1 Williams International FJ44 & FJ33 Familiarization.

11

Williams InternationalWilliams International FJ44 & FJ33 FJ44 & FJ33

FamiliarizationFamiliarization

22

FJ44 & FJ33 FJ44 & FJ33 FamiliarizationFamiliarization

TRAINING OBJECTIVESTRAINING OBJECTIVES– Brief descriptions of engine hardware and systems.Brief descriptions of engine hardware and systems.– Classroom and workroom sessions.Classroom and workroom sessions.

TRAINING METHODSTRAINING METHODS– Classroom instruction sessions.Classroom instruction sessions.– Workroom practical experience.Workroom practical experience.

33

Cessna CJ1 powered by the FJ44-1A (1900 LBS Cessna CJ1 powered by the FJ44-1A (1900 LBS Thrust)Thrust)

PROPRIETARY INFORMATIONAll information and technical data contained herein are the property of Williams International and are not to be duplicated or disclosed to others for any purpose without written consent of Williams International, Walled Lake, MI, USA.

44

Cessna CJ1+ powered by the FJ44-1AP (1980 LBS Cessna CJ1+ powered by the FJ44-1AP (1980 LBS Thrust)Thrust)


55

Hawker-Beechcraft Premier 1A powered by the FJ44-2A Hawker-Beechcraft Premier 1A powered by the FJ44-2A (2300 LBS Thrust)(2300 LBS Thrust)


66

Cessna CJ2 powered by the FJ44-2C (2400 LBS Cessna CJ2 powered by the FJ44-2C (2400 LBS Thrust)Thrust)


77

Sino Swearingen SJ-30 powered by the FJ44-2A (2300 LBS Sino Swearingen SJ-30 powered by the FJ44-2A (2300 LBS Thrust)Thrust)


88

Diamond D-Jet powered by the FJ33-5 (1900 LBS Thrust)Diamond D-Jet powered by the FJ33-5 (1900 LBS Thrust)PROPRIETARY INFORMATION

All information and technical data contained herein are the property of Williams International and are not to be duplicated or disclosed to others for any purpose without written consent of Williams International, Walled Lake, MI, USA.

99

Hawker 200 powered by the FJ44-3AP Hawker 200 powered by the FJ44-3AP (3050 LBS Thrust)(3050 LBS Thrust)


1010

Cirrus Jet powered by the FJ33-5 (1900 LBS Thrust)Cirrus Jet powered by the FJ33-5 (1900 LBS Thrust)PROPRIETARY INFORMATION


1111

Takeoff ThrustTakeoff Thrust FJ44-1A 1900 LBS – CJ1FJ44-1A 1900 LBS – CJ1 FJ44-1AP 1980 LBS – CJ1+FJ44-1AP 1980 LBS – CJ1+ FJ44-2A 2300 LBS – Premier I, Sierra Eagle II, SJ30-2FJ44-2A 2300 LBS – Premier I, Sierra Eagle II, SJ30-2 FJ44-2C 2400 LBS – CJ2FJ44-2C 2400 LBS – CJ2 FJ44-3A-24 2400 LBS – CJ2+FJ44-3A-24 2400 LBS – CJ2+ FJ44- 3A 2820 LBS – CJ3, Super IIFJ44- 3A 2820 LBS – CJ3, Super II FJ44-3AP 3050 LBS – Premier II, Piper Jet, Nextant 400FJ44-3AP 3050 LBS – Premier II, Piper Jet, Nextant 400 FJ44-4AFJ44-4A 3600 LBS – CJ4 3600 LBS – CJ4 FJ33-5 1900 LBS – Cirrus Jet, Diamond D JetFJ33-5 1900 LBS – Cirrus Jet, Diamond D Jet

CFM 56-7 26,300 LBS – Boeing 737 CFM 56-7 26,300 LBS – Boeing 737 RR RB211 95,000 LBS – Airbus A380RR RB211 95,000 LBS – Airbus A380


Product FamiliarizationProduct Familiarization

1212

Accessory Gearbox Assembly powers the aircraft Accessory Gearbox Assembly powers the aircraft accessories (hydraulic pump, starter/generator unit, accessories (hydraulic pump, starter/generator unit, AC Alternator for CJ4)AC Alternator for CJ4)

Engine bleed air for aircraft systems (cabin Engine bleed air for aircraft systems (cabin pressurization, de-icing of engine inlet, wings, and pressurization, de-icing of engine inlet, wings, and windshield)windshield)

Right hand or left hand airframe mounting flexibilityRight hand or left hand airframe mounting flexibility

Product FamiliarizationProduct Familiarization


1313

Fan followed by Axial IP Compressor Rotor into the Fan followed by Axial IP Compressor Rotor into the gas flow pathgas flow path

Fan and IP Compressor Rotor driven by two LP Fan and IP Compressor Rotor driven by two LP TurbinesTurbines

LP Shaft is supported byLP Shaft is supported by The “#1 Ball Bearing” (LP Thrust Bearing ) located on the The “#1 Ball Bearing” (LP Thrust Bearing ) located on the

forward end of the LP Shaft aft of the Fan Rotorforward end of the LP Shaft aft of the Fan Rotor The “#4 Roller Bearing” located at the aft end of the LP The “#4 Roller Bearing” located at the aft end of the LP

ShaftShaft The “#1.5 Roller Bearing” (for the -2A, -2C, -3A, -3A-24, The “#1.5 Roller Bearing” (for the -2A, -2C, -3A, -3A-24,

FJ44-4A, & FJ33 engine models only) located on the forward FJ44-4A, & FJ33 engine models only) located on the forward end of the LP Shaft, behind the #1 Ball Bearingend of the LP Shaft, behind the #1 Ball Bearing

All #1 and #4 bearings are All #1 and #4 bearings are oil jetoil jet lubricated lubricated

Low Pressure Rotary Group (N1)Low Pressure Rotary Group (N1)


1414

N1 Speed is monitored byN1 Speed is monitored by Magnetic mono-pole speed pickup (-1A, -2C)Magnetic mono-pole speed pickup (-1A, -2C) Magnetic dual-circuit speed pickup (all other models)Magnetic dual-circuit speed pickup (all other models)

LP (N1) speed is determined by the frequency LP (N1) speed is determined by the frequency read from the Magnetic Speed Pickup Ring on the read from the Magnetic Speed Pickup Ring on the LP ShaftLP Shaft

Low Pressure Rotary Group (N1)Low Pressure Rotary Group (N1)


1515

Single stage radial HP Compressor driven by a single Single stage radial HP Compressor driven by a single stage HP Turbinestage HP Turbine

Turbine blades are replaceableTurbine blades are replaceable

HP Shaft supported byHP Shaft supported by The “#2 Ball Bearing” (HP Thrust Bearing) located forward of The “#2 Ball Bearing” (HP Thrust Bearing) located forward of

the centrifugal compressorthe centrifugal compressor The “#3 Roller Bearing” located on the HP TurbineThe “#3 Roller Bearing” located on the HP Turbine

All HP Shaft bearings are All HP Shaft bearings are oil jetoil jet and and under-raceunder-race lubricated lubricated

High Pressure Rotary Group (N2)High Pressure Rotary Group (N2)


1616

Accessory gearbox driven by the HP (N2) group Accessory gearbox driven by the HP (N2) group through a connecting towershaftthrough a connecting towershaft

N2 speed is monitored through the gearbox byN2 speed is monitored through the gearbox by Magnetic mono-pole speed pickup (-1A, -2C)Magnetic mono-pole speed pickup (-1A, -2C) Magnetic dual-circuit speed pickup (all other models).Magnetic dual-circuit speed pickup (all other models).

High Pressure Rotary Group (N2)High Pressure Rotary Group (N2)


1717

Combustion initiated by dual, independent Combustion initiated by dual, independent IgnitersIgniters

High energy provided by dual High energy provided by dual ExcitersExciters, except for , except for some FJ33 applications which use a single Exciter some FJ33 applications which use a single Exciter box which houses dual capacitors.box which houses dual capacitors.

Dual Igniter leads connect the Exciters to the Dual Igniter leads connect the Exciters to the Igniters.Igniters.

Ignition SystemIgnition System


1818

High High energy energy provided by dual provided by dual ExcitersExciters


1919

Circumstances for automatic igniter actuation vary between Circumstances for automatic igniter actuation vary between the different models of Williams International engines. All the different models of Williams International engines. All models in our family of engines have two igniters each. models in our family of engines have two igniters each.

FJ44-1A, FJ44-2C and FJ44-2A engines:FJ44-1A, FJ44-2C and FJ44-2A engines: Both igniters are automatically activated when engine anti-ice is Both igniters are automatically activated when engine anti-ice is

activated. This is the only condition on non-FADEC aircraft where activated. This is the only condition on non-FADEC aircraft where the igniters automatically fire. the igniters automatically fire.

FJ44-1AP, FJ44-4A, FJ44-3A and FJ44-3A-24 models:FJ44-1AP, FJ44-4A, FJ44-3A and FJ44-3A-24 models:

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

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

When the FADEC senses no weight on wheels, the landing gear is When the FADEC senses no weight on wheels, the landing gear is down and locked, and throttle position is below the Cruise setting down and locked, and throttle position is below the Cruise setting (such as on landing approach), the FADEC software will request (such as on landing approach), the FADEC software will request both igniters on each engine to automatically fire. both igniters on each engine to automatically fire.

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

For all models in the FJ44 engine family, manual igniter For all models in the FJ44 engine family, manual igniter actuation is performed by the flight crew, via an actuation is performed by the flight crew, via an ignition switch, in accordance with the appropriate ignition switch, in accordance with the appropriate aircraft operating manual.aircraft operating manual.

2020

Single, annular-style Combustor consisting of a Single, annular-style Combustor consisting of a Combustor Cover and Primary Plate/Nozzle Combustor Cover and Primary Plate/Nozzle AssemblyAssembly

Primary Plate is a floating designPrimary Plate is a floating design It can rotate a few degrees when Igniters and Start Fuel It can rotate a few degrees when Igniters and Start Fuel

Nozzle are removed. (It may take some “wiggling” to get Nozzle are removed. (It may take some “wiggling” to get them reinstalled)them reinstalled)

Combustor SectionCombustor Section


2121

Fuel SlingerFuel Slinger Mounted on the HP ShaftMounted on the HP Shaft The main final entry point of fuel to the combustorThe main final entry point of fuel to the combustor Atomizes and uniformly distributes fuel to the burn zoneAtomizes and uniformly distributes fuel to the burn zone

Combustor SectionCombustor Section


2222

Lube and Scavenge PumpLube and Scavenge Pump Gearbox mountedGearbox mounted Pressurizes and scavenges oilPressurizes and scavenges oil 3 gerotor elements (1 for pressure, 2 for scavenge)3 gerotor elements (1 for pressure, 2 for scavenge)

Magnetic chip collectorsMagnetic chip collectors 2 on Lube and Scavenge Pump2 on Lube and Scavenge Pump 1 on Gearbox1 on Gearbox

Oil tank is drained by removing the oil tank chip Oil tank is drained by removing the oil tank chip collector in the lube pumpcollector in the lube pump

Gearbox is drained by removing the gearbox chip Gearbox is drained by removing the gearbox chip collector (there should be very little oil in the collector (there should be very little oil in the gearbox ~100ml)gearbox ~100ml)

Lubrication SystemLubrication System


2323

Inspect for crack if the valve is removed

2424

Magnetic Chip Collectors

NOT ACCEPTABLE

ACCEPTABLE

2525

Oil pressure regulatorOil pressure regulator Installed on the Interstage HousingInstalled on the Interstage Housing Set during factory tests at productionSet during factory tests at production Field adjustment is allowedField adjustment is allowed

Gearbox mounted 3 micron oil filterGearbox mounted 3 micron oil filter Filter bypass at 25-30 psid (20-26 psid for FJ33)Filter bypass at 25-30 psid (20-26 psid for FJ33)

Impending bypass indicatorImpending bypass indicator 15 +/- 3 psid15 +/- 3 psid Locked out at temps below 50° F +/- 10° F. (Cold oil Locked out at temps below 50° F +/- 10° F. (Cold oil

consideration)consideration) No cockpit display, except for the FJ44-4 & FJ44-3AP No cockpit display, except for the FJ44-4 & FJ44-3AP

engine models.engine models. Internal (gearbox) air/oil separatorInternal (gearbox) air/oil separator



2626

Oil cooler – fuel / oil heat exchangeOil cooler – fuel / oil heat exchange On -3A, 3A-24, -1AP & FJ33, the Filler cap has a valve to prevent oil On -3A, 3A-24, -1AP & FJ33, the Filler cap has a valve to prevent oil

loss if cap is left offloss if cap is left off Sight gages and dipsticks – Low Oil Level Sensor for -2ASight gages and dipsticks – Low Oil Level Sensor for -2A

Maximum Oil Consumption: (In U.S. Quarts)Maximum Oil Consumption: (In U.S. Quarts) FJ44-1, -2 and -3 max is .023 gal/hr (~ 1 U.S. quart / 10hrs)FJ44-1, -2 and -3 max is .023 gal/hr (~ 1 U.S. quart / 10hrs) FJ44-4 max is .031 gal/hr (~ 1 U.S. quart / 8 hours)FJ44-4 max is .031 gal/hr (~ 1 U.S. quart / 8 hours) FJ33 is .012 gal/hr (~ 0.5 U.S quart / 10 hrs)FJ33 is .012 gal/hr (~ 0.5 U.S quart / 10 hrs)

Internal oil tank:Internal oil tank: FJ33 FJ33 ≈≈ 2.5 qt 2.5 qt FJ44-1A, -1AP, -2A, -2C FJ44-1A, -1AP, -2A, -2C ≈≈ 3.7 qt 3.7 qt FJ44-3A, 3A-24 FJ44-3A, 3A-24 ≈≈ 4.2 qt 4.2 qt FJ44-4A FJ44-4A ≈ 5.5 qt≈ 5.5 qt



2727

Starter/Generator, Fuel Pump, and Lube Starter/Generator, Fuel Pump, and Lube Pump drive splines are oil lubricated Pump drive splines are oil lubricated (trough).(trough).

If spline lube is used on these drive-splines, it If spline lube is used on these drive-splines, it will give false indication of a problem through will give false indication of a problem through elevated debris in the oil filter analysis. This elevated debris in the oil filter analysis. This results in additional cost and inconvenience to results in additional cost and inconvenience to the customer.the customer.

The “4K” and “6K” Gearboxes utilize a dry-The “4K” and “6K” Gearboxes utilize a dry-spline for the Hydraulic Pump; follow the AMM spline for the Hydraulic Pump; follow the AMM for these gearbox types.for these gearbox types.


2828

Typical level of Cu is 0.2 milligrams (MGS)


2929

FJ44-1A OIL SYSTEMFJ44-1A OIL SYSTEM


3030

FJ44-2A OIL SYSTEMFJ44-2A OIL SYSTEM


3131

FJ44-2C, 3A-24, 3A FJ44-2C, 3A-24, 3A Oil SystemOil System

PROPRIETARY INFORMATION


3232

FJ44-4A, FJ44-3AP, FJ33 FJ44-4A, FJ44-3AP, FJ33 Oil SystemOil System


3333

Inter-Turbine Temperature (ITT) ProbesInter-Turbine Temperature (ITT) Probes 6 Probes mounted through the 1st LP Turbine nozzle 6 Probes mounted through the 1st LP Turbine nozzle

Senses temperature downstream of the HP Turbine and Senses temperature downstream of the HP Turbine and before the 1st LP Turbinebefore the 1st LP Turbine

Average of 6 signals sent to cockpit for -1A, -2A, -2CAverage of 6 signals sent to cockpit for -1A, -2A, -2C

On FADEC engine models, the average of 3 signals sent to On FADEC engine models, the average of 3 signals sent to each FADEC Channel and checked versus each other then each FADEC Channel and checked versus each other then sent to cockpit for - 3A, -3A-24, -1AP, -4A & FJ33sent to cockpit for - 3A, -3A-24, -1AP, -4A & FJ33

Indicating SystemIndicating System


3434

Fuel Filter Electrical Indicator (Delta P Switch)Fuel Filter Electrical Indicator (Delta P Switch) Fuel Control mountedFuel Control mounted An impending bypass indicated in cockpit at 4.0 An impending bypass indicated in cockpit at 4.0 ++ 0.5 psid 0.5 psid

for increasing pressure and remains illuminated until for increasing pressure and remains illuminated until differential pressure drops below 2 differential pressure drops below 2 ++ 1.0 psid. 1.0 psid.

After impending bypass enunciation there is sufficient fuel After impending bypass enunciation there is sufficient fuel filter capacity to operate the engine for 2 additional hours at filter capacity to operate the engine for 2 additional hours at maximum fuel flowmaximum fuel flow

Fuel Filter BypassFuel Filter Bypass Filter bypass will allow 10 psi pressure across the filter Filter bypass will allow 10 psi pressure across the filter

before it will bypassbefore it will bypass The bypass is large enough to bypass 100% of fuel flowThe bypass is large enough to bypass 100% of fuel flow



3535

Engine vibrationEngine vibration Engine vibration can be monitored during a specific Engine vibration can be monitored during a specific

maintenance action onlymaintenance action only

No in-flight or cockpit monitorsNo in-flight or cockpit monitors

The vibration pick-up block is installed onto the upper The vibration pick-up block is installed onto the upper or lower outboard mount on the Interstage Housingor lower outboard mount on the Interstage Housing



3636

Intake and FanIntake and Fan FanFan Fan StatorFan Stator IP Compressor IP Compressor IP StatorsIP Stators Interstage Housing Interstage Housing

Major Engine SectionsMajor Engine Sections


3737

CompressorCompressor HP CompressorHP Compressor Compressor coverCompressor cover

DiffuserDiffuser Fuel ManifoldFuel Manifold

CombustionCombustion Fuel SlingerFuel Slinger



3838

TurbinesTurbines HP Turbine Nozzle / Primary PlateHP Turbine Nozzle / Primary Plate

HP TurbineHP Turbine

1st LP Turbine Nozzle1st LP Turbine Nozzle

1st LP Turbine1st LP Turbine

2nd LP Turbine Nozzle2nd LP Turbine Nozzle

2nd LP Turbine2nd LP Turbine

Rear HousingRear Housing

Mixer (none for -1A)Mixer (none for -1A)



3939

Acceleration Bleed ValveAcceleration Bleed Valve Some HP Compressor air is discharged into the bypass duct Some HP Compressor air is discharged into the bypass duct

through a Bleed Valve controlled by the HMU, IFCU, or FDUthrough a Bleed Valve controlled by the HMU, IFCU, or FDU

This unloads the HP Compressor, allowing faster acceleration and This unloads the HP Compressor, allowing faster acceleration and increased surge margin during decelerationincreased surge margin during deceleration

The Bleed Valve is open at start and during operation below The Bleed Valve is open at start and during operation below the following speeds:the following speeds:

88%-90% N2 (-1A)88%-90% N2 (-1A)

87%-89.3% N2 (-2C) 87%-89.3% N2 (-2C)

75.2%-77.7% N2 (FJ44-3A, 3A-24)75.2%-77.7% N2 (FJ44-3A, 3A-24)

86%-89% N2 (FJ44-1AP)86%-89% N2 (FJ44-1AP)

87.4% N2 (-2A) 87.4% N2 (-2A)

The Bleed Valve is closed during Steady-State Operation The Bleed Valve is closed during Steady-State Operation above these speeds and will open on rapid acceleration or above these speeds and will open on rapid acceleration or deceleration transientsdeceleration transients

Air SystemAir System


4040

Fuel enters fuel pump from AircraftFuel enters fuel pump from Aircraft 11stst stage of fuel pump (centrifugal stage of fuel pump (centrifugal

impeller) pushes fuel through filterimpeller) pushes fuel through filter 22ndnd stage of fuel pump (high pressure stage of fuel pump (high pressure

gear stage) pressurizes fuel and then gear stage) pressurizes fuel and then pushes it into the HMUpushes it into the HMU

Fuel System for -1A Fuel System for -1A

Moved to metering unit of HMU Moved to metering unit of HMU Fuel splits inside the metering unitFuel splits inside the metering unit

Metered fuel flow to the engine Metered fuel flow to the engine Enters Oil Cooler Heat Exchanger before Enters Oil Cooler Heat Exchanger before

entering Fuel Manifoldentering Fuel Manifold

Approximately 9pph for Start NozzleApproximately 9pph for Start Nozzle External Control ValveExternal Control Valve

Motive Flow to Aircraft Fuel TanksMotive Flow to Aircraft Fuel Tanks


4141

FJ44 -1A HMU schedules fuel flow as a function of FJ44 -1A HMU schedules fuel flow as a function of Power Lever Angle (PLA) and Engine Core Speed Power Lever Angle (PLA) and Engine Core Speed (N2)(N2)

Metered fuel flow is biased by compressor Metered fuel flow is biased by compressor discharge pressure (CDP/P3)discharge pressure (CDP/P3)

Ram air inlet temp (TT2) is used to bias the Ram air inlet temp (TT2) is used to bias the acceleration fuel schedule and provide a cold acceleration fuel schedule and provide a cold temperature maximum speed cutbacktemperature maximum speed cutback

The HMU receives mechanical speed input from The HMU receives mechanical speed input from the engine gearbox through the fuel pump drive the engine gearbox through the fuel pump drive shaftshaft

Fuel System for FJ44-1A Fuel System for FJ44-1A


4242

PressurizedPressurized Heated by Oil Cooler Heat Exchanger Heated by Oil Cooler Heat Exchanger

Fuel is heated by the oil (eliminates need for Fuel is heated by the oil (eliminates need for anti-icing additives)anti-icing additives)

FilteredFiltered

Fuel enters fuel pump side of Fuel enters fuel pump side of IFCUIFCU

Fuel System for FJ44-2CFuel System for FJ44-2C

Moved to metering unit of IFCUMoved to metering unit of IFCU Fuel splits inside the metering unitFuel splits inside the metering unit Metered fuel flow to the engine Metered fuel flow to the engine Approximately 9pph for Start NozzleApproximately 9pph for Start Nozzle

Internal Control ValveInternal Control Valve Motive Flow to Aircraft Fuel TanksMotive Flow to Aircraft Fuel Tanks


4343

There are three idle positions on the IFCU There are three idle positions on the IFCU Ground IdleGround Idle

22,000 RPM N222,000 RPM N2 Saves the brakes Saves the brakes

Flight IdleFlight Idle 26,500 RPM N226,500 RPM N2 Minimum during flight to meet required acceleration timesMinimum during flight to meet required acceleration times

Anti-ice IdleAnti-ice Idle 29,000 RPM N229,000 RPM N2 Provides sufficient bleed air to run the environmental systems Provides sufficient bleed air to run the environmental systems

and meet anti-ice requirementsand meet anti-ice requirements



4444

FJ44 -2C IFCU schedules fuel flow as a function of FJ44 -2C IFCU schedules fuel flow as a function of Power Lever Angle (PLA) and Engine Core Speed Power Lever Angle (PLA) and Engine Core Speed (N2)(N2)

Metered fuel flow is biased by compressor Metered fuel flow is biased by compressor discharge pressure (CDP/P3)discharge pressure (CDP/P3)

Ram air inlet temp (TT2) is used to bias the Ram air inlet temp (TT2) is used to bias the acceleration fuel schedule and provide a cold acceleration fuel schedule and provide a cold temperature maximum speed cutbacktemperature maximum speed cutback

The HMU receives mechanical speed input from The HMU receives mechanical speed input from the engine gearbox the engine gearbox



4545

Consists ofConsists of Fuel pumpFuel pump Electronic Control Unit (ECU)Electronic Control Unit (ECU) Hydromechanical Control Unit (HMU)Hydromechanical Control Unit (HMU) EFCU Tt2 SensorEFCU Tt2 Sensor

Fuel System for -2AFuel System for -2A


4646

Fuel flow pathFuel flow path Engine Fuel PumpEngine Fuel Pump

Boost Pump (radial impeller)Boost Pump (radial impeller) Fuel FilterFuel Filter Gear PumpGear Pump

HMUHMU Electronic ModeElectronic Mode

Takes fuel scheduling commands from ECUTakes fuel scheduling commands from ECU Converts commands into metered flow via a torque motor Converts commands into metered flow via a torque motor

input on the controlinput on the control

Manual ModeManual Mode HMU regulates metered flow in response to an N2 speed HMU regulates metered flow in response to an N2 speed

governor (T2 biased) governor (T2 biased) Provides acceleration and deceleration fuel flow Provides acceleration and deceleration fuel flow

schedulingscheduling



4747

Leaving the HMULeaving the HMU 9 pph for the Start Fuel Nozzle to the Combustor9 pph for the Start Fuel Nozzle to the Combustor

Internal Control ValveInternal Control Valve

Regulated fuel is sent back to the aircraft through the Motive Flow Line Regulated fuel is sent back to the aircraft through the Motive Flow Line for Ejector Pump operation for Ejector Pump operation

Metered fuel flowing through the Fuel Flow Meter goes to the Oil CoolerMetered fuel flowing through the Fuel Flow Meter goes to the Oil Cooler

In high pressure conditions fuel will be bypassed by an HMU relief In high pressure conditions fuel will be bypassed by an HMU relief valve back to the Gear Pumpvalve back to the Gear Pump



4848

HMU (-2A) OperationHMU (-2A) Operation The HMU receives mechanical speed input The HMU receives mechanical speed input

from the engine gearbox through the fuel from the engine gearbox through the fuel pump drive shaftpump drive shaft

Minimum Fuel Flow Minimum Fuel Flow HMU maintains a minimum fuel flow rate of 78 HMU maintains a minimum fuel flow rate of 78

pph for starts and altitude idle operationpph for starts and altitude idle operation

Maximum Fuel Flow Maximum Fuel Flow HMU limits fuel flow with increasing HMU limits fuel flow with increasing

compressor discharge pressure (CDP)compressor discharge pressure (CDP)



4949

Very High Altitude OperationsVery High Altitude Operations Condition may exist where a cruise power setting may Condition may exist where a cruise power setting may

match a flight-idle setting. It may appear that the throttle is match a flight-idle setting. It may appear that the throttle is not responding at this high altitude, but in fact is operating not responding at this high altitude, but in fact is operating as designed.as designed.

Motive Flow Pressure RegulatorMotive Flow Pressure Regulator Minimum regulated pressure of 115 psid above engine fuel Minimum regulated pressure of 115 psid above engine fuel

inlet pressureinlet pressure At max power 185 psid above engine fuel inlet pressureAt max power 185 psid above engine fuel inlet pressure

Fuel Pump Seal Drain PortFuel Pump Seal Drain Port Located near the engine fuel pump mounting flangeLocated near the engine fuel pump mounting flange Limit = 7 drops per minuteLimit = 7 drops per minute



5050

Mechanical TT2 Sensor (Installed on the HMU)Mechanical TT2 Sensor (Installed on the HMU) TT2 Sensor provides inlet temperature to the HMU to bias TT2 Sensor provides inlet temperature to the HMU to bias

governed N2 speed in governed N2 speed in manualmanual mode mode Manual mode thrust approximates the operating schedules Manual mode thrust approximates the operating schedules

of electronic mode minimizing the thrust bump during a of electronic mode minimizing the thrust bump during a mode change mode change

Biased manual mode schedules are optimized for T.O. Biased manual mode schedules are optimized for T.O. conditions from sea level through 5,000 feet. Thrust bump conditions from sea level through 5,000 feet. Thrust bump back to primary mode will be +15%/-5%. back to primary mode will be +15%/-5%.

Electrical TT2 Sensor (Located In The Inlet)Electrical TT2 Sensor (Located In The Inlet) Used for fuel scheduling in the electronic modeUsed for fuel scheduling in the electronic mode Anti-icing heater - current provided by airframeAnti-icing heater - current provided by airframe ECU compensates when the heater is in use - signal sent ECU compensates when the heater is in use - signal sent

from airframe to ECUfrom airframe to ECU



5151

FJ44-2A Engine Sync Description FJ44-2A Engine Sync Description Initial ECU LogicInitial ECU Logic

The ECUs will allow the engines to sync only if the TLA The ECUs will allow the engines to sync only if the TLA values between the ECU pair are split no more than 8.5 values between the ECU pair are split no more than 8.5 degreesdegrees

The ECUs will compare governed spool speeds between The ECUs will compare governed spool speeds between the two engines to determine which engine will be "master" the two engines to determine which engine will be "master" and which will be "slave“and which will be "slave“

The engine with the faster-turning governed spool will be The engine with the faster-turning governed spool will be "master" "master"



5252

Operating in N2 governing modeOperating in N2 governing mode

ECU will command the HMU to increase fuel-flow to speed up ECU will command the HMU to increase fuel-flow to speed up the N2 spool of the "slave" engine up to 2.4 percentthe N2 spool of the "slave" engine up to 2.4 percent

Operating in N1 governing modeOperating in N1 governing mode

ECU will command the HMU to increase fuel-flow to speed up ECU will command the HMU to increase fuel-flow to speed up the N2 spool of the "slave" engine, which will speed up the N1 the N2 spool of the "slave" engine, which will speed up the N1 spoolspool

The maximum increase in speed for synchronization in N1 The maximum increase in speed for synchronization in N1 governing mode is 5.1 percentgoverning mode is 5.1 percent

It is possible for a small split between engine spool speeds It is possible for a small split between engine spool speeds to persist even after sync has been activated because of the to persist even after sync has been activated because of the limitations for increasing spool speedslimitations for increasing spool speeds



5353

Fuel Control Power LeverFuel Control Power Lever Engine speedEngine speed

Set by Power Lever Angle in both Electronic and Manual Set by Power Lever Angle in both Electronic and Manual ModesModes

HMU Power Lever Shaft stopsHMU Power Lever Shaft stops Minimum angle of 0 º PLAMinimum angle of 0 º PLA Maximum angle of 100 º PLAMaximum angle of 100 º PLA

Idle PositionIdle Position 17.5 º PLA17.5 º PLA



5454

Max Continuous ThrustMax Continuous Thrust 72 º PLA in Electronic Mode72 º PLA in Electronic Mode

TakeoffTakeoff Set at 85 º PLA (Throttle Rig Position).Set at 85 º PLA (Throttle Rig Position).

In Manual Mode, PLA may be advanced to 100º/104In Manual Mode, PLA may be advanced to 100º/104 to to recover any thrust decrease with reversion from Electronic recover any thrust decrease with reversion from Electronic to Manualto Manual

In Electronic Mode, DO NOT advance throttle beyond the In Electronic Mode, DO NOT advance throttle beyond the T.O. setting – N2 Overspeed will ResultT.O. setting – N2 Overspeed will Result



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Consists of:Consists of: Fuel Delivery Unit (FDU) Fuel Delivery Unit (FDU)

FADEC FADEC

Tt2/Pt2 Sensor (s)Tt2/Pt2 Sensor (s)

Fuel / Oil Heat ExchangerFuel / Oil Heat Exchanger

Fuel System forFuel System for3A, 3A-24, 1AP, 4A& FJ333A, 3A-24, 1AP, 4A& FJ33


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Fuel Delivery Unit (FDU)Fuel Delivery Unit (FDU) The FDU attaches to the gearboxThe FDU attaches to the gearbox Includes the main engine fuel pump, fuel filter, metering Includes the main engine fuel pump, fuel filter, metering

components and a permanent magnet alternator (PMA)components and a permanent magnet alternator (PMA) Performs Accel / decel bleed valve actuationPerforms Accel / decel bleed valve actuation Generates power for the FADECGenerates power for the FADEC

The FDU contains an integral Permanent Magnet Alternator The FDU contains an integral Permanent Magnet Alternator (PMA) that supplies power to the FADEC after engine start, (PMA) that supplies power to the FADEC after engine start, above 50% N2 above 50% N2

The PMA is geared to the FDU shaft and rotates twice the The PMA is geared to the FDU shaft and rotates twice the speed of the FDUspeed of the FDU

Fuel MeteringFuel Metering Fuel metering is accomplished via Fuel metering is accomplished via

Stepper-motor-driven FMV commanded by the FADECStepper-motor-driven FMV commanded by the FADEC pressure regulatorpressure regulator rotary variable differential transformer (RVDT) feedbackrotary variable differential transformer (RVDT) feedback

Fuel System forFuel System for3A, 3A-24, 1AP, 4A & FJ333A, 3A-24, 1AP, 4A & FJ33


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Fuel flow pathFuel flow path FDUFDU

Boost Pump (Centrifugal) pressurizes fuelBoost Pump (Centrifugal) pressurizes fuel Fuel/Oil Heat ExchangerFuel/Oil Heat Exchanger

Fuel is heated by the warmer oil (eliminates need for anti-Fuel is heated by the warmer oil (eliminates need for anti-icing additives)icing additives)

FDUFDU Fuel Filter, Delta P Indicator, Bypass ValveFuel Filter, Delta P Indicator, Bypass Valve Gear PumpGear Pump

Positive displacementPositive displacement Fuel Metering Side of FDUFuel Metering Side of FDU

FDU takes fuel scheduling commands from the FADEC and FDU takes fuel scheduling commands from the FADEC and converts these commands into metered flow via a Fuel converts these commands into metered flow via a Fuel metering valvemetering valve


Fuel System forFuel System for3A, 3A-24, 1AP, 4A& FJ333A, 3A-24, 1AP, 4A& FJ33

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Leaving the FDULeaving the FDU Fuel flowing through the Fuel Flow Meter goes to the Last Chance Filter Fuel flowing through the Fuel Flow Meter goes to the Last Chance Filter

(200 microns)(200 microns)

Fuel Manifold TubeFuel Manifold Tube Fuel Slinger AssemblyFuel Slinger Assembly

Fuel Nozzle to the CombustorFuel Nozzle to the Combustor 11pph for FJ44-411pph for FJ44-4 6pph for FJ336pph for FJ33 9pph for all FJ44-1, FJ44-2 and FJ44-3 engine models9pph for all FJ44-1, FJ44-2 and FJ44-3 engine models

Regulated excess fuel is sent back to the aircraft through the Motive Regulated excess fuel is sent back to the aircraft through the Motive Flow Line for the aircraft ejector pumpFlow Line for the aircraft ejector pump

In high pressure conditions fuel will be bypassed through the high In high pressure conditions fuel will be bypassed through the high pressure relief valve back to the Gear Pumppressure relief valve back to the Gear Pump



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Commanded Fuel ShutoffCommanded Fuel Shutoff Positioning the throttle in the shut-off flat (except CJ4)Positioning the throttle in the shut-off flat (except CJ4)

CJ4 uses separate switches for engine shutdownCJ4 uses separate switches for engine shutdown Fuel Shut Off ValveFuel Shut Off Valve

Pressurizes fuel at high altitudes and near idle conditions Pressurizes fuel at high altitudes and near idle conditions so the FDU may functionso the FDU may function

Facilitates fuel supply to the Fuel Start Nozzle and Fuel Facilitates fuel supply to the Fuel Start Nozzle and Fuel ManifoldManifold

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

A FDU seal drain port is located on the pump A FDU seal drain port is located on the pump mounting flange.mounting flange.



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Throttle Lever Angle ( TLA )Throttle Lever Angle ( TLA ) Engine Speed is set by TLAEngine Speed is set by TLA

FADEC recognizes five throttle positions:FADEC recognizes five throttle positions: ShutdownShutdown

IdleIdle

CruiseCruise

Max Continuous / Max ClimbMax Continuous / Max Climb

Takeoff Power SettingsTakeoff Power Settings



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Full Authority Digital Engine Control - FADEC Full Authority Digital Engine Control - FADEC Engine control is maintained through a dual channel Engine control is maintained through a dual channel

FADECFADEC

The FADEC system is comprised of the FDU and the The FADEC system is comprised of the FDU and the aircraft mounted FADEC unit and all engine sensors aircraft mounted FADEC unit and all engine sensors necessary to provide engine operationnecessary to provide engine operation

The engine sensors required for operation are N1,N2, The engine sensors required for operation are N1,N2, ITT and Tt2/Pt2 sensor (Aircraft T2 when engine anti-ITT and Tt2/Pt2 sensor (Aircraft T2 when engine anti-ice is activated for CJ1+, CJ2+ and CJ3)ice is activated for CJ1+, CJ2+ and CJ3)

A rotary variable differential transformer ( RVDT ) A rotary variable differential transformer ( RVDT ) input is required from the aircraft for sensing throttle input is required from the aircraft for sensing throttle positionposition



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Engine startsEngine starts

For ground starts the FADEC will alternate between left For ground starts the FADEC will alternate between left and right ignition exciters to preserve igniter lifeand right ignition exciters to preserve igniter life

For altitude re-starts both igniters are commanded onFor altitude re-starts both igniters are commanded on

Critical Parameter Limiting N2, N1 and ITTCritical Parameter Limiting N2, N1 and ITT

The FADEC actively limits both N1/N2 for overspeed The FADEC actively limits both N1/N2 for overspeed conditions.conditions.

FADEC contains an overspeed protection circuit. FADEC contains an overspeed protection circuit.

The pilot is responsible to limit ITT, however the FADEC is The pilot is responsible to limit ITT, however the FADEC is designed to limit ITT during starts and operation if ITT designed to limit ITT during starts and operation if ITT reaches more than 10reaches more than 10º above redline.º above redline.

Fuel System forFuel System for3A, 3A-24, 1AP & FJ333A, 3A-24, 1AP & FJ33


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Engine Inlet Total Temp and Inlet Total Engine Inlet Total Temp and Inlet Total Pressure ( Tt2 / Pt2 Sensor )Pressure ( Tt2 / Pt2 Sensor ) Sensor provides inlet temperature and pressure to Sensor provides inlet temperature and pressure to

the FADEC.the FADEC.

FADEC will schedule start fuel flow as a function of FADEC will schedule start fuel flow as a function of Tt2 / Pt2.Tt2 / Pt2.

FADEC schedules engine speeds as a function of Tt2 / FADEC schedules engine speeds as a function of Tt2 / Pt2 and TLA.Pt2 and TLA.

The sensor includes two heating elements for The sensor includes two heating elements for de-ice/anti-icede-ice/anti-ice

Each has a current sensor so the FADEC knows if they Each has a current sensor so the FADEC knows if they are operatingare operating



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Some FDU’s require a heatshield, others do not utilize a heatshield: Review the Illustrated Parts Catalog do make this determination

Heatshield

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Fuel Control Shutoff LP Shaft SeparationFuel Control Shutoff LP Shaft Separation SetupSetup

The mechanical LP (NI) Shaft Trip Sensor is connected The mechanical LP (NI) Shaft Trip Sensor is connected to a fuel shutoff valve located on the FCUto a fuel shutoff valve located on the FCU

A cable runs from the FCU to the trip lever assembly A cable runs from the FCU to the trip lever assembly located on the rear bypass ductlocated on the rear bypass duct

LP Shaft Separation ScenarioLP Shaft Separation Scenario This event would force the LP Turbines in an aft This event would force the LP Turbines in an aft

direction against the trip leverdirection against the trip lever

The trip lever triggers the trigger mechanismThe trip lever triggers the trigger mechanism

The trigger mechanism pushes the LP Trip Sensor The trigger mechanism pushes the LP Trip Sensor Cable forward and shuts down the engine by activating Cable forward and shuts down the engine by activating the fuel shutoff valvethe fuel shutoff valve

Engine ControlsEngine Controls


1 Williams International FJ44 & FJ33 Familiarization.

Documents

Transcript of 1 Williams International FJ44 & FJ33 Familiarization.