Start systems for aero gas turbines

A.G. Pascoe
Lytham, Lancashire, UK

Abstract
Purpose – This paper is an overview of aero gas turbine engine starting systems and discusses the system design considerations and integration with
other aircraft systems.
Design/methodology/approach – Review of a range of recent publications on the subject, aiming to provide an introduction to modern aero gas
turbine engine starting systems.
Findings – Provides basic information on starter types and their limitations, and why some starter types are more favoured in modern installations. The
effects of altitude and temperature are discussed which may not be initially considered as variables affecting aero start systems.
Originality/value – This paper provides further information on the starting systems of modern aero gas turbines and the considerations associated
with integration and efficiency.

Keywords Aerospace industry, Turbines, Aircraft engines

Paper type General review

Nomenclature air carts or power generation systems. The requirement is for

Windage ¼ The resistance to rotation from air across
the rotating parts.
Dry cranking ¼ The rotation and acceleration of the engine
with the fuel system turned-off and,
therefore, no fuel reaching the combustor.
This method is used when attempting to
remove any residual fuel in the combustor
or jet pipe that remains from a previous
failed start.
Wet cranking ¼ The rotation and acceleration of the engine
with the fuel system turned on and the
ignition system turned-off. This method is
used after installation of an engine which
has had its fuel system inhibited whilst in
storage. The engine may be wet cranked to
push the inhibiting fluid through the fuel
system until sufficient fuel can be metered
to the combustor for ignition.
Introduction
An aero gas turbine start system is a combination of two sub-
systems. One sub-system should rotate the gas turbine to a
satisfactory speed where a sufficient mass of air flows into the
combustor to mix with the fuel. A second sub-system will
have to ignite the fuel/air mixture and allow the engine to
accelerate up to a self-sustaining speed.
The start system should be able to operate effectively with
or without external electrical power and/or air supplies from
The Emerald Research Register for this journal is available at
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The current issue and full text archive of this journal is available at
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Aircraft Engineering and Aerospace Technology: An International Journal
77/6 (2005) 448– 454
q Emerald Group Publishing Limited [ISSN 0002-2667]
[DOI 10.1108/00022660510628435]
a self-sufficient system permitting the aircraft to operate
autonomously at airfields, both at home and in remote areas.
There is also the added requirement of the start system to
provide in-flight relight assistance especially as the pressure
ratios of modern gas turbines increases and higher aircraft
speeds necessary for satisfactory windmill starts is a
consequence. If the start system is to provide a relight
capability then it will need to be carried on-board and a
further consideration of system component weight and size,
and associated penalties, will be important factors.
As the ability of aircraft to fly ever longer distances has
increased with technology, they have long since passed the
point where they could experience the widest range of weather
extremes. Long haul aircraft could be routed between a
southern and northern hemisphere airfield where the start
system will be required to produce reliable engine starting at
altitude in hot and humid conditions then possibly at below
zero degrees at sea-level for the return leg of the journey.
Part of the start system (the ignition system) will also be
required to sustain combustion and, therefore, gas turbine
operation in various conditions. For civil use operation from a
wet or icy runway and for military use operations such as
weapon firing, for example, may require extended use of the
ignition system to ensure safe and satisfactory engine running
takes place.
The system will also be used where the aircraft main
engine(s) will need to be dry-cranked, wet-cranked and the
aircraft secondary power systems (SPS) will need to be run-
up to carry out maintenance on other aircraft systems. A start
system’s failure could render an aircraft inoperable and,
therefore, it must be ultra-reliable. All of the above prove that
modern start systems are a design challenge.
System architecture
The starting system is closely associated with the SPS and in
most cases the starter is directly attached to the SPS gearbox.
With the starter (and other ancillaries) attached to the SPS
gearbox there is no requirement to attach some components
to the engine gearbox. This reduces maintenance time when
changing engines but more importantly, provides a means of

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