The starting procedure

To start a jet engine, the N2 compressor needs to be rotated. To do so, air needs to
be sent to the air starter motor. If the aircraft is equipped with an APU this air called
bleed air can be provided by the APU. During ground operations, the APU supplies
air for the air conditioning units. However, during the startup, the air to these units is
shut off so that the air is available for engine start.

When the pilot engages the starter, the start valve opens, which allows the bleed air
to be passed into the turbine of the starter motor. The starter motor then turns the
N2. As the N2 builds up, the pilot monitors this from the cockpit instruments. At about
20% N2 rotation, fuel is introduced into the combustion chamber by the pilot using
the fuel switches. The ignitors then fire up the fuel and air mixture, which causes the
engine temperature to rise. In most jet engines, this temperature is sensed at the
turbine stages or exhaust, and it is called Exhaust Gas Temperature (EGT). As fuel is
first introduced, there is a sharp rise in EGT due to the presence of excess fuel in the
combustion chamber compared to air. Less air means less cooling. As the engine
accelerates, more fuel is introduced, which progressively increases the EGT. At
some point, the engine reaches a self-sustaining speed where at which the engine
can continue to accelerate without the assistance of the starter motor. When this
point is reached, the starter motor automatically de-clutches from the N2
compressor, and the igniters are switched off. The EGT then peaks at a value and
then drops as the fuel and air become balanced in the combustion chamber. This
ends the startup procedure.

For those engines started with an electrical generator or a motor, the same process
applies, except there is no requirement to provide air for the startup. The Boeing
787 is the only large aircraft that uses electricity to start the engine. This requires a
lot of power, and without an APU, two external ground power units are required to be
connected to the aircraft for engine start.

There are two methods by which the N2 compressor can be rotated. One is by using
electricity. This method is mostly used to start smaller-sized jet engines like those
found in turboprops. Here, one of the electrical generators of the engine acts like a
starter motor. When it is energized, it turns, and as it is geared to the N2 compressor,
this causes the N2 compressor to rotate.

Starting the engines

The following procedures are useful only as a general guide and are included to
show the sequence of events in starting a turbofan engine.
1. If the engine is so equipped, place the power lever in the “idle” position.
2. Turn the fuel boost pump(s) switch on.
3. A fuel inlet pressure indicator reading ensures fuel is being delivered to
engine fuel pump inlet.
4. Turn engine starter switch on. Note that the engine rotates to a preset limit.
Check for oil pressure.
 5. Turn ignition switch on. (This is usually accomplished by moving the start
lever toward the “on” position. A micro switch connected to the lever turns
on the ignition.)
6. Move the start lever to “idle” or “start” position, this starts fuel flow into the
engine.
7. Engine start (light off) is indicated by a rise in exhaust gas temperature.
8. If a two-spool engine, check rotation of fan or N1.
9. Check for proper oil pressure.
10. Turn engine starter switch off at proper speeds.
11. After engine stabilizes at idle, ensure that none of the engine limits are
exceeded.
12. Newer aircraft drop off the starter automatically.

The engines will be started one at a time. Once the blades on the first engine to be
started are spinning sufficiently, it will be started. Fuel is sent to the engine and
ignited. Each engine usually has two ignition units, which generate a high-voltage
ignition spark (much like a spark plug in a piston engine), which ignites the fuel and
air mixture.
Pressure then builds up to further spin the engine, and once it reaches its idle power
speed, the supply from the APU is removed.
The second engine (and third and fourth engines for some aircraft) are then started
in turn. These can either be started the same way using the APU or by using high-
pressure air from the already-started engine. This is known as ‘cross bleed’ and is
also a technique used for re-starting a failed engine.

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The first step in starting a turbine engine is to provide an adequate source of power
for the starter. On smaller turbine engines, the starter is an electric motor that turns
the engine through electrical power. Larger engines need a much more powerful
starter. Electric motors would be limited by current flow and weight. Air turbine
starters were developed that were lighter and produced sufficient power to turn the
engine at the correct speed for starting. When an air turbine starter is used, the
starting air supply may be obtained from an APU onboard the aircraft, an external
source (ground air cart), or an engine cross-bleed operation. In some limited cases,
a low-pressure, large-volume tank can provide the air for starting an engine. Many
smaller turboprop engines are started using the starter/generator, that is both the
engine starter and the generator.
While starting an engine, always observe the following:

Before starting, all protective covers and air inlet duct covers are removed. If
possible, head the aircraft into the wind to obtain better cooling, faster starting, and
smoother engine performance. It is especially important that the aircraft be headed
into the wind if the engine is to be trimmed.

The run-up area around the aircraft is cleared of both personnel and loose
equipment. The turbofan engine intake and exhaust hazard areas are to be
observed. Exercise care to ensure that the run-up area is clear of all items, such as
nuts, bolts, rocks, shop towels, or other loose debris. Many very serious accidents
have occurred involving personnel in the vicinity of turbine engine air inlets. Use
extreme caution when starting turbine aircraft.

• Always observe the starter duty cycle. Otherwise, the starter can overheat
and be damaged.
• Assure that there is enough air pressure or electrical capacity before
attempting a start.
• Do not perform a ground start if turbine inlet temperature (residual
temperature) is above that specified by the manufacturer.
• Provide fuel under low pressure to the engine’s fuel pump.

Turboprop Starting Procedures

To start an engine on the ground, perform the following operations:

1. Turn the aircraft boost pumps on.
2. Make sure that the power lever is in the “start” position.
3. Place the start switch in the “start” position. This starts the engine turning.
4. Place the ignition switch on. (On some engines, the ignition is activated by
moving the fuel lever.)
5. The fuel is now turned on. This is accomplished by moving the condition
lever to the “on” position.
6. Monitor the engine lights of the exhaust temperature. If it exceeds the
limits, shut the engine down.
7. Check the oil pressure and temperature.
8. After the engine reaches a self-sustaining speed, the starter is disengaged.
9. The engine continues to accelerate up to idle.
10. Maintain the power lever at the “start” position until the specified minimum
oil temperature is reached.
11. Disconnect the ground power supply, (if used).
If any of the following conditions occur during the starting sequence, turn off the fuel
and ignition switch, discontinue the start immediately, make an investigation, and
record the findings.
• Turbine inlet temperature exceeds the specified maximum. Record the
observed peak temperature.
• Acceleration time from start of propeller rotation to stabilized rpm exceeds
the specified time.
• There is no oil pressure indication at 5,000 rpm for either the reduction
gear or the power unit.
• Torching (visible burning in the exhaust nozzle).
• The engine fails to ignite by 4,500 rpm or maximum motoring rpm.
• Abnormal vibration is noted or compressor surge occurs (indicated by
backfiring).
• Fire warning bell rings. (This may be due to either an engine fire or
overheat.)

Startup malfunctions

There are two main start malfunctions in a jet engine. One is called a Hot start, and
the other is called a Hung Start.

In a hot start, as the fuel is introduced, the EGT rises as expected, but the
temperature accelerates to the start EGT limit rapidly. If this happens, the pilots
should immediately shut off the fuel and ignition. Delaying this can cause the EGT
limit to exceed, and this may render the engine useless in a matter of seconds.

The reason for a hot start is simple. Insufficient airflow. This can be caused by a
weak starter motor, the inability of the APU or the ground start unit to provide enough
air, or a problem with the engine electronic control unit. Starting the engine with a
strong tailwind can also cause a hot start as the wind opposes the rotation of the
engine.

In a hung start, the engine compressor RPM fails to accelerate to the expected value
or the self-sustaining speed. It sort of is ‘hung’ at an unacceptably low value, with the
EGT being higher than what is expected for the low RPM. The pilot action in a hung
start is to shut off the engine by closing off the fuel valves. A hung start is mainly
caused by a faulty starter motor.

Any time an engine fails to start, before attempting a new start, something called a
‘blowout’ cycle must be carried out by the pilots. This is because, in most failed
starts, there is unburnt fuel flooded in the combustion chamber. If a start is attempted
with this fuel present in the chamber, it can cause the flooded fuel to ignite, and
flames can come out of the engine exhaust. This is called a tailpipe fire or torching.

Torching rarely damages engine components. However, it can damage the aircraft
structures that are directly exposed to it, such as wing components and flaps. To
carry out the blowout cycle, the pilots are required to turn off the ignition and simply
run the starter motor without introducing fuel. This sends air through the combustion
chamber and blows out excess fuel in it.

The second method is used by larger jet engines. Here, a separate starter motor is
used to turn the N2 compressor. The motor is called an air starter and is run purely
by air. This air may be fed by an Auxiliary Power Unit (APU) or a Ground Start Unit.