UNITED AIRLINES
B757/767
PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
DESCRIPTION & OPERATION
GENERAL ...................................................................................................1
ENGINE START SCHEMATIC ..........................................................2
SYSTEM DETAILS ...................................................................................3
Pneumatic Starter ..................................................................................3
Strut and Engine Starter Ducts ..............................................................3
Starter QAD Adapter ............................................................................3
Starter Control Valve ............................................................................3
Normal Duty Cycle ...............................................................................5
Extended Duty Cycle ............................................................................5
Engine Start Switch ...............................................................................5
Starting Sequence ..................................................................................6
CONTROLS & INDICATIONS
ENGINE START AND IGNITION PANEL ............................................7
DEC 96 80-i
UNITED AIRLINES
B757/767
PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
DESCRIPTION & OPERATION
GENERAL ...................................................................................................1
ENGINE START SCHEMATIC ..........................................................2
SYSTEM DETAILS ...................................................................................3
Pneumatic Starter ..................................................................................3
Strut and Engine Starter Ducts ..............................................................3
Starter QAD Adapter ............................................................................3
Starter Control Valve ............................................................................3
Normal Duty Cycle ...............................................................................5
Extended Duty Cycle ............................................................................5
Engine Start Switch ...............................................................................5
Starting Sequence ..................................................................................6
CONTROLS & INDICATIONS
ENGINE START AND IGNITION PANEL ............................................7
DEC 96 80-i
 UNITED AIRLINES UNITED AIRLINES
B757/767 B757/767
PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION DESCRIPTION & OPERATION

GENERAL
The starting system described in this sec-
tion initiates airflow through the engine
and supplies fuel and ignition to start the
engine.
The engine can be started from three sepa-
rate air sources. The air sources are: auxil-
iary power unit (APU) air, ground
compressed air or cross-supply air from an
operating engine for ground or in flight
assist starting of the other engine (cross-
bleed start).
The engine starting system rotates the high
pressure rotor (N2) to an RPM range at
which engine start can be attempted. The
starting system assists engine acceleration
to starter cutoff.
N2 rotation initiates airflow through the
engine. When N2 RPM reaches max
motoring (approx 25%, 15% min.) and N1
rotation is indicated or verified by ground
crew, fuel and ignition are supplied by
moving the fuel control switch on the con-
trol stand panel P10. The ignition and
starting modes are selected with the igni-
tion selection switch, located on pilots’
overhead panel P5.
The start cycle is ended automatically by
the N2 speed card or by manual cutout at
approximately 50% N2 RPM. The N2
speed card provides inputs to several sys-
tems.
Power for the system is 28 volt DC sup-
plied from the overhead circuit breaker
panel P11 battery bus.
GENERAL
The starting system described in this sec-
tion initiates airflow through the engine
and supplies fuel and ignition to start the
engine.
The engine can be started from three sepa-
rate air sources. The air sources are: auxil-
iary power unit (APU) air, ground
compressed air or cross-supply air from an
operating engine for ground or in flight
assist starting of the other engine (cross-
bleed start).
The engine starting system rotates the high
pressure rotor (N2) to an RPM range at
which engine start can be attempted. The
starting system assists engine acceleration
to starter cutoff.
N2 rotation initiates airflow through the
engine. When N2 RPM reaches max
motoring (approx 25%, 15% min.) and N1
rotation is indicated or verified by ground
crew, fuel and ignition are supplied by
moving the fuel control switch on the con-
trol stand panel P10. The ignition and
starting modes are selected with the igni-
tion selection switch, located on pilots’
overhead panel P5.
The start cycle is ended automatically by
the N2 speed card or by manual cutout at
approximately 50% N2 RPM. The N2
speed card provides inputs to several sys-
tems.
Power for the system is 28 volt DC sup-
plied from the overhead circuit breaker
panel P11 battery bus.

DEC 96 80-1 DEC 96 80-1

 UNITED AIRLINES UNITED AIRLINES
B757/767 B757/767
PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION DESCRIPTION & OPERATION

ENGINE START SCHEMATIC ENGINE START SCHEMATIC

80-2 DEC 96 80-2 DEC 96

 UNITED AIRLINES
PW2000 ENGINE STARTING
DESCRIPTION & OPERATION
SYSTEM DETAILS
Pneumatic Starter
The engine starter converts the high
energy of compressed air into starting
torque sufficient to accelerate the engine
to starting speed. The starter is a light
weight axial-flow turbine consisting of a
turbine inlet, turbine wheel assembly,
reduction gear system and an overrunning
driveshaft assembly.
The reduction gearing is a compound
planetary type. The gearing converts the
high speed, low torque of the starter tur-
bine wheel to high torque, low speed of
the driveshaft.
The gearbox starter drive coupling con-
nects the starter to the starter drive gear
shaft in the main gearbox. A shear section
is incorporated into the coupling.
Compressed air is ducted through a filter
to the starter control valve. The valve
admits air to the inlet on the starter. As the
air enters the inlet, it flows through the
stator which directs air to the turbine
wheel. The compressed air rotates the tur-
bine wheel at high speed, and the
expanded air exhaust through the exhaust
screen.
The reduction of the high rotational speed
of the turbine is accomplished with gears.
The pinion gear coupled to the turbine,
drives the gearshaft assemblies. The tur-
bine rotary section transmits motion to the
spur gearshafts, the ring gear, the hub gear
and the driveshaft.
Quick attach detach (QAD) clamps attach
the starter valve to ducting and the starter
to the starter QAD adapter.
DEC 96
B757/767
AIRCRAFT REFERENCE GUIDE
As the starter reaches cut-out speed, the
starter valve closes. This cuts off the air
supply to the starter. As the speed of the
airplane engine exceeds the speed of the
hub gear, the pawls of the driveshaft are
disengaged from the ratchet teeth of the
hub gear by centrifugal force. This allows
the reduction gear section and turbine
rotating section to stop rotating after a
start cycle is completed. The driveshaft
continues to rotate with the aircraft
engine.
Strut and Engine Starter Ducts
The strut and engine starter ducts route air
to the starter control valve on the right
front side of the main gearbox on the
engine. The strut starter duct connects to
the strut air supply duct and the wing ther-
mal anti-icing (TAI) duct.
Starter QAD Adapter
The aluminum adapter housing is indexed
to ensure proper installation and attached
to the gearbox with six nut studs. The
starter is attached to the adapter housing
with a quick attach detach (QAD) clamp.
Starter Control Valve
The starter control valve controls com-
pressed air flow to the engine starter. The
valve is a butterfly valve. The valve is dia-
phragm actuated and solenoid controlled.
The valve consists of a valve flow section,
a position indicator section, a pneumatic
actuator, a bleed-off regulator and a sole-
noid valve assembly.
80-3
UNITED AIRLINES
PW2000 ENGINE STARTING
DESCRIPTION & OPERATION
SYSTEM DETAILS
Pneumatic Starter
The engine starter converts the high
energy of compressed air into starting
torque sufficient to accelerate the engine
to starting speed. The starter is a light
weight axial-flow turbine consisting of a
turbine inlet, turbine wheel assembly,
reduction gear system and an overrunning
driveshaft assembly.
The reduction gearing is a compound
planetary type. The gearing converts the
high speed, low torque of the starter tur-
bine wheel to high torque, low speed of
the driveshaft.
The gearbox starter drive coupling con-
nects the starter to the starter drive gear
shaft in the main gearbox. A shear section
is incorporated into the coupling.
Compressed air is ducted through a filter
to the starter control valve. The valve
admits air to the inlet on the starter. As the
air enters the inlet, it flows through the
stator which directs air to the turbine
wheel. The compressed air rotates the tur-
bine wheel at high speed, and the
expanded air exhaust through the exhaust
screen.
The reduction of the high rotational speed
of the turbine is accomplished with gears.
The pinion gear coupled to the turbine,
drives the gearshaft assemblies. The tur-
bine rotary section transmits motion to the
spur gearshafts, the ring gear, the hub gear
and the driveshaft.
Quick attach detach (QAD) clamps attach
the starter valve to ducting and the starter
to the starter QAD adapter.
DEC 96
B757/767
AIRCRAFT REFERENCE GUIDE
As the starter reaches cut-out speed, the
starter valve closes. This cuts off the air
supply to the starter. As the speed of the
airplane engine exceeds the speed of the
hub gear, the pawls of the driveshaft are
disengaged from the ratchet teeth of the
hub gear by centrifugal force. This allows
the reduction gear section and turbine
rotating section to stop rotating after a
start cycle is completed. The driveshaft
continues to rotate with the aircraft
engine.
Strut and Engine Starter Ducts
The strut and engine starter ducts route air
to the starter control valve on the right
front side of the main gearbox on the
engine. The strut starter duct connects to
the strut air supply duct and the wing ther-
mal anti-icing (TAI) duct.
Starter QAD Adapter
The aluminum adapter housing is indexed
to ensure proper installation and attached
to the gearbox with six nut studs. The
starter is attached to the adapter housing
with a quick attach detach (QAD) clamp.
Starter Control Valve
The starter control valve controls com-
pressed air flow to the engine starter. The
valve is a butterfly valve. The valve is dia-
phragm actuated and solenoid controlled.
The valve consists of a valve flow section,
a position indicator section, a pneumatic
actuator, a bleed-off regulator and a sole-
noid valve assembly.
80-3
 UNITED AIRLINES UNITED AIRLINES
B757/767 B757/767
PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION DESCRIPTION & OPERATION

STARTER (HAMILTON STANDARD) STARTER (HAMILTON STANDARD)

80-4 DEC 96 80-4 DEC 96

 UNITED AIRLINES UNITED AIRLINES
B757/767 B757/767
PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION DESCRIPTION & OPERATION

Normal Duty Cycle
Two consecutive aborted starts with EGT
cooling periods are allowed. After a sec-
ond consecutive cooling period, let N2
drop to zero before re-engagement.
Extended Duty Cycle
Fuel and ignition are OFF, i.e., engine fuel
control switch is in "cutoff."
After zero to five (5) minutes on, let N2
run down to zero before reengaging the
starter.
After five (5) to ten (10) minutes on, fol-
low with ten (10) minute cooling period.
After ten (10) to fifteen (15) minutes max-
imum on, follow with a fifteen (15)
minute cooling period.
The GND position energizes the selected
ignition. GND position and (if pneumatic
power is available) opens the starter valve
and engages the starter. The GND position
is a solenoid held, push in, detented posi-
tion. There are no detents between OFF,
CONT and FLT positions.
The AUTO position is used for continuous
ignition when the leading edge devices are
extended or the thermal anti-ice is acti-
vated
The CONT position energizes the selected
ignition mode continuously if the fuel con-
trol switch is in RICH. The continuous
ignition position bypasses the auto igni-
tion cutout circuit. The CONT switch
position is used in flight in bad weather
conditions.
Normal Duty Cycle
Two consecutive aborted starts with EGT
cooling periods are allowed. After a sec-
ond consecutive cooling period, let N2
drop to zero before re-engagement.
Extended Duty Cycle
Fuel and ignition are OFF, i.e., engine fuel
control switch is in "cutoff."
After zero to five (5) minutes on, let N2
run down to zero before reengaging the
starter.
After five (5) to ten (10) minutes on, fol-
low with ten (10) minute cooling period.
After ten (10) to fifteen (15) minutes max-
imum on, follow with a fifteen (15)
minute cooling period.
The GND position energizes the selected
ignition. GND position and (if pneumatic
power is available) opens the starter valve
and engages the starter. The GND position
is a solenoid held, push in, detented posi-
tion. There are no detents between OFF,
CONT and FLT positions.
The AUTO position is used for continuous
ignition when the leading edge devices are
extended or the thermal anti-ice is acti-
vated
The CONT position energizes the selected
ignition mode continuously if the fuel con-
trol switch is in RICH. The continuous
ignition position bypasses the auto igni-
tion cutout circuit. The CONT switch
position is used in flight in bad weather
conditions.

Note: No starter re-engagement above
20% N2. Re-engagement above 30% N2
is acceptable to clear a fire or after an
EGT exceedance
Engine Start Switch
The engine start switch has five positions:
GND, AUTO, OFF, CONT and FLT.
There is a separate starting switch for each
engine. The starting switches are located
on pilots’ overhead panel P5.
The FLT position bypasses the ignition
selection switch and provides power to
both igniters on the respective engine. The
FLT position initiates ignition for flight
start of a windmilling engine.
The VALVE light illuminates and a L or R
ENG STARTER message is displayed on
EICAS when the start valve and switch
position disagree.
Note: No starter re-engagement above
20% N2. Re-engagement above 30% N2
is acceptable to clear a fire or after an
EGT exceedance
Engine Start Switch
The engine start switch has five positions:
GND, AUTO, OFF, CONT and FLT.
There is a separate starting switch for each
engine. The starting switches are located
on pilots’ overhead panel P5.
The FLT position bypasses the ignition
selection switch and provides power to
both igniters on the respective engine. The
FLT position initiates ignition for flight
start of a windmilling engine.
The VALVE light illuminates and a L or R
ENG STARTER message is displayed on
EICAS when the start valve and switch
position disagree.

DEC 96 80-5 DEC 96 80-5

 UNITED AIRLINES UNITED AIRLINES
B757/767 B757/767
PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION DESCRIPTION & OPERATION

Starting Sequence
Following is a normal start sequence. Per-
form prestart aircraft, Flight Deck, and
area safety checks. Provide electrical and
pneumatic power.
Select BOTH on the ENG START switch.
A minimum of 30 psi duct pressure must
be available. If using the APU as an air
source, 20 psi before starter engagement is
satisfactory.
Move the engine start switch to GND.
The VALVE light should go on then off.
Duct pressure should decay and then
recover.
N2 should begin to rise followed by a rise
in N1.
Oil pressure should begin to rise
After max motoring is reached (N2
increases less than 1% per second) move
the FUEL CONTROL switch to RUN. A
minimum N2 of 20% must be reached
before adding fuel. The EGT must be less
than 180 degrees before adding fuel.
The ENG VALVE light should flash.
The SPAR VALVE light should illumi-
nate for 3 to 5 seconds and then go out.
Initial fuel flow should be approximately
400 to 550 lbs. If initial fuel flow is exces-
sively high the start should be aborted by
turning off the fuel.
The EGT should begin to rise within 20
seconds. The starting red line limit is 485
degrees.
As N2 approaches 45%, watch for a rise in
duct pressure as the starter valve closes.
At 53% N2 the starter valve should cut
out and the engine start selector should
move to AUTO. After this occurs, move
the selector to OFF. If the selector does
not move on its own, manually move it to
OFF and turn off the source of starter air.
The VALVE light should flash on and off
as the starter valve cuts out. If the valve
light stays on, abort the start.
As the starter valve closes, duct pressure
will decrease, then increase.
As the engine comes up to idle, the EGT
should decrease to 375 to 390 degrees and
N2 should stabilize at 60 plus or minus 3.
A hot start occurs when the EGT is greater
than 485 degrees. If the EGT is approach-
ing 400 deg.C and N2 is less than 30%,
abort the start by moving the FUEL CON-
TROL switch to CUT OFF. Continue to
motor the engine to lower the EGT. At this
point the EGT may once again start to rise.
Continue to motor the engine and the EGT
will reduce in temperature after a short
time.
A hung start occurs when N2 stops
increasing and idle speed is not reached. A
hung start is not detrimental to the engine
as long as the EGT does not rise to the
point that a hot start occurs. The engine
can be shut down by moving the FUEL
CONTROL switch to CUT OFF. Let the
engine motor until the EGT decreases,
then move the start selector to OFF
Another start can be attempted.
Note: This start sequence is an overview
of starting procedures. Follow JRH pro-
cedures at all times.
Starting Sequence
Following is a normal start sequence. Per-
form prestart aircraft, Flight Deck, and
area safety checks. Provide electrical and
pneumatic power.
Select BOTH on the ENG START switch.
A minimum of 30 psi duct pressure must
be available. If using the APU as an air
source, 20 psi before starter engagement is
satisfactory.
Move the engine start switch to GND.
The VALVE light should go on then off.
Duct pressure should decay and then
recover.
N2 should begin to rise followed by a rise
in N1.
Oil pressure should begin to rise
After max motoring is reached (N2
increases less than 1% per second) move
the FUEL CONTROL switch to RUN. A
minimum N2 of 20% must be reached
before adding fuel. The EGT must be less
than 180 degrees before adding fuel.
The ENG VALVE light should flash.
The SPAR VALVE light should illumi-
nate for 3 to 5 seconds and then go out.
Initial fuel flow should be approximately
400 to 550 lbs. If initial fuel flow is exces-
sively high the start should be aborted by
turning off the fuel.
The EGT should begin to rise within 20
seconds. The starting red line limit is 485
degrees.
As N2 approaches 45%, watch for a rise in
duct pressure as the starter valve closes.
At 53% N2 the starter valve should cut
out and the engine start selector should
move to AUTO. After this occurs, move
the selector to OFF. If the selector does
not move on its own, manually move it to
OFF and turn off the source of starter air.
The VALVE light should flash on and off
as the starter valve cuts out. If the valve
light stays on, abort the start.
As the starter valve closes, duct pressure
will decrease, then increase.
As the engine comes up to idle, the EGT
should decrease to 375 to 390 degrees and
N2 should stabilize at 60 plus or minus 3.
A hot start occurs when the EGT is greater
than 485 degrees. If the EGT is approach-
ing 400 deg.C and N2 is less than 30%,
abort the start by moving the FUEL CON-
TROL switch to CUT OFF. Continue to
motor the engine to lower the EGT. At this
point the EGT may once again start to rise.
Continue to motor the engine and the EGT
will reduce in temperature after a short
time.
A hung start occurs when N2 stops
increasing and idle speed is not reached. A
hung start is not detrimental to the engine
as long as the EGT does not rise to the
point that a hot start occurs. The engine
can be shut down by moving the FUEL
CONTROL switch to CUT OFF. Let the
engine motor until the EGT decreases,
then move the start selector to OFF
Another start can be attempted.
Note: This start sequence is an overview
of starting procedures. Follow JRH pro-
cedures at all times.

80-6 DEC 96 80-6 DEC 96

 UNITED AIRLINES UNITED AIRLINES
B757/767 B757/767
PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE PW2000 ENGINE STARTING AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS CONTROLS & INDICATIONS

ENGINE START VALVE LIGHT ENGINE START VALVE LIGHT

(amber) (amber)

ILLUMINATED - valve is not in signaled ILLUMINATED - valve is not in signaled

position position
- N2 RPM exceeds approximately 53% - N2 RPM exceeds approximately 53%
and start valve open and start valve open

ENGINE START SELECTOR ENGINE START SELECTOR

GND - (push-in and rotate) opens start GND - (push-in and rotate) opens start
valve to supply starter air valve to supply starter air
- arms selected igniter(s) - arms selected igniter(s)
- selector magnetically head in GND posi- - selector magnetically head in GND posi-
tion until 53% N2 RPM tion until 53% N2 RPM

AUTO - selector releases to AUTO at AUTO - selector releases to AUTO at

53% N2 RPM 53% N2 RPM
- terminates ignition - terminates ignition
- closes start valve - closes start valve
- selected igniter(s) operate continuously - selected igniter(s) operate continuously
when slats are not up or engine anti-ice is when slats are not up or engine anti-ice is
on on

CONT - selected igniter(s) operate contin- CONT - selected igniter(s) operate contin-
uously uously
- no time limit - no time limit

FLT - both igniters operate continuously FLT - both igniters operate continuously
regardless of ignition selector position regardless of ignition selector position
- no time limit - no time limit

DEC 96 80-7 DEC 96 80-7