The Gas Turbine Engine: Starting Systems

Although the Gas Turbine Engine is one of the most complicated machines ever engineered by man, the concept is actually fairly simple. Air is drawn into a compressor through an air intake, fuel is burned in a combustion chamber, the hot gas drives the turbine and the exhaust leaves the engine through a nozzle. The turbine, which is directly coupled to the compressor, provides the power to compress the air; the gas leaving the nozzle provides the thrust to propel the aircraft. The Jet Engine works in a self-sustaining cycle; to stop it, the fuel supply is simply cut. Interestingly, when the engine starts, there is a minimal rotational speed to achieve so that the turbine can power the compressor. The starting procedure is basically always the same: a source of power provides the high torque needed to rotate the compressor and the turbine up to a speed at which adequate air passes into the combustion system. There are several types of starting systems and they are used in accordance with engine and aircraft requirements.

The Starting Cycle.

Starting Procedure (extract from a three crew B727)

Starting Methods
Electric: This method consists in driving the engine with a direct current (D.C.) electric motor. It is coupled to the engine through a reduction gear and ratchet mechanism, or clutch, which automatically disengages after the engine has reached the self-sustaining speed.

The electrical supply may be of a high or low voltage and is passed through a system of relays and resistances to allow the full voltage to be progressively built up as the starter gains speed.

Cartridge: This starting system is usually used on military engines since it provides a quick independent method of starting. The starter motor is basically a small impulse-type turbine that is driven by high velocity gases from a burning cartridge. The power output of the turbine is passed through a reduction gear and an automatic disconnect mechanism to rotate the engine.

Iso-propyl-nitrate: This starting system provides a high power output and gives rapid starting characteristics. It is the liquid fuel version of the Cartridge one. In this instance, high-pressure gases, resulting from the combustion of iso-propylnitrate, rotate the turbine. The fuel is sprayed into a combustion chamber, which forms part of the starter, where it is electrically ignited by a high-energy ignition system. A pump supplies the fuel to the combustion chamber from a storage tank and an air pump scavenges the starter combustion chamber of fumes before each start.

Air: This starting system is light, simple and economical to operate so it is used on most commercial and some military jet engines. Like the other systems, the air starter drives a turbine, which transmits power to the engine through a reduction gear and a clutch. But, unlike the other systems, the energy used by the starter is external: indeed the turbine is rotated by air taken from a ground supply, an auxiliary power unit (A.P.U.) or as cross-feed from a running engine. When an external supply of air is not available, a combustor starter is fitted to the engine to provide the air required by the air starter. This unit has a small combustion chamber into which high pressure air, from an aircraft-mounted storage bottle, and fuel, from the engine fuel system, are introduced. The fuel/air mixture is ignited in the combustion chamber and the resultant gas is directed onto the turbine of the air starter. However, some turbo-jet engines are not fitted with starter motors at all, but direct the air obtained from an external source, or from an engine that is running,

Gas turbine: This 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 which drives the engine. To initiate this starter, it is fitted with its own starter electric motor.

These are the most used methods of starting Gas Turbine Engines. Each has its own merits and is appropriate to a particular engine and aircraft in a particular situation.