Engine Ignition Selection

Operational Liaison Meeting Fly-By-Wire aircraft
2004
Engine Ignition Selection
Customer Services
Contents
Description AUTOMATIC Ignition Selection MANUAL Ignition Selection Igniter INHIBITION: CFM & RR Effective Igniter Use
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Review of Operational Recommendations Conclusion

Page 2
Description
Engine Igniters
4Provide
the spark, in the engine combustion section, to start burning the atomized fuel mist:
Once the fuel ignites, the combustion process continues until fuel flow is discontinued during the engine shutdown. (Spark is not needed to continue ignition, contrary to piston engine). Used, during the Engine Start sequence: On ground and in flight
4Can
work in continuous mode:
To produce several sparks within each second. Used to preserve engine combustion, in particular situations or flight phases.
Page 3
Description
Two independent igniter systems per engine:

4One
is normally-supplied by the AC NORM BUS 4The other is supplied by the AC ESS BUS
For engine start, the FADEC selects:

4Ground
Autostart 4Ground Manual Start 4In-flight Start
: One igniter : Two igniters : Two igniters
Operating modes:
4MANUAL
Igniters are selected by the crew

4AUTOMATIC
Igniters are automatically selected by the FADEC.

Page 4
Description
The igniter system is composed of:

4IGNITER
BOXES
Transform low-voltage AC into high-voltage DC current

4WIRING
Connect the igniter boxes to the igniter plugs

4IGNITER
PLUGS
Spark generation in the burner

Page 5
Contents

Page 6
AUTOMATIC Ignition Selection
The FADEC provides automatic continuous ignition

selection in certain circumstances:
4Depending
on the detection of abnormal situations:
Flameout Stall Heavy rain/hail ingestion

4Depending
on the flight phase:
Takeoff Approach
4Depending
on pilot inputs:
Engine anti-ice selection
The conditions activating automatic ignition depend on:

Engine Type FADEC Standard
Page 7

FADEC CFM 56-5A CFM 56-5B ALL PREV. 5BK 5BL CFM 56-5C PREV. C3G C3J GE 80
FLAME OUT
NAI ON
APP IDLE
TAKE OFF
STALL SURGE
SEVERE
HAIL/RAIN
ML
CYCLED
X X X X X X X X X X X X X
X X No No X No No X No X X (1) No
No No No No No No No No No X X (2) No
No No No No No No No No No X X No No
No No No No No No No No No X X X X
No No No No No No No No No No No X X
X X X X X X X X X X X X X
Page 8
PREV. E1N
IAE PW
All PREV. SCN8
RR all Trent
ALL
All engine manufacturers provide flameout protection. This function activates the igniters, when the FADEC
detects a flameout:
4The
flameout detection logic consists of: By CFM, GE
Monitoring the N2 speed, and the speed trend Monitoring the N2 speed
By IAE and PW
Monitoring the combustor pressure, and the rate of change of the HP shaft speed
By RR
All engine manufacturers provide

protection against inadvertently setting the master lever OFF then ON.
Page 9
Contents

Page 10
MANUAL Ignition Selection
The crew can manually select continuous ignition...

4Depending
on the flight phase
Takeoff, climb, approach

4In
adverse weather conditions on the engine type.
Rain, hail, turbulence

4Depending
Page 11
Contents

Page 12
Igniter INHIBITION: CFM & RR
Even if manually-selected, the igniters may be

inhibited by the FADEC:
4CFM 4RR
56 5B/C (FADEC 5BK, 5BL, C3G, C3J)
If burner pressure (PS3) is higher than 225 psi
Trent 500, Trent 700
If burner pressure (PS3) is higher than 300 psi
CFM tests have shown that, with the exception of

brand new igniters, they will not produce spark:
For high burner pressure (PS3)

4During
takeoff, PS3 will usually be above this value.
To prevent abusive use of the igniters, and premature wear

Page 13
Igniter INHIBITION: CFM & RR
This change does not affect the flameout logic,

which automatically pulses the igniters, if:
4A
flameout is detected, regardless of the PS3
Page 14
Igniter INHIBITION Review

ENGINE CFM 56-5A CFM 56-5B
FADEC
HIGH BURNER PRESSURE No No If P>225psi If P>225psi No If P>225psi If P>225psi No No No No No If P>300psi

Page 15
ALL PREV 5BK 5BL
CFM 56-5C
PREV C3G C3J
GE 80
PREV E1N
IAE PW
All PREV SCN8
RR all Trent
ALL
Contents

Page 16
Effective Igniter Use
Igniter life is limited

4In-service 4To
experience has revealed cases of abusive igniter use.
reduce unnecessary maintenance costs, and ensure the igniter is operational when needed, igniters should only be used as recommended.
Engine and aircraft manufacturers strive to enhance

igniter life:
4By
developing FADEC logics that automatically detect the conditions for which igniters should be used:
Flameout
4In 4In
order to ease the crews workload. order to reduce the possibility of crew error:
If forgotten in adverse conditions: SAFETY impact If abusive use: IGNITER LIFE, COST, and SAFETY impact
Page 17
Contents

Page 18
Review of Operational Recommendations
The FCOM currently recommends selecting the

igniters during takeoff, after takeoff, approach, and during go-around, in the following cases:
4Heavy
rain 4Standing water 4Severe turbulence
However, it is no longer recommended to

select the igniters, if turbulent conditions occur during cruise, since

4The
flameout logic is efficient. 4This phase is less critical than the others.
Page 19
Review of Operational Recommendations
Airbus recommendations are more restrictive than

those of some engine manufacturers:
4RR
does not require the crew to manually select igniters. 4Latest CFM standards inhibit the igniters, if PS3> 225 psi
Selecting the igniters before takeoff is ineffective
4Fleet
harmonization was considered in Airbus approach
Airbus is currently considering the possibility of revising

the SOP to be consistent with engine manufacturer recommendations.
Other considerations, recommended by

the engine manufacturer, such as starting the APU in heavy rain, will also be added to the Adverse Weather section of the FCOM 3.
Page 20
Conclusion
Operational recommendations, concerning the use of igniters,

differ from one engine manufacturer to another
The latest engine manufacturer design tendency is to limit the

use of the igniters, when not necessary
Igniter use should be used judiciously, to save igniter life and

preserve them for use, when needed.
Adhere to Airbus recommendations. The flameout logic provides additional engine relight protection.
Page 21
This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.
AN EADS JOINT COMPANY WITH BAE SYSTEMS
Page 22

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Operational Liaison Meeting Fly-By-Wire aircraft