ATA-80 AIRCRAFT ENGINE STARTING SYSTEMS

Starter is a mechanism capable of developing large amount of mechanical that can be

applied to engine causing it to rotate.
Earlier days low powered engines are used to start by "Hand cranking". The problem of
hand cranking start is
(i) Lubricating oil is at congealing point in cold weather.
(ii) Magneto produces weak spark during start due to low speed.

Electrical Starter Motors:

Direct current system is used for the starting because of easy availability. They can be
started with internal battery. The motors used for electrical starters are
(i) DC series motor,
(ii) Cumulative compound wound motor (DC shunt limited series motor).
Direct current motors a machine which converts electrical energy of DC nature to
mechanical energy.

D.C. Series Motor:

Series field consists of few turns of thick conductor, having low

resistance. Armature windings and field windings are connected in series
to the power supply. Same armature current flows through field. Initially
armature draws heavy current in the absence of back EMF. Same current
flows through series field. High current drawn by motor produces “high
starting torque and good acceleration". This torque induces back EMF in
armature to limit the current so speed varies. When load is less speed is
high and vice verse. So motor must be started on load even at full load.

DC Shunt Limited Series Motor:

Minor shunt field is connected to limit the maximum speed. When
running under offload conditions. While leaving the torque speed
characteristic unchanged. Minor shunt filed is used only for large sizes of
compound wound motors.
Ex. Engine Starter Motor
The purpose of starting is to accelerate the engine to a point
where the turbine is producing enough power to continue the engine
acceleration (Self accelerating speed) engine is a device which convert a
source of heat energy converts into useful work. In heat engines fuel is
burnt & the heat energy to useful work. In heat engines fuel is burnt &
the heat develops a power in a reciprocating engine. The heat expands a combination of gases
i.e. air & fuel thus creates a pressure against piston & cylinder piston inturn rotates the
crankshaft & produces the power.

Methods of Reciprocal Engine Starting: Cartridge starter. Inertia starter, hand cranking are
other methods but these methods are not used.

Direct Cranking Electric Starting System : Starting circuit consists of

a) Electric Motor
b) Reduction Gears (100:lRatio)
c) Automotive Engaging and disengaging mechanism, which is operated through an
adjustable torque over load release clutch.
d) Starter relay and a switch combination.

Simple engine starting system:

1. Press the battery switch 'ON' which energizes battery relay coil. Closes the contacts
of battery. Battery is connected to busbar.
2. Press the starting s/w ON. The coil of starter relay energized and closes the contact
by this starter motor is directly connected to busbar.
 Motor develops high starting torque which is transmitted through reduction gears to
over load release clutch. This action actuates a helically splinted shaft moving the starter jaw
outward to engage. The engine cranking haw before the starter jaw began to rotate. When the
engine reaches a pre-determined speed (when the engine over runs). The starter motor and
pinion gets "Kicked out" of engagement.

No fly wheel is used indirect cranking electric motor starting.

Reciprocating engine starter provides low RPM to engine as the fuel priming pro visions
made in starting drill and also there is a good stream of sparks available at the plug points for
the power stroke.
Once the engine has "fired" and gets away under its own power further assistance from
starter is not required.

Methods of engagement:

Figure (a) illustrates a typical manually-engaged starter motor. A gear on the end of the
armature shaft meshes with a larger gear, which is attached to an overrunning clutch and drive
pinion. The drive pinion assembly is free to move axially into engagement with the starter gear
ring, and is spring-loaded to the disengaged position. The starter control is attached to the
engaging lever, and when it is pulled the engaging lever pushes the drive pinion into
engagement with the starter gear ring. At the end of its travel the engaging lever operates the
starter switch to supply electrical power to the motor. When the engine starts, the overrunning
clutch disengages the drive pinion from the motor, and when the starter control is released the
drive pinion assembly is disengaged from the starter gear ring by spring pressure. The starter-
switch operating stud on the engaging arm must be adjuster so that the drive pinion is fully
engaged before electrical power is supplied to the motor.
Figure (b) illustrates a method of engagement which is similar to that described in above
paragraph, but in this case the engaging arm is operated by a solenoid. The overrunning clutch
and drive pinion slide on helical splines on the armature shaft and are moved into engagement
when electrical power is supplied to the solenoid. Final movement of the solenoid makes the
connection to supply electrical power to the motor, and when the starter switch is released the
spring surrounding the solenoid extends to disengage the drive pinion.
Figure (c) illustrates a method of automatic engagement of the starter known as a ,
Bendix drive. The head is keyed to the armature shaft and the drive spring transmits torque to
the drive shaft and pinion assembly. The pinion runs on helical splines on the drive shaft, and is
normally held out of engagement with the starter gear ring by an anti-drift spring. When
electrical power is applied to the motor the armature turns, and because of its inertia the
pinion moves axially along the drive shaft into engagement with the starter gear ring, and turns
the engine. When the engine starts, the pinion rotates faster than the starter drive shaft and is
forced back along the helical splines out of engagement with the starter gear ring. When
electrical power to the motor is cut off, the anti-drift spring holds the pinion in the disengaged
position.
Figure (d) illustrates the use of a worm gear and clutch to transmit starter-motor torque
to the crankshaft. A tang on the end of the armature shaft engages a slot in the worm gear
shaft, which rotates the wormwheel. As the wormwheel turns, a clutch spring mounted on its
hub is tightened to grip a knurled drum on the starter gear shaft and transmits torque to a gear
on the end of the crankshaft. When the engine starts and the starter gear shaft rotates faster
than the wormwheel drum, the clutch spring returns to its normal position and disengages the
knurled drum from the wormwheel.

Turbine Engine Starting:

In case of gas turbine engines the heat is used to expand the air to the engine & the
velocity of those gases increased which are directed to a turbofan of a starter which rotates &
produces the shaft power.
The fuel used for gas turbine engines is known as ATF or high grade kerosene or
paraffin.
The reasons for using this fuel are
 Efficient combustion has a very high calorific value of heat
 Reduces the fire hazards
  Permits engine starting under all ground conditions & gives a satisfactory flight relight
characteristics

DISADVANTAGES:
 Prone for water & microbiological contamination
 Built up static electrical conductivity

There systems of starting a turbine engine are

Methods of starting turbine engine

 Electrical
 Air turbine starting
 Cartridge
 Liquid monopropellant starting

The turbine engines (Jet engine) requires heavy duty motor for starting due to the
starting principle involved in Jet engines.
The starter has to rotate the assembly of single spool engine (compressor and turbine
on single shaft): or two spool engine (low pressure compressor/ turbine: high pressure
compressor (rotor) / turbine on separate shaft) or compressor, turbine and a propeller (turbo
prop).
A quick start is the requirement as high gear-ratios involves high cranking speeds hence
high torque is requirement.
Starter motor rotates 5% - 10% of rotor speed so that necessary volume of air is
available (compressed) in combustion chamber. Effective atomization of fuel at the burners of
combustion system and initiation of combustion (burning of fuel air mixture with the help of
high energy ignition system at the time of starting in the combustion chamber.

Necessary volume of air is to be drawn by compressor during starting. So starter must

be able to accelerate the compressor smoothly from a static condition to fairly high speed.
The above process of cranking the compressor for air. The fuel is injected into
combustion chamber fuel air mixture is ignited called "firing of the engine or lights up "
 The starter motors continues
to be engaged with the engine but
being assisted by engine the starter
motor accelerates till the engines
reaches to a stage where it can
maintain its own speed. This is called
self sustaining speed. (30 seconds).
At this stage the starter is no
longer required to develop torque
hence the current to motor is reduced
and motor gets disengage either
opening by a relay contact or opening
the contacts of timer s/w.

Normal light up occurs in 10

seconds or less, if does not occur
abort (suspend) the start. Check for
the cause like low starter power,
weak ignition air in fuel lines.

If engine is not assisted to the correct speed " Hung or stagnated" start may occur.
Engine stabilizes at or near the point of starter cut off. Engine must be shut down if any attempt
to continue results. “Hot start or hung start" (adding the fuel: less air) high mixture ratio, in
sufficient air flow to support further combustion.
Hot start is due to the high starting temperature.
The purpose of "Blow out" position in start s/w to clear the combustion chamber from
the excess fuel which is due to hung start. Only compressed air is blowed in combustion
chamber for 30 seconds.
Electrical start

1. Starter motor: 28 V DC 4-pole compound wound torque 16.5 Ibs-ft. speed of

3800 RPM for 90 seconds.
2. Starter motor and engine turbine are attached with clutch reduction gears and
pawl mechanism for smooth rotation of engine and disengaging of motor.
3. Over speed relay: The starter motor draws huge amount of current at the time of
start and also judging the time period required to hold the starter s/w in pressed
state is not possible in order to cut off the starter motor from main DC.

Operation:
1. When the master s/w is ON supply is given to Ignition units for operation.
2. Starter s/w is pressed supply from busbar - master s/w Star RT position - starter s/w
pressed - main starter relay coil energized closing contacts AB.
3. Supply is available to starter motor from DC busbar - AB of starter relay coil of over
speed relay. Motor starts running 1&2 of over speed contactor made.
4. From 2 position of over speed relay supply is provided to starters s/w relay which keeps
starter relay push s/w closed (made condition).
5. As the engine accelerates current drawn by starter is reduced. The over speed relay de
energized. This inturn dc energizing the starter s/w and main starter relay. The over
 speed relay prevents the starter motor from over speeding by ensuring that the power
supply is disconnected before the starter drive is disengaged from the engine.

Starter Generator:

The advantages are

(i) If functions as starter motor during starting and as DC generator after start
(ii) Total weight is reduced
(iii) Economical
(iv) Few spare parts are required.
Starter generator is permanently engaged to engine by a drive shaft and gear train.
Basically a shunt wound DC Generator with additional heavy series winding. The series field
or C field used for starting only.
During starting series field compensated field and an inter pole or commutating field are
connected in series.
Inter pole windings are wound on narrow faced auxiliary pole pieces located mid way
between the main poles and are connected in series with armature. The winding is such that
the inter pole has a same polarity as the next main pole in the direction of rotation. The
purpose
(i) To obtain sparkles commutation from lull load to no load,
(ii) To neutralize the cross magnetizing effect of armature reaction.
Compensating windings are used where large fluctuations in load occurs (turbo generators)
to neutralize cross magnetizing effect. These windings are embedded in slots in the pole shoes
and are connected in series with armature in such a way that the current in them flows in
opposite direction to that flowing in armature conductors directly below pole shoes.

Starter Generator Circuit:

Under current control block controls starter generator. When used as starter motor relay
controls the input of starter. Under current relay controls motor relay.
Eng master s/ ON - Supply to start s/w from busbar. Supply to fuel valve. Throttle relay is
energized through throttle s/w (advance). Fuel pumps are ON. Necessary fuel pressure builds
up for starting the engine.
Battery and spring loaded start s/w ON. Three relays are energized
1. Motor relay coil is energized closes its contact. Power supply is available to starter
through relay coil of under current relay.
2. Ignition relay coil energized closes its contact, from closed contact of throttle relay
ignition units operates.
3. Battery relay supply is cut off, battery is disconnected. External supply is connected.
4. When motor relay closed high current flows energizing under current relay coil, closes
its contact, supply from busbar, emergency stop contact of under current relay, supply is
available for motor relay ignition relay battery relay. Even start s/w is allowed to come
back to its original position all units continue to operate.
5. As the motor builds up the speed, current drawn by starter reduced. When it reaches
below 200 Amps, under current relay operates open the contacts, thus the coils of
motor relay. Ignition relay and battery relay de energizes. After this engine builds up.
6. The purpose of emergency stop switch is to stop starting operation when the switch is
pressed the supply from busbar to contact of under current relay breaks thus starting
cycle is discontinued.
 7. External power receptacle door micro s/w prevents both external power and battery
power on the bus at the same time.

Low voltage starting system

Turbo Starter Systems:

 1. More powerful turbine engines are developed, usage of electrical starter motors are
discontinued due to high current demand, increased size and weight of moors and
cables,
2. Starters function is taken over by turbo starter systems requiring a simple control circuit
system consuming only few amps.
3. The basic principle of turbo starter is a gas is made to impinge on the blades of turbine
rotor within the starter unit. There by producing the power required to turn the engine
shaft via an appropriate form of coupling.
4. Pneumatic (air) starting system. Compressed air is supplied to a turbine air motor from
an external power supply unit, an APU in the a/c or the compressor of running engine.
5. Cartridge starting. The cordite discharge from an electrically fired cartridge.
6. Liquid fuel or mono fuel starting system: The result of igniting a mono fuel in other
words a fuel which bunts freely without an oxidant such as air. Ex. Tso propyl nitrate
(IPN)
DC supply is used for the above systems.
Their function is to energies solenoid
operated air control valve, to fire cartridge
units, to energies the fuel pump motor and
ignition systems as appropriate to turbo
starter units.

The basic principle of all three is same i.e.

a gas is made to impinge on the blades of the
turbine engine within the starter unit. There
by producing the power required to turn the
engine via an appropriate form of coupling

Air turbine starter

It has an advantage of high weight to
torque rotor ratio. the air turbine starter is
obtained from APU's of the a/c approx at a
pressure of 40 Ibs / min at a pressure of 40 -
50 psi. The turbine starter converts the
energy into shaft power to start an engine an
air valves are opened by the start s/w after
which the operation of valve starting process
is automatic. The air enter the starter inlet & impinges on the wheel of the starter turbine
causing it to rotate. A reduction gear located inside the starter converts the high speed low
torque to low speed of engine is reached through a circuitry the s/w is deactivated. The
electrical control normally requires DC for their operation. Their function being to energize
solenoid operated air control valves to fire cartridge units & to energize a fuel pump motor & to
operate ignition system as appropriate to the type of turbo starter units.

Cartridge Starter:
It is also known as solid propellant charge starters. A solid propellant charge is burnt in a
chamber & at very high pressure high temp gas is generated approx to a value of 927 0C. the
pressure developed is more than 1200 PS1 £ the same is used for the purpose of turning the
starter. The electrical control system required for the control of above is D.C for the operation
energizing solenoids valves or ignition system & also to fire a cartridge.
Liquid mono propellant starter:
In this system a liquid monopropellant fuel is that which requires no special extra air to
sustain the combustion. The propellant is isopropyl nitrate the expanded gas is impinged on the
turbine of the starter for its operation.