Aircraft Reciprocating Engine Auxiliary Ignition Units

During engine starting, the output of a magneto is low because the cranking speed of the engine is low. This is understandable when the factors that determine the amount of voltage induced in a circuit are considered.

To increase the value of an induced voltage, the strength of the magnetic field must be increased by using a stronger magnet, by increasing the number of turns in the coil, or by increasing the rate of relative motion between the magnet and the conductor.

Since the strength of the rotating magnet and the number of turns in the coil are constant factors in magneto ignition systems, the voltage produced depends upon the speed at which the rotating magnet is turned. When the engine is being cranked for starting, the magnet is rotated at about 80 rpm. Since the value of the induced voltage is so low, a spark may not jump the spark plug gap. To facilitate engine starting, an auxiliary device is connected to the magneto to provide a high ignition voltage.

Ordinarily, such auxiliary ignition units are energized by the battery and connected to the left magneto. Reciprocating engine starting systems normally include one of the following types of auxiliary starting systems: booster coil (older style), starting vibrator (sometimes called shower of sparks), impulse coupling, or electronic ignition systems.

During the starting cycle, the engine is turning very slowly compared to normal speed. The ignition must be retarded or moved back to prevent kickback of the piston trying to rotate opposite normal rotation. Each starting system has a method of retarding the spark during starting of the engine.

Booster Coil

The booster coil assembly, used mainly with older radial engine ignition systems, consists of two coils wound on a soft iron core, a set of contact points, and a condenser. [Figure 1] The booster coil is separate from the magneto and can generate a series of sparks on its own. During the start cycle, these sparks are routed to the trailing finger on the distributor rotor and then to the appropriate cylinder ignition lead. The primary winding has one end grounded at the internal grounding strip and its other end connected to the moving contact point. The stationary contact is fitted with a terminal to which battery voltage is applied when the magneto switch is placed in the start position, or automatically applied when the starter is engaged. The secondary winding, which contains several times as many turns as the primary coil, has one end grounded at the internal grounding strip and the other terminated at a high-tension terminal. The high-tension terminal is connected to an electrode in the distributor by an ignition cable.

Aircraft Reciprocating Engine Auxiliary Ignition Units
Figure 1. Booster coil

Since the regular distributor terminal is grounded through the primary or secondary coil of a high-tension magneto, the high-voltage furnished by the booster coil must be distributed by a separate circuit in the distributor rotor. This is accomplished by using two electrodes in one distributor rotor. The main electrode, or finger, carries the magneto output voltage; the auxiliary electrode or trailing finger, distributes only the output of the booster coil. The auxiliary electrode is always located so that it trails the main electrode, thus retarding the spark during the starting period.

Figure 2 illustrates, in schematic form, the booster coil components shown in Figure 1. In operation, battery voltage is applied to the positive (+) terminal of the booster coil through the start switch. This causes current to flow through the closed contact points to the primary coil and ground. [Figure 2] Current flow through the primary coil sets up a magnetic field about the coil that magnetizes the coil core. As the core is magnetized, it attracts the movable contact point, which is normally held against the stationary contact point by a spring.

Aircraft Reciprocating Engine Auxiliary Ignition Units
Figure 2. Booster coil schematic

As the movable contact point is pulled toward the iron core, the primary circuit is broken, collapsing the magnetic field that extended about the coil core. Since the coil core acts as an electromagnet only when current flows in the primary coil, it loses its magnetism as soon as the primary coil circuit is broken. This permits the action of the spring to close the contact points and again complete the primary coil circuit. This remagnetizes the coil core, and again attracts the movable contact point, which again opens the primary coil circuit. This action causes the movable contact point to vibrate rapidly, as long as the start switch is held in the closed, or on, position. The result of this action is a continuously expanding and collapsing magnetic field that links the secondary coil of the booster coil. With several times as many turns in the secondary as in the primary, the induced voltage that results from lines of force linking the secondary is high enough to furnish ignition for the engine.

The condenser, which is connected across the contact points, has an important function in this circuit. [Figure 2] As current flow in the primary coil is interrupted by the opening of the contact points, the high self-induced voltage that accompanies each collapse of the primary magnetic field surges into the condenser. Without a condenser, an arc would jump across the points with each collapse of the magnetic field. This would burn and pit the contact points and greatly reduce the voltage output of the booster coil. The booster coil generates a pulsating DC in the primary winding that induces a high-voltage spark in the secondary windings of the booster coil.

Impulse Coupling

Many opposed reciprocating engines are equipped with an impulse coupling as the auxiliary starting system. An impulse coupling gives one of the magnetos attached to the engine, generally the left, a brief acceleration, that produces an intense spark for starting. This device consists of a cam and flyweight assembly, spring, and a body assembly. [Figure 3] The assembled impulse coupling is shown installed on a typical magneto in Figure 4.

Aircraft Reciprocating Engine Auxiliary Ignition Units
Figure 3. Parts of an impulse coupling

Aircraft Reciprocating Engine Auxiliary Ignition Units
Figure 4. Impulse coupling on a magneto

The magneto is flexibly connected through the impulse coupling by means of the spring so that at low speed the magneto is temporarily held. [Figure 5] The flyweight, because of slow rotation, catches on a stud or stop pins, and the magneto spring is wound as the engine continues to turn. The engine continues to rotate until the piston of the cylinder to be fired reaches approximately a top dead center position. At this point, the magneto flyweight contacts the body of the impulse coupling and is released. The spring kicks back to its original position, resulting in a quick twist of the rotating magnet of the magneto. [Figure 6] This, being equivalent to high-speed magneto rotation, produces a spark that jumps the gap at the spark plug electrodes. The impulse coupling has performed two functions: rotating the magneto fast enough to produce a good spark and retarding the timing of the spark during the start cycle. After the engine is started and the magneto reaches a speed at which it furnishes sufficient current, the flyweights in the impulse coupling fly outward due to centrifugal force or rapid rotation. This action prevents the two flyweight coupling members from contact with the stop pin. That makes it a solid unit, returning the magneto to a normal timing position relative to the engine. The presence of an impulse coupling is identified by a sharp clicking noise as the crankshaft is turned at starter cranking speed past top center on each cylinder.

Aircraft Reciprocating Engine Auxiliary Ignition Units
Figure 5. Flyweights engage stop pins

Aircraft Reciprocating Engine Auxiliary Ignition Units
Figure 6. Counterweight contacts body, releasing impulse coupling to spin

A problem that can arise from impulse couplings is that the flyweights can become magnetized and not engage the stop pins. Congealed oil or sludge on the flyweights during cold weather may produce the same results. This prevents the flyweight weights from engaging the stop pins, which results in no starting spark being produced. Wear can cause problems with impulse couplings. They should be inspected and any maintenance should be performed as set forth by the manufacturer. Another disadvantage of the impulse coupling is that it can produce only one spark for each firing cycle of the cylinder. This is a disadvantage, especially during adverse starting conditions. Even with these disadvantages, the impulse coupling is still in wide use.

High-Tension Retard Breaker Vibrator

To provide for more spark power during the starting cycle, the shower of sparks system was developed, which provides several sparks at the spark plug electrodes during starting. The starting vibrator, or shower of sparks, consists essentially of an electrically operated vibrator, a condenser, and a relay. [Figure 7] These units are mounted on a base plate and enclosed in a metal case.

Aircraft Reciprocating Engine Auxiliary Ignition Units
Figure 7. High-tension retard breaker magneto and starting vibrator circuit

The starting vibrator, unlike the booster coil, does not produce the high ignition voltage within itself. The function of this starting vibrator is to change the DC of the battery into a pulsating DC and deliver it to the primary coil of the magneto. Closing the ignition switch energizes the starter solenoid and causes the engine to rotate. At the same time, current also flows through the vibrator coil and its contact points. Current flow in the vibrator coil sets up a magnetic field that attracts and opens the vibrator points. When the vibrator points open, current flow in the coil stops, and the magnetic field that attracted the movable vibrator contact point disappears. This allows the vibrator points to close and again permits battery current to flow in the vibrator coil. This completes a cycle of operation. The cycle, however, occurs many times per second, so rapidly that the vibrator points produce an audible buzz.

Each time the vibrator points close, current flows to the magneto as a pulsating DC. Since this current is being interrupted many times per second, the resulting magnetic field is building and collapsing across the primary and secondary coils of the magneto many times per second. The rapid successions of separate voltages induced in the secondary coil produces a shower of sparks across the selected spark plug air gap.

The retard breaker magneto and starting vibrator system is used as part of the high-tension starting system on many types of aircraft. Designed for four- and six-cylinder ignition systems, the retard breaker magneto eliminates the need for the impulse coupling in light aircraft. This system uses an additional breaker to obtain retarded sparks for starting. The starting vibrator is also adaptable to many helicopter ignition systems. A schematic diagram of an ignition system using the retard breaker magneto and starting vibrator concept is shown in Figure 7.

With the magneto switch in the both position and the starter switch S1 in the on position, starter solenoid L3 and coil L1 are energized, closing relay contacts R4, R1, R2, and R3. R3 connects the right magneto to ground, keeping it inoperative during starting operation. Electrical current flows from the battery through R1, vibrator points V1, coil L2, through both the retard breaker points, through R2, and the main breaker points of the left magneto to ground.

The energized coil L2 opens vibrator points V1, interrupting the current flow through L2. The magnetic field about L2 collapses, and vibrator points V1 close again. Once more, current flows through L2, and again V1 vibrator points open. This process is repeated continuously, and the interrupted battery current flows to ground through the main and retard breaker points of the left magneto.

Since relay R4 is closed, the starter is energized and the engine crankshaft is rotated. When the engine reaches its normal advance firing position, the main breaker points of the left magneto begin to open. The interrupted surges of current from the vibrator can still find a path to ground through the retard breaker points, which do not open until the retarded firing position of the engine is reached. At this point in crankshaft travel, the retard points open. Since the main breaker points are still open, the magneto primary coil is no longer shorted, and current produces a magnetic field around T1.

Each time the vibrator points V1 open, current flow through V1 is interrupted. The collapsing field about T1 cuts through the magneto coil secondary and induces a high-voltage surge of energy used to fire the spark plug. Since the V1 points are opening and closing rapidly and continuously, a shower of sparks is furnished to the cylinders when both the main and retard breaker points are open.

After the engine begins to accelerate, the manual starter switch is released, causing L1 and L3 to become deenergized. This action causes both the vibrator and retard breaker circuits to become inoperative. It also opens relay contact R3, which removes the ground from the right magneto. Both magnetos now fire at the normal advanced running degrees of crankshaft rotation before top dead center piston position.

Low-Tension Retard Breaker Vibrator

This system, which is in limited use, is designed for light aircraft reciprocating engines. A typical system consists of a retard breaker magneto, a single breaker magneto, a starting vibrator, transformer coils, and a starter and ignition switch. [Figure 8]

Aircraft Reciprocating Engine Auxiliary Ignition Units
Figure 8. Low-tension retard breaker magneto and starting vibrator circuit

To operate the system, place the starter switch S3 in the on position. This energizes starter solenoid L3 and coil L1, closing relay contacts R1, R2, R3, and R4. With the magneto switch in the L position, current flows through R1, the vibrator points, L2, R2, and through the main breaker points to ground. Current also flows through R3 and the retard breaker points to ground. Current through L2 builds up a magnetic field that opens the vibrator points. Then, the current stops flowing through L2, reclosing the points. These surges of current flow through both the retard and main breaker points to ground.

Since the starter switch is closed, the engine crankshaft is turning. When it has turned to the normal advance or running ignition position, the main breaker points of the magneto open. However, current still flows to ground through the closed retard breaker points. As the engine continues to turn, the retard ignition position is reached, and the retard breaker points open. Since the main breaker points are still open, current must flow to ground through coil L4, producing a magnetic field around the coil L4. As the engine continues to turn, the vibrator breaker points open, collapsing the L4 magnetic field through T1 primary, inducing a high-voltage in the secondary of T1 to fire the spark plug.

When the engine fires, the starter switch is released, de-energizing L1 and L3. This opens the vibrator circuit and retard breaker points circuit. The ignition switch is then turned to the both position, permitting the right magneto to operate in time with the left magneto.

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