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AIR ENGINEERING TRAINING INSTITUTE

AIRCRAFT ENGINEERING SCHOOL

MODULE 13
ENGINE STARTING SYSTEM

TABLE OF CONTENTS

CHAPTER TITLE PAGE NO.

1. STARTING SYSTEM OF GAS TURBINE ENGINE 1-1 to 1-4

2. TYPES OF STARTER 2-1 to 2-10

3. IGNITION SYSTEM 3-1 to 3-14

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CHAPTER 1
STARTING SYSTEM OF GAS TURBINE ENGINE

1. INTRODUCTION

Gas turbine engine operates with low volatility1 fuel and in extremely adverse
environmental conditions as the aircraft needs to operate over a wide range of speed
from take-off, climb, and cruise to high-speed flight. The aircraft also needs to fly in
large altitude ranges from take-off at sea level to cruising altitude of 36,000 ft.
Hence, the engine starting system is paramount to the satisfactory operation of the
gas turbine engine.

2. BASIC REQUIREMENTS OF STARTING SYSTEM

For normal engine starting, two separate systems are required to ensure that
a gas turbine engine will start successfully, they are;
1. Provision must be made for the compressor and turbine to be rotated
to a speed at which adequate air passes into the combustion system to mix with the
fuel sprayed into the combustion chamber.
2. Provision must be made for ignition of the air/fuel mixture in the
combustion chamber.

During engine starting, these two systems must operate simultaneously, and it
must also be possible for individual system to operate independently so as to be able
to;
1. Motor the engine over without ignition during maintenance checks.
2. Operate only the ignition system for engine ‘re-light’ during flight.
The operation of both systems is co-ordinated during a starting cycle and their
operation is automatically controlled after the initiation of the throttle via an electrical
circuit.

1Volatility is defined as a fuel’s ability to vaporise or change from liquid to vapour.

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3. TYPICAL STARTING SEQUENCE

Figure 1-1, shows a typical sequence of events during the start of a turbojet
engine. In general, the engine start is initiated by setting the throttle to ‘Ground idle’
position and switching on the starter. The starting cycle, which consists of a number
of events, would then continue automatically. The events during an engine starts is
as follows;

IGNITON
OFF

Figure 1-1, Typical Sequence Of Events

a. Starter Selected – The starter system would start to rotate the engine.

b. Ignition ‘ON’ – The alternator mounted on the engine accessories

gearbox (AGB) would rotate simultaneously and provide sufficient power for the
ignition.

c. High Pressure Fuel ‘ON’ – The engine fuel pump would also be rotated
as it is also mounted on the engine accessories gearbox (AGB). As the
rotational speed increases, the fuel pump would provide sufficient fuel pressure
to allow the fuel to be sprayed into the combustion chamber.

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d. Lights-Off – The engine rotation provides compressed air to mix with

the fuel sprayed into the combustion chamber. As the ignition is available, the
fuel/air mixture would ignite instantaneously and burn. This is normally
indicated in the cockpit with a sudden rise of turbine or exhaust gas
temperature indicator.

e. Self-sustaining Speed - The burning of fuel/air mixture provides

additional energy to the exhaust gases. The turbine extracts this energy to
continuously turn the compressor. The engine starter also assists the engine to
attain this speed.

f. Starter Circuit cancelled – The starter is cancelled when the engine

reaches the self-sustaining speed.

g. Ignition Off – The ignition will be cut off just before engine reaches idle
speed.

h. Idle RPM – The engine will continue to rotate by itself and increase in
speed (RPM) until it reaches the specified idle speed (RPM).

4. MONITORING DURING ENGINE START

It is paramount to monitor the engine parameters for satisfactory and

successful engine start. Parameters such as engine speed (RPM), turbine
temperature (TIT, TGT, EGT or JPT) and duration of start should be monitored by
personnel attempting the engine start.

Figure 1-1 depicts parameters such as percent RPM, percent turbine gas
temperature (TGT) and duration of start (timing). We could read from the graph that;

a. Upon initialisation of ‘start select’, engine speed will reach at least 10%
N2 (Compressor speed) before ignition will turn-on when throttle is push up to
Ground Idle at about 15%.

b. Fuel will then be injected into the combustor and engine ‘lights-off’
should occur below 20% N2 within 15 seconds. It is indicated with a sharp rise
in TGT from 40°C to 200°C

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c. After the engine ‘lights-off’ the increase in RPM and TGT should be
continuous and smooth without any momentary hang-up. The engine would
reach self-sustaining speed at about 45%-50% N2 and the starter are cancelled
around 53% N2.

d. Engine will continue with the increase in RPM and TGT must be closely
monitored to ensure that the maximum allowable limit during engine start is not
exceeded.

e. Engine will reach ground idle RPM and the timing of the start are
terminated. Duration of start in this case is 30 seconds. The duration should be
within the specified duration from the engine manufacturer. Changes in ambient
environment or different types of fuel used would affect the starting timing. i.e.
Duration for engine start in cold ambient temperature will be longer.

It is also noted that upon reaching the ground idle RPM, the maximum TGT
would decrease and stabilised at the ground idle TGT limit as the engine has
stabilise and is more efficient in its internal cooling.

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CHAPTER 2
TYPES OF STARTER

1. INTRODUCTION

Gas turbine engines are generally started by starter power input to the main
accessory gearbox, which in turn rotates the compressor and engine accessories.
The purpose of the starter system is to;
a. Rotate the compressor so as to provide the engine with sufficient air for
combustion.
b. Assists in the acceleration of the gas turbine engine to the point where the
turbine is producing enough power to continue the engine’s acceleration. This point
is known as the self-accelerating or self-sustaining speed.

The type and power source for the starter varies in accordance with engine
and aircraft requirements. Some starters use electrical power, while others may use
gas, air or hydraulic pressure and each has its own merits. The choice of a starting
system depends on several factors, namely;
1. Length of starting cycle
2. Availability of starting power
3. Design features
2. LENGTH OF STARTING CYCLE

For military aircraft, starting time may be of primary importance. In addition,

the speed with which the starter can accelerate the engine to ground idle speed will
influence the peak exhaust gas temperature and also the length of time the engine
spends at these high starting temperature. The starter must continue to accelerate
the engine even after ‘lights-off’. Slower than normal accelerations or starter ‘drop-
out’ too soon may result in ‘hot1’ or ‘hung2’ starts.

1 hot start as the name implies is a start where the turbine or exhaust gas temperature limits are
exceeded.
2 hung start is a situation where the engine accelerate to some intermediate RPM below the ground

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3. AVAILABILITY OF STARTING POWER

A small gas turbine engine requires a large amount of either electric or

pressure energy to rotate the compressor, turbine and engine accessories during the
starting cycle. Comparatively, a large engine would require even more energy.
Some starters are completely self-contained while others will require power from
external sources. Hence, the availability of this starting power is an influential factor
on the type of starter being used on the aircraft.

4. DESIGN FEATURES

The concern on design features would generally include such things as

specific weight (i.e. pound of the starter’s weight per foot-pound of torque produced
by the starter), simplicity, reliability, cost and maintainability which is paramount to
the economical operation in aviation industries.

5. TYPES OF STARTERS

The following lists the various types of gas turbine starters;

a. Electric Starter
b. Air Turbine Starter
c. Gas Turbine Starter
d. Hydraulic Starter
e. Air Impingement Starting

idle and stays there. A hung start if not handled immediately could develop into a hot start.
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5.1 ELECTRIC STARTER

Electric starter is usually a direct current (DC) electric motor, designed to

provide high starting torque. However, their use is limited to starting smaller engines
because of the very large current drain and they are also relatively heavy for the
amount of torque they produced. The starter is coupled to the engine through a set
of reduction gears and ratchet mechanism, or clutch that automatically disengages
after the engine had reached a self-sustaining speed.

This electric starter has generally given way to the starter-generator in order
to save weight and simplify accessory gear arrangements. The starter-generator has
a dual function of providing the rotating torque for engine start and after the engine is
started, it also functions as an electrical generator to provide electrical power for the
aircraft system. Figure 2-1(a) and 2-1(b), show a typical electric starter and the
starter clutch assembly.

FIG 2-1(b) Clutch Assembly

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5.2 AIR TURBINE STARTER

Air turbine starter is used on
most commercial and some military
jet engines. Its primary advantage
is its lightweight to torque ratio
when compared with the electric
starter and starter-generator.
Other advantages include its
simple construction and
economical to operate. The
principle disadvantage is that it
requires a supply of high volume
airflow to operate. The high
FIG 2-2(a) Air Turbine Starter
volume air to rotate the starter
turbine is taken from an external ground supply, an auxiliary power unit (APU) or as a
cross-feed from a running engine. The air supply to the starter is controlled by an
electrically operated control and a pressure reducing valve that opens when an
engine start is selected and automatically closes at a predetermined starter speed.
Figure 2-2(a), shows a typical air turbine starter.

An air starter motor transmits power through a reduction gears and clutch to
the starter output shaft that is connected to the engine. The air turbine starter
converts energy from the compressed air to shaft power. This is accomplish by the
reduction gears contained within the starter, which convert the high speed and low
torque of the turbine wheel into a relatively low speed and high torque at the output
shaft to rotate the engine. Engagement of the starter is usually accomplished
through a jaw or pawl-and-ratchet clutch. When a predetermined engine speed is
reached, the clutch will automatically disengage from the engine. Figure 2-2(b),
shows a diagram of an air turbine starter and the clutch assembly.

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FIG 2-2(b) Diagram of Air Turbine Starter and Clutch Assembly

Another method of supplying pressurised air to the air turbine starter is to

utilise a combustor starter, which supply power to the starter when an external supply
of air is not available. The combustor starter unit consist only of a small combustion
chamber into which high pressure air, from an aircraft-mounted storage bottle and
fuel from the engine fuel system, is introduced. Control valves regulate the air
supply, which pressurises a fuel accumulator to give sufficient fuel pressure for
atomisation and also activates the continuous ignition system. The fuel air mixture is
ignited in the combustion chamber and the resultant hot gas with high energy is
directed into the turbine of the air starter. An electrical circuit is provided to shut off
the air supply, which in turn terminates the fuel and ignition system on completion of
the starting cycle.

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5.3 GAS TURBINE STARTER

A gas turbine starter is used for some jet engines and is completely
self-contained. It has its own fuel and ignition system, starting system (usually
electric or hydraulic) and self-contained oil system. This type of starter is economical
to operate and provides a high power output for a comparatively low weight.

FIG 2-3 Gas Turbine Starter

The starter consists of a small compact gas turbine engine, usually featuring a
turbine-driven centrifugal compressor, a reverse flow combustion system and a
mechanically independent free-power turbine. The free-power turbine is connected
to the main engine via a two-stage epicyclic reduction gear, automatic clutch and
output shaft.

On initiation of the starting cycle, the gas turbine starter is rotated by its own
starter motor usually powered by electric or hydraulic, until it reaches self-sustaining
speed, after which, the starting and ignition systems are automatically switched off.
Acceleration then continues up to a controlled speed of approximately 60,000-RPM.
While the gas turbine starter engine is accelerating, exhaust gas is being directed,
via nozzle guide vanes, into the free-power turbine to provide the torque to rotate the
main engine. Once the main engine reaches self-sustaining speed, a cut-off switch
will operate and shuts-down the gas turbine starter. As the starter runs down, the
clutch automatically disengages from the output shaft and the main engine
accelerates up to idling RPM under its own power.

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5.4 Hydraulic Starter

Hydraulic starting is used for starting some small jet engines. In most
applications, one of the engine mounted hydraulic pumps is utilised and is known as
a pump starter, although other applications may use a separate hydraulic motor.
Methods of transmitting the torque to the engine may vary but a typical system will
include a reduction gear and clutch assembly.

Power to rotate the pump starter is provided by hydraulic pressure from a

ground supply unit, manual pump or accumulator and is transmitted to the engine
through the reduction gear and clutch. The starting system is controlled by an
electrical circuit, which operates the hydraulic valves so that on completion of the
starting cycle, the pump starter functions as a normal hydraulic pump. Figure 2-4,
shows a typical schematic diagram of a hydraulic starter system.

FIG 2-4 Schematic Diagram of Hydraulic Starting

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5.5 AIR IMPINGEMENT STARTING

In many ways, this starting system is the simplest of all the starter types. It
consists essentially of nothing more than an air duct. Pressurised air is supplied
from either a running engine or a ground power unit, directed through a check valve
onto the turbine blades (most common) or onto the centrifugal compressor.

Engine that utilised this starting system is the Fairchild J44, in which the air is
fed to the compressor, and some models of the General Electric J85 and J79
engines. In the latter two engines, air is directed into the rear of middle turbine
wheel stages. Obviously, the advantage of this system is manifested in its extreme
simplicity and lightweight but it is only best suited for smaller engines, as larger
engines would require very high volume of air supply. Figure 2-5, shows an air
impingement starting.

FIG 2-5 Air Impingement Starting

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2. ADVANTAGES & DISADVANTAGES OF VARIOUS STARTER

TYPE ADVANTAGES DISADVANTAGES

1. Electric Motor a. Self-contained starts a. Limited to starting small
Starter possible. engines.

b. Engine may be motored for b. Relatively heavy for torque

short periods without starter produced.
overheating.
c. Reduction gears necessary.

d. Engaging mechanism
necessary.

2. Air Turbine a. High torque to weight ratio. a. High volume air supplies
Starter (5-10 times higher than required.
electrical motor)

b. Engine may be motored at b. Gearbox needed with self-oil

low or high engine speed. supply.

c. Can use air from a running c. Electrical connections

engine. needed for speed control.

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TYPE ADVANTAGES DISADVANTAGES

3. Gas Turbine Starter a. Completely self-
contained.
b. High Torque to Weight
ratio.
c. Long periods of engine
motoring possible.
a..One of the most
complex of the starter
types in that it requires
all of the systems of the
main engine plus the
overrunning clutch.

4. Hydraulic Starter a. Compact in size. a. Requires external

power for large engines
b. Can be self-contained or for continuous
cranking.
c. Can be adapted to
function as a hydraulic
pump.

d. Relatively simple.

1. Air-Impingement a. Simplest of all types. a. Requires a high

Starting volume of air supply (3 -
b. Can be used to motor 5 times the pneumatic
engines, but only with energy requirements of
continuous air supply. the air turbine starter).

c. Extremely light.

d. Can use air from

another running main
engine.

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CHAPTER 3
IGNITION SYSTEM

1. INTRODUCTION

The function of the main ignition system in a gas turbine engine is primarily to ignite
the air/fuel mixture in the combustion chamber during an engine starting cycle. As
the aircraft is constantly operating in a wide spectrum of altitude and airspeed, hence
the secondary function of the ignition system is to be able to provide engine in-flight
‘re-light’ in the event of a flameout, which might occur during take-off, landing or bad
weather operation. Due to this requirement, the Federal Aviation Airworthiness
(FAA) requires that a single engine aircraft must be installed with two-ignition system
having its own electrical power supply source.

2. TYPES OF IGNITION SYSTEM

Gas turbine engine ignition system falls into two general classifications, the
induction type and the capacitor type. The induction type uses the basic principle of
high-voltage induction by a transformer to reach the necessary voltage capable of
causing an arc across the wide-gap igniter plug. This induction type ignition system
is now obsolete, as it is not efficient with modern engines, which operate at higher
altitude and greater loading.

The capacitor type produces not only high-voltage spark but also high heat
intensity (hot spark) sparks by condenser discharge covering a larger area. This
provides excellent chance of igniting the air/fuel mixture at reasonably high altitudes.
Hence, this capacitor type ignition system has been universally accepted for gas
turbine engines. The capacitor type ignition system can be divided into two basic
categories;

a. High-voltage capacitor ignition system

b. Low-voltage capacitor ignition system

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Both low-voltage and high-voltage ignition systems are in general use, and
they are designed to use either direct (DC) or alternating current (AC) as the input
power. Direct current (DC) operated systems receive their power from the battery
while alternating current (AC) system usually receive their power from a engine
mounted alternator.

3. JOULE RATINGS

Gas turbine engine ignition system is rated in joules. A joule (J) is also an
expression of electric energy, being equal to the amount of energy expended in one
second by an electric current of one ampere through a resistance of one ohm.
Mathematically, it can be expressed as,

J
W 
T
Where,
W = Watts expended
J = Joule rating
T = Time for spark to jump gap

The temperature of the spark is determined by the power level reached. It

can be seen from the formula that a high-temperature spark can be achieved either
by increasing the energy level (J) or shortening the duration (T) of the spark.
Increasing the energy level would result in a heavier and bulkier ignition unit, which
is not ideal for the aircraft. Besides, higher erosion rates on the igniter plug
electrodes would also occur because of the heavy current.

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The relationship between power (W) and time (T) is shown below for a 4-joule
(J) ignition unit.

Time, (seconds) Power, (watts)

1 4
0.01 (hundredths) 400
0.001 (thousandths) 4,000
0.0001 (ten-thousandths) 40,000
0.00001 (hundred thousandths) 400,000
0.000001 (millionths) 4, 000,000

Since current (I) equals watts (W) divided by volts (V),

W W
I  E
E I
Where,
I = current in ampere
E = voltage in volts

Hence, a 40,000 watts ignition with a current of 10 amperes would generate a

voltage of,
W
E
I
40,000

10
 4000 volts

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4. SPECIAL HANDLING

Because of this high voltage, extreme care must be taken when performing
maintenance work on the ignition system to prevent from receiving a lethal electrical
shock. At all times, reference must be made to the manufacturer’s manual. Typical
procedures are as follows:

a. Ensure that the ignition switch is turned off before performing any
maintenance on the system.

b. To remove the igniter plug, disconnect the transformer input lead, wait for
the time prescribe by the manufacturer (usually 1 to 5 minutes), then
disconnect the igniter lead and ground the centre electrode to the engine
to discharge the capacitor. The igniter is now safe to remove.

c. Exercise great caution when handling damaged hermetically sealed

transformer units as some may contain radioactive material on the air gap
tube point.

d. Ensure proper disposal of unserviceable igniter plugs. If they contain

aluminium oxide and beryllium oxide, a toxic insulating material. The
correct method is to place the plugs in a closed container and bury them at a
designated disposal site.

e. Before a firing test of igniters is performed, ensure that the combustion

chamber is not fuel wetted or a fire or explosion could occur.

f. Do not energise the system for trouble-shooting if the igniter plugs are
removed as it may cause serious overheating of the transformer.

g. If the igniter plug is dropped, it should be discarded since internal damage

can occur that possibly may not be detectable by testing or examination.

h. Always use a new gasket where the plug is re-installed. The gasket is
essential in providing a good conductive current path to ground.

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5. TYPICAL COMPONENTS OF IGNITION SYSTEM

A typical ignition system would generally consist of ;

a. Power source
b. Transformer Exciter
c. High Tension Lead
d. Igniter Plugs

5.1 POWER SOURCE

Power source for the ignition could come from a battery or engine driven
alternator. The battery will deliver direct current (DC) usually 28 volts while the
engine alternator delivers alternating current (AC) 115 volts, 400 Hz. The alternator
supply is usually for the main ignition system while the battery supply is for the back-
up ignition system.

5.2 TRANSFORMER EXCITER

The function of the transformer exciter unit is to convert alternating current

(AC) supply to high voltage direct current (DC) pulses for ignition.

5.3 HIGH TENSION LEAD

The high-tension lead is the connecting harness from the transformer exciter
to the igniter plug. It is an electrical path for the high voltage direct current to the
igniter plug.

5.4 IGNITER PLUG

The function of the igniter plug is to provide a source for the high-energy
electrical pulses to be discharged and result in an arc across the electrode. The gap
at the igniter plug tip is wide and the electrode is designed to withstand a much
higher intensity spark.

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Igniter plug may be of the annular-gap type or constrained-gap type. Figure

3-1(a) and 3-1(b), show the two types of igniter gap.

Igniter plug with annular-gap projects slightly into the combustion chamber
liner so as to provide an effective spark. Igniter plug with constrained-gap need not
project into the combustion chamber liner, as the spark produced tends to jump in an
arc that carries it beyond the face of the chamber liner. Hence, the constrained-gap
type will operate at a cooler temperature as compared to the annular-gap type.

FIG 3-1(a) FIG 3-1(b)

ANNULAR GAP CONSTRAINED GAP

The construction of the igniter plug

consists of a centre electrode which is ceramic
coated (except for the outer tip), and an outer
electrode which completely encircles the centre
electrode. The spark (arcing) is between the
centre electrode and any point on the outer
electrode. As the electrode erodes (burn away),
the spark will creep around to a different point,
always arcing at the closest point. Figure 3-2,
shows a sectional view of a typical igniter plug.

The materials for the igniter plug shell is

made of a very high quality, nickel-chromium
alloy and the centre electrode are of tungsten or FIG 3-2 Sectional View of Igniter Plug
iridium, all highly wears resistant materials.

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6. METHODS OF ACTIVATING THE IGNITION SYSTEM

Activation of the ignition system is usually linked directly to the throttle system
and is automatic through the use of micro-switches and relays. In general, there are
four ways of wiring the circuit to fire the ignition system. They are:
a. Normal starting
b. In-flight auto re-light
c. Manual activation
d. Throttle activated ignition

6.1 NORMAL STARTING

This method of activation is used for normal engine starting. The activation of
the ignition system is linked directly through the throttle or known as Pilot Lever
Angle (PLA) linkage. When the throttle is set in the pre-designed position for
starting, usually at the ‘Ground idle’ position, the Main Fuel Control (MFC) micro-
switch is activated. This will remove the ignition circuit earth and the power supply
from the alternator would supply into the exciter and to the main igniter. Hence the
igniter would fire. Figure 3-3(a), shows a typical electrical circuitry for the ignition
during normal engine starting.

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Fig 3-3(a) Ignition Circuitry for Normal Engine Starting

When the engine speed attained a pre-designed speed, the speed sensor
inside the engine electronic control would send an energising current to energise the
Ignition Shutoff Relay. As the relay coil is energised, the earth circuit will be
completed and provide an earthling path to cut-off the main ignition. Figure 3-3(b),
shows a typical electrical circuit for ignition shutoff after engine attains self-sustaining
speed.

Fig 3-3(b) Ignition Circuitry for Shutting The Ignition

(after engine attains self-sustaining speed during normal starting)

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6.2 IN-FLIGHT AUTO RE-LIGHT

This method of activating the ignition system is designed for use when the
engine flameout in flight. It is automatic and does not require the pilot’s intervention
to activate the ignition system. The engine electronic control system, which is an
engine onboard computer, is constantly receiving engine performance indications i.e.
Compressor speed (N2) and exhaust gas temperature (T5). Some engine may
sense the combustion chamber discharge pressure for the engine to identify a
possible engine flameout condition.

When the engine electronic control system sense a decay of compressor

speed (N2) corresponded by a decrease in exhaust gas temperature (T5), the
energising current to the Ignition Shutoff Relay will be removed. As the relay is no
more energised, the ignition earthling path is removed and the ignition circuit
resumes power supply to the exciter and the igniter will fire. Figure 3-3(c), shows the
ignition circuit during an engine re-light.

Fig 3-3(c) Ignition Circuitry For Engine Re-Light

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6.3 MANUAL IGNITION

This method of activating the ignition is the simplest method of firing the
igniter. This design is usually incorporated in the secondary or backup ignition
system. As the name implies, its operation is as simple as switching a toggle switch
to the ‘ON’ position just like switching on the light. This method of ignition is usually
a last resort for the pilot to achieve engine re-light in-flight as it is a direct circuit, the
ignition will be firing continuously throughout until the switch is positioned to the
‘OFF’ position.

When the toggle switch is selected to ‘ON’ position, the power will be supplied
to the secondary exciter by the battery bus and the igniter will continuously fire.
Hence, it is important that the switch is re-selected to the ‘OFF’ position when the
engine is started. Prolong firing of the igniter would cause localised over-heating of
the combustion liners as the igniter generates high heat intensity sparks. Figure 3-
3(d), shows the secondary ignition circuit path.

FIG 3-3 (d) Manual Activation Of Secondary Ignition

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6.4 Throttle Activated Ignition

This is another method of ignition designed to assist the pilot during an in-
flight engine flameout emergency. The continuous operation of the gas turbine
engine relies on the continuous burning of air/fuel mixture in the combustion
chamber. When a flameout occurs, the fuel is still spraying out continuously from the
fuel nozzle as the engine is coasting down, unless the throttle is shutoff immediately.
This fuel would wet the electrode of the igniter plug, which causes it to fail to fire
during the subsequent attempt to re-lighting the engine.

Hence, the pilot’s emergency action will require him to cut-off the throttle to
stop the fuel spraying into the combustion chamber. At the same time, he will
manoeuvre the aircraft into a slight nose-dive position for the incoming air to blow-
dry the combustion chamber and the igniter plug before another attempt to re-light
the engine is carry out. The nose-diving of the aircraft also assists in rotating the
compressor for subsequent start. (This is also the reason why starter need not be in
operation during flight).

This method is achieved by micro-switches or relays directly connected to the

throttle linkages. Hence, the pilot only needs to manipulate the throttle system to
initial an engine re-light. Figure 3-4(a), shows a typical throttle activated ignition
system.

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FIG 3-4(a) A Typical Throttle Activated Ignition System

6.4.1 Sequence of Operation

When the aircraft is in-flight, the Weight-On-Wheels (WOW) micro-switch

mounted on the landing gear will be closed as the aircraft lifted-off the runway during
take-off. Electrical power from the 28 volts DC battery bus will be available at micro-
switch A and A1 as both are opened circuit.

As the pilot position the throttle to the ‘OFF’ position to stop the fuel from
spraying into the combustion chamber, the throttle linkage would close micro-switch
A and allow the electrical power to flow through to energise relay A. When relay A is
energised, it will close the switch A1 and allow the circuit to be completed till micro-
switch B and B1. Figure 3-4(b), shows the circuitry of the event.

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FIG 3-4(b) Circuitry of Throttle Activated Ignition System

(When throttle is at ‘OFF’ position)

When the pilot decides to commence the engine re-light, he only needs to
advance the throttle from ‘OFF’ position to any position above the ‘Ground Idle (GI)
position. This action would cause the throttle linkage to close the micro-switch B and
allows the relay B to be energised to close switch B1. The electrical power will flow
through the circuit and continue to energise relay C and closes switch C1.

With all the switches closed, the 28 volts DC battery bus will be directed to the
igniter through the static inverter and fired the ignition system. Figure 3-4(c), shows
the complete circuitry of the throttle-activated method of ignition.

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FIG 3-4(c) Completed Circuitry of Throttle Activated Method of Ignition

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