PTC B1.1 Notes - Sub Module 15.13 (Starting and Ignition Systems)

PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE
Category – B1.1 Sub Module 15.13 – Starting and Ignition Systems
MODULE 15
Sub Module 15.13
STARTING AND IGNITION SYSTEMS
ISO 9001 - 2015 Certified For Training Purpose Only

PTC/CM/B1.1 Basic/M15/02 Issue 04, Rev. 00
15.13 July 2022
Contents
OPERATION OF ENGINE START SYSTEMS, COMPONENTS

AND SAFETY PRECAUTIONS ------------------------------------------1
Starting of a Gas Turbine Engine ----------------------------------------1
Starting Systems -------------------------------------------------------------3
Types of Gas Turbine Engine Starters ---------------------------------4
Pneumatic Starter ------------------------------------------------------------7
Types of Clutch Mechanisms ------------------------------------------- 15
STARTING SYSTEM SAFETY PRECAUTIONS ------------------ 17
Maintenance Practices---------------------------------------------------- 17
IGNITION SYSTEMS AND COMPONENTS ----------------------- 18
Introduction------------------------------------------------------------------- 18
Requirements of Ignition System -------------------------------------- 18
Types of Ignition Systems------------------------------------------------ 19
Capacitor Type DC Input System -------------------------------------- 21
Capacitor Type AC Input System -------------------------------------- 23
Types of Igniter Plugs ----------------------------------------------------- 25
Surface Discharge --------------------------------------------------------- 27
Glow Plugs ------------------------------------------------------------------- 27
IGNITION SYSTEM MAINTENANCE SAFETY PRECAUTIONS
----------------------------------------------------------------------------------- 29
Maintenance Practices---------------------------------------------------- 29

15.13 - i July 2022
Page Intentionally Left Blank

15.13 - ii July 2022
OPERATION OF ENGINE START SYSTEMS, COMPONENTS

AND SAFETY PRECAUTIONS
Starting of a Gas Turbine Engine
For satisfactory starting of gas turbine engine two separate The operations of the two systems are co-ordinate, during a
systems are required. One system for the rotation of starting cycle automatically or manually and generally the
compressor and turbine to a RPM, that an adequate amount of termination or disconnection of the starting / ignition system
power supply is automatically controlled by an electrical circuit.
air passes into the combustion chamber to mix with fuel from
A typical sequence of events during the starting of a gas turbine
the nozzles and another to ignite the fuel /air mixture.
engine is as follows,
During engine starting the two systems must work  Start selected and the engine is motored by the starter
simultaneously, yet it must also be possible to operate them
independently for motoring (rotate the engine rotor) the engine  At around 15%-20% RPM ignition system energized.
without ignition for maintenance and to operate only the ignition
system for relighting and continuous ignition in-flight (Discussed  At around 20%-25% RPM Fuel is supplied
under ignition system).
 At around 27% RPM light-up takes place - TGT
increases
 At around 45%-50% RPM (self-sustaining RPM), starter

circuit and the ignition circuit are switched off
 Engine accelerates on its own to idle RPM

15.13 - 1 July 2022
Figure 15.13.01

15.13 - 2 July 2022
Starting Systems
During starting of a gas turbine engine as the RPM of the A Hung start is a situation where the engine accelerates to
compressor and the turbine increases so will be the load due to some intermediate RPM below Idle and stays there without
the increase in mass flow. As the starter has to rotate and increasing or decreasing. In this case, the energy of the gas in
assists to rotate the rotor assembly from static condition until the combustion chamber is insufficient to accelerate the engine
the engine reaches its self-sustaining RPM the starting power to idle.
requirements for a gas turbine engine is very high.
Availability of starting power - In the reciprocating engine, the
For gas turbine engine starting there are several types of high peak load to the starter is applied in the first moments of starter
performance starters used. The type and power source for the engagement. But due to the increasing load on the compressor
starter varies in accordance with the engine and aircraft during starting till light off even small gas turbine engines
operating requirements. Some of the factors which determines require large amounts of starting power (electrical, pneumatic,
the choice of the starting system are hydraulic etc.). So, on a particular aircraft, the system supplying
power to the engine starting system must be capable of
 Length of the starting cycle providing adequate amounts of operating power for longer.
 The availability of starting power Design features - These are very important factors such as
Specific weight (weight of the starter per torque produced by it),
 Design features of a particular starter simplicity, reliability, cost, service life and maintainability.
Length of starting cycle - For military equipment, starting time
may be of primary importance. In addition, the speed at which
the starter can accelerate the engine to idle speed will influence
the length of time the engine spends at high EGT values
(Normally EGT goes beyond the normal operating range during
starting). Slower than normal accelerations or starters dropping
out too soon may cause a 'Hot start' or 'Hung start'. A Hot start
is when the EGT exceed the starting limits.

15.13 - 3 July 2022
Types of Gas Turbine Engine Starters
 Electric motor starter

 Starter-generator
 Pneumatic starter - Impingement or Air-turbine
 Cartridge or Solid Propellant starter
 Gas turbine starter (Combustion starters)
 Hydraulic starter
Electric motor starter - Electric starting is used only on small

turbine engines due to the high load imposed on the aircraft
electrical system and due to high specific weight. The starter is
normally a direct current (DC) motor coupled to the engine
through a reduction gearbox and a clutch, which automatically
disengages after the engine, has reached self-sustaining speed.
Starter-generator - The starter- generator works both as a

motor and a generator. This type of a starter has the advantage
of being lighter in weight than, when a separate starter and a
separate generator are fixed. Also, it requires no
disengagement mechanism or a reduction gear mechanism as it
must be kept coupled to the engine during running as well as
when starting.

15.13 - 4 July 2022
Figure 15.13.02

15.13 - 5 July 2022
Figure 15.13.03

15.13 - 6 July 2022
Pneumatic Starter
Air turbine starter- An air starter motor or air turbine motor as

it is called sometimes, has a turbine rotor that transmits power
through a reduction gearing and a clutch to the starter output
shaft that is connected to the engine accessory gearbox. Since
the accessory gearbox is connected to the engine rotor
assembly the starter rotation is transmitted to the engine
through the accessory gearbox. A starter valve controls the
supply of compressed air. This valve is normally electrically
controlled and pneumatic pressure operated. It opens when
starting or cranking is selected in the cockpit and closes
automatically when the engine RPM reaches a predetermined
value. Just after the valve closes, the clutch disengages.

15.13 - 7 July 2022
Figure 15.13.04
Figure 15.13.05

15.13 - 8 July 2022
Impingement air starter - A jet of compressed air is directed

through a starter valve directly onto the turbine blades of the
engine. This causes the turbine to rotate, there by rotating the
rotor assembly. Pneumatic (Air) impingement starting is used on
some commercial and military jet engines. It has many
advantages over other starting systems, as it is low in specific
weight, comparatively simple, reliable and easy to maintain.
Main disadvantage of this type of system is that it requires a
high volume of flow at a relatively high pressure and makes it
impracticable to be incorporated on large gas turbine engines.
The high-pressure air required for the system is taken from an
external source such as APU, ground cart or from an engine
already running.
Figure 15.13.06

15.13 - 9 July 2022
Cartridge or Solid Propellant starter - Starters of this type

operate by means of high pressure, high temperature gas
generated by burning of a solid propellant charge.
A charge, about the size of a two-pound coffee can is inserted

into a breech and ignited electrically. The relatively slow burning
propellant produces gases at approximately 900 ° C and 1200
psi. These gases are directed to a turbine similar to an air
turbine starter to turn the compressor. This type of starters is
primarily used in military aircraft, because of their following
characteristics - light weight, self-contained (Does not depend
on external air sources), with very high torque values compared
to weight. In some cases, the system is designed as a hybrid of
solid propellant starter and air turbine starter in which, a solid
propellant cartridge or compressed air can be used to turn the
turbine.

15.13 - 10 July 2022
Figure 15.13.07

15.13 - 11 July 2022
Gas Turbine Starter - This is another completely self-sufficient

starting systems. Relatively high power output is available, for a
comparatively low weight. The starter is actually a small turbine
engine itself with a compressor, combustion chamber, turbine
and a separate free turbine. Generally, this type of starters use
the same type of fuel as the engine for its own operation. For
starting it a small electrical starter motor or compressed air (air
impingement) is used. The free turbine is coupled to a reduction
gearbox. Then the torque shaft is coupled to a clutch
mechanism, via which the drive is transmitted to the accessory
gearbox, rotating the rotor assembly. The extended duty cycle
(up to 15 min. for cranking) is a major advantage of this type of
a starting system.

15.13 - 12 July 2022
Figure 15.13.08

15.13 - 13 July 2022
Hydraulic starter - Consist of a hydraulic motor driven by fluid

pressurized to a high degree by a separate pump. Hydraulic
motor drive shaft is connected to a reduction gearbox and a
clutch mechanism, which transmit the drive to the engine.
Generally used on marine turbine engines but some of the
helicopter turbine engines are also fixed with this type of
starters.
Figure 15.13.09

15.13 - 14 July 2022
Types of Clutch Mechanisms
Almost all the types of starters are connected to the engine or The sprag clutch - On this type of a clutch mechanism several
the accessory gearbox through a clutch mechanism. This is to sprags are arranged around the engine drive shaft and the
disconnect the starter when the engine reaches a certain RPM sprags are surrounded by the starter drive shaft. Two cages
and starter assistance is no longer required. This will also hold the sprags in place. When the starter is rotating the sprags
prevent any damage, due to the starter being driven by the will engage due to friction and lock the two shafts together thus
engine as the engine RPM increases. The most commonly used transmitting the starter drive to the engine. As the engine
type of clutches are, accelerates to a certain RPM, due to the centrifugal force that is
generated the sprags will disengage unlocking the two shafts.
 The friction clutch The outer shaft (starter drive) will come to a halt and the inner
 The over-running clutch (ratchet and pawl type) shaft (engine drive) will ride over the sprags.
 The sprag clutch
The friction clutch - The function of this type of a clutch is to

prevent the starter from applying an excessive torque on the
engine. Above a preset torque value some plates inside the
clutch housing slip around to decrease the amount of torque
transmitted to the engine. This type of a clutch is generally used
in conjunction with one of the clutch types mentioned below and
used mostly with electric motor starters and starter generators.
The over-running clutch - This pawl and ratchet type

mechanism contains pawls which are spring loaded to the
retracted (disengaged) position. When the starter is rotated due
to the bumping action of the drive cage the pawls engage the
engine drive gear against the spring force to transmit the torque
to the engine. As RPM of the engine increases close to idle and
exceeds the starter RPM the pawls slip out of the tapered slots
of the engine drive gear and through outward aided by the
spring force. This disengages the starter.

15.13 - 15 July 2022
Figure 15.13.10
Figure 15.13.11

15.13 - 16 July 2022
STARTING SYSTEM SAFETY PRECAUTIONS
As the starting system of a gas turbine engine delivers a large

amount of torque and also due to the weight of the components,
care must be taken not to cause injury while performing
maintenance on these systems. Following are a few safety
related point to observe when carrying out such tasks.
 Always refer the relevant engine maintenance manual

beforehand
 Always make sure that relevant circuit barkers / switches

are open / off and tagged (To indicate not to operate)
before commencing work on the starting system.
 Observe engine intake and exhaust hazard zones when

carrying out tests on the starting system
 Use appropriate hand gloves when handling hot parts
Maintenance Practices
Engine ground running and engine motoring will be discussed

under Module 15.21 Engine Monitoring and Ground Operations.

15.13 - 17 July 2022
IGNITION SYSTEMS AND COMPONENTS
Introduction  Provide adequate safety, preventing injury by

electrocution, to personal who are carrying out approved
The ignition system is to provide the electrical discharge maintenance operations on the system.
necessary to ignite the fuel/air mixture inside the combustion
chamber. The system is used for starting and re-lighting (after  As energy is measured in "Jules" gas turbine engine
engine flameout condition). On some engines, the ignition ignition systems are also given a "Jules rating" as per
system is also used to provide continuous ignition to prevent
the energy they deliver. Mainly they are divided into two
flameout during severe weather conditions / takeoff / landing /
engine anti-ice is selected on. categories as per this rating.
 High energy ignition systems (8 - 20 Jules rating)

Requirements of Ignition System
 Low energy ignition systems (2-5 Jules rating)
A gas turbine engine ignition system should be capable of,
 Igniting a very lean fuel/air mixture of which the

temperature is relatively low and which rushes past the
igniter plugs at high speeds. (The volatility of Kerosene
is also low).
 Providing in-flight relighting in the event of a flame out.
 Should be capable of preventing an engine flameout

condition when continuous ignition is selected on.
 Operate in normal and efficient fashion regardless of

spark plug fouling (Fouling is the accumulation of foreign
material over the tip of the igniter)

15.13 - 18 July 2022
Types of Ignition Systems
Almost all gas turbine engine ignition systems regardless of

being a high energy or low energy are capacitor type. This type
of systems consists of a power supply, an exciter unit, an
ignition lead and an igniter plug.
Generally, there are two independent such ignition systems

installed on an engine. They could be either two high-energy
systems or one high-energy system and one low-energy ignition
system where the low energy system is used for continuous
ignition.
Generally, ignition systems used on current gas turbines are

classified as per their power supply. They are,
 Capacitor type DC input system

 Capacitor type AC input system

15.13 - 19 July 2022
Figure 15.13.12

15.13 - 20 July 2022
Capacitor Type DC Input System
The diagram shown below is a circuit of a typical DC input  Each time a current passes through the primary coil a
ignition system and the sequence of events when the system is proportional electromotive force (EMF) is induced on the
in operation is as follows, secondary coil, which charges the storage capacitor,
which has a very high capacity.
 When the cockpit switch is closed, 28 V DC current is
supplied from the battery through the noise filter and  The rectifier is to prevent a reverse flow.
across the contact points to the primary coil of the
vibrator.  At some point the capacitor charge will build up to a
sufficient value to overcome the air gap in the discharge
 Noise filter is to prevent high-frequency feedback to the tube. The initial current surge will ionize the air gap to
aircraft radio systems. make it conductive.
 As the electromagnetic forces build up in the primary  The capacitor will discharge fully through the discharge
coil, this in turn will pull the contacts apart terminating
tube to the igniter plug.
the supply.
 Due to the absence of electromagnetic forces and under  High capacity current flow to the igniter will ionize the air
the force of the permanent magnet the contact will close gap and create high-energy discharge spark.
restoring power to the primary coil.
 The purpose of the bleed resistor and the igniter resistor
 A capacitor is provided to prevent arcing during making is to slowly dissipate any stored charge in the circuit
and braking of the contact by providing a path of least when the system is not in use.
resistance for the current to flow.
 This continuous making and braking of the contact will

generate a pulsating magnetic field whenever the
system is powered.

15.13 - 21 July 2022
Figure 15.13.13

15.13 - 22 July 2022
Capacitor Type AC Input System
The AC input system is said to have a better extreme climate  At a predetermined point the storage capacitor will
reliability than the DC input system. The absence of the accumulate sufficient charge to ionize the air gap of the
contacts as in the DC system has the effect of increased service trigger discharge tube and current will flow through the
life of the transformer unit. Below shown is the circuit diagram of primary coil of the high voltage transformer to the trigger
a typical AC input ignition system. The sequence of events capacitor ground charging the capacitor.
when the system is in operation is as follows,
 As the capacity of the storage capacitor is much larger
 When power is supplied to the system it goes through than the trigger capacitor, it will still retain much of it's
the noise filter to the transformer where a charge.
electromagnetic field is generated.
 Whenever a current pass through the primary coil of the
 During the first half cycle the magnetic field of the high voltage transformer a proportional, very high
primary coil will induce an EMF on the secondary coil in voltage EMF is induced on the secondary coil (Approx.
the negative (-) direction. ratio 1:5).
 This induced EMF will charge the doublers capacitor  This induced voltage on the secondary coil ionizes the
through the rectifier tube A. Rectifier tube B will block air gap at the air gap at the main discharge tube, which
any other path. results in the total discharge of storage capacitor and the
trigger capacitor through the igniter plug to the ground,
 During the second half cycle the induced EMF will in the creating a very high energy spark.
positive (+) direction and this current together with the
stored charge in the doublers capacitor will flow through  Bleed resisters are provided to slowly bleed off the
the rectifier tube B to charge the storage capacitor. In electrical charge of the capacitors when the system is
effect this will double the voltage supplied to the storage not in use.
capacitor. The rectifier tube B will block any other path.
 As the capacity of the storage capacitor is very high

repeated pulses are required to charge it.

15.13 - 23 July 2022
Figure 15.13.14

15.13 - 24 July 2022
Types of Igniter Plugs
On gas turbine engine spark plugs the electrodes are designed Constrained air gap - The difference in the constrained air gap
to withstand a very high intensity spark and made of materials type igniter plug from the annular air gap type is that, on the
such as high-quality Nickel-Chromium alloy. These materials constrained air gap type the center electrode is shorter in length
are also used as they have a low coefficient of thermal than the outer electrode (the tips of the electrodes are in
expansion and high corrosion resistance. Igniter plugs can be different planes). Although the spark originates at the igniter tip
generally categorized as, as much the same way as the annular air gap type, since the
electrodes are at different planes the arc does not remain close
 Air gap type Surface discharge type to the face of the plug. It tends to jump beyond the face of the
 Glow plugs chamber liner from the center electrode and then take a
semicircular path towards the outer electrode. Because of this
Air gap type - In turn this type can be divided into two groups. reason, the constrained air gap plug need not project into the
combustion liner and has less heat transfer to the plug by the
 Annular air gap combustion process, which results in extended igniter life.
 Constrained air gap
Annular air gap - In this type, there is a center electrode

covered by a shell which acts as the second electrode. There is
an air gap between the two electrode tips and the tips are at the
same plane. When sufficient voltage difference is applied to the
electrodes the particles in the air gap ionizes providing a
conductive path for the current. The current passes through the
ionized air gap in the form of a plasma arc. Since the arcing
takes place on the plane of the igniter tips, this type of igniters
should project in to the combustion chamber to have an
effective ignition of the fuel-air mixture. This has the effect of
reducing the life of the igniter plug.

15.13 - 25 July 2022
Figure 15.13.16
Figure 15.13.15

15.13 - 26 July 2022
Surface Discharge Glow Plugs
In this type, the energy does not have to jump an air gap. The The core of these plugs is made of high resistance material in
gap between the two electrodes is filled with a pellet, covered the form of a coil. When a high voltage electrical current is
with a semi-conductive material, which permits an electrical supplied to this coil it heats to a very high temperature (Yellow
leakage from the central high-tension electrode to the body Hot) and glows. Air directed through this coil heats up and
when the system in operation. This allows a reduction of the mixes with the fuel from the fuel nozzles and creates a hot
voltage required to generate the spark, reducing the rate of streak or a torch like flame. This is used to ignite the fuel air
erosion of the electrodes increasing the life of the igniter. mixture in the combustion chamber. This type of an igniter plug
can also be used to avoid a flameout condition. This type of
igniters is rarely used in modern gas turbine engines due to
their inefficiency during starting and high power consumption.
On early gas turbine engines another type of a glow plug was

used to provide re-ignition after a flameout, but this type cannot
be used for engine starting. This was just a coil made of
material, which can withstand high temperatures and located
inside the combustion chamber at a suitable position. The plug
is heated by the combustion process. If the engine flameout the
plug will remain incandescent for a sufficient period of time to
ensure automatic re-ignition, if fuel supply is available.

15.13 - 27 July 2022
Figure 15.13.18
Figure 15.13.17

15.13 - 28 July 2022
IGNITION SYSTEM MAINTENANCE SAFETY PRECAUTIONS
Since gas turbine engine ignition systems are high voltage, Maintenance Practices
high-energy systems, the stored energy can injure or kill a
person. Because of this extreme precaution should be taken Ignition system components should be inspected at frequent
when working on or around the ignition systems. Some of the intervals for,
precautions are listed below.
 Security of installation
 Disconnect the power supply from the system before
work  Damage to the ignition leads, connectors and the exciter
box
 Wait for at least three minutes before you work on the
system.  Gas leakage near the igniter plug engine interface
 Do not bend or twist the ignition leads  Damage to the insulation of harnesses
 Make sure that the Ignition lead connectors are free of  Condition of exciter box shock mounts
foreign matter like grease or oil
When removed the igniter plugs should be inspected for heat
 Never install damaged ignition system components on damage, cracks and erosion of the pellet/insulator surface.
the engine Igniter plugs are not normally cleaned but if carbon deposits
make inspection impossible the carbon may be removed, care
 Always make sure that relevant circuit barkers / switches being taken not to damage the surface of the pellet/insulator.
are open / off and tagged (To indicate not to operate) After inspection to ascertain allowable limits of damage
before starting work on an ignition system. appropriate Maintenance Manual should be consulted.
 Always follow the engine maintenance manual

instructions

15.13 - 29 July 2022

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PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE

Category – B1.1 Sub Module 15.13 – Starting and Ignition Systems

STARTING AND IGNITION SYSTEMS

ISO 9001 - 2015 Certified For Training Purpose Only

OPERATION OF ENGINE START SYSTEMS, COMPONENTS

ISO 9001 - 2015 Certified For Training Purpose Only

Page Intentionally Left Blank

ISO 9001 - 2015 Certified For Training Purpose Only

OPERATION OF ENGINE START SYSTEMS, COMPONENTS

Starting of a Gas Turbine Engine

 At around 45%-50% RPM (self-sustaining RPM), starter

 Engine accelerates on its own to idle RPM

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

Types of Gas Turbine Engine Starters

 Electric motor starter

Electric motor starter - Electric starting is used only on small

Starter-generator - The starter- generator works both as a

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

Air turbine starter- An air starter motor or air turbine motor as

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

Impingement air starter - A jet of compressed air is directed

ISO 9001 - 2015 Certified For Training Purpose Only

Cartridge or Solid Propellant starter - Starters of this type

A charge, about the size of a two-pound coffee can is inserted

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

Gas Turbine Starter - This is another completely self-sufficient

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

Hydraulic starter - Consist of a hydraulic motor driven by fluid

ISO 9001 - 2015 Certified For Training Purpose Only

Types of Clutch Mechanisms

The friction clutch - The function of this type of a clutch is to

The over-running clutch - This pawl and ratchet type

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

STARTING SYSTEM SAFETY PRECAUTIONS

As the starting system of a gas turbine engine delivers a large

 Always refer the relevant engine maintenance manual

 Always make sure that relevant circuit barkers / switches

 Observe engine intake and exhaust hazard zones when

 Use appropriate hand gloves when handling hot parts

Engine ground running and engine motoring will be discussed

ISO 9001 - 2015 Certified For Training Purpose Only

IGNITION SYSTEMS AND COMPONENTS

Introduction  Provide adequate safety, preventing injury by

 High energy ignition systems (8 - 20 Jules rating)

 Igniting a very lean fuel/air mixture of which the

 Providing in-flight relighting in the event of a flame out.

 Should be capable of preventing an engine flameout

 Operate in normal and efficient fashion regardless of

ISO 9001 - 2015 Certified For Training Purpose Only

Types of Ignition Systems

Almost all gas turbine engine ignition systems regardless of

Generally, there are two independent such ignition systems

Generally, ignition systems used on current gas turbines are

 Capacitor type DC input system

ISO 9001 - 2015 Certified For Training Purpose Only