PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

LEARNING
MODULE 05:
Powerplant Systems:
Air Systems & Starting and
Ignition

POWERPLANT II – GAS TURBINE

ENGINE

Prepared by:
AERO FACULTY

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

TABLE OF CONTENTS

TIME
TOPIC PAGE
ALLOTMENT

INTERNAL AIR SYSTEM 4 50 minutes

SUPPLEMENTAL VIDEO 4 45 minutes
COOLING 4 50 minutes
SEALING 7 50 minutes
STARTING AND IGNITION 11 30 minutes
METHODS OF STARTING 11 50 minutes
SUPPLEMENTAL VIDEO 12 45 minutes
IGNITION 17 40 minutes
IGNITER 20 40 minutes

TIME
ACTIVITY PAGE
ALLOTMENT

Activity 1 21 71.6 minutes

HONESTY CLAUSE

As an institution of higher learning, students are expected to display highest degree

of honesty and professionalism in their class work, requirements, and activities; thus,
in no case that cheating—or any form of it, may it be plagiarism, copying other
students' works, and fabrication of materials—shall be tolerated. The college
assumes as a simple and minimal preferred of habits in academic matters that
students be truthful and that they publish for deposit solely the merchandise of their
personal efforts.

2|P age
 PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

This module discuss the internal air systems of a gas turbine engine and the different
methods of starting the engine.

LEARNING OUTCOMES

Course Learning Outcomes [CLO]

Module Learning Outcomes [MLO]

CLO 1. Understand the development of
the gas turbine engine and classify the
gas turbine engine in terms of their design MLO 1. Classify and explain the Topic Learning Outcomes [TLO]
built through creating a timeline of different Starting and Ignition
important events in the development of procedures in a gas turbine
the gas turbine engine engine through summarization of TLO 3 Familiarize with the operation of
CLO 2. Learn the design principles and different starting techniques. the fuel system inside a gas turbine
operation of gas turbine engines through engine by outlining the operation of the
MLO 2. Classify and explain the cooling and sealing arrangements in a
summarization of the process of different Air System in a gas
producing thrust. gas turbine engine
turbine engine
CLO 3. To be able to identify and define TLO 4. Identify the types of seals used in
the different types of gas turbine engines different areas of a gas turbine engine
through illustrative activities. through illustrative activities
CLO 4. To be able to identify and explain
the different sections of a gas turbine
engine by defining the functions of each
sections of the engine.
CLO 5. To be able to classify and explain
each type of power plant systems through
illustrative activities.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

INTERNAL AIR SYSTEM

The engine internal air system is defined as those airflows which do not directly
contribute to the engine thrust. The system has several important functions to perform
for the safe and efficient operation of the engine. These functions include internal
engine and accessory unit cooling, bearing chamber sealing prevention of hot gas
ingestion into the turbine disc cavities, control of bearing axial loads, control of turbine
blade tip clearances and engine anti-icing. The system also supplies air for the aircraft
services. Up to one fifth of the total engine core mass airflow may be used for these
various functions.

An increasing amount of work is done on the air, as it progresses through the

compressor, to raise its pressure and temperature. Therefore, to reduce engine
performance losses, the air is taken as early as possible from the compressor
commensurate with the requirement of each particular function. The cooling air is
expelled overboard via a vent system or into the engine main gas stream, at the
highest possible pressure, where a small performance recovery is achieved.

Here’s a video link to get an idea on how the aircraft internal air systems work.

Supplemental Video on Air Systems:

https://www.youtube.com/watch?v=S0vNH_vyS64&list=P
LpAeOMof3DUx-GM-IyaQ2A2XnJCQmW1SS&index=15

COOLING
An important consideration at the design stage of a gas turbine engine is the need to
ensure that certain parts of the engine, and in some instances certain accessories, do
4|P age
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

not absorb heat to the extent that is detrimental to their safe operation. The principal
areas which require air cooling are the combustor and turbine. Cooling air is used to
control the temperature of the compressor shafts and discs by either cooling or heating
them. This ensures an even temperature distribution and therefore improves engine
efficiency by controlling thermal growth and thus maintaining minimum blade tip and
seal clearances.

Typical cooling and sealing airflow pattern

Turbine Cooling
High thermal efficiency is dependent upon high turbine entry temperature, which is
limited by the turbine blade and nozzle guide vane materials. Continuous cooling of
these components allows their environmental operating temperature to exceed the
material's melting point without affecting the blade and vane integrity. Heat conduction
from the turbine blades to the turbine disc requires the discs to be cooled and thus
prevent thermal fatigue and uncontrolled expansion and contraction rates.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

Turbine vane and turbine blade life depends not only on their form but also on the
method of cooling, therefore the flow design of the internal passages is important.
There have been numerous methods of turbine vane and turbine blade cooling which
have been used throughout the history of gas turbines. The 'pre-swirl nozzles' (see
figure below) reduce the temperature and pressure of the cooling air fed to the
disc for blade cooling. The nozzles also impart a substantial whirl velocity to assist
efficient entry of the air into the rotating cooling passages.

Nozzle Guide Vane and Turbine Blade Cooling Arrangement

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

Accessory Cooling
A considerable amount of heat is produced by some of the engine accessories, of
which the electrical generator is an example, and these may often require their own
cooling circuit. When air is used for cooling, the source may be the compressor or
atmospheric air ducted from intake louvres in the engine cowlings. When an accessory
unit is cooled during flight by atmospheric air it is usually necessary to provide an
induced circuit for use during static ground running when there would be no external
airflow. This is achieved by allowing
compressor delivery air to pass through
nozzles situated in the cooling air outlet duct
of the accessory. The air velocity through the
nozzles create a low pressure area which
forms an ejector, so inducing a flow of
atmospheric air through the intake louvres.
To ensure that the ejector system only
operates during ground running, the flow of
air from the compressor is controlled by a
A generator cooling system
valve.

SEALING
Seals are used to prevent oil leakage from the engine bearing chambers, to control
cooling airflows and to prevent ingress of the mainstream gas into the turbine disc
cavities. Various sealing methods are used on gas turbine engines. The choice of
which method is dependent upon the surrounding temperature and pressure,
wearability, heat generation, weight, space available, ease of manufacture and ease
of installation and removal. Some of the sealing methods are described in the following
paragraphs. Here’s an example of the turbine cooling and sealing arrangement:

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

Seals between two rotating shafts are more likely to be subject to rubs between the
fins and abradable material due to the two shafts deflecting simultaneously. This will
create excessive heat which may result in shaft failure. To prevent this, a non-heat
producing seal is used where the abradable lining is replaced by a rotating annulus of
oil. When the shafts deflect, the fins enter the oil and maintain the seal without
generating heat.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

 Ring Seals
Comprises a metal ring which is housed in a close fitting groove in the static
housing. The normal running clearance between the ring and rotating shaft is
smaller than that which can be obtained with the labyrinth seal. This is because
the ring is allowed to move in its housing whenever the shaft comes into contact
with it. It is used for bearing chamber sealing, except in the hot areas where oil
degradation due to heat would lead to ring seizure within its housing.
 Hydraulic Seals
This method of sealing is often used between two rotating members to sea a
bearing chamber. Unlike the labyrinth or ring seal, it does not allow a controlled
flow of air to traverse across the seal, Hydraulic seals (fig. 9-7) are formed by
a seal fin immersed in an annulus of oil which has been created by centrifugal
forces. Any difference in air pressure inside and outside of the bearing chamber
is compensated by a difference in oil level either side of the fin.
 Carbon Seals
Carbon seals consist of a static ring of carbon which constantly rubs against a
collar on a rotating shaft. Several springs are used to maintain contact between
the carbon and the collar. This type of seal relies upon a high degree of contact
and does not allow oil or air leakage across it. The heat caused by friction is
dissipated by the oil system.
 Brush Seals
Brush seals comprise a static ring of fine wire bristles. They are in continuous
contact with a rotating shaft, rubbing against a hard ceramic coating. This type
of seal has the advantage of withstanding radial rubs without increasing
leakage.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

Types of seals

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

STARTING AND IGNITION

Two separate systems are required to ensure that a gas turbine engine will start
satisfactorily:
 Firstly, provision must be made for the compressor and turbine to be rotated
up to a speed at which adequate air passes into the combustion system to
mix with fuel from the fuel spray nozzles.
 Secondly, provision must be made for ignition of the air/fuel mixture in the
combustion system. During engine starting the two systems must operate
simultaneously, yet it must also be possible to motor the engine over without
ignition for maintenance checks and to operate only the ignition system for
relighting during flight

METHODS OF STARTING

The starting procedure for all jet engines is basically the same, but can be achieved
by various methods. The type and power source for the starter varies in accordance
with engine and aircraft requirements. Some use electrical power, others use gas, air
or hydraulic pressure, and each has its own merits. The starter motor must produce a
high torque and transmit it to the engine rotating assembly in a manner that provides
smooth acceleration from rest up to a speed at which the gas flow through the engine
provides sufficient power for the engine turbine to take over.

 Electric
The electric starter is usually a direct current (D.C.) electric motor coupled to the
engine through a reduction gear and ratchet mechanism, or clutch, which
automatically disengages after the engine has reached a self-sustaining speed.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

Electric starter

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. It also provides the power for the operation of the ignition system.
The electrical supply is automatically cancelled when the starter load is reduced after
the engine has satisfactorily started or when the time cycle is completed.

Supplemental Video on Starting and Ignition:

https://www.youtube.com/watch?v=K4S1jtv69SY

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

Low voltage electrical starting system

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

 Cartridge

Cartridge starting is sometimes used on military engines and 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. An
electrically fired detonator initiates
the burning of the cartridge charge.
As a cordite charge provides the
power supply for this type of starter,
the size of the charge required may
well limit the use of the cartridge
starters.

 Iso-propyl-nitrate

This type of starter provides a high power output and gives rapid starting
characteristics. It has a turbine that transmits power through a reduction gear to the
engine. In this instance, the turbine is rotated by high pressure gases resulting from
the combustion of iso-propyl-nitrate. This fuel is sprayed into a combustion chamber,
which forms part of the starter, where it is electrically ignited by a highenergy 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.
Operation of the fuel and air pumps, ignition systems, and cycle cancellation, is
electrically controlled by relays and time switches.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

 Air

Air starting is used on most commercial and some military jet engines. It has many
advantages over other starting systems, and is comparatively light, simple and
economical to operate. An air starter motor transmits power through a reduction gear
and clutch to the starter output shaft which is connected to the engine.

The starter turbine is rotated by air taken from an external ground supply, an auxiliary
power unit (A.P.U.) or as a cross-feed from a running engine. The air supply to the
starter is controlled by an electrically operated control and pressure reducing valve
that is opened when an engine start is selected and is automatically closed at a
predetermined starter speed. The clutch also automatically disengages as the engine
accelerates up to idling r.p.m. and the rotation of the starter ceases.

 Gas Turbine Engine

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. 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.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

 Hydraulic

Hydraulic starting is used for starling some small jet engines. In most applications, one
of the engine-mounted hydraulic pumps is utilized 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 would include a
reduction gear and clutch assembly. Power to rotate the pump/starter is provided by
hydraulic pressure from a ground supply unit and is transmitted to the engine through
the reduction gear and clutch. The starting system is controlled by an electrical circuit
that also operates hydraulic valves so that on completion of the starting cycle the pump
/starter functions as a normal hydraulic pump.

IGNITION

A turbine engine ignition system contains three major components: a high voltage
exciter, high voltage transmission lead, and an igniter plug. The exciter is powered
by the aircraft electrical system, either D.C. or A.C., or a dedicated permanent
magnet alternator (PMA) and produces a high voltage pulse through the igniter
lead to the plug. The igniter plug then arcs (spark jumps a gap) to ignite the fuel/air
mixture in the combustion chamber.

Modern gas turbine engine ignition systems are of the high intensity capacitor
discharge type with either Intermittent Duty or Extended Duty cycles. Intermittent
Duly types are of sufficiently high current draw to cause overheat damage to their
units, so they have a restricted duty cycle based on operating time, followed by a
cooling off period. Extended Duty types have long duty cycles, or in some cases
are rated for continuous duty, meaning they have no time limits all. After a normal
start, ignition is no longer needed and the ignition system is deactivated. At this
time, the name within the combustor acts as the ignition source for continuous
combustion.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

High-energy (H.E.) ignition is used for starting all jet engines and a dual system is
always fitted. Each system has an ignition unit connected to its own igniter plug, the
two plugs being situated in different positions in the combustion system. Each H.E.
ignition unit receives a low voltage supply, controlled by the starting system electrical
circuit, from the aircraft electrical system. The electrical energy is stored in the unit
until, at a predetermined value, the energy is dissipated as a high voltage, high
amperage discharge across the igniter plug.

Ignition units are rated in 'joules' (one joule equals one watt per second). They are
designed to give outputs which may vary according to requirements. A high value
output (e.g. twelve joule) is necessary to ensure that the engine will obtain a
satisfactory relight at high altitudes and is sometimes necessary for starting. However,
under certain flight conditions, such as icing or take-off in heavy rain or snow, it may
be necessary to have the ignition system continuously operating to give an automatic
relight should flame extinction occur. For this condition, a low value output (e.g. three
to six joule) is preferred because it results in a longer life of the igniter plug and ignition
unit. Consequently, to suit all engine operating conditions, a combined system giving
a high and low value output is favoured. Such a system would consist of one unit
emitting a high output to one igniter plug, and a second unit giving a low output to a
second igniter plug. However, some ignition units are capable of supplying both high
and low outputs, the value being pre-selected as required.

An ignition unit may be supplied with direct current (D.C.) and operated by a trembler
mechanism or a transistor chopper circuit, or supplied with alternating current (A.C.)
and operated by a transformer. The operation of each type of unit is described in the
subsequent paragraphs. The ignition unit shown in fig. 11-10 is atypical D.C. trembler-
operated unit. An induction coil, operated by the trembler mechanism, charges the
reservoir capacitor (condenser) through a high voltage rectifier. When the voltage in
the capacitor is equal to the breakdown value of a sealed discharge gap, the energy
is discharged across the face of the igniter plug. A choke is fitted to extend the duration
of the discharge and a discharge resistor is fitted to ensure that any residual stored
energy in the capacitor is dissipated within one minute of the system being switched

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

off. A safety resistor is fitted to enable the unit to operate safely, even when the high
tension lead is disconnected and isolated.

Operation of the transistorized ignition unit is similar to that of the D.C. trembler-
operated unit, except that the trembler-unit is replaced by a transistor chopper circuit.
A typical transistorized unit is shown in fig. 11-11; such a unit has many advantages
over the trembler-operated unit because it has no moving parts and gives a much
longer operating life. The size of the transistorized unit is reduced and its weight is
less than that of the trembler-operated unit.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

Igniter

There are two basic types of igniter plug; the

constricted or constrained air gap type and
the shunted surface discharge type. The air
gap type is similar in operation to the
conventional reciprocating engine spark plug,
but has a larger air gap between the electrode
and body for the spark to cross. A potential
difference of approximately 25,000 volts is
required to ionize the gap before a spark will
occur. This high voltage requires very good
insulation throughout the circuit. The surface
discharge igniter plug (fig. 11-13) has the end
of the insulator formed by a semi-conducting
pellet which permits an electrical leakage
from the central high tension electrode to the

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

body. This ionizes the surface of the pellet to provide a low resistance path for the
energy stored in the capacitor. The discharge takes the form of a high intensity
flashover from the electrode to the body and only requires a potential difference of
approximately 2000 volts for operation.

Activity 1
Answer the following questions
(a) Discuss the different methods in starting a gas turbine engine.
Input your work on a A4-sized paper with your complete name, year, section, course,
and signature over printed name indicating that you are accepting the terms provided
and indicated by the honesty clause; saved as PDF file with file name, “Surname –
Enrichment Activity 4.1”; and submit on Google Classroom or any Learning
Management System (LMS) platform provided by the instructor on a designated
deadline. Follow the necessary rubric, “Rubric for Timeline”, provided at the last page
of the module for pointing system.:

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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 05: Powerplant Systems: Air Systems & Starting and Ignition

RUBRIC FOR SHORT ANSWERS

NEEDS
EXCELLENT GOOD FAIR
CRITERIA IMPORVEMENT
(4 POINTS) (3 POINTS) (2 POINTS)
(1 POINT)
Answers are
Answers are Answers are
not
comprehensive, Answers are partial or
comprehensive
accurate, and accurate and incomplete. The
or completely
complete. Key complete. Key key points are not
stated. Key
Content ideas are clearly points are clear. The
points are
stated, explained, stated and question is not
addressed, but
and well supported. adequately
not well
supported. answered.
supported.

Inadequate
Organization
The organization or
Well organized,
organization is development. Organization and
(Answers coherently
mostly clear The structure structure detract
are clearly developed, and
and easy to of the answer from the answer.
thought out easy to follow.
follow. is not easy to
and
follow.
articulated.)
Writing
Displays one to Displays three
Conventions Displays no errors Displays over five
three errors in to five errors in
in spelling, errors in spelling,
spelling, spelling,
(Spelling, punctuation, punctuation,
punctuation, punctuation,
punctuation, grammar, and grammar, and
grammar, and grammar, and
grammar, sentence sentence
sentence sentence
and structure. structure.
structure. structure.
complete
sentences.)

Reference: Professor, M. (n.d.). Rubric gallery. Retrieved from

https://www.rcampus.com/rubricshowc.cfm?sp=yes

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