IGNITION

18. 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.
19. 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.
20. 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 o! supplying both high and low outputs, the value
being pre-selected as required.
21. 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.

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

23. 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.

24. The A.C. ignition unit, shown in fig, 11-12, receives an alternating current which is passed through a
transformer and rectifier to charge a capacitor. When the voltage in the capacitor is equal to the breakdown
value of a sealed discharge gap, the capacitor discharges the energy across the face of the igniter plug.
Safety and discharge resistors are fitted as in the trembler-operated unit.

25. 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 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.

26. The normal spark rate of a typical ignition system is between 60 and 100 sparks per minute. Periodic
replacement of the igniter plug is necessary due to the progressive erosion of the igniter electrodes caused
by each discharge.

27. The igniter plug tip protrudes approximately 0.1 inch into the flame tube. During operation the spark
penetrates a further 0.75 inch. The fuel mixture is ignited in the relatively stable boundary layer which
then propagates throughout the combustion system.

RELIGHTING

28. The jet engine requires facilities for relighting should the flame in the combustion system be
extinguished during flight. However, the ability of the engine to relight will vary according to the altitude
and forward speed of the aircraft. A typical relight envelope, showing the flight conditions under which an
engine will obtain a satisfactory relight, is shown in fig. 11-14. Within the limits of the envelope, the airflow
through the engine will rotate the compressor at a speed satisfactory for relighting; all that is required
therefore, provided that a fuel supply is available, is the operation of the ignition system. This is provided
for by a separate switch that operates only the ignition system.