This may be of use, I wrote it in an attempt to explain the difference between the starting logic of the EC135 (with TU130 embodied) and the EC145T2. I hasten to add that it is my understanding of the accumulation of information from Turbomeca, Airbus and the relevant RFMs - on that basis it may not be exactly what was intended by the manufacturers :-)
EC135 ARRIUS 2B2 and EC145T2 ARRIEL 2E STARTING LOGIC
Both the EC145 and the EC135 (where Turbomeca Service Bulletin TU130 has been installed i.e. all BAS aircraft) will automatically attempt a second engine start in the event of a failed first start.
There is a tendency for us to abort a start, in the absence of a TOT rise, within a few seconds of selecting IDLE/FLIGHT; however, it is important that the start cycle is allowed to continue through the full automatic re-start sequence UNLESS the circumstances requiring the start to be aborted (listed in the relevant RFM Sect. 4.4.1.2) are met.
For the EC135:
1. ENG MAIN Sw - Select IDLE/FLIGHT as appropriate – Start clock
2. Monitor for conditions in CAUTION note RFM 4.4.1.2 – Abort start only if conditions met (including starter still running with no light up after 15s)
3. If N1 initially rises to 11-19% and then reduces, with no TOT rise, leave ENG MAIN Sw in IDLE/FLIGHT – (Note, the automatic restart process should commence in less than 15s)
4. N1 will reduce to approx. 11% and starter will re-engage (automatic restart) – note time or restart clock
5. Monitor for conditions in CAUTION note RFM 4.4.1.2 – Abort start if conditions met (including starter still running with no TOT rise 15s after automatic restart commences)
6. If automatic restart is aborted for no TOT rise
a. leave ENG MAIN Sw in OFF position for a further 30s
b. carry out 15s vent run in accordance with RFM 4.10
c. leave ENG MAIN Sw in OFF position for a further 30s
7. Repeat items 1 to 5 above (having ruled out pilot error e.g. prime pumps left off!)
8. Leave ENG MAIN Sw in OFF position for 30 minutes – seek engineering advice
NOTE - In the event that the engine does not light up immediately fuel may issue from the exhaust, this fuel may ignite when light up does occur. Fire guards should be briefed that if the flames are confined to the exhaust area and extinguish after a few seconds there is no cause for concern.
For the EC145T2:
1. ENG MAIN Sw - Select IDLE/FLIGHT as appropriate – Start clock
2. Monitor for conditions in CAUTION note RFM 4.4.1.2 – Abort start only if conditions met
3. If N1 initially rises to 17-20% and then reduces, with no TOT rise, leave ENG MAIN Sw in IDLE/FLIGHT
4. N1 will reduce to approx. 10% and then the start ignitors will be energised and fuel will again be fed to the injectors; however, NOTE: the starter will not re-engage unless a TOT rise occurs*
5. Monitor for conditions in CAUTION note RFM 4.4.1.2 – Abort start only if conditions met or if no TOT rise 30s after starter engaged
6. After aborted start for no TOT rise:
a. leave ENG MAIN Sw in OFF position for a further 60s
b. carry out 15/20s vent run in accordance with RFM 4.4.1.2
a. leave ENG MAIN Sw in OFF position for a further 60s
7. Repeat items 1 to 6 a maximum of 2 times followed by a 30 minute cooling period – seek engineering advice
* Because the EC145T2 automatic restart does not re-engage the starter unless there is a TOT rise, it is possible that pilots will think that the automatic restart process has not taken place even thought the restart logic has worked correctly.
NOTE - In the event that the engine does not light up immediately fuel may issue from the exhaust, this could ignite when light up does occur. Fire guards should be briefed that if the flames are confined to the exhaust area and extinguish after a few seconds there is no cause for concern.
I hope that is of some use.
Regards
TeeS