Patent Publication Number: US-2022220900-A1

Title: Automated Initiation of Starter Motor Operation for Starting an Aircraft Engine

Description:
BACKGROUND 
     The present disclosure relates generally to methods and apparatus for controlling the start of an aircraft engine and, in particular, to methods and apparatus for automated starting of a gas turbine aircraft engine. 
     The procedure of starting a gas turbine aircraft engine typically requires fuel, pressurized air, and electric power. Typically air from a pressurized air system powers the starter motor. An auxiliary power unit, an external ground cart, or the other operating aircraft engine provides the pressurized air source. The engines may receive fuel by way of an open spar fuel shutoff valve (FSOV) which is mounted in the front wall spar of the main fuel tank supplying fuel to the fuel feed line of the engine, and an open engine FSOV which is located between the engine combustor and the spar FSOV. The spar and engine FSOVs open and close by the same flight deck controls. The spar and engine FSOVs allow fuel flow to the engine when both valves are open. 
     Many aircraft utilize independent switches for control of the aircraft fuel and the aircraft engine starter systems. The engine start procedure typically consists of two cockpit controls (hardware): a start switch and a fuel lever. The start switch has a “Start” position and an “Off” position. The fuel lever has a “Run” position and a “Cutoff” position. To start the aircraft engine, the operator will move the start switch to the “Start” position and then move the fuel lever to the “Run” position. The valves open when the fuel lever is placed in the “Run” position and close when the fuel lever is placed in the “Cutoff” position. 
     Typically, the engine start switch uses power to open a starter air valve to allow pressure to rotate a starter motor. The starter motor rotates the core compressor section of the gas turbine engine, part of the “N2” or “N3” rotor shaft depending on the engine configuration, through the accessory drive gear system connected to the N2 or N3 rotor shaft. With the fuel lever in the “Run” position, when the aircraft engine accelerates to a value sufficient to pressurize air within the combustor (e.g. 25% N2 or maximum motoring speed), the electronic engine controller opens the engine fuel shutoff valve and electrically energizes the igniters to supply fuel and ignition to the combustor where the fuel ignites. This causes the acceleration of all rotor sections of the gas turbine engine toward a sustainable idle speed. At starter cutout speed (e.g., approximately 56% N2), power is removed from the start switch holding solenoid. The starter air valve closes. 
     The above-described legacy configuration is based on current generation automatic engine starting systems where the controller automatically sequences the fuel and ignition, when enabled by the fuel lever, but where the operator is needed to initiate operation of the engine starter motor operation. In particular, for in-flight restarting of an engine that is no longer running, the operator must determine whether starter motor operation is needed (a.k.a. starter-assisted start) or whether the start sequence should be conducted without the starter motor (a.k.a. windmill start) and operate the start switch accordingly. 
     SUMMARY 
     The subject matter disclosed in some detail below is generally directed to systems and methods for automated control of starter motor operation for starting a gas turbine aircraft engine. More specifically, the technology proposed herein enables automated initiation of starter motor operation for starting an aircraft engine. The proposed systems and methods employ schemes to initiate fully automated engine starting using a single flight deck control input device (hereinafter “operator control input device”). The proposed flight deck configurations involve software algorithms to be coded into aircraft systems and/or electronic engine control (hereinafter “controller logic”) to complete the system. Reduced manufacturing costs and simplified flight crew procedures are realized, as well as optimized starting performance for engine restarting in flight. The single-control-input hardware scheme proposed herein may satisfy all requirements for both pilot and mechanic use cases. 
     Many existing aircraft utilize independent switches for control of the aircraft fuel and the aircraft engine starter systems. This disclosure proposes a single-switch configuration (hereinafter “engine control switch”) and implementation of new controller logic so that these functions can be combined into a single control. In accordance with some embodiments, the engine start switch is a three-position switch that incorporates multiple functions, to wit, “Run”, “Off”, and “Motor”. Multiple designs may be considered for achieving aircraft electric power switching. Any chosen switch mechanism retains an “over-center” feature, which ensures that the switch can only be in one of the three distinct positions. In one embodiment, the center position corresponds to the “Off” function. When the switch is in a “Run” position and the engine stops running in flight, the controller is configured to automatically initiate operation of the starter motor if other specified conditions are also met. The controller is also configured to automatically initiate operation of the starter motor when the operator moves the switch from an “Off” position to the “Run” position while the aircraft is on ground, again with the proviso that other specified conditions be met. 
     More specifically, when the engine start switch is in a “Run” position, electric power is provided to the controller and enabled for the controller to provide to the ignitors when specified conditions are met; the controller instructs an auxiliary power unit (APU) or other air source to configure for engine start; and the spar and engine FSOVs and starter air valve are commanded open when specified conditions are met. The controller then begins to execute an engine start routine. The controller logic will control all aspects of the engine start process until engine start is complete or the engine start is aborted. When the switch is in an “Off” position, electrical power commands the spar and engine FSOVs closed while other power is removed. When the switch is in a “Motor” position: electric power is provided to the controller; the controller instructs the APU or other air source to configure for engine start; and the controller commands the starter air valve open. The “Motor” position is used primarily in case of engine tailpipe fire. This position is not for starting, but would instruct the engine to dry motor; specifically, to rotate the engine rapidly with no fuel or ignition provided to initiate engine starting. The dry motor process is the same as the engine start process except that fuel and ignition are not added. The engine&#39;s air-powered starter motor will spin the core up to max motoring speed during this procedure. 
     The technology disclosed herein includes innovative controller logic for engine starting both on ground and in flight. On ground or in flight, the controller will interpret movement of the engine control switch from the “Off” position (setting) to the “Run” position (setting) as a “start engine” command. In addition or in the alternative, in flight the controller will have logic configured to receive a signal indicating that the engine is not running while the “Run” setting persists and then automatically initiate operation of the starter motor in response to receipt of that signal if specified conditions for starter operation are met. 
     Although various embodiments of systems and methods for automated initiation of starter motor operation for starting an aircraft engine will be described in some detail below, one or more of those embodiments may be characterized by one or more of the following aspects. Also note that some aircraft engine configurations utilize an electrically powered starter motor instead of a high-pressure pneumatic air-driven starter motor. On these aircraft, the systems and methods for automated initiation of starter motor operation would function in the same manner, with the only difference being the power type and the motor type used in the system. 
     One aspect of the subject matter disclosed in detail below is a system comprising an aircraft engine, a starter motor, an engine fuel delivery system, an engine ignition system, and a controller communicatively coupled to the starter motor, engine fuel delivery system, and engine ignition system, the controller being configured to automatically initiate operation of the starter motor as needed to start the aircraft engine while the aircraft engine is not running. In accordance with one embodiment, the controller is configured to operate in either of two modes: a first mode in which the controller automatically initiates operation of the starter motor for an aircraft engine that is not running while the aircraft is in flight or a second mode in which the controller automatically initiates operation of the starter motor for an aircraft engine that is not running while the aircraft is on ground. 
     In accordance with some embodiments, the system described in the immediately preceding paragraph further comprises an operator control input device coupled to the controller, wherein the controller is configured to automatically initiate operation of the starter motor when enabled by an operator-selectable control input received from the operator control input device. In one proposed implementation, the controller is configured to enable automatic operation of the starter motor for engine starting, and to enable automatic delivery of fuel and ignition to the aircraft engine for engine starting and running, by the same single setting of the operator control input device. 
     Another aspect of the subject matter disclosed in detail below is a method for initiating operation of a starter motor for starting an aircraft engine, the method comprising: (a) manually changing a setting of an operator control input device from an OFF state to a RUN state while the engine is not running; (b) automatically sending a command to initiate operation of the starter motor after the setting has been manually changed and specified conditions are met; and (c) automatically initiating operation of the starter motor in response to receipt of the command. The method may further comprise: (d) automatically regulating the fuel supplied to the aircraft engine; and (e) automatically sending a command to initiate ignition of the fuel being supplied to the aircraft engine. 
     A further aspect of the subject matter disclosed in detail below is a method for initiating operation of a starter motor for starting an aircraft engine in flight, the method comprising: (a) detecting that the aircraft engine has stopped running; (b) automatically sending a command to initiate operation of the starter motor after detecting that the aircraft engine has stopped running and specified conditions are met; and (c) automatically initiating operation of the starter motor in response to receipt of the command. 
     Other aspects of systems and methods for automated initiation of starter motor operation for starting an aircraft engine are disclosed below. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The features, functions and advantages discussed in the preceding section may be achieved independently in various embodiments or may be combined in yet other embodiments. Various embodiments will be hereinafter described with reference to drawings for the purpose of illustrating the above-described and other aspects. None of the diagrams briefly described in this section are drawn to scale. 
         FIG. 1  is a diagram representing a front view of an aircraft in accordance with one embodiment. 
         FIG. 2  is a block diagram identifying some components and subsystems of a system for starting an aircraft engine in which operation of the starter motor is not initiated automatically. 
         FIG. 3  is a block diagram identifying some components and subsystems of a system for starting an aircraft engine in which operation of the starter motor is initiated automatically. 
         FIG. 4  is a flowchart identifying steps of a method for automated control of starting an engine while an aircraft is in flight. 
         FIG. 5  is a flowchart identifying steps of a method for automated control of starting an engine while an aircraft is on ground. 
     
    
    
     Reference will hereinafter be made to the drawings in which similar elements in different drawings bear the same reference numerals. 
     DETAILED DESCRIPTION 
     Illustrative embodiments of systems and methods for automated initiation of starter motor operation for starting an aircraft engine are described in some detail below. However, not all features of an actual implementation are described in this specification. A person skilled in the art will appreciate that in the development of any such actual embodiment, numerous implementation-specific decisions must be made to achieve the developer&#39;s specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming, but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure. 
     The following disclosure describes systems and methods for automated control of gas turbine aircraft engine starting. Certain specific details are set forth in the following description to provide a thorough understanding of various embodiments. Well-known structures, systems and methods often associated with starting an aircraft engine have been either not shown or not described in detail below to avoid unnecessarily obscuring the description of the various embodiments. In addition, those of ordinary skill in the pertinent art will understand that additional embodiments may be practiced without several of the details described below. 
       FIG. 1  is a diagrammatic representation of a front view of an aircraft  10  that includes a propulsion system  12  comprising two aircraft engines  100 . Optionally, the propulsion system  12  may include more engines than shown. The aircraft engines  100  are mounted to respective wings  16  of the aircraft  10 . In other embodiments, the aircraft engines  100  may be carried by a fuselage  18  and/or an empennage  20 . The empennage  20  includes a horizontal stabilizer  22  and a vertical stabilizer  24 . Each aircraft engine  100  includes a housing  102  that has an inlet assembly  104 . The housing  102  retains a fan  106  proximate to a leading end  108  and an engine core (not shown in  FIG. 1 ) set back from the fan  106 . 
       FIG. 2  is a block diagram identifying some components and subsystems of a known system  30   a  for starting an aircraft engine  100 . For example, the aircraft engine  100  may be an axial-flow turbofan engine having independent rotating shafts each with a compressor section and a turbine section. In a typical aircraft engine configuration there are two concentrically rotating shafts typically referred to as the N1 and N2 rotors. There are other aircraft engine configurations, with different numbers of or references to the rotating shafts, but the relation of an engine starting system to one or more of these rotors is similar to the following description. The engine core is typically the N2 rotor and consists of a rotating shaft with a compressor section at the front of the shaft and a turbine section at the aft end of the shaft. The engine combustor is located between the N2 compressor section and N2 turbine section. The engine combustor receives the compressed air from the N2 compressor section, provides fuel and ignition for combustion, and the resulting hot combustion gasses flow through and rotate the turbine sections of the N2 and then N1 rotors. In a typical aircraft engine configuration a starter motor is connected to the core section rotor, typically the N2 rotor in a two-rotor aircraft engine configuration, through a gearbox. The system  30   a  is configured to require separate operator-selectable control inputs for starting aircraft engine  100 : one operator-selectable control input for causing the N2 compressor (not shown in  FIG. 2 ) of aircraft engine  100  to rotate and another operator-selectable control input to provide fuel and ignition to aircraft engine  100  while the N2 compressor is rotating. 
     The system  30   a  includes an electronic engine controller  40   a  (hereinafter “controller  40   a ”) which is configured to control starting and operation of the aircraft engine  100 . The system further includes airplane power systems  42 , an engine ignition system  44 , a starter motor  46 , and an engine fuel delivery system  48 . The controller  40   a  is communicatively coupled to airplane power systems  42 , engine ignition system  44 , starter motor  46 , and engine fuel delivery system  48 . The controller  40   a  is configured to send control signals to airplane power systems  42 , engine ignition system  44 , starter motor  46 , and engine fuel delivery system  48  to enable automated starting of aircraft engine  100 . The starter motor  46  may be air-powered of electrically powered depending on the aircraft and engine designs. 
     The aircraft engine  100  includes a combustor (not shown in  FIG. 2 ) that may be secured to an outer portion of the engine core. The combustor includes an air inlet, fuel nozzles, and ignitors which are configured to ignite fuel in response to ignition signals from controller  40   a . The controller  40   a  is further configured to monitor the temperature of the burning fuel within the combustor, such as through one or more combustion sensors (for example, a pressure transducer) and/or temperature sensors (for example, a thermometer, thermostat, or the like). The combustor also includes a gas outlet. 
     For in-flight starting, the rotation of the engine core may be sufficient due to the airflow from a windmilling engine without invoking the starter motor  46  (a.k.a. windmill start); if not, then the starter motor  46  must be used in flight for starting (a.k.a. starter-assisted start). 
     The system  30   a  further includes an operator starter control input device  31  for selecting activation of respective starter motors associated with a pair of aircraft engines  100 . The operator starter control input device  31  includes a starter control panel  32  and an engine starter control switch  34 . The starter control panel  32  includes a pair of manually operable mechanical elements  33  (one per engine) each having two positions: a Start position and an “Off” position. In the example implementation depicted in  FIG. 2 , the manually operable mechanical elements  33  are rotary knobs. In alternative implementations, manually operable mechanical elements  33  may be levers or pushbuttons. Each manually operable mechanical element  33  is connected to a movable part of the respective engine starter control switch  34 . In accordance with some implementations, when a manually operable mechanical element  33  is moved from the “Off” position to the “Start” position by the operator, the associated engine starter control switch  34  closes and sends an “enable start motor” command to starter motor  46 . In accordance with other implementations, closure of engine starter control switch  34  sends an “enable start motor” command to controller  40   a , which then sends a control signal to enable the starter motor  46 , thereby allowing air or electrical power to turn the motor. The controller  40   a  is configured to send control signals instructing airplane power systems  42  to provide electric power to engine ignition system  44 , starter motor  46 , and engine fuel delivery system  48  in response to receipt of the enable start motor command to commence the automated engine start routine. 
     The system  30   a  further includes an operator fuel control input device  35  for selecting activation of respective engine fuel delivery systems associated with a pair of aircraft engines  100 . The operator fuel control input device  35  includes a fuel control panel  36  and an engine fuel control switch  38 . The fuel control panel  36  includes a pair of manually operable mechanical elements  37  (one per engine) each having two positions: a “Run” position and a “Cutoff” position. In the example implementation depicted in  FIG. 2 , the manually operable mechanical elements  37  are levers. In alternative implementations, manually operable mechanical elements  33  may be rotary knobs or pushbuttons. Each manually operable mechanical element  37  is connected to a movable part of the respective fuel control switch  38 . When a manually operable mechanical element  33  is moved from the “Cutoff” position to the “Run” position by the operator, engine fuel control switch  38  sends a “fuel delivery” command to controller  40   a . The controller  40   a  is further configured to send control signals to engine fuel delivery system  48  for regulating the delivery of fuel to aircraft engine  100  and control signals to the engine ignition system  44  for energizing the igniters while the starter motor is operating. As a result of these actions, fuel is delivered to the combustor of aircraft engine  100  and ignited while the N2 compressor (not shown in  FIG. 2 ) of aircraft engine  100  is rotating. When the N2 speed has reached a threshold value, controller  40   a  sends a control signal that causes starter motor  46  to cease operation. 
     In accordance with the system depicted in  FIG. 2 , fuel delivery and ignition are automated when enabled by the operator, but the operation of the starter motor  46  to initiate engine start is not automated. Instead the initiation of starter motor operation is the result of a flight crew command. In contrast, the innovative technology proposed in this disclosure is focused on automated initiation of the operation of the starter motor in response to detection of a specified state. The specified state may include a state wherein the engine has stopped running in flight or a state wherein the operator has manipulated an operator control input device to select a Run setting while the aircraft is on ground or in flight. 
     In accordance with the system  30   b  depicted in  FIG. 3 , the operation (selection) of the starter motor to initiate an engine start is automated (both in flight and on ground, but more relevant in flight, where today the flight crew has to make a decision and take an action for whether to use the starter (starter-assisted start) or not (windmill start)). Because the initiation of starter motor operation, fuel delivery, and fuel ignition are all automated, there is no need to have two operator control input devices (one for start and another for fuel) per engine. The automated operation of the starter is enabled by an operator (flight crew) control input; fuel and ignition are automatically provided as enabled by that same operator-selectable control input (same control setting) with no additional operator input. The same operator control input device can also be used to discontinue starter operation and fuel and ignition. In addition, means for the crew to operate the starter independent of engine starting (e.g., dry motoring) are provided. The latter means can be incorporated into one operator control input device which is settable to any one of three positions: an “Off” position, a “Run” position, and a “Motor” position. Note that in other embodiments the “Motor” selection may be incorporated into a separate control, only used to operate the starter motor for uses other than engine starting, a.k.a. dry motoring. 
       FIG. 3  is a block diagram identifying some components and subsystems of a system  30   b  for starting an aircraft engine  100  in which operation of the starter motor  46  is initiated automatically. The system  30   b  includes an operator control input device  25  located on a flight deck of the aircraft. In accordance with one embodiment, the operator control input device  25  enables the operator to select activation of a starter motor  46  associated with an aircraft engine  100 . The operator control input device  25  includes an engine control panel  26  and an engine run control switch  28 . The engine control panel  26  includes a pair of manually operable mechanical elements  27  (one per engine) each having three positions: a “Run” position, an “Off” position, and a “Motor” position. In the example implementation depicted in  FIG. 3 , each manually operable mechanical element  27  is a lever having three positions along a straight line, with the “Off” position in the center. In an alternative implementation, the fuel control panel  36  may be designed so that the manually operable mechanical element  27  is movable along either of two mutually orthogonal slots which intersect at the center position, thereby providing three distinct positions at three corners of a hypothetical rectangle. In alternative implementations, manually operable mechanical elements may be rotary knobs having three angular positions. In most instances it is desired for one or more detent positions to be provided, so that the actuating lever is biased to one or more positions from which it will not deviate unless moved manually by the operator. 
     Each manually operable mechanical element  27  carries a movable part of the associated engine run control switch  28 , which has three switch states corresponding to the “Run”, “Off”, and “Motor” positions, respectively. For example, the manually operable mechanical element  27  may be in the form of an actuating lever that swings in one plane with a rear end portion which carries a magnet which is moved into and out of close proximity to a current sensor. The operator may select automated engine start (including automated initiation of starter motor operation) by moving the manually operable mechanical element  27  from the “Off” position to the “Run” position. To abort an engine start attempt (ground or air), the operator moves manually operable mechanical element  27  to the “Off” position. In flight, to clear an engine stall or surge, or attempt to clear other non-normal engine operation, the operator moves manually operable mechanical element  27  to the “Off” position and then returns manually operable mechanical element  27  to the “Run” position. To dry motor the aircraft engine  100 , in case of tailpipe fire or engine cooling procedure, the operator moves manually operable mechanical element  27  to the “Motor” position. 
     The system  30   b  further includes an electronic engine controller  40   b  (hereinafter “controller  40   b ”) which is configured to enable fully automated starting of aircraft engine  100  in response to the operator moving manually operable mechanical element  27  from the “Off” position to the “Run” position. Each manually operable mechanical element  27  is connected to a movable part of the associated engine run control switch  28 . When manually operable mechanical element  27  is moved from the “Off” position to the “Run” position by the operator, the associated engine run control switch  28  outputs a signal which controller  40   b  treats as an “engine start” command. The controller  40   b  is configured to commence an automated engine start routine in response to receipt of the “engine start” command. 
     In accordance with one embodiment of the automated engine start routine, the controller  40   b  sends a control signal instructing airplane power systems  42  to provide electric power to engine ignition system  44 , starter motor  46 , and engine fuel delivery system  48 . Controller  40   b  also sends a control signal to the starter motor  46  to enable a motive force to turn the starter motor and subsequently the core of the engine. In one proposed implementation, controller  40   b  causes the compressor of aircraft engine  100  to rotate with increasing speed until a specified threshold value is exceeded. In accordance with different implementations, the starter motor  46  may be a hydraulic motor, a pneumatic motor, or an electric motor. The starter motor  46  provides power to a driveshaft that drives the compressor to rotate at increasing speed until the engine core can compress air enough to sustain combustion. During automated starting, an engine sensor  110  (e.g., a core rotational speed sensor) detects the speed of rotation of the N2 rotor and reports that information to controller  40   b . The controller  40   b  is further configured to output control signals engine fuel delivery system  48  and engine ignition system  44  to initiate fuel delivery and fuel ignition while the N2 compressor is rotating at an N2 speed in excess of the specified threshold value. 
     In flight, given a command to start the engine, the controller  40   b  will have logic incorporated to select either a windmill start (preferred) or a starter-assisted start. The controller  40   b  will select a windmill start if airplane speed is above a threshold value (typically 250-300 kts) by setting the fuel metering valve for an appropriate fuel schedule and energizing both ignitors. The controller  40   b  will select a starter-assisted start if the airplane airspeed is below a threshold value (typically 220 kts) by operating the starter and with an appropriate N2 (core) rotational speed, regulating fuel flow and energizing both ignitors. In addition, controller  40   b  is configured to automatically initiate operation of the starter motor  46  if the sensed power available to operate the starter motor is above a specified threshold value. The control of the starter (not shown in  FIG. 3 ) is an autonomous function, not a crew action. 
     After a specified first duration of an unsuccessful windmill start attempt, or if the N2 rotor does not achieve sufficient rotational speed after a specified second duration (less than the first duration) of an unsuccessful windmill start attempt, the controller  40   b  will notify the engine-indicating and crew-alerting system (EICAS), which then indicates that the flight crew should increase airplane air speed, even if the speed indication is above the specified threshold value. This is in case of a latent/unknown failure in the engine starter system or the airplane air data system. In accordance with the above-described crew procedure for in-air start, the EICAS will also indicate that the controller  40   b  is attempting to restart an engine. Moreover, the EICAS will provide an indication of the windmill start envelope for crew information. If the aircraft air speed should be increased to enhance the likelihood of a successful in-air engine start, the EICAS will provide appropriate instruction/indication to the flight crew. 
       FIG. 4  is a flowchart identifying steps of a method  50  for automated control of starting an engine while an aircraft is in flight. In accordance with one implementation, method  50  begins in response to the occurrence of either one of the following two events: (a) the aircraft engine  100  stops running while the operator control input device  25  is set to the “Run” position (event  52 ) or (b) the operator (e.g., crew member) changes the setting of operator control input device  25  from the “Off” position to the “Run” position. The controller  40   b  is configured to commence an automated engine start routine (step  56 ) in response to either of events  52  and  54  while the aircraft engine is not running. 
     The controller  40   b  is further configured to determine whether the current airspeed and altitude of the aircraft are within respective specified ranges for starter assist or not (step  58 ). On the one hand, if a determination is made in step  58  that the current airspeed and altitude of the aircraft are not both within the respective specified ranges where starter assistance is necessary, then controller  40   b  attempts to start the engine (without assistance from the starter) by regulating the fuel being supplied to the combustor and commanding ignition (step  62 ). If the engine start attempt is successful, then the engine runs at idle speed (step  64 ). On the other hand, if a determination is made in step  58  that the current airspeed and altitude of the aircraft are both within the respective specified ranges for starter assistance, then controller  40   b  is further configured to determine whether the data received from engine sensors  110  (hereinafter “engine sensor data”) indicates the need for starter assistance for successful engine starting or not (step  60 ). 
     On the one hand, if a determination is made in step  60  that the engine sensor data indicates that starter assistance is not needed, then controller  40   b  attempts to start the engine (without starter assistance) by regulating the fuel being supplied to the combustor and commanding ignition (step  62 ). If the engine start attempt is successful, then the engine runs at idle speed (step  64 ). On the other hand, if a determination is made in step  60  that the engine sensor data indicates that starter assistance is needed, then controller  40   b  commands the starter motor  46  to initiate operation (step  66 ). More specifically, controller  40   b  commands the starter air valve open. Controller  40   b  also issues control signals that initiate reconfiguration of other aircraft systems (step  68 ). For example, the environmental control system and auxiliary power unit configures for engine start. In the meantime, the EICAS indicates the “engine start” mode is active on the EICAS display. Opening of the starter air valve causes the starter motor  40  to drive rotation of the N2 rotor of the engine core (step  70 ). 
     The controller  40   b  monitors the N2 speed (core rotational speed) as that speed increases. More specifically, the controller  40   b  compares N2 speed data received from the core rotational speed sensor with a specified threshold value stored in a non-transitory tangible computer-readable storage medium. When the N2 speed exceeds the specified threshold value, controller  40   b  attempts to start the engine (with starter assistance) by regulating the fuel being supplied to the combustor and commanding ignition (step  72 ). More specifically, controller  40   b  commands the spar and engine FSOVs open in response to N2 speed reaching a first threshold value and then modulates the flow of fuel through the fuel metering device. The controller  40   b  also commands that power be supplied to the ignitors in response to N2 speed reaching the first threshold value. The controller  40   b  is configured to automatically provide fuel and ignition to the aircraft engine for engine starting with no additional operator input while the starter motor  46  is operating. The controller  40   b  continues to monitor the increasing N2 speed. When the N2 speed reaches a second threshold value greater than the first threshold value, the controller  40   b  commands the starter motor to cease operation (step  74 ). More specifically, controller  40   b  commands the starter air valve closed. In response to that command, the EICAS indicates on the EICAS display that the engine is running at idle speed and the environment control system proceeds to reconfigure. This completes the engine start sequence. 
     To summarize the methodology depicted in  FIG. 4 , using available airspeed and altitude data, the controller  40   b  determines which one of two starting methods should be used: a windmill start or a starter-assisted start. A windmill start involves increasing airspeed to windmill the blades of the core engine and then igniting the mixture of fuel and pressurized air inside the combustor. As previously described, controller  40   b  will select a windmill start if airplane speed is above a threshold value (typically 220 kts) or will select a starter-assisted start if the airplane airspeed is below that same threshold value. On the one hand, if a starter-assisted start is selected, controller  40   b  commands the starter air valve open and the environmental system reconfigures. On the other hand, if a windmill start is selected, the starter air valve is not opened. Then the engine is started by generating aerodynamic forces that increase the speed of rotation of the core of the engine that is not running. 
       FIG. 5  is a flowchart identifying steps of a method  80  for automated control of starting an engine while an aircraft is on ground. In accordance with one implementation, method  80  begins in response to the operator (e.g., crew member) changing the setting of operator control input device  25  from the “Off” position to the “Run” position (event  54 ). The controller  40   b  is configured to commence an automated engine start routine (step  56 ) in response to event  54  while the aircraft is on ground and the aircraft engine  100  is not running. 
     The controller  40   b  is further configured to determine whether the aircraft and/or connected power sources have sufficient power to operate the starter motor  46  or not (step  82 ). On the one hand, if a determination is made in step  82  that the sensed power available to operate the starter motor is not above a specified threshold value (insufficient power is available to operate the starter motor  46 ), then controller  40   b  generates a signal instructing the EICAS to provide an indication prompt (e.g., a visual indication) alerting the operator to the existence of an engine system malfunction (step  88 ). On the other hand, if a determination is made in step  82  that sufficient power is available to operate the starter motor  46 , then controller  40   b  is further configured to determine whether required engine sensor data is available or not (step  84 ). 
     On the one hand, if a determination is made in step  84  that the required engine sensor data is not available, then controller  40   b  generates a signal instructing the EICAS to provide an indication prompt alerting the operator of an engine system malfunction (step  88 ). On the other hand, if a determination is made in step  84  that the required engine sensor data is available, then controller  40   b  is further configured to determine whether required engine control functions pass initialization health checks or not (step  86 ). More specifically, the controller  40   b  is configured to automatically initiate operation of the starter motor on ground if one or more of the following health checks are passed: engine sensor data, engine starter motor, engine fuel delivery system, engine ignition system, and/or engine controller function. 
     On the one hand, if a determination is made in step  86  that the required engine control functions did not pass the initialization health checks, then controller  40   b  generates a signal instructing the EICAS to provide an indication prompt alerting the operator of an engine system malfunction (step  88 ). On the other hand, if a determination is made in step  86  that the required engine control functions passed the initialization health checks, then controller  40   b  commands the starter motor  46  to initiate operation (step  66 ). 
     In addition, controller  40   b  issues control signals that initiate reconfiguration of other aircraft systems (step  68 ). Opening of the starter air valve causes the starter motor  40  to drive rotation of the N2 rotor of the engine core (step  70 ). The controller  40   b  monitors the N2 speed (core rotational speed) as that speed increases. When the N2 speed exceeds the specified threshold value, controller  40   b  attempts to start the engine (with starter assistance) by regulating the fuel being supplied to the combustor and commanding ignition (step  72 ), as previously described with reference to  FIG. 4 . When the N2 speed reaches a second threshold value greater than the first threshold value, the controller  40   b  commands the starter motor to cease operation (step  74 ). Following cessation of starter motor operation, the aircraft engine  100  is running at idle speed (step  64 ). This completes the engine start sequence. 
     In summary, the controller  40   b  is configured to automatically initiate operation of the starter motor  46  as needed to start the aircraft engine  100  while the aircraft engine  100  is not running. In accordance with one embodiment, controller  40   b  is configured to operate in either of two modes: a first mode in which the controller  40   b  automatically initiates operation of the starter motor  46  for an aircraft engine  100  that is not running while the aircraft is in flight or a second mode in which the controller  40   b  automatically initiates operation of the starter motor  46  for an aircraft engine  100  that is not running while the aircraft is on ground. The first mode may be enabled either upon reception of a specified operator-selectable control input indicating that the setting on an operator control input device  25  has been changed from “Off” to “Run” or detection that the aircraft engine  100  is not running while the operator control input device  25  is still set to “Run”. In addition, the controller  40   b  is configured to automatically provide fuel and ignition to the aircraft engine  100  for engine starting by the same single setting of the operator control input device  25  (with no additional operator input) while the starter motor  46  is operating. Optionally, the controller  40   b  has a third mode in which the controller  40   b  initiates operation of the starter motor  46 , but disables the providing of fuel and ignition to the aircraft engine  100 , based on an input received from the operator control input device  25 . The controller  40   b  may also be configured to automatically stop the operation of the starter motor  46  with no additional operator input when the started aircraft engine reaches idle speed. 
     In summary, a system has been proposed that includes an electronic engine controller which is configured with software intelligence for controlling the entire start sequence, thereby enabling a single “start engine” control and command. The substitution of one switch in place of two switches has the benefit of reducing the amount of flight deck hardware, and simplifying flight crew workload and optimizing engine starting performance, in particular, for in-flight starting. 
     While systems and methods for automated initiation of starter motor operation for starting an aircraft engine have been described with reference to various embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the teachings herein. In addition, many modifications may be made to adapt the concepts and reductions to practice disclosed herein to a particular situation. Accordingly, it is intended that the subject matter covered by the claims not be limited to the disclosed embodiments. 
     As used in the claims, the term “controller” should be construed broadly to encompass a system having at least one computer or processor, and which may have multiple computers or processors that communicate through a network or digital bus. As used in the preceding sentence, the terms “computer” and “processor” both refer to devices having a processing unit (e.g., a central processing unit) and some form of memory (i.e., computer-readable medium) for storing a program which is readable by the processing unit. For example, the term “controller” includes, but is not limited to, a small computer on an integrated circuit containing a processor core, memory and programmable input/output peripherals. A processor may be one of the following types: a central processing unit, a microcontroller, a reduced instruction set computer processor, an application-specific integrated circuit, a programmable logic circuit, a field-programmable gated array, a digital signal processor, and/or any other signal or data processing circuitry or device capable of executing the functions described herein. 
     The automated methods described herein may be encoded as executable instructions embodied in a non-transitory tangible computer-readable storage medium, including, without limitation, a storage device and/or a memory device. Such instructions, when executed by a processing or computing system, cause the system device to perform at least a portion of the methods described herein. 
     In the method claims appended hereto, any alphabetic ordering of steps is for the sole purpose of enabling subsequent short-hand references to antecedent steps and not for the purpose of limiting the scope of the claim to require that the method steps be performed in alphabetic order.