M15 – GAS TURBINE ENGINE

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STARTERS
• Electric Starter
— Low Voltage starting system
— High voltage starting system
• Air Starter
— Air Turbine Starter
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START SEQUENCE
• Cranking the Engine
• Self-Sustaining Speed
• Idle RPM
• Precautions
• Start Control
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Starter Construction

• Starter Attachment
• Air Starter Valve
• Pressure Regulating and Shut-Off Valve Operation
• System Control
– Initiation
– Rotation
– Starter Cut-Out
– Valve Closed
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Electric Starter

• Electric starters are not in wide use on flight engines because they
are heavy
• combination starter-generator provides a weight saving that
makes it more feasible for small engines. However,
• electric starters are widely used on auxiliary and ground power
units and some small flight engines.
• Most electric starters contain an automatic release clutch
mechanism to disengage the starter drive from the engine drive.
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Electric starter 28 VDC

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Electrical Starter Motor

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Most electric starter contain an automatic release clutch mechanism :

1. To disengage the starter drive from the engine drive
2. To prevent the starter from applying excessive torque to the engine drive (with
friction clutch and slip torque adjustment nut)
3. Act as overrunning clutch to prevents the engine from driving the starter

Starter clutch assembly

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Starter Generator Systems

Combination starter generator which operates as a starter
motor to drive the engine during starting, and, after the engine
has reached a self-sustaining speed, operates as a generator to
supply the electrical system power
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Advantage Starter –Generator

over Conventional Electric Starter

Starter generator units are desirable from an

economical standpoint:
• 1 unit performs the functions of both starter and
generator.
• The total weight of starting system components is
reduced, and
• Fewer spare parts are required
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A turbine air starter

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Air Starter Installation and oil lubricating system

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Air Starter System Layout –( Boeing 757)

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Typical starting control system

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Regulating and Shut-off bleed Valve

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Starter Pressure regulating and Shut-off valve

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Explanation
a. The control crank rotates counterclockwise, pushing the control rod to the right and
extending the bellows fully. The butterfly type regulating valve, being closed at this time,
permits this movement because no pressure is present in the sensing line.
b. The control crank also forces the pilot valve rod and cap to the right against a spring tension.
c. Air that had been blocked in the filtered inlet line flows past the cap to the servo piston and
opens the butterfly valve.
d. As pressure builds in the downstream supply line, the sensing line takeoff directs air to
partially compress the bellows. As this occurs, the pilot valve rod off-seats, allowing some of
the servo piston air to vent to the atmosphere and the butterfly valve to reset slightly closed.
e. When downstream air pressure reaches a preset value, the amount of air flowing to the servo
piston through the restrictor equals the amount of air being bled to the atmosphere, and the
system is in a state of equilibrium. This feature is present to protect the starter if inlet air
pressure is set too high.
f. When a predetermined starter drive speed is reached, the centrifugal cutout flyweight switch
in this starter de-energizes the solenoid and the butterfly returns to a closed position.
g. The manual override handle is present to manually rotate the butterfly open and closed if an
electrical failure has occurred or if corrosion or icing is causing excessive friction within the
system. After freeing the restriction to movement, the valve must operate normally or be
replaced
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Starter Engagement

Sprag Clutch
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Another type of sprag clutch

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Other Starting Systems

Many other starting systems have been developed

in the past for military and commercial engines.
They are not in common use in either general or
commercial aviation today.
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1. High-Low Pressure Pneumatic Starter

An accessory gearbox mounted starter (Figure), which is a type
of air turbine starter that can utilize either conventional low
pressure starting or a high pressure, 3,000 pounds per square
inch, air source from an aircraft mounted storage bottle. High
pressure air starting (usually only on one engine) gives the
aircraft a self-starting capability without the assistance of an
auxiliary power unit or ground power unit.
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2. Cartridge-Pneumatic Starter
An accessory gearbox mounted starter which can use either an
explosive solid propellant charge or a low pressure, high volume
air source similar to the pneumatic (air turbine) starter. The charge
is ignited electrically from the aircraft battery, giving the aircraft a
self-starting capability without auxiliary power unit or ground
power unit (Figure 10-1 3).
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The fuel-air combustion starter

An accessory gearbox mounted starter which utilizes a high pressure,
3,000 pounds per square inch, air source and a combustion process. It
is very similar to a small gas turbine engine. Using the combustion
energy of jet A fuel and compressed air.
The starter consists of a turbine-driven power unit and auxiliary fuel,
air, and ignition systems Combustion is initiated electrically from the
aircraft battery giving the aircraft a self-starting
capability

.
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4. Turbine Impingement Starting

A low pressure, high volume air source of 45 pounds per square
inch-gauge at 200 to 300 pounds per minute is directed onto the
engine turbine wheel.
The air source terminates after self- accelerating speed is reached.
No accessory is required in this system, only an inlet air port
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5. Hydraulic Starter
An accessory gearbox mounted hydraulic starter
motor. It is driven by fluid from an auxiliary power
unit mounted hydraulic pump, or a hand pump and
accumulator arrangement.
Hydraulic pumps and motors have also been used for
some smaller engines. Many of these systems are not
often used on modern commercial aircraft because of
the high power demands required to turn the large
turbofan engines during the starting cycle on
transport aircraft.
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ENGINE START FAULT TERMINOLOGY

• Hung Start
Engine lights up and reaches self sustaining speed, but then the rpm is slow or
fails to reach IDLE rpm, TGT on or near limit.

• Wet Start
Excess fuel causing failure to light up.If start occurs, high TGT and
TORCHING.
• Hot Start
Maximum start TGT exceeded - likely cause, low starter supplies electrical
and/or air.
• Abortive Start
Engine does not light up within specified period. No increase in TGT. No
increase in speed above motoring rpm - likely causes, no fuel or no ignition.
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IGNITION SYSTEM
for
TURBINE ENGINES
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The ignition system requirements

• Satisfactory engine starting
• Relight at high altitude (low temperature) when
necessary
• Continuous operation during critical flight
conditions
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Ignition system operation (Ignition Cycle)

• Continuous duty,
Used for periods of flying in icing conditions or during
heavy rain or snow.
• Intermitten duty
Used for initial "light-up" on the ground or to "re- light"
should a flame-out occur at altitude.
• Auto Ignition
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Continuous duty
such as continuous ignition that is used at a lower voltage and
energy level, are used for certain flight conditions.

Continuous ignition is used in case the engine were to flame

out. This ignition could relight the fuel and keep the engine
from stopping. Examples of critical flight modes that use
continuous ignition are takeoff, landing, and some abnormal
and emergency situations
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Auto Ignition

It is important that it be energized so it can relight

the engine if it should flame out.
Auto ignition is activated to serve as back up for
take-off and landing and for worst flight conditions
in which the engine could flame out
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Typical auto ignition system that is installed
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on Turboprop engine
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Ignition System Construction

For a safety factor the ignition system is actually a dual
system designed to fire two igniter plugs

A typical ignition system consist of:

• Ignition Power Source
• Two exciter units or discharge circuit (each includes
capacitor, transformer)
• Two intermediate ignition leads, and
• Two high tension leads.
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Ignition System Component

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IGNITION POWER SOURCE

• DC input power,
From low-voltage (DC) electrical power source on
aircraft (battery)
• AC input power,
From High-voltage (115 AC), relay on APU or GPU
or permanent magnet generator (driven by AGB
while engine turning)
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Typical DC Transistorized Unit
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Typical AC Ignition Unit

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The advantages of AC over the DC systems

• AC input system have a better "extreme climate"
reliability than the DC input system.
• AC input system have better intermittent duty cycle
(10 min. ON to 20 min. OFF for cooling) than the DC
system heats up more rapidly (2 , 3 min. ON to 30
min. OFF)

But.
The DC system remains in popular use, especially when no APU is
installed and a battery for starting is available
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EXCITER
Most gas turbine engines are equipped with a high-energy, capacitor-type ignition
system and are air cooled by fan airflow.
Fan air is ducted to the exciter box, and then flows around the igniter lead and
surrounds the igniter before flowing back into the nacelle area.
Cooling is important when continuous ignition is used for some extended period of
time (see figure below)
Gas turbine engines may be equipped with an electronic-type ignition system, which is
a variation of the simpler capacitor type system.
The complete exciter is hermetically sealed, protecting all components from adverse
operating conditions and eliminating flashover at altitude due to pressure change. This
also ensures shielding against leakage of high-frequency voltage interfering with the
radio reception.
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Principle Operation of Exciter unit

The exciter is a dual unit that produces sparks at each of
the two igniter plugs.
A continuous series of sparks is produced until the
engine starts.
The power is then cut off, and the plugs do not fire while
the engine is operating (except on continuous ignition
for certain flight conditions).
This is why the exciters are air cooled to prevent
overheating during long use of continuous ignition.
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The voltage across these capacitors is stepped up by

transformer units. At the instant of igniter plug firing, the
resistance of the gap is lowered sufficiently to permit the
larger capacitor (high voltage) to discharge across the gap.
The discharge of the second capacitor is of low-voltage, but
of very high energy.
The result is a spark of great heat intensity, capable of not
only igniting abnormal fuel mixtures but also burning away
any foreign deposits on the plug electrodes.
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Why the GTE require a high energy ignition ?

The fuel in turbine engines can be ignited readily in ideal
atmospheric conditions.
but since they often operate in the low temperatures of
high altitudes, it is imperative that the system be capable
of supplying a high heat intensity spark.

Thus, a high-voltage is supplied to arc across a wide igniter

spark gap, providing the ignition system with a high
degree of reliability under widely varying conditions of
altitude, atmospheric pressure, temperature, fuel
vaporization, and input voltage.
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Capacitor Discharge Exciter Unit

This capacity-type system provides ignition for turbine

engines. Like other turbine ignition systems, it is required
only for starting the engine; once combustion has begun,
the flame is continuous.
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Igniter Plug
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The igniter plug of a turbine engine ignition system differs

considerably from the spark plug of a reciprocating engine ignition
system. Its electrode must be capable of withstanding a current of
much higher energy than the electrode of a conventional spark plug.

The electrode gap of the typical igniter plug is designed much

larger than that of a spark plug since the operating pressures are
much lower and the spark can arc more easily than in a spark plug.

Finally, electrode fouling, common to the spark plug, is minimized

by the heat of the high-intensity spark.
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Two igniter plugs are mounted in the combustion section outer case.
The spark igniters are generally located in two diametrically opposite
combustion liners.
The igniters receive the electrical output from the ignition exciter unit.
The igniters discharge the electrical output from the ignition exciter
unit. And they discharge the electric energy during engine starting to
ignite the fuel-air mixture in the combustion liners.

Types Igniter Plug

• Annular gap
• Congap igniter plug
• Surface Discharge Igniter Plug
• Glow Plugs
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Annular - gap Plug
annular- gap type is similar in operation to the
conventional reciprocating engine spark plug,
but has a larger air gap between the electrode
and body for the spark to cross.
It is sometimes referred to as a long reach igniter
because it projects slightly into the combustion
chamber liner to produce a more effective
spark.

cutaway illustration of a typical annular-gap

igniter plug
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Constricted or Constricted Air gap igniter plug

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Air Gap Igniter Plugs for GTE differ considerably from spark plugs for piston engines.
The gap at the igniter plug tip is much wider and the electrode is designed to withstand
a much higher intensity spark.
The igniter plug is also less susceptible to fouling because the high energy spark
removes carbon and other deposits every time the plug fires.

The construction material is also different because the igniter

plug is made of very high quality, nickel-chromium alloy for its
corrosion resistance and low coefficient of heat expansion.
The threads in many cases are also silver plated to prevent
seizing. For this reason, it is many times more expensive than
an automobile spark plug.
Many varieties of igniter plugs are available, but usually only
one will suit the needs of a particular engine. The igniter plug
tip must protrude properly into the combustion chamber and
on some fully ducted fan engines, the plug must be long
enough to mount on the outer case, pass through the fan duct,
and penetrate the combustion chamber.
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Surface Discharge Igniter Plug

The surface discharge igniter plug has the end of the insulator formed
by the semi-conductor pellet which permits an electrical leakage from
the central high tension electrode to the body.
This ionises the surface of the pellet to provide a low resistance path
for the energy stored in the capacitor.
The discharge takes the form of a high energy flashover from the
electrode to the body and only requires a potential difference of
approximately 2000 volts for operation.
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Surface Discharge Igniter Plug

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Glow Plug │ 61

Some smaller engines are fitted with a glow plug type igniter rather
than a spark igniter.
This glow plug is a resistance coil of a very high heat value and is
particularly effective for extremely low temperature starting.
The glow plug is supplied with 28VDC at approximately 10 amps to
heat the coil to a yellow hot condition. The coil is very similar in
appearance to an automobile cigarette lighter. Air directed up
through the coil mixes with fuel sprayed from the main fuel nozzle.
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Igniter Plug types viewed from

voltage usage

• Used on Low voltage system

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• Used on High voltage

system
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MAINTENANCE
• Cleaning
• Inspection
• Testing
• Fitment and Removal
• Handling of Ignition Units and Igniter Plugs
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Handling of Ignition Units and Igniter Plugs

• Ensure proper disposal of unserviceable igniter plugs
• Exercise great caution in handling sealed ignition units
• If an igniter plug is dropped it should be discarded
• Always use a new gasket where the plug is reinstalled