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G550 MTM 80
G550 MTM 80
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.
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improving this manual or any other aspect of our training program.
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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).
Page *Revision
No. No.
Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
i—iv. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
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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
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
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.
ENGINE START
MASTER START
CRANK START L ENG R ENG
ON ON ON ON
TURBINE AIR
STARTER
STARTER
AIR VALVE
0
P3
451 TGT 447
P0
0
P5
0
P2
25.3 LP 25.4
27.5 HP 63.7
660 FF 670
EEC
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
COMPONENTS NOTES
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.
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
NOTES
GEAR
CONTAINMENT REDUCTION
RING AIR EXHAUST
ASSEMBLY
AIR TURBINE
NOZZLE
OUTPUT SHAFT
AIR INLET
ENGINE START
MASTER START
CRANK START L ENG R ENG
ON ON ON ON
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).
ENGINE START
MASTER START
CRANK START L ENG R ENG
ON ON ON ON
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.
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
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
CRANK START L ENG R ENG
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
P2
28 VDC
LEGEND EEC
L ESS
28 VDC
ANALOG
EEC
FIBRE CHANNEL MASTER
CRANK SW MASTER START/
CRANK RELAY STARTER AIR VALVE
OPERATIONS NOTES
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.
NOTE
The following starting system functions do not require starter
engagement to operate:
STARTER
TURBINE REDUCTION
NOZZLE TURBINE ROTOR GEAR ASSEMBLY
RING GEAR
PINION GEAR
SPRAG CLUTCH
AIR IN
OUTPUT SHAFT
NOTES
STARTER DRIVING
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
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.
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
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
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.