All gas turbine engines have a dual ignition system fitted and they all use high energy

(HE) igniter units for

engine starting. HE ignition systems have an output of approximately twelve joules (one watt equals one
joule per second).

Turbine engine ignition systems are operated mostly for a brief period during the engine-starting cycle, they
more trouble-free than the typical reciprocating engine ignition system. The turbine engine ignition system
does not need to be timed to spark during an exact point in the operational cycle. It is used to ignite the fuel
in the combustor and then it is switched off. Other modes of turbine ignition system operation, such as
continuous ignition that is used at a lower voltage and energy level, are used for certain flight conditions.

The fuel in turbine engines can be ignited readily in ideal atmospheric conditions, but since they often
operate in the low temperatures or high altitudes, it becomes necessary that the system be capable of
supplying a high heat intensity flow of sparks. Thus, a high-voltage is supplied to arc across a wide igniter
spark gap, providing the ignition system with a high degree of reliability under widely varying conditions of
altitude, atmospheric pressure, temperature, fuel vaporization, and input voltage.
A typical ignition system includes two exciter units, two transformers, two intermediate ignition leads, and
two high-tension leads. Thus, as a safety factor, the ignition system is actually a dual system designed to fire
two igniter plugs.
Continuous ignition is used in cases where possibility of engine flame out exists. This ignition could relight
the fuel and keep the engine from stopping. Examples of critical flight modes that use continuous ignition
are takeoff, landing, and some abnormal or adverse weather conditions and emergency situations.

The use of the high energy ignition system on these occasions would cause the igniter plug to be eroded so
quickly that it would shorten its working life dramatically. To minimize this, some aircraft engines are fitted
with a combination ignition system which includes a low energy (three to six joules) continuous selection as
well as the high energy (six to twelve joules) starting selection.

Using the ignition system in order to relight only requires a low Joule output value from the igniter system.
Besides this, lower Joule output results in a longer life of the igniter system and igniter plug. Thus, to suit
all engine operation conditions the igniter system is designed to be capable of delivering both high and low
Joule outputs.
Ignition within an engine gas turbine is established by using a high-energy (HE) unit. Attached to the
HE unit is an igniter plug that will arc to ignite the fuel/air mixture in the combustion chamber.

The high energy or exciter unit, is powered by the aircraft electrical system, either AC or DC. The electrical
energy received is stored until it is dissipated as a high voltage, high amperage discharge at a predetermined
value through the igniter plug. An ignition unit carries a joule rating. Joules are defined as power (Watt)
multiplied by time (Seconds). This means one Joule equals one watt. The amount of Joules output greatly
depends on engine requirements and may vary between different types of engines. A high Joule rating may be
necessary for engine start-up or relighting at high altitudes after a flameout occurred. Joule output can be
mathematically found as well as why the ignition charge is lethal by the following equation. For example, a
turbine engine ignition system is able to store 2.500 VDC with an ionizing voltage of 700 VDC at the igniter
plug. The current in the system is 220 amps and the plug arcs in 40 millionths of a second.
The High Energy Ignition Unit: The high
energy ignition unit works on the principle of
charging up a very large capacitor and then
discharging it across the face of an igniter
plug. The actual size of the capacitor makes
it potentially a lethal device, and several
safety factors have to be built into the high
energy ignition unit (HEIU) to make it
conform to safety regulations. With the
supply connected, the primary coil and the
trembler mechanism are fed with 28 volts
DC. The trembler mechanism works in a
manner similar to an electric bell, and by
doing so causes the primary coil input to
become a sawtooth waveform. This is a very
crude form of AC and by transformer action
the voltage is passed to the secondary coil
where its voltage is boosted to 25 000 volts.
A functional schematic diagram of a typical capacitor-type turbine ignition system. A 24-volt DC input
voltage is supplied to the input receptacle of the exciter unit. The system provides a voltage that causes a
pulse of current to flow into the storage capacitor through the rectifier, which limits the flow to a single
direction. With repeated pulses, the storage capacitor assumes a charge, up to a maximum of
approximately 4 joules. (Note: 1 joule per second equals 1 watt.) The storage capacitor is connected to the
spark igniter through the triggering transformer. When the spark igniter is active, the storage capacitor
discharges the remainder of its accumulated energy along with the charge from the capacitor in series with
the primary of the triggering transformer. The spark rate at the spark igniter varies in proportion to the
voltage of the DC power supply that affects the rpm of the motor.
Capacitor Discharge Exciter Unit: This capacitor- type system provides ignition for turbine engines. Like other
turbine ignition systems, it is required only for starting the engine; once combustion has begun, the flame is
continuous. The energy is stored in capacitors. Each discharge circuit incorporates two storage capacitors; both are
located in the exciter unit. The voltage across these capacitors is stepped up by transformer units. At the instant of
igniter plug firing, the resistance of the gap is lowered sufficiently to permit the larger capacitor to discharge across
the gap. The discharge of the second capacitor is of low-voltage, but of very high energy. The result is a spark of
great heat intensity, capable of not only igniting abnormal fuel mixtures but also burning away any foreign deposits
on the plug electrodes.
Igniter Plugs: The igniter plug of a turbine engine ignition system differs from the spark plug of a
reciprocating engine ignition system. Its electrode is able to withstand a current of much higher energy than
the electrode of a conventional spark plug. This high energy current can quickly cause electrode erosion, but
the short periods of operation minimize this aspect of igniter maintenance. The electrode gap of the typical
igniter plug is designed much larger than that of a spark plug since the operating pressures are much lower
and the spark can arc more easily than in a spark plug. Finally, electrode fouling, common to the spark plug,
is minimized by the heat of the high-intensity spark.
Summary:

There are three components of a turbine engine ignition system: the exciter, the ignition lead, and the igniter.
The exciter takes input current from the aircraft electrical system, steps up the voltage, and delivers a high
voltage output signal through the ignition lead to the igniter. The igniter sparks once its gap is ionized and
the field between the center electrode and igniter shell breaks down- and a flow of high energy sparks is
obtained for fuel-air mixture light-up.

The normal rate of sparking of the HEIU is between 60 - 100 sparks per minute, this is completely
random, and anyone listening at the jet pipe before engine start, if relight is selected, should
hear an unsynchronized beat when both units on the engine are working correctly.

The ignition system is activated when the engine start sequence is initiated either automatically or by the
operation of the HP cock, start lever or fuel and ignition switch. The igniters are automatically deactivated at
some point after self-sustaining speed typically by a speed switch in the HP rpm indicator (N2).

Boeing B737 Engine Start Sequence: https://youtu.be/GalRE1lP7pM