G550 MTM 80

GULFSTREAM G550
MAINTENANCE TRAINING MANUAL

ATA 80: STARTING
SECOND EDITION
REVISION 0.0
FlightSafety International, Inc.
Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the aircraft manufacturer’s
Pilot Manuals and Maintenance Manuals. It is to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict between data provided
herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall
take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for
improving this manual or any other aspect of our training program.
FOR TRAINING PURPOSES ONLY

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Copyright © 2013 by FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Second Edition . . . . . . 0.0. . . . . . . . . . February 2013
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page that has changed in
any way (grammatical or typographical revisions, reflow of pages, and other changes that do not necessarily
affect the meaning of the manual).
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page *Revision
No. No.
Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
i—iv. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
80-i—80-26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
*Zero in this column indicates an original page.

GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL
CHAPTER 80
STARTING
CONTENTS
Page Page
INTRODUCTION........................................................................ 80-1 OPERATIONS. .......................................................................... 80-17
GENERAL.................................................................................... 80-3 Staring System Operation................................................. 80-17
COMPONENTS........................................................................... 80-5 Starter Operation................................................................ 80-21
Starter Air Valve.................................................................. 80-5 Starter Air Valve Operation. ............................................ 80-25
Air Turbine Starter............................................................... 80-7
CONTROLS. .............................................................................. 80-11
Engine Start Panel.............................................................. 80-11
INDICATIONS. ......................................................................... 80-13
Synoptic Page Indications................................................. 80-13
CAS Messages. .................................................................. 80-15
Revision 0.0 FOR TRAINING PURPOSES ONLY 80-i

NOTICE: These commodities, technology, or software were exported from the United States in accordance with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited.
ILLUSTRATIONS
Figure Title Page
80–1 Air Turbine Start System............................................ 80-2
80–2 Starter Air Valve.......................................................... 80-4
80–3 Air Turbine Starter. ..................................................... 80-6
80–4 Turbine Starter Internal Components........................ 80-8
80–5 Engine Start Panel. .................................................... 80-10
80–6 Start Switch Configuration Message....................... 80-11
80–7 Start System Indications........................................... 80-12
80–8 Crew Alerting System............................................... 80-14
80–9 Starter System Schematic......................................... 80-16
80–10 Air Turbine Starter Operation.................................. 80-20
80–11 Sprag Clutch Operation. ........................................... 80-22
80–12 Start System Block Diagram.................................... 80-24
Revision 0.0 FOR TRAINING PURPOSES ONLY 80-iii

CHAPTER 80
STARTING
INTRODUCTION
This chapter describes the start system for the Rolls-Royce Deutschland BR710
engine. Any parameters and starting procedures used are for training purposes
only. The current manufacturer’s Maintenance Manual must be consulted for
all maintenance specifications, tolerances and actual values. ATA Chapter 5,
Time Limits / Maintenance Checks, must be consulted to determine time inter-
vals for component or system inspections, checks, tests, overhaul, or specific
component life limits.
Revision 0.0 FOR TRAINING PURPOSES ONLY 80-1

ENGINE START
MASTER START
CRANK START L ENG R ENG
ON ON ON ON
TURBINE AIR
STARTER
STARTER
AIR VALVE
1.03 EPR 1.03

TO/GA
0
P3
451 TGT 447
P0
0
P5
0
P2
25.3 LP 25.4
27.5 HP 63.7
660 FF 670
EEC
Figure 80–1. Air Turbine Start System

GENERAL NOTES
The engine start system (Figure 80‑1) supplies the mechanical energy
necessary to rotate the core compressor and achieve the operational
speed necessary for engine start, dry cranking, and wet cranking.
For airstarts, required airflow is available from bleed air supplied
by the APU (assisted airstart) or by air flowing through the engine
(windmilling start). Ignition requirements are automatic, or are met
by continuous ignition, which is selected by the flight crew.
Start and cranking cycles are initiated from the cockpit control panel
to allow the FADEC to select normal (automatic) ground and airstart,
alternate (manual) ground and airstart, and wet or dry cranking.

CLOSED
B
OPEN
A
MANUAL
VISUAL OVERRIDE
POSITION
INDICATOR
ED
CL
OS
OS
E
CL
N
E
P
O
G
IN
N
R EE N
AS E
W P
O
Figure 80–2. Starter Air Valve

COMPONENTS NOTES
Starter Air Valve

The Starter Air Valve (SAV) controls the supply of air to the Air
Turbine Starter (ATS). The SAV is located at approximately the five
o’clock position on the aft side of the bypass duct (Figure 80‑2).
The starter air valve contains a dual-coil solenoid control valve. The
SAV is a butterfly-type valve rotating on a single axis. It has micro-
switches that relay valve position to the EEC and a manual override
feature with a visual position indicator. Connection to the ATS is by
way of pneumatic ducting, controlled by spring force and differential
air pressure.
In the event of an SAV failure, the valve can be operated manually

through use of a 3/8 inch hex drive on the manual override hex head.
CAUTION
Pneumatic duct and starter exhaust temperatures can reach
200°C or more.
NOTE
When operating the valve manually, ensure air pressure
is present at the SAV to prevent damage to the internal
diaphragms.

STARTER
QAD ADAPTER
FRONT
STARTER
AIR DUCT
OIL FILL
PLUG
DRAIN
PLUG
V BAND
COUPLING
CLAMP
ACCESSORY
GEARBOX
Figure 80–3. Air Turbine Starter

Air Turbine Starter NOTES

The Air Turbine Starter (ATS) is mounted to the front face of the
accessory gearbox, via the starter adapter. The ATS is attached to
the adapter by a V-band coupling clamp. An alignment pin, provided
on the starter mounting flange, allows proper alignment of the ATS
during removal and installation. The ATS’s function is to rotate the
N2 compressor through the accessory gearbox (Figure 80‑3).
NOTES

GEAR
CONTAINMENT REDUCTION
RING AIR EXHAUST
ASSEMBLY
AIR TURBINE
NOZZLE
OUTPUT SHAFT
AIR INLET
AIR TURBINE SHEAR SHAFT

ROTOR AND
BLADES
RING GEAR
Figure 80–4. Turbine Starter Internal Components

AIR TURBINE STARTER (Cont) NOTES

The ATS is a single-stage air turbine, which provides shaft torque
output through a planetary gear system capable of accelerating the
HP compressor to approximately 28% N2 rpm. Other ATS compo-
nents include a sprag-type clutch drive connected to the output shaft
and a decoupler, which eliminates driving of the turbine wheel if the
sprag clutch fails. If the starter clutch does not disengage normally,
the decoupler operates as an emergency disengagement mechanism at
the end of the start cycle. A shear shaft allows for drive-shaft failure
in the event the decoupler does not disengage the starter from the
gearbox. These components are assembled in a casing, which includes
a containment ring, an air inlet and air exhaust (Figure 80‑4).
For lubrication of internal gears and bearings, the starter includes a

self-contained oil system. The ATS oil system is a fill-to-spill system
that has a capacity of 260cc (.54 pints) and utilizes the same type of
oil as the engine for lubrication. Always reference the OEM servicing
procedure for approved oil types. It incorporates a self-sealing
magnetic chip detector, which is part of the drain plug assembly.

ENGINE START
MASTER START
ON ON ON ON
Figure 80–5. Engine Start Panel

CONTROLS The MASTER CRANK switch is used to select alternate start, wet
and dry cranking modes. The EEC does not control modes of ignition
when using the MASTER CRANK switch for engine starting.
Engine Start Panel
The start panel is located on the cockpit overhead panel. The start If both the MASTER CRANK and the MASTER START switches are
system is armed with the MASTER CRANK or the MASTER START selected on at the same time, the blue Start Switch Configuration advi-
switches (Figure 80‑5). The left or right starter air valve is commanded sory message is displayed on the CAS. When this occurs, both switches
open by selection of the L ENG or R ENG start switch. must be reset to the off position prior to any further engine starts or
cranks (Figure 80‑6).
The MASTER START switch is used to select the normal engine start
mode (ignition is controlled by the EEC).
Start Switch Configuration
ENGINE START
MASTER START
ON ON ON ON
Figure 80–6. Start Switch Configuration Message

1.03 EPR TO/GA 1.02 L Bld Air 42 R Bld Air 42

1.03 EPR 1.02 442 TGT 175
TO/GA
28.7 LP 10.1
L SVO R SVO R IGN
SVO 64.3 HP 41.8 SVO
1000 80 800 80
442 TGT 175 710 FF 510
800 60 600 60
63 O i l P re s s 38 600 40 400 40
61 O i l Te m p 25 400 20 200 20
28.7 LP 10.1 LP 0 . 0 4 HP 0 . 0 4 E V M 0 . 0 7 HP 0 . 0 2 LP 200 0 0 0
L TGT L HP R TGT R HP
L 3 0 0 0 AUX 0 HYD 0 PTU 3 0 0 0 R
L Oil P 63 R Oil P 38
SVO SVO 2 2 0 10 50 E n g i n e F u e l Te m p 2 2 0 10 50
64.3 HP 41.8 Hyd Press
IGN 12 02 0 0 0 Fuel Qty 12 02 0 0 0 Left Aux PTU Right
710 FF 510
20000 3000 0 0 3000
PRIMARY ENGINE COMPACTED ENGINE ENGINE START

INDICATION DISPLAY SYNOPTIC DISPLAY SYNOPTIC DISPLAY
Figure 80–7. Start System Indications

INDICATIONS NOTES
Synoptic Page Indications
The SVO blue indication illuminates on the Primary Engine synopic
and Engine Starting synoptic pages when the starter air valve passes
through 7° on its way open, and extinguishes when the valve is 5°
from closed (Figure 80‑7).
When the EEC commands the SAV to close and the start relay is
de-energized, the L ENG or R ENG START switch ON indication
extinguishes. The MASTER START switch, however, remains ON
until deselected by the flight crew.
A flashing amber SVO icon on the Engine synoptic pages indicates

that the start valve was commanded closed by the EEC but is still in
the open position.
NOTE
The starter duty cycle is three successive periods of three
minutes maximum continuous operation with a minimum of
15 seconds between each period, followed by a 15-minute
starter cool-down period before attempting another start.

L - R SAV Maintenance
L - R Throttle Configuration
Start Switch Configuration
CREW ALERTING
SYSTEM DISPLAY
Figure 80–8. Crew Alerting System

CAS Messages NOTES

The CAS amber L‑R SAV Maintenance message is displayed when
the SAV remains closed after the EEC commands the valve to open.
This is an indication that the SAV requires maintenance. An alterna-
tive is to operate in manual mode. In this mode, the pilot coordinates
with the maintenance technician, who manually opens and closes the
starter air valve.
During normal start, if the throttle lever is not in the idle position, upon
selection of the MASTER START or MASTER CRANK switch to
ON, the EEC activates the amber L‑R Throttle Configuration message,
indicating a discrepancy between the throttle lever position and the
engine automatic starting position.
If uncorrected, the EEC will continue with the start sequence after
light-off and accelerates the engine to the thrust set by the throttle lever
position. The amber L‑R Throttle Configuration caution message is
canceled when the MASTER START switch is deselected, the engine
achieves the speed set by the throttle lever, or the throttle is returned
to the idle position.

1.03 1.03
ENGINE START TO/GA
MASTER START
0 296
ON ON ON ON
0 15.3
+
ON
SVO
MAU 1 0 35.6 IGN
L ESS 0 354
28 VDC
41 43
START
ON R ENG SW
ARINC 429
R SVO L IGN
R ESS
28 VDC
START MAU 2
ON L ENG SW
0 14
R ESS
28 VDC
R ESS
28 VDC 0 0 0 0
MASTER MAU 3
START SW
MASTER START/
0
P3
ON P0
L ESS CRANK RELAY 0

P5
0
P2
28 VDC
LEGEND EEC
L ESS
28 VDC
ANALOG
EEC
FIBRE CHANNEL MASTER
CRANK SW MASTER START/
CRANK RELAY STARTER AIR VALVE
Figure 80–9. Starter System Schematic

OPERATIONS NOTES
Staring System Operation

The functions of the engine starting system is to motor or start the
engine on the ground or in flight. The Full Authority Digital Engine
Control (FADEC) system interfaces with command signals from
aircraft systems to control the following engine starting and cranking
operations (Figure 80‑8):
NORMAL GROUND START—Engine starting mode on

ground in which the engine MASTER START switch is
utilized. Temperature limits and functions are monitored
and controlled by the EEC. Fuel HPSOV and ignition
control are automatic once the technician has selected the
FUEL CONTROL switch to RUN.
ALTERNATE GROUND START—Engine starting

mode on ground in which the technician controls the
start sequence. The engine MASTER CRANK switch is
utilized in this mode. The EEC, upon commands from the
cockpit, controls the fuel HPSOV. Ignition is commanded
via the CONT IGN switch. The EEC does not limit TGT
in this mode.

STARTING SYSTEM OPERATION (Cont) NOTES

NORMAL AIR START—Engine starting mode in-flight
in which engine limits and functions are monitored and
controlled by the EEC. The engine MASTER START
switch is used and the fuel HPSOV and ignition are auto-
matic once the pilot has selected the FUEL CONTROL
switch to RUN. Based on Computed Air Speed (CAS),
the EEC will determine if a starter assisted or windmill
start will be performed. EEC does not limit TGT in this
mode.
ALTERNATE AIR START—Engine starting mode in

flight in which the pilot controls the start sequence.
The engine MASTER CRANK switch is utilized in this
mode. The EEC, upon commands from the cockpit,
controls the fuel HPSOV. Ignition is commaded via the
CONT IGN switch. The EEC does not limit TGT in this
mode. The EEC will inhibit starter operation if N 2 is
above the speed of 41%.

STARTING SYSTEM OPERATION (Cont) QUICK RELIGHT—A function within the EEC which
detects the transition of the FUEL CONTROL switch
DRY CRANK—Engine operating mode in which the from RUN to OFF and back to RUN when engine is at or
engine is motored over without fuel (FUEL CONTROL above the idle speed. The EEC automatically initiates an
switches OFF) or ignition (L/R CONT IGN switches engine relight by turning on both igniters. This function
OFF). is not selectable but always operates in flight.
WET CRANK—Engine operating mode in which the

engine is motored over with FUEL CONTROL switches NOTES
ON and ignition off (L/R CONT IGN switches OFF).
NOTE
The following starting system functions do not require starter
engagement to operate:
ALTERNATE WINDMILL AIR START—This mode

is for use when the starter is unavailable. Neither the
MASTER START or MASTER CRANK switches are
used, and the pilot controls the start sequence. Ignition
is commanded ON via the CONT IGN switch and the
fuel HPSOV is controlled via the FUEL CONTROL
switch. The EEC does not limit TGT in this mode.
AUTO RELIGHT—A function within the EEC which

detects a flameout of the engine and automatically initiates
an engine relight by turning on both igniters and controlling
fuel flow. This function is not pilot selectable but always
operates at certain conditions.

STARTER
TURBINE REDUCTION
NOZZLE TURBINE ROTOR GEAR ASSEMBLY
RING GEAR
PINION GEAR
SPRAG CLUTCH
AIR IN
OUTPUT SHAFT
RING GEAR AND

HUB ASSEMBLY
AIR EXHAUST
Figure 80–10. Air Turbine Starter Operation

Starter Operation NOTES

Air is supplied through a duct, which is attached to the starter inlet. It
flows through the turbine starter nozzles onto the blades of the turbine
rotor and is then discarded through exhaust slots (Figure 80‑9). The
turbine rotor turns a high-speed pinion gear that is engaged with three
planetary gears. These planetary gears, which together are the reduc-
tion gear assembly, change the input from the starter turbine rotor. A
high-speed / low torque input is changed to a low speed / high torque
output. This high torque output is transmitted through the ring gear
and hub assembly to the sprag clutch mechanism.
NOTES

STARTER DRIVING
OUTER RACE SPRAG
OUTER CAGE
SPRING
INNER RACE
INNER CAGE
GEARBOX STARTER DRIVEN
CLUTCH ENGAGED CLEARANCE
SUPPORTED
BY OIL FILM
SPRAG
OUTER RACE
OUTER CAGE
SPRING
INNER RACE
INNER CAGE
GEARBOX ENGINE DRIVEN
CLUTCH DISENGAGED
Figure 80–11. Sprag Clutch Operation

STARTER OPERATION (Cont) NOTES

As the ring gear and hub assembly turns, the outer race of the clutch
mechanism also turns (Figure 80‑10). This causes the sprags to lock
with the inner race and thus engage the clutch to turn the output shaft.
The starter output shaft is engaged with the accessory gearbox input
shaft, which will turn the HP compressor. The starter will increase the
speed of the HP compressor until it is sufficient for the engine to be
started. As the HP compressor accelerates during the start sequence,
the starter will not be necessary to continue rotating the engine.
When the air supply to the starter is stopped, the speed of the starter
turbine rotor will decrease. The clutch outer race will turn slower than
the inner race and the sprags will release to disengage the clutch. An
anti-lock device prevents the movement of the sprags into the engaged
position when the clutch is disengaged. In this condition there is an
oil film in the clearances between the sprags and the inner and outer
races. If there is a failure of the sprag clutch, an output shaft decoupler
will disengage the starter turbine rotor.

1.03 EPR 1.03 1.03 EPR 1.03

TO/GA TO/GA
0 TGT 0 0 TGT 0
0 LP 0 0 LP 3.5
SVO
0 HP 0 0 HP 22.3
0 FF 0 0 FF 0
START MASTER ENGINE START

SWITCH DEPRESSED SWITCH DEPRESSED
ENGINE START ENGINE START
CRANK
MASTER
START L ENG
START
R ENG
MAU 1 AND 2 CRANK
MASTER
START L ENG
START
R ENG MAU 1 AND 2
ON ON ON ON ON ON ON ON
+ +
ARINC 429
ARINC 429
POSITION POSITION
INDICATOR INDICATOR
AND AND
SWITCHES SWITCHES
SOLENOID SOLENOID
CONTROL
0
P3
P3
0
CONTROL
P0
CHAMBER B VALVE
P0
CHAMBER B
0
P50
P5
0 VALVE
P2 0
P2
EEC EEC
CHAMBER A CHAMBER A
TO AIR TO AIR
BLEED BLEED
LEGEND AIR
TURBINE
AIR
TURBINE
STARTER STARTER
BLEED AIR STARTER AIR VALVE STARTER AIR VALVE
FIBRE CHANNEL MANUAL OVERRIDE MANUAL OVERRIDE
Figure 80–12. Start System Block Diagram

Starter Air Valve Operation There are two chambers internal to the SAV. Chamber A receives air
from the pneumatic pressure present at the valve body connection tot he
The L ENG or R ENG START switch illuminates ON when the start bleed duct. Chamber B receives air from an internal port connected to
relay is energized. It initiates the starting sequence for the selected Chamber A. When the SAV solenoid is energized, the solenoid control
engine, illuminates the blue SVO indication shown next to the HP valve prevents Chamber A air from entering Chamber B; simultane-
indicator on the Primary and Alternate Engine synoptic pages, and ously, Chamber B is allowed to vent through a metered port that has
provides an indication above the TGT graph on the ENGINE START been pre-set by the manufacturer. Pressure in Chamber A overcomes
synoptic page. the torsion spring load and forces the piston to open the butterfly
valve. This allows air to pass thought the SAV in order to rotate the
The EEC controls the SAV. The start switch commands the EEC to ATS. Heat from the bleed air will prevent any ice formations that may
open the SAV through the Modular Avionics Units (MAUs) 1 and 2 cause valve malfunctions. On schedule, the EEC will de-energize the
and Aeronautical Radio Incorporated (ARINC) 429 data bus. During SAV solenoid, allowing Chamber A air to be supplied to Chamber
normal starts, the EEC, on command from the pilot or technician, B, simultaenously blocking the vent for Chamber B. with Chambers
opens the SAV to initiate engine rotation. On schedule, the EEC closes A and B equalized, the torsion spring will rotate the butterfly valve,
the SAV, terminating pneumatic air pressure to the ATS. This occurs closing the SAV.
when pneumatic air is ported to chambers within the valve and allows
air pressure differential loading along with a torsion spring closing The SAV solenoid is energized by the aircraft 28VDC system.Channel
load to close the butterfly valve and shut off pneumatic air to the ATS A engine starts power the SAV (solenoid A) through the left essential
(Figure 80‑11). bus, and channel B engine starts power the SAV (solenoid B) through
the right essential bus.


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GULFSTREAM G550

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Savannah Learning Center

Copyright © 2013 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

*Zero in this column indicates an original page.

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-i

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-iii

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-1

1.03 EPR 1.03

Figure 80–1. Air Turbine Start System

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-2

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-3

Figure 80–2. Starter Air Valve

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-4

Starter Air Valve

In the event of an SAV failure, the valve can be operated manually

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-5

Figure 80–3. Air Turbine Starter

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-6

Air Turbine Starter NOTES

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-7

AIR TURBINE SHEAR SHAFT

Figure 80–4. Turbine Starter Internal Components

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-8

AIR TURBINE STARTER (Cont) NOTES

For lubrication of internal gears and bearings, the starter includes a

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-9

Figure 80–5. Engine Start Panel

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-10

Start Switch Configuration

Figure 80–6. Start Switch Configuration Message

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-11

1.03 EPR TO/GA 1.02 L Bld Air 42 R Bld Air 42

PRIMARY ENGINE COMPACTED ENGINE ENGINE START

Figure 80–7. Start System Indications

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-12

A flashing amber SVO icon on the Engine synoptic pages indicates

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-13

Figure 80–8. Crew Alerting System

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-14

CAS Messages NOTES

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-15

L ESS CRANK RELAY 0

Figure 80–9. Starter System Schematic

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-16

Staring System Operation

NORMAL GROUND START—Engine starting mode on

ALTERNATE GROUND START—Engine starting

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-17

STARTING SYSTEM OPERATION (Cont) NOTES

ALTERNATE AIR START—Engine starting mode in

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-18

WET CRANK—Engine operating mode in which the

ALTERNATE WINDMILL AIR START—This mode

AUTO RELIGHT—A function within the EEC which

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-19

RING GEAR AND

Figure 80–10. Air Turbine Starter Operation

Revision 0.0 FOR TRAINING PURPOSES ONLY 80-20