STARTING, IGNITION AND THE ENGINE ACCESSORIES
The pneumatic starter turns the high-pressure assembly; ignition and fuel metering establish combustion; acceleration and lubrication develop towards stable operation. These are distinguishable physical events. A starter valve/open indication and increasing N2 establish rotation, fuel flow establishes a fuel delivery observation, and rising EGT adds evidence of combustion. N1 and oil indications complete other parts of the picture. Reading the indications as a developing sequence makes an abnormal trend more recognisable than comparing only one value with a memorised idle example. [54, PDF pp. 29–35] [23, PDF pp. 1039–1047]
The FADEC’s automatic-start functions include scheduling and monitoring appropriate to the start type and conditions. Manual starting changes which actions are performed by the crew and which automatic protections or abort functions apply. It should not be described as the same sequence with an extra button, nor as removal of every engine protection. Ground and in-flight starting have different conditions. The current aircraft’s procedure determines the correct response to hot, hung, failed-light-up or abnormal-acceleration indications; the mechanism description does not authorise a substitute repeated-start recipe. [54, PDF pp. 32–35] [21, PDF pp. 99–106]
Engine accessories connect the powerplant to other systems. Oil circulates through lubrication and cooling functions; the generator drive and associated fuel cooling add thermal paths; bleed extraction supports aircraft users and internal engine functions. A change in oil pressure, quantity, temperature or filter indication can therefore mean something different from a change in fuel flow or EGT. Correlate the source of the indication and its trend with the operating phase. A temporary parameter response during acceleration should not be confused with an established abnormal state without the applicable monitoring criteria. [54, PDF pp. 16–25, 45–47]
Thrust reversers have their own command, locking, actuation and position-monitoring arrangement. In the CFM reference, hydraulic actuation and FADEC coordination are part of the chain; reverse selection alone does not prove deployment or achieved reverse thrust. A position disagreement can affect the permitted engine response. Keep the engine installation and reverser standard identifiable, and compare actual indications on both sides during rollout. The normal full-stop commitment after reverse selection is an operational rule discussed separately; it is not a reason to treat a reverser indication as another ordinary forward-thrust rating. [54, PDF pp. 26–28] [23, PDF p. 1153]