A320LEAP1A-B12-0008.3 Ign&Start R1 220517

Airbus A319/A320/A321 (CFM LEAP-1A) - "NEO"
TECHNICAL TRAINING MANUAL

MECHANICAL & AVIONICS COURSE - T1+T2 (Level 1, 2 & 3)
CFM LEAP-1A 74 & 80 Ignition & Starting

A320LEAP1A-B12-0008.3, Revision 1, Monday, 22 May 2017
A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 74 & 80 Ignition & Starting
Engine
Airbus A319/A320/A321 (CFM LEAP-1A)

Part-66, Appendix III, Level 3 Training
These notes have been prepared by the Storm Aviation Training Centre to provide a source of reference during your period of training.
The information presented is as correct as possible at the time of production and is not subject to amendment action. These notes contain intellectual
copyrighted material and are for personal study purposes only. Unauthorised copying, distribution or publishing (including electronically) of any part of these
notes is strictly prohibited.
They will be useful to you during your training, but I must emphasise that the appropriate Approved Technical Publications (ATPs) must always be used when
you are actually working on the aircraft.
We always aim to ensure that these documents are as accurate as possible, however if you notice any items which require amending, please inform the
Training Manager or Instructor so that any amendments may be incorporated before the next course.
I trust your course with us will be informative and enjoyable.
Ben Greenaway, Training Manager, UK.147.0057
A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 2 of 42

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REVISION SUMMARY
Part-66, App III Revision and Date Summary of Revision

Level
3 R1, Monday, 22 May Initial Issue in new format.

2017

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Table of Contents
Revision Summary .................................................................................................................................................................................................... 3
74&80 Ignition & Starting - Level 3 ............................................................................................................................................................................... 6
Ignition ................................................................................................................................................................................................................... 6
Ignition System - General ...................................................................................................................................................................................... 6
Purpose ................................................................................................................................................................................................................ 6
Ignition Power Supply Components - General .......................................................................................................................................................... 8
Purpose ................................................................................................................................................................................................................ 8
Ignition Exciter - Interfaces ................................................................................................................................................................................... 10
Ignition Exciter - Operation ................................................................................................................................................................................... 12
Functional Description .......................................................................................................................................................................................... 12
Ignition Distribution Components - General ............................................................................................................................................................ 14
Purpose ............................................................................................................................................................................................................... 14
Ignition Leads - Interfaces .................................................................................................................................................................................... 16
Operation ............................................................................................................................................................................................................ 16
Igniters - Interfaces ............................................................................................................................................................................................. 18
Operation ............................................................................................................................................................................................................ 18
Starting .................................................................................................................................................................................................................. 20
Starting Components - General .............................................................................................................................................................................. 20
Purpose ............................................................................................................................................................................................................... 22
Pneumatic Starter And Valve System - Interfaces .................................................................................................................................................... 24

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IGNITION & STARTING SYSTEM PRESENTATION - Level 2 & 3 .................................................................................................................................... 25

GENERAL ................................................................................................................................................................................................................ 25
CONTROL AND INDICATING ................................................................................................................................................................................. 25
AUTOMATIC START .............................................................................................................................................................................................. 25
MANUAL START .................................................................................................................................................................................................... 25
CRANKING........................................................................................................................................................................................................... 26
CONTINUOUS IGNITION ...................................................................................................................................................................................... 26
SAFETY PRECAUTIONS ......................................................................................................................................................................................... 26
Pneumatic Starter And Valve System - Operation .................................................................................................................................................... 28
Pre-start motoring (bowed rotor, adaptive start) ..................................................................................................................................................... 28
Pneumatic Starter And Valve - Description .............................................................................................................................................................. 30
Starter Duty Cycles............................................................................................................................................................................................... 30
Starting Sequence Indications - Functional Description ............................................................................................................................................ 32
Normal Automatic Start - AMM 71-00-00-860-827-A ................................................................................................................................................ 35
Normal Manual Start - AMM 71-00-00-860-828-A .................................................................................................................................................... 36
Pneumatic Air Starter Magnetic Plug - Interfaces..................................................................................................................................................... 38
Operation ............................................................................................................................................................................................................ 38
AMM 80-11-05-210-801-A Detailed Inspection of the Air Turbine Starter Magnetic Chip Detector ................................................................................ 40

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74 & 80 Ignition & Starting - Level 3

IGNITION
Ignition System - General
The engine ignition system is located on the core engine in the 6 o'clock position.
The electrical power supply comes from the aircraft through two separate sources:
• A/C 115V AC which is the normal source,

• A/C 115V AC battery which is used as a backup source.
The electrical supply components may be:
• the cross engine electrical supply,

• the Auxiliary Power Unit (APU),
• a ground equipment.
The ignition components are mounted in the 6 o’clock position on the High Pressure Compressor (HPC) case and in the 6 and 7 o’clock positions on the
Combustor Diffuser Nozzle (CDN) case.
The ignition distribution system consists of:
• two ignition exciters inside a cooling box,

• two ignition leads with cooling ports,
• two igniters (left & right).
Purpose
The ignition system generates high voltage pulses to produce sparks and ignite the air/fuel mixture in the combustion chamber to start engine combustion.

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IGNITION SYSTEM

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Ignition Power Supply Components - General
Two ignition exciters are mounted inside a cooling box which is located in the 6 o’clock position on the High Pressure Compressor (HPC) case.
Purpose
The ignition power supply components provide starting and continuous on-demand power supply for the two ignition system exciters.
The system provides the engine exciters with electrical power through the ignition leads and igniters to produce a spark in the combustion chamber.

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IGNITION POWER SUPPLY COMPONENTS

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Ignition Exciter - Interfaces
Electrical interfaces:
• each ignition exciter input is connected to the A/C 115V AC power (normal source) or the 115V AC battery (backup source) through the Electronic
Engine Control (EEC),
• each ignition exciter output is connected to an ignition lead.
Air interfaces:
The Variable Bleed Valve (VBV) duct cooling air flows through the air rubber manifold into the exciter box shroud to cool down the exciters.
Mechanical interfaces:
Each exciter is connected to the exciter box by four bolts.

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IGNITION EXCITER

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Ignition Exciter - Operation
The ignition exciters transform, rectify, and store the energy in a capacitor.
Aircraft 115 Volts Alternating Current (VAC) power is converted to 28 Volts Direct Current (VDC) by the exciters.
This stored electrical energy is then discharged from the exciters to the igniters.
When operation stops, a resistor bleeds off any residual charge from the capacitor.
Functional Description
The two ignition exciters are the components of two separate redundant ignition systems in the engine.
An ignition exciter is a capacitor-discharge type ignition power source.
The main components of an ignition exciter are:
• a housing with four mounting brackets,

• an exciter input from the aircraft electrical connector,
• an exciter output to the ignition lead electrical connectors.

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IGNITION EXCITER - OPERATION

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Ignition Distribution Components - General
The two left and right igniters are located within the Combustor Diffuser Nozzle (CDN) case, in the 6 and 7 o'clock positions.
The two ignition leads are routed from the aft side of the exciters in the 6 o’clock position to the two left and right igniters.
Purpose
Electrical energy is supplied by the exciters, through the ignition leads to the igniters to produce sparks within the combustion chamber to ignite the air/fuel
mixture.
The purpose of the ignition leads is to send high voltage from the exciters to the igniters.

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IGNITION DISTRIBUTION COMPONENTS

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Ignition Leads - Interfaces
• ignition lead No. 1 input is connected to the aft side of ignition exciter No. 1,
• ignition lead No. 2 input is connected to the aft side of ignition exciter No. 2,
• ignition lead No. 1 output is connected to the forward side of the right igniter,
• ignition lead No. 2 output is connected to the forward side of the left igniter.
Air interfaces:
• each ignition lead inlet is connected to the passive Core Compartment Cooling (CCC) system rubber air manifold,
• each ignition lead outlet is connected to an igniter through the cooling conduit (around the ignition lead) to provide cooling air.
• the ignition leads are mechanically secured to the ignition system exciter boxes and igniter plugs.
Operation
The electrical pulse is delivered from the ignition exciter to the igniter via the ignition lead when the ignition system operates. The electrical pulse is a high
voltage and low energy pulse.
The ignition leads are cooled by the passive engine CCC system. Passive air bleed manifolds are clamp-connected to both ignition leads. The Variable Bleed
Valve (VBV) duct airflow is then routed through each ignition lead to cool down both igniters.
The main components of each ignition lead are:
• an electrically shielded cable with a metal braid,

• a cooling conduit,
• each ignition lead has a silicone rubber seal at the connection to the igniter.
Ignition lead No. 1 is shorter than ignition lead No. 2.

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IGNITION LEADS

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Igniters - Interfaces
• the right igniter input is connected to ignition lead No. 1,

• the left igniter input is connected to ignition lead No. 2.
• each igniter is connected to the Combustor Diffuser Nozzle (CDN) case by a threaded igniter bushing and an igniter adapter.
Air interfaces:
• each igniter cooling inlet is connected to the ignition lead cooling outlet,
• the right and left igniters are surrounded by igniter cooling conduit shrouds.
Operation
When the ignition system is operating, the igniters receive electrical pulses from the ignition exciters through the ignition leads.
The igniter electrode uses this electrical pulse to produce a spark in the engine combustion chamber.
The main components of an igniter are:
• the igniter body,

• the connector,
• the electrodes,
• the air cooling system to reduce the operating temperature and extend the igniter service life.

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IGNITERS

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STARTING
Starting Components - General
The engine starting system is located at the front of the Accessory GearBox (AGB), between the 8 and 12 o'clock positions.
The engine starting system consists of:
• the Pneumatic Air Starter (PAS) equipped with a magnetic plug,

• the Starter Air Valve (SAV),
• the starter air duct.
The Pneumatic Air Starter (PAS) is mounted on the forward side of the AGB, approximately in the 8 o'clock position.
The PAS magnetic plug is mounted on the lower part of the PAS.
The SAV is mounted directly onto the front of the PAS.
The starter air duct is mounted at the front of the SAV and is located between the 8 and 12 o'clock positions.

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INTENTIONALLY LEFT BLANK

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Purpose
The engine starting system:
• rotates the engine up to self-sustaining speed operation during starting sequence,

• rotates the engine for leak monitoring and compressor wash cycles during engine maintenance.
The PAS converts the pressurized air supply into a driving torque to rotate the engine.
The source of pressurized air can be:
• the Auxiliary Power Unit (APU),

• a ground cart or,
• the bleed air from the other engine.
The SAV controls the airflow sent directly to the PAS. In case of failure, a manual 3/8 drive override allows the SAV to be opened or closed manually.
The PAS magnetic plug collects metallic particles. During PAS maintenance inspection, the presence of metallic particles on the magnetic plug means that the
PAS is damaged.

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STARTING COMPONENTS

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Pneumatic Starter And Valve System - Interfaces
Air interfaces:
• the Starter Air Valve (SAV) air inlet is connected to the pylon interface by the starter air duct,
• the SAV air outlet is connected to the Pneumatic Air Starter (PAS) air inlet,
• the PAS discharges the air in the engine compartment.
• the SAV solenoid control (input) is connected to both Electronic Engine Control (EEC) units (channel A and channel B),
• the SAV pressure transducer (output) is connected to both EEC units (channel A and channel B).
• the SAV is connected to the starter air duct and the PAS by V-Band clamps,
• the PAS is connected to the Accessory GearBox (AGB) through a splined output shaft, secured with a V-Band clamp with o-rings to prevent oil
leakage.
Oil interfaces:
• the PAS oil inlet and outlet are connected to the AGB.

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IGNITION & STARTING SYSTEM PRESENTATION - Level 2 & 3

GENERAL
The Ignition system provides the electrical spark needed to start or continue engine combustion. The ignition system is made up of two
independent systems. The Ignition system includes an ignition exciter, two coaxial shield ignition leads and two ignition plugs.
The Starting system drives the engine High Pressure (HP) rotor at a speed high enough for a ground or in flight start to be initiated. The start system
is made up of the electrical Starter Air Valve (SAV) and the pneumatic starter. Air bleed is taken from the aircraft pneumatic system for engine start
(Auxiliary Power Unit (APU) bleed, external pneumatic cart, other engine bleed).
CONTROL AND INDICATING
The Electronic Engine Control (EEC) controls the ignition during automatic start and manual start. 115 VAC from aircraft electrical system is supplied to
the ignition exciter which provides the necessary voltage to the ignition plugs to generate the spark for combustion.
The EEC controls the starting through the SAV during automatic start and manual start.
The operation of the SAV and of the ignition system is displayed on the ENGINE ECAM page.
AUTOMATIC START
During an automatic start, the EEC opens the SAV to motor the engine for start. The ignition exciter is then energized when the HP rotor speed is
nominal. The EEC provides full protection during the start sequence. When the automatic start is completed, the EEC closes the SAV and cuts off the
ignition. In case of an incident during the automatic start the EEC makes a second attempt or aborts the start procedure.
MANUAL START
During a manual start, the SAV opens when the engine Manual START P/B is pressed in, then the ignition system is energized when the MASTER
control lever is set to the ON position.

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CRANKING
Engine motoring could be performed for dry cranking or wet cranking sequences.
Note: During cranking ignition is inhibited.
CONTINUOUS IGNITION
With engine running, continuous ignition can be selected via the EEC either manually using the rotary selector or automatically by the Full Authority
Digital Engine Control (FADEC) during specific conditions.
SAFETY PRECAUTIONS
Safety precautions have to be taken prior to working in this area.
WARNING: THE IGNITION EXCITERS PROVIDES HIGH ENERGY PULSES THROUGH THE IGNITION LEADS TO THE 2 IGNITERS
PLUGS.

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PNEUMATIC STARTER AND VALVE SYSTEM

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Pneumatic Starter And Valve System - Operation
At engine start, the Electronic Engine Control (EEC) units control the Starter Air Valve (SAV) through electrical signals sent to the SAV solenoid.
The SAV regulates the air supply to the Pneumatic Air Starter (PAS) through the butterfly valve.
The SAV pressure transducer transmits the closed position indication to the EEC units (channel A and channel B).
The PAS axial turbine is supplied with pressurized air from the SAV. This axial turbine transforms the air power into mechanical power (torque).
The PAS axial turbine transmits the torque to the Accessory GearBox (AGB) through a planetary reduction gear and through an overrunning clutch to the
splined output shaft.
The splined output shaft is connected to the AGB.
The overrunning clutch disconnects the PAS when the starting sequence is completed.
If the EEC units loose the signal from the SAV solenoid or the SAV pressure transducer, the SAV switches to the closed position (SAV failsafe position).
The flight deck control pedestal panel ("ENG START") allows engine starting, cranking and ignition to be controlled by one rotary selector which can have
three positions:
1. "CRANK"
2. "NORM"
3. "IGN/START"
Pre-start motoring (bowed rotor, adaptive start)
"COOLING" message is displayed by the DMC in pulsing green when the engine is cooling, during pre-start motoring to allow for a bowed rotor.

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PRE-START MOTORING

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Pneumatic Starter And Valve - Description
The main components of the air-actuated SAV are:
• a dual channel solenoid,

• a butterfly valve,
• a pressure transducer,
• an external wrench connection (manual override).
The main components of the PAS are:
• a turbine,
• a planetary reduction gear,
• an overrunning clutch,
• a splined output shaft,
• a magnetic plug.
Starter Duty Cycles
There are three acceptable starter duty cycles. The third is only recommended for cooling before borescoping.
1. 3 consecutive cycles, each of 2 minutes duration with a 60 second rest between 2 consecutive attempts. After 3 cycles wait 15 minutes to allow the
starter to cool before you try a new cycle.
2. One 5 minute cycle followed by a cooling period of 5 minutes after the first motoring and a 10 minute interval between the following ones.
3. One 15 minute cycle followed by a 15 minutes cooling period before you try a new start or motoring (recommended for cooling before borescope
inspections only).

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PNEUMATIC STARTER AND VALVE SYSTEM

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Starting Sequence Indications - Functional Description
ECAM SD
The starting sequence indications are displayed on the System Display (SD) of the Electronic Centralized Aircraft Monitoring (ECAM).
They replace the nacelle temperature indications during the starting sequence.
The starting sequence indications are:
• the Starter Air Valve (SAV) position indication,
• the engine precooler inlet pressure indication,
• the ignition indication.
SAV position indication behaviour:
• steady green: when the start valve position is fully open or closed,
• amber crosses: in case of invalid SAV position data, the valve symbols are replaced by amber crosses.
Ignition indication behaviour:

• steady green: for a dedicated engine, selected igniters "A" or "B" or "AB" are displayed in green.
Note: After the engine begins turning, a COOLING cockpit message may be displayed. This is a motoring procedure to mitigate bowed rotor conditions
(adaptive start). If the Master Lever is put to the ON position while this message is displayed, fuel and ignition will not be introduced until the procedure has
completed and the message is cleared.

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STARTING SEQUENCE INDICATIONS ECAM SD

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PRE-START MOTORING (ADAPTIVE COOLING)

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Normal Automatic Start - AMM 71-00-00-860-827-A
Start sequence in automatic mode. The aircraft configuration in this case is the following:
• APU running and APU BLEED on,

• Full Authority Digital Engine Control (FADEC) 1 and 2 powered.
• When IGNition START is selected the ENGINE page is called automatically. During engine start, the ENGINE page includes IGN indication, starter SOV
position and bleed pressure.
During this time the pack valves are automatically closed. If, after 30 seconds, the ENGine MASTER control switch is not switched to ON position, the pack
valves will re-open.
As soon as the ENGine MASTER control switch is set to ON position, the Low Pressure (LP) fuel SOV opens and the EEC opens the starter SOV.
The position of this valve is confirmed on the ECAM and the N2 begins to increase.
When N2 reaches 20% the EEC provides ignition. The selection of the spark igniter is a function of the EEC and at each start the igniter selection will be
changed at each start to ensure the serviceability of each ignitor and each EEC channel.
At 20% of N2, on the ENGINE page, the corresponding spark igniter system (A or B) chosen by the EEC is displayed. When N2 reaches 20%, the EEC
controls, via the Fuel Metering Valve (FMV) the HP fuel SOV opening. At this percentage of N2, fuel flow begins. The EEC monitors the Exhaust Gas
Temperature (EGT) and N2 according to their schedules to provide the correct fuel flow.
The maximum EGT during start sequence is 725º C. Normal start temperatures are less than 500º C. In the case of a malfunction, the EEC automatically
shuts down the engine and performs a dry motoring sequence.
At 55% N2, the EEC closes the starter SOV and cuts off the ignition. The pack valves re-open if another engine is not started within 30 seconds. The engine is
now stabilized at minimum idle.
If IGNition START is re-selected, continuous ignition is initiated on the running engines.
If the engine has not successfully started after three total start attempts (corresponding to two automatic restart attempts), the EEC will abort the
ground autostart.

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Normal Manual Start - AMM 71-00-00-860-828-A
Start sequence in manual mode. The aircraft configuration in this case is the following:
• APU running and APU BLEED on,

• Full Authority Digital Engine Control (FADEC) 1 and 2 powered.
• When IGNition START is selected the ENGINE page is called automatically. During engine start, the ENGINE page includes IGN indication, starter SOV
position and bleed pressure.
Push the ENG/MAN START/1 (2), the Engine page comes into view and the Starter Valve is shown in the open position
Make sure that you do not go over the starter limits that follow:
• no engagement of the starter when the core speed is above 20 percent.
The acceptable duty cycles can be performed by using one the three following procedures:
• 3 consecutive cycles, each of 2 minutes duration with a 60 seconds rest between 2 consecutive attempts. After 3 cycles, wait 15 minutes to allow
starter to cool before you try a new start or motoring.
• One 5 minute cycle followed by a cooling period of 5 minutes after the first motoring and a 10 minutes interval between the following ones.
• One 15 minute cycle followed by a 15 minute cooling period before you try a new start or motoring. It is recommended to use the 15 minute cycle
only for cooling the engine to do a borescope inspection
When the N2 reaches maximum motoring sped (minimum 20%) and 1 minute after pushing ENG/MAN START/1 (2), set ENG/MASTER 1(2) to ON. On the
=Engine page, 'A B' comes into view above the Starter Valve indication.
Engine start should occur in 2-3 seconds, abort if >15 seconds.
Monitor N1, N2, EGT, FF, Oil Pressure.
• Normal EGT <500°C. Abort if >725°C.

• Oil pressure stabilises. If below 17°C, abort start.
At 55% N2, 'A B' goes out of view and the Starter Valve closes.

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Note: During a manual start the following protections are still valid;
• bowed rotor logic (cooling, adaptive start),
• dual N2 sensor failure,
• starter shaft shear,
• start-stall,
• hot-start,
• 750°C over temperature

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Pneumatic Air Starter Magnetic Plug - Interfaces
Oil interfaces:
• the Pneumatic Air Starter (PAS) magnetic plug is immersed in the PAS oil sump.
• the PAS magnetic plug is installed on the lower section of the PAS.
Operation
The PAS magnetic plug captures the metallic particles in suspension in the PAS oil circuit.
The PAS magnetic plug is a bayonet-type design plug. It is equipped with packings to prevent oil leakage.
Storm Aviation Maintenance Tip
The starter is connected to the AGB via a restricted jet to lubricate the starter. However the starter requires direct servicing when replaced.

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PNEUMATIC AIR STARTER MAGNETIC PLUG (VIEWED FROM BELOW) -1

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AMM 80-11-05-210-801-A Detailed Inspection of the Air Turbine Starter Magnetic Chip Detector
Push and turn the magnetic plug (bottom of starter) counter-clockwise to release it.
NOTE: The magnetic plug is different part from the oil drain plug. The oil drain plug includes a check valve to prevent oil leaks when the magnetic plug is
removed
(a) Clean the magnetic plug (2) with PAPER - TISSUE and retain the removed particles.
(b) Examine the metallic contaminants under a MAGNIFYING GLASS POWER 10X . Use the inspection criteria which that follow:
• A small accumulation of fine slivers and relatively flat flakes of metal shows a normal wear. This is an acceptable condition.
• A larger accumulation of particles, or particles larger than 0.1 in. (2.54 mm) in any direction, show that there is some internal damage and that a
starter replacement is necessary
After replacement, service the starter oil (80-11-05-600-803)

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STARTER AND START AIR VALVE (SAV)

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INTENTIONALLY LEFT BLANK

A320LEAP1A-B12-0008.3 Ign&amp;Start R1 220517

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Airbus A319/A320/A321 (CFM LEAP-1A) - "NEO"

TECHNICAL TRAINING MANUAL

CFM LEAP-1A 74 & 80 Ignition & Starting

Airbus A319/A320/A321 (CFM LEAP-1A)

I trust your course with us will be informative and enjoyable.

Ben Greenaway, Training Manager, UK.147.0057

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 2 of 42

Part-66, App III Revision and Date Summary of Revision

3 R1, Monday, 22 May Initial Issue in new format.

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 3 of 42

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 4 of 42

IGNITION & STARTING SYSTEM PRESENTATION - Level 2 & 3 .................................................................................................................................... 25

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 5 of 42

74 & 80 Ignition & Starting - Level 3

Ignition System - General

• A/C 115V AC which is the normal source,

The electrical supply components may be:

• the cross engine electrical supply,

The ignition distribution system consists of:

• two ignition exciters inside a cooling box,

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 6 of 42

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 7 of 42

Ignition Power Supply Components - General

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 8 of 42

IGNITION POWER SUPPLY COMPONENTS

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 9 of 42

Ignition Exciter - Interfaces

Each exciter is connected to the exciter box by four bolts.

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 10 of 42

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 11 of 42

Ignition Exciter - Operation

An ignition exciter is a capacitor-discharge type ignition power source.

The main components of an ignition exciter are:

• a housing with four mounting brackets,

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 12 of 42

IGNITION EXCITER - OPERATION

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Ignition Distribution Components - General

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 14 of 42

IGNITION DISTRIBUTION COMPONENTS

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 15 of 42

Ignition Leads - Interfaces

The main components of each ignition lead are:

• an electrically shielded cable with a metal braid,

Ignition lead No. 1 is shorter than ignition lead No. 2.

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 17 of 42

• the right igniter input is connected to ignition lead No. 1,

The main components of an igniter are:

• the igniter body,

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 18 of 42

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 19 of 42

Starting Components - General

The engine starting system consists of:

• the Pneumatic Air Starter (PAS) equipped with a magnetic plug,

The SAV is mounted directly onto the front of the PAS.

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 20 of 42

INTENTIONALLY LEFT BLANK

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 21 of 42

The engine starting system:

• rotates the engine up to self-sustaining speed operation during starting sequence,

The source of pressurized air can be:

• the Auxiliary Power Unit (APU),

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 22 of 42

A320LEAP1A-B12-0008.3 Revision 1, Monday, 22 May 2017 Page 23 of 42

A320LEAP1A-B12-0008.3 Ign&Start R1 220517

A320LEAP1A-B12-0008.3 Ign&Start R1 220517