INTERNATIONAL AERO ENGINES

400 Main Street, East Hartford, CT 06108 USA

Telephone: 860/565-5515 . FAX: 860/565-5510

SERVICE INFORMATION LETTER

162 Issue 3

DATE: 21 November 2006

TO: All V2500 Operators

SERVICE INFORMATION LETTER NO. : SIL162 Issue 3

SUBJECT: V2500 Ground Starting – Fuel Depulse Function

APPLICABILITY: V2500-A5, V2500-D5

V2500 GROUND STARTING – FUEL DEPULSE FUNCTION AND FUEL FLOW

SCHEDULING

Reason for Issue

This issue is raised to correct a typing error in the reference of Service Bulletin V2500-ENG-73-
0197 for introduction of the EEC software SCN 19 on Page 2.

Introduction
V2500 engines are equipped with an Autostart function. Autostart is the normal mode of starting
the engine. If selected, Autostart controls the entire start sequence from beginning the crank to
attaining idle speed.

In the event of a failed start attempt, Autostart will automatically be aborted and a fault
annunciated on the flight deck. No pilot action is required. Autostart will not allow EGT to
exceed the starting redline.

Tables 1 and 2 shows the events that Autostart is able to detect, the responses to events and
typical annunciations.

Fuel Depulse
Engine starting capability is enhanced by the inclusion of fuel depulse logic within the Autostart
function. Fuel depulse was introduced at EEC software standard SCN11 (SB ENG-73-0086) on
A5 engines or SCN12 (SBENG-73-0100) on D5 engines. It is not required and, therefore, is not
available on A1 engines. Fuel depulsing enables the EEC to automatically recover from a stalled
or hot start, and allows the engine to proceed to idle without pilot intervention. A stalled or hot
start can occur for many reasons, one of which being if the engine has been insufficiently cooled
down before re-starting.

This document contains information Proprietary to International Aero Engines AG (IAE

 INTERNATIONAL AERO ENGINES
400 Main Street, East Hartford, CT 06108 USA
Telephone: 860/565-5515 . FAX: 860/565-5510

SERVICE INFORMATION LETTER

162 Issue 3

Fuel Depulse Trigger Conditions

A fuel depulse is triggered by Autostart if any one of the following conditions is detected:
i. EGT approaching maximum limit for starts.
ii. Stagnation of the HP rotor (i.e. the rate of acceleration of the HP rotor is very slow).
iii. Rapidly falling burner pressure.

All these conditions are possible indicators of a stalled or hot start.

Characteristics
Figures 1 and 2 show typical starts with and without a fuel depulse. It can be seen from Fig 2 that
a depulse may be preceded by a much slower than normal rate of acceleration of the HP spool
(N2), accompanied by rapidly rising EGT. This is a result of the compressor becoming
conducive to stall due to off-design conditions. Such behaviour can be mistaken for a “hung
start”. The Autostart should not be manually aborted in response to a perceived “hung start”.
Any necessary action will be taken by the EEC, including protection against EGT exceedance.

If the depulse is triggered, fuel flow is significantly decreased for ½ second. It is then
reintroduced at a reduced flow rate (compared to a start which does not use a fuel depulse). This
allows the compressors to recover from stall. Dual ignition is automatically selected to protect
the engine against flameout. The fuel depulse is seen as a sudden fall in EGT and fuel flow,
followed by a normal continuation of the start to idle.

If a fuel dip is unsuccessful, then Autostart aborts the start attempt. A failed start is annunciated
on the flight deck, as shown in Tables 1 and 2.

Response to Fuel Depulse

Fuel depulse is an integral part of the Autostart function which is intended to enhance starting
capability. A fuel depulse does not constitute an error or failure. No pilot or maintenance action
is required in response to a fuel depulse.

If an engine fails to reach idle after a depulse then this indicates a problem and trouble shooting
should be carried out as per Troubleshooting Manual TASK 80-00-00-810-819 Hung Start on
Engine 1 or TASK 80-00-00-810-820 Hung Start on Engine 2 respectively.

Annunciation of Fuel Depulse as Class 3 Fault Message (A5 engine / SCN 19 software only):
On the V2500-A5 engine the SCN19/X software (ref. Service Bulletin V2500-ENG-73-0197)
introduces the new class 3 fault acronym FUELDP, which is recorded, when fuel depulse is
activated. The related Clear Language Message (CLM) is 00-00-00 FUEL DEPULSE
ACTIVATED@ (where @ equals 1 or 2 depending on engine position).

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 SERVICE INFORMATION LETTER
SIL162 Issue 3

There is no effect on operability through the new CLM, but it would be seen by maintenance
personnel and is introduced to direct troubleshooting measures to a verification of the stage 7 and
10 Handling Bleed Valve functionality following a fuel depulse. Therefore, the new TSM TASK
‘80-00-00-810-844 fuel depulse activated on Engine 1’ and TSM TASK ‘80-00-00-810-845 fuel
depulse activated on Engine 2’ has been introduced to the Troubleshooting Manual linked to the
new CLM.

Manual Starts
The fuel depulse function is not available in Manual Start mode.

Manual start mode does NOT protect against EGT overtemp. If the EEC detects a start failure,
then a warning will be triggered on the flight deck, but the start will not be aborted. The pilot
must monitor the start and manually abort it, if necessary.

Hung Start Due to Low Reading Burner Pressure

During the start sequence (both, manual and automatic) in sub-idle condition the fuel flow of the
engine is metered in accordance with a Fuel Flow / Burner Pressure (Pb) versus corrected N2
schedule.

In case of low reading of Pb, there would be not sufficient fuel supplied to successfully start the
engine and a hung start would occur. Low Pb reading could be either caused by leakage or
blockage of the Pb sense line.

There have been two in-service issues where the engines did not accelerate beyond N2=42%
(starter cut-out speed) during start attempt. Subsequent troubleshooting revealed leakage of the
flexible part of the Pb sense line adjacent to the EEC. After replacement of this part of the Pb
sense line, both engines started normally.

It is recommended to consider this possible fault cause when operators experience an engine
hung start and check the Pb sense line for leakage in accordance with Troubleshooting Manual
(TSM) TASK 73-22-49-790-010 ‘Leak Check of the Pb Sense Line’.

The appropriate TSM tasks 80-00-00-810-819, 80-00-00-810-820, 80-00-00-810-842 and 80-00-

00-810-843 for engine hung starts are in the process of being updated to reflect this.

Regards,

Dean Johnson
Vice President - Customer Support

This document contains information Proprietary to International Aero Engines AG (IAE

 SERVICE INFORMATION LETTER
SIL162 Issue 3

Table 1 – A5 Engines: Autostart Reactions and Typical Messages.

Event Detection Method EEC Response Typical ECAM Message Typical CLM Message
Locked Rotor Detects that LP spool Start aborted. ENG 1 START FAULT FAN INSP/ HC/ EEC
is not rotating. NO N1 ROTATION
Failure to Light EGT does not rise Start aborted. ENG 1 START FAULT IGN/ 115VAC/ EEC
within 10 seconds of IGNITION FAULT
fuel valve opening.
Compressor Stall. Combustor pressure Fuel depulse. None. FUEL DEPULSE ACTIVATED@
suddenly falls, OR HP (from SCN19/X software
spool accelerates too onwards only)
slowly, OR EGT Subsequent ENG 1 START FAULT VSV MECH/ BLD VLV/ STRT
threshold exceeded. stalls will cause ENG 1 STALL
the start to be
aborted.
Engine Hang HP spool accelerates Fuel depulse. None FUEL DEPULSE ACTIVATED@
too slowly. (from SCN19/X software
onwards only)
If hang condition ENG 1 START FAULT STRT DUCT / BLD VLV/ STRT
persists, the start HUNG START
will be aborted.
Impending EGT EGT reaches a soft Fuel depulse. None None
overtemp. limit (defined as a
function of N2). Subsequent ENG 1 START FAULT VSV MECH/ BLD VLV/ STRT
impending EGT OVER LIMIT
overtemps will
cause the start to
be aborted.

This document contains information Proprietary to International Aero Engines AG (IAE

 SERVICE INFORMATION LETTER
SIL162 Issue 3

Table 2 – D5 Engines: Autostart Reactions and Typical Messages.

Event Detection Method EEC Response Typical EOAP Message Typical CLM Message
Locked Rotor Detects that LP spool Start aborted. ENG START ABORTED None
is not rotating.
Failure to Light EGT does not rise Start aborted. ENG START ABORTED None
within 10 seconds of
fuel valve opening.
Compressor Stall. Combustor pressure Fuel depulse. None. None.
suddenly falls, OR HP
spool accelerates too Subsequent ENG START ABORTED None
slowly, OR EGT stalls will cause
threshold exceeded. the start to be
aborted.
Engine Hang HP spool accelerates Fuel depulse. None None
too slowly.
If hang condition ENG START ABORTED None
persists, the start
will be aborted.
Impending EGT EGT reaches a soft Fuel depulse. None None
overtemp. limit (defined as a
function of N2). Subsequent ENG START ABORTED None
impending
overtemps will
cause the start to
be aborted.

This document contains information Proprietary to International Aero Engines AG (IAE

 SERVICE INFORMATION LETTER
SIL162 Issue 3

Figure 1

Start Without Fuel Depulse

14000 600

550
12000 Fuel flow

Idle 500
N2 (rpm) & Fuel Flow (*10lb/hr)

10000 450

400
8000

EGT (C)
350
6000
300
N2
Start Initiated
4000 250

200
2000 EGT
150

0 100
0 10 20 30 40 50 60 70 80 90 100 110 120
Time (secs)
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 SERVICE INFORMATION LETTER
SIL162 Issue 3

Figure 2

Start with Fuel Depulse

14000 600

550
12000
EGT higher than Idle
normal, but Autostart 500
N2 (rpm) & Fuel Flow (*10lb/hr)

prevents overtemp.
10000 450

400
8000

EGT (C)
Start initiated
350
6000
N2 300
N2 Recovers and
accelerates to idle 250
4000

HP Compressor 200
Stall - N2 Starts to
2000
stagnate Fuel depulse - sudden drop
150
EGT Fuel Flow in fuel flow and EGT

0 100
10 20 30 40 50 60 70 80 90 100 110 120 130
Time (secs)
This document contains information Proprietary to International Aero Engines AG (IAE