3EPR
60 ISA dependent
- 40 -10 50 156 amber 165 red

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ENGINE GROUND OPERATION (Cont.)

Engine Start Fault ECAM Indications

Failure indications alert the flight crew to problems and the actions
required in response.
The following messages are displayed on the upper ECAM screen if a
start fault occurs.
All fault messages will generate a caution message to the ECAM. An
aural tone will be heard and the amber master caution light will be
illuminated on the glare shield panel.

• ENG 1 (2) START VALVE FAULT// START VALVE NOT OPEN

• ENG 1 (2) START VALVE FAULT // START VALVE NOT

CLOSED

• ENG 1 (2) START FAULT // ENG 1 (2) IGNITION FAULT

• ENG 1 (2) START FAULT // NO N1 ROTATION

• ENG 1 (2) START FAULT // ENG 1 STALL

• ENG START FAULT// EGT OVERLIMIT

• ENG 2 START FAULT // HUNG START

• ENG1(2) START FAULT// LO START AIR PRESS

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ENGINE GROUND OPERATION

Engine Start Fault ECAM Indications (Cont.)

Each message that is generated, both in auto and in manual starts, Below is an example of how the message would be shown during a
will also be accompanied by further messages, in blue color, advising manual start.
the flight crew on the actions required as a result of the failure.
ENG 2 START FAULT
Below is a start fault message that can be generated on the upper -ENG 2 IGNITION FAULT
ECAM screen. The message is for an auto start problem. -MAN START------------------------OFF
-ENG MASTER 2-------------------OFF
ENG 2 START FAULT
-ENG 2 IGNITION FAULT During a manual start, the EEC does not abort the start. You must
-AUTO CRANK IN PROGRESS perform the necessary action in blue to shut down the engine.

After the engine is dry motored for approximately 30 seconds, the

EEC aborts the start followed by a message to select the MASTER
switch OFF.

ENG 2 START FAULT

-ENG 2 IGNITION FAULT
-ENG MASTER 2------------------OFF

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ENGINE START FAILURE INDICATIONS (1 of 3)

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ENGINE START FAILURE INDICATIONS (2 of 3)

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ENGINE START FAILURE INDICATIONS (3 of 3)

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STARTER AIR CONTROL VALVE HARNESS

Starter System valve harness connections are shown on the next

page.

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STARTER AIR CONTROL VALVE HARNESS

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IGNITION SYSTEM HARNESS

Ignition System harness electrical connections are shown on the next

page.

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IGNITION SYSTEM HARNESS

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