FJ33-5A Line Maintenance Training

Level 1
Familiarization

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without the written consent of Williams International, Pontiac, Michigan USA
 FJ33-5A
Familiarization

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Major Engine Components

 Intake and Fan

 Fan
 Fan Case and Stator Assembly
 IP Compressor
 IP Stators
 Interstage Housing

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without the written consent of Williams International, Pontiac, Michigan USA
 Major Engine Components
 Compressor
 HP Compressor
 Compressor cover
 Diffuser
 Fuel Manifold
 HP Turbine Nozzle Combustor Assembly
 a.k.a. “Combustor Assembly”
 Fuel Slinger

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without the written consent of Williams International, Pontiac, Michigan USA
 Major Engine Components
 Turbines
 HP Turbine Combustor Nozzle
 HP Turbine
 1st LP Turbine Nozzle
 1st LP Turbine
 2nd LP Turbine Nozzle
 2nd LP Turbine
 Rear Housing
 Mixer
 Exhaust Nozzle
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 Product Familiarization
 Twin spool design - Low Pressure (LP) “N1” and High
Pressure (HP) “N2” Shafts.

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without the written consent of Williams International, Pontiac, Michigan USA
Low Pressure Rotary Group (N1)
 Fan followed by Axial IP Compressor Rotor into the
gas flow path.
 Fan and IP Compressor Rotor driven by two LP
Turbines.
 LP Shaft is supported by 3 bearings:
 The “#1 Ball Bearing” (LP Thrust Bearing ) located on the
forward end of the LP Shaft aft of the Fan Rotor.
 The “#1.5 Roller Bearing” located on the forward end of the
LP Shaft, behind the #1 Ball Bearing.
 The “#4 Roller Bearing” located at the aft end of the LP Shaft.

 All #1 and #4 bearings are oil jet lubricated.

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without the written consent of Williams International, Pontiac, Michigan USA
 High Pressure Rotary Group (N2)
 Single stage radial HP Compressor driven by a single
stage HP Turbine.

 Turbine blades are replaceable.

 HP Shaft supported by 2 bearings:

 The “#2 Ball Bearing” (HP Thrust Bearing) located forward of
the high pressure compressor.
 The “#3 Roller Bearing” located on the aft side of the HP
Turbine.

 All HP Shaft bearings are oil jet lubricated.

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without the written consent of Williams International, Pontiac, Michigan USA
High Pressure Rotary Group (N2)
 Accessory gearbox driven by the HP (N2) group
through a connecting towershaft:

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without the written consent of Williams International, Pontiac, Michigan USA
 Product Familiarization

 Accessory Gearbox Assembly powers the aircraft

accessories:
 Alternator
 Starter/generator

 Engine bleed air for aircraft systems:

 Cabin pressurization
 De-icing of engine inlet

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without the written consent of Williams International, Pontiac, Michigan USA
 Combustor Section

 Single, annular-style Combustor consisting of a

Combustor Cover and Primary Plate/Nozzle
Assembly.

 Primary Plate is a floating design

 It can rotate a few degrees when Igniters and Start Fuel
Nozzle are removed. (It may take some “wiggling” to get
them reinstalled).

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without the written consent of Williams International, Pontiac, Michigan USA
 Combustor Section

 Fuel Slinger
 Mounted on the HP Shaft.
 The main final entry point of fuel to the combustor.
 Atomizes and uniformly distributes fuel to the burn zone.

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without the written consent of Williams International, Pontiac, Michigan USA
 Chapter 73:
Fuel System
 Unique features of the Fuel Control Unit (FCU):

 Generates power for the FADEC ECU

 The FCU contains an integral Permanent Magnet Alternator
(PMA) that supplies power to the ECU after engine start, above
50% N2 .
 The PMA is geared to the FCU shaft and rotates twice the speed of the FCU.
 Aircraft power supply is redundant after N2 > 50%.

 Fuel Metering
 Fuel metering is accomplished via .
 Stepper-motor-driven FMV commanded by the ECU
 Pressure regulator.
 Rotary variable differential transformer (RVDT) feedback.

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Fuel System
 Commanded Fuel Shutoff.
Stop/Run button for SF50 Vision Jet.

 Fuel Shut Off Valve (internal to the FCU).

 Provides a positive ( drop tight ) fuel shutoff for the start nozzle
and engine manifold.

 A FDU seal drain port is located on the pump

mounting flange.
 Overboard Fuel Leak limited to a maximum of 7 drops per minute.

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Fuel System
 Fuel Filter Electrical Indicator (Delta-P Switch).
 Fuel Control mounted.
 An impending bypass indicated in cockpit at 4.0 + 0.5 psid
for increasing pressure and remains illuminated until
differential pressure drops below 2 + 1.0 psid.

 Fuel Filter Bypass

 Filter bypass will allow 10 psi pressure across the filter
before it will bypass.
 The bypass is large enough to bypass 100% of fuel flow.

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Fuel System

 Throttle Lever Angle ( TLA )

 Engine Speed is set by TLA.
 ECU recognizes four throttle positions:
 Idle
 Cruise
 Continuous / Max Climb
 Takeoff Power Settings

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Fuel System
 Full Authority Digital Engine Control ECU
 Engine control is maintained through a dual channel
ECU.
 The ECU system is comprised of the FCU and the
aircraft mounted ECU unit and all engine sensors
necessary to provide engine operation.
 The engine sensors required for operation are N1&N2
Speed Sensor, ITT Probes, TT2 and Pt2 Sensors.
 A rotary variable differential transformer ( RVDT )
input is required from the aircraft for sensing throttle
position.

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Fuel System

 Critical Parameter Limiting N2, N1 and ITT:

 The ECU actively limits both N1/N2 for overspeed
conditions.
 ECU contains an overspeed protection circuit.
 The pilot/technician is responsible to limit ITT, however the
ECU is designed to limit ITT during starts and operation if
ITT reaches more than 10º above the 1000º redline.

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Chapter 74:
Ignition System

 Combustion initiated by dual, independent Igniters.

 High energy provided by Exciter.

 Dual Igniter leads connect the Exciter to the

Igniters.

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Ignition System
 Automatic Igniter Activation:

 The FADEC ECU software will request one igniter to automatically fire
during a ground-start sequence.

 During an in-flight restart, the FADEC ECU software will request both
igniters on each engine to automatically fire.

 When the FADEC ECU senses no weight on wheels, the landing gear is
down and locked, and throttle position is below the Cruise setting (such
as on landing approach), the FADEC ECU software will request one igniter
to automatically fire: The same igniter used for the previous engine start.

 If the FADEC ECU senses a flameout condition, the FADEC ECU software
will request both igniters on each engine to automatically fire for a brief
period in attempt to initiate a relight.

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Ignition System
 Manual igniter actuation is performed via a momentary ignition switch:

1. Put power on the aircraft (both battery switches ON)

2. Turn rotary knob to “RUN” (DO NOT PRESSS START/STOP BUTTON!!)
3. Hold momentary ignition switch in the “up” position to fire both igniters

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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Chapter 75:
Air System
 Acceleration Bleed Valve
 Some HP Compressor air is discharged into the bypass duct
through a Bleed Valve controlled by the ECU via a solenoid
within the FCU.
 This unloads the HP Compressor, allowing faster acceleration and
increased surge margin during deceleration.

 The Bleed Valve is open during engine start and during

operation at lower N2 speeds.

 The Bleed Valve is closed during Steady-State Operation above

these speeds and will open on rapid acceleration or
deceleration transients.
22
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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Chapter 76:
Engine Controls
 Fuel Control Shutoff LP Shaft Separation
 Setup
 The mechanical LP (N1) Shaft Trip Sensor is connected to a fuel
shutoff valve located on the FCU
 A cable runs from the FCU to the trip lever assembly located on the
rear bypass duct

 LP Shaft Separation Scenario

 This event would force the LP Turbines in an aft direction against
the trip lever
 The trip lever triggers the trigger mechanism
 The trigger mechanism pushes the LP Trip Sensor Cable forward
and shuts down the engine by activating the fuel shutoff valve
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without the written consent of Williams International, Pontiac, Michigan USA
 Chapter 77:
Indicating System

 N1 Speed is monitored by:

 Magnetic dual-circuit speed pickup.
 Located on the Interstage Housing.

 LP (N1) speed is determined by the frequency

read from the Magnetic Speed Pickup Ring on the
LP Shaft.

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without the written consent of Williams International, Pontiac, Michigan USA
 Indicating System
N1 Speed Pick Up

25
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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Indicating System
N2 Magnetic Speed Pickup

26
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without the written consent of Williams International, Pontiac, Michigan USA
 Indicating System

 Inter-Turbine Temperature (ITT) Probes:

 6 Probes mounted through the 1st LP Turbine nozzle.
 Senses temperature downstream of the HP Turbine and
before the 1st LP Turbine.
 Average of 3 signals sent to each FADEC Channel and
checked versus each other then sent to cockpit.

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without the written consent of Williams International, Pontiac, Michigan USA
 Indicating System

 P2 Sensor
 Provides Inlet Pressure to the
FADEC ECU

 T2 Sensor
 Provides Inlet Temperature to
the FADEC ECU
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without the written consent of Williams International, Pontiac, Michigan USA
 Indicating System

 Engine vibration
 Engine vibration can be monitored during a specific
maintenance action only.
 No in-flight or cockpit monitors
 The vibration pick-up block is installed onto the left-hand
upper outboard mount on the Interstage Housing during
the Vibration Survey engine ground test.

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without the written consent of Williams International, Pontiac, Michigan USA
 Chapter 78:
Exhaust

• Designed to bend the thrust vector 14 degrees up with respect to engine centerline.

• Designed to achieve a balance between engine performance and compressor stability

while promoting maximum noise reduction.

• Contributes to maintaining fan operating margins and N1/N2 speed ratios that will
ensure surge-free engine operation at all anticipated flight conditions.
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All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA
 Chapter 79:
Oil System
 Lube and Scavenge Pump
 Gearbox mounted
 Pressurizes and scavenges oil
 3 gerotor elements (1 for pressure, 2 for scavenge)

 Magnetic chip collectors

 2 on Lube and Scavenge Pump and 1 on Gearbox
 Oil Debris Sensor located on the Gearbox and Scavenge
Pump collector locations.

 Oil tank is drained through the TANK DRAIN chip collector in

the lube pump using a special tool

 Gearbox is drained through the gearbox oil debris sensor by

using a special tool (there should be very little oil in the
gearbox ~100ml) 31
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without the written consent of Williams International, Pontiac, Michigan USA
 Oil System
Electronic Chip Collectors?

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without the written consent of Williams International, Pontiac, Michigan USA
 Magnetic Chip Collector
for “Tank Drain” position

NOT ACCEPTABLE

ACCEPTABLE

33
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without the written consent of Williams International, Pontiac, Michigan USA
 Oil System
 Oil pressure regulator
 Installed on the Interstage Housing
 Field-adjustable

 Gearbox-mounted 3 micron oil filter

 Filter bypass at 25-30 psid

 Impending bypass indicator

 15 +/- 3 psid
 Locked out at temps below 100° F +20/- 15° F. (Cold oil
consideration)
 Cockpit display
 Internal (gearbox) air/oil separator
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without the written consent of Williams International, Pontiac, Michigan USA
 Oil System
Oil Filter Delta-P Indicator

35
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without the written consent of Williams International, Pontiac, Michigan USA
 Oil System

 Oil cooler – fuel / oil heat exchange

 Filler cap has a valve to prevent oil loss if cap is left off.

 Maximum Oil Consumption:

 0.012 U.S. gallon per hour (~ 0.5 U.S. quart / 10 hours)

 Internal oil tank:

 Approximately 2.5 U.S. quarts

 Oil System Schematic available in Chapter 79-00-00 of the FJ33-5A Line

Maintenance Manual.

36
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without the written consent of Williams International, Pontiac, Michigan USA
 Oil System

 Starter/Generator, Fuel Pump, and Lube Pump

drive splines are trough-lubricated by the
engine oil system.

 If spline lube is used on these drive-splines, it will

contaminate the engine oil system, which results in
unexpected costs and customer inconvenience.

37
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without the written consent of Williams International, Pontiac, Michigan USA
 38
WILLIAMS PROPRIETARY
All information and technical data disclosed herein are the property of Williams International and may be subject to US export control laws and are not to be duplicated or disclosed to others for any purpose
without the written consent of Williams International, Pontiac, Michigan USA