Since they are only utilized briefly during the engine-starting cycle, turbine ignition systems are often less problematic than the conventional reciprocating engine igniting system. The Gas Turbine Igniters engine's mechanism does not have to start firing at a specific time during operation. It is then shut off after having ignited the fuel in the combustor. Continuous ignition at a lower voltage and energy level is employed in some flight circumstances as a form of turbine ignition system functioning. Continuous ignition would be engaged if the engine burned out. The fuel might be re-ignited using this ignition, keeping the engine from cutting out.
The Designs Of Different Parts
The two primary jet engine ignition systems types are the capacitor type, which uses high-energy, extremely high-temperature sparks produced by a condenser discharge, and the induction type (now obsolete), which makes high-tension sparks using regular induction coils. A third form of ignition system, known as glow plugs, is uncommon but is included on some Pratt & Whitney Aircraft PT6A variants. Due to the glow plug ignition system's advantage of not emitting the same electromagnetic radiation as a capacitor ignition system from Gas Turbine Igniters, no filter is required to prevent interference with the aircraft's electrical components.
Consideration For Design
Even though every type of gas turbine ignition system shares the same essential parts, even the most experienced observer needs help telling them apart. Depending on the application, most turbine-powered aircraft ignition systems have different levels of actual performance, design possibilities, and external manifestations. Turbine engine operational requirements, combustor designs and performance parameters, operating environments, mounting considerations, FAA requirements, and various design philosophies associated with providing reliable ignition are just a few factors contributing to the wide variety of turbine engine ignition system models in use today.
Systems For Electronic Ignition
Modern engines require a spark with a high heat intensity and a high voltage to jump a wide-gap igniter plug for the reasons outlined in the article addressing ignition-system requirements. The high-energy, capacitor-type ignition system for gas turbine engines has gained popularity because it provides a high voltage and an extraordinarily bright spark that covers a sizable region.
This capacity-type system provides ignition for turbine engines. Like previous turbine ignition systems, the engine only needs to be started once; once combustion has begun, the flame remains steady.
Each discharge circuit contains two storage capacitors, both in the exciter unit. Transformer units inserted in the exciter unit increase the voltage across these capacitors. Just enough of the gap's resistance is decreased when the igniter plug ignites, enabling the giant capacitor to discharge across the gap. The discharge of the second capacitor has a low voltage but a significant energy content. The result is a spark with a high heat intensity that can ignite unique fuel mixtures and burn off any foreign deposits on the plug electrodes.
Excellent Possibilities Of the Igniting
Excellent possibilities of igniting the fuel-air mixture are ensured at relatively high altitudes. In this section, “high energy” refers to the capacitor type of ignition system. They use extremely little electric energy for brief periods, resulting in a vital spark. Energy is the ability to do tasks. It can be written as the sum of time and electrical power in watts. Joules are units used to measure gas turbine starting systems.
The amount of energy expended in a second by an electric current of one ampere flowing through a resistance of one ohm is measured in joules, another way of expressing power.
Working Theory
The exciter increases the voltage using the aircraft's electrical system as its source of input current and provides a high-voltage output signal to the igniter via the ignition connection. The igniter will spark after the gap has become ionized and the field between the center electrode and igniter shell has broken down. The ignition systems are designed to lower the end user's total cost of ownership. Many ignition systems use solid-state switching technology (non-radiation-bearing exciters) to maximize performance, reliability, longevity, and environmental considerations.
By using two fully redundant ignition channels, most engine exciters may offer a solution that is lighter, more potent, simpler to fix, and more dependable than that provided by competitors' exciters.
Some manufacturers' ignition exciters contain a trace quantity of radioactive tritium gas in the high voltage-switching element. Since the 1940s, spark gaps, simple and reliable high-voltage switches, have been used in aircraft turbine engine ignition systems. To build them, a minimal quantity of radioactive gas is required. The fundamental issue is that a radioactive isotope is necessary for the unit's operation to maintain a constant spark gap ionization voltage. The spark gap's ionization voltage may alter dramatically over time if there isn't a small amount of tritium gas present, thus reducing the energy that the exciter delivers.
Conclusion,
Most gas turbine engines have a high-energy, capacitor-type igniting mechanism and are air-cooled by fan airflow. Fan air is ducted to the exciter box, passing around the igniter lead, and then redirected back to the nacelle area. Cooling is essential when continuous ignition is used for a lengthy period. The electronic-type ignition system is a choice for gas turbine engines and Gas Turbine Parts as an alternative to the more straightforward capacitor-type ignition system.
