Rev10 PDF

Operation and
Maintenance Manual
First Edition 1 November 1989 250B17F

Revision 9 1 May 2003 250B17F/1
250B17F/2
Publication ref. GTP52432
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export is restricted by the Arms Export Control
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(Title 50, U.S.C., App. 2401, Et Seq.). Violations
to these export laws are subject to severe criminal
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Liability disclaimer
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the latest information available. No warranty or
other representation is given concerning such
information, which must not be taken as
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Proprietary rights legend

RollsRoyce Corporation
This technical data and the information embodied
herein is the property of and proprietary to
RollsRoyce Corporation, and shall not, without
prior written permission of RollsRoyce
Corporation be disclosed in whole or in part to
third parties. This legend shall be included on
any reproduction of this data in whole or in part.
E2003 RollsRoyce Corporation
Printed in USA
Federal Aviation Administration Approved

Rolls-Royce Proprietary Data Uncontrolled Printed Copy
RollsRoyce
250B17F SERIES OPERATION AND MAINTENANCE
NOTICE These data are furnished with the understanding that they will be used for operational,
service, maintenance, and overhaul purposes only, and not to manufacture or procure
the manufacture of the part shown and/or described.
NOTICE RollsRoyce intends that the procedures and guidelines set forth in this publication be
used for the operation, maintenance, repair or overhaul of authorized RollsRoyce parts.
RollsRoyce has determined that these procedures and guidelines may not be accept-
able for use on parts manufactured by entities other than RollsRoyce or RollsRoyce
approved vendors and suppliers.
Preliminary Edition 1 February 1988
Preliminary Edition 1 July 1988
First Edition 1 November 1989
First Revision 1 February 1993
Second Revision 15 December 1995
Third Revision 15 December 1996
Fourth Revision 15 December 1997
Fifth Revision 15 July 1999
Sixth Revision 15 September 2000
Seventh Revision 1 May 2001
Eighth Revision 1 May 2002
Nineth Revision 1 May 2003
Page A

EXPORT CONTROLLED RollsRoyce
250B17F SERIES OPERATION AND MAINTENANCE MANUAL
TEMPORARY LIST OF PAGES
Insert this page preceding the List of Effective Pages dated May 1/03.
Temporary Revision Chapter/

Number Section Page Date
E1R9721 720000 26 Feb 10/04
606 Feb 10/04
608 Feb 10/04
TLP
Feb 10/04
LIST OF EFFECTIVE PAGES

CHAP/SECT/SUB PAGE DATE CHAP/SECT/SUB PAGE DATE
List of Effective Pages 1 May 1/03 051003 (cont) 2 Sep 15/00
2 May 1/03 051005 1 Jul 15/99
3 May 1/03 2 Jul 15/99
4 May 1/03 051007 1 Jul 15/99
5 May 1/03 2 Jul 15/99
6 May 1/03 72Contents 1 Sep 15/00
7 May 1/03 2 Sep 15/00
8 May 1/03 3 Sep 15/00
CSI 1 Sep 15/00 4 Sep 15/00
2 Sep 15/00 5 May 1/03
Alphabetical Index 1 May 1/03 6 Sep 15/00
2 May 1/03 7 Sep 15/00
3 May 1/03 8 Sep 15/00
4 May 1/03 720000 1 Jul 15/99
5 May 1/03 2 Jul 15/99
6 May 1/03 3 Jul 15/99
7 Nov 1/89 4 Nov 1/89
8 Nov 1/89 5 Nov 1/89
Numerical Index 1 May 1/03 6 Jul 15/99
2 May 1/03 7 Sep 15/00
Introduction 1 May 1/03 8 Sep 15/00
2 Sep 15/00 9 Sep 15/00
3 Sep 15/00 10 Jul 15/99
4 Sep 15/00 11 Jul 15/99
Warning Pages 1 Sep 15/00 12 Sep 15/00
2 Sep 15/00 13 Jul 15/99
3 Sep 15/00 14 Jul 15/99
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5 Sep 15/00 16 Jul 15/99
6 Sep 15/00 17 Sep 15/00
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720000 (cont) 617 May 1/03 723000 (cont) 210 Sep 15/00
618 May 1/03 211 Sep 15/00
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73Contents 1 Sep 15/00 732002 (cont) 206 Sep 15/00
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206 Sep 15/00 74Contents 1 May 1/03
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202 Sep 15/00 740000 201 Sep 15/00
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204 Sep 15/00 741001 201 Sep 15/00
732001 201 Sep 15/00 202 Sep 15/00
202 Sep 15/00 742001 201 Nov 1/89
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75Contents 1 Sep 15/00 761002 201 Sep 15/00
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751000 201 Sep 15/00 203 Sep 15/00
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Page 8
May 1/03
COMMERCIAL SERVICE INFORMATION
Commercial service information incorporated in whole, in part, or by reference in this operation and
maintenance manual included:
Commercial Service Letters Date Incorporated
250B17F CSL TP CSL 2004, REV. NO. 4 Apr 15/93
250B17F CSL TP CSL 2007, REV. NO. 4 Apr 15/93
SERVICE LETTERS
Page 1
Sep 15/00
TECHNICAL ASPECTS ARE FAA APPROVED TEMPORARY REVISION E1R9721
WARNING: THE MAXIMUM OIL CONSUMPTION IS 1 QUART IN FIVE HOURS. OPERATION IN
EXCESS OF THIS LIMITS IS NOT PERMITTED. EXCESSIVE OIL CONSUMPTION
CAN BE INDICATIVE OF A SERIOUS INTERNAL OIL LEAK. AN INTERNAL OIL LEAK
CAN RESULT IN AN UNDETECTED INTERNAL OIL FIRE, WHICH WILL RESULT IN A
DISASTROUS TURBINE FAILURE.
CAUTION: NORMAL ENGINES USE A MINIMAL AMOUNT OF OIL. HOWEVER, ANY SUDDEN
INCREASE IN OIL CONSUMPTION IS INDICATIVE OF OIL SYSTEM PROBLEMS AND
MUST BE CORRECTED. REFER TO ITEMS 20 AND 21 IN TABLE 101, 720000
TROUBLESHOOTING.
Maximum oil consumption . . . . . . . . . . . . . . . . . . . . . . . 1 qt in 5 hr (0.9 liter in 5 hr)

Additional performance ratings . . . . . . . . . . . . . . . . . . . See Tables 3, 4 and 5
WARNING: IT IS VERY IMPORTANT THAT THE ENTIRE AIRCRAFT AND ENGINE FUEL SYSTEM
BE MAINTAINED TO THE HIGHEST STANDARDS OF CLEANLINESS.
ROLLSROYCE HAS CONDUCTED TESTING OF APPLE JELLY TYPE CONTAMINA-
TION WHICH SHOWS IT BEHAVES DIFFERENTLY THAN A SOLID CONTAMINANT.
IT CAN PASS THROUGH VARIOUS AIRFRAME AND ENGINE FUEL FILTERS UNDE-
TECTED WITHOUT ACTUATING THE IMPENDING BYPASS INDICATOR, AND IT
CAN CAUSE PARTIAL OR COMPLETE BLOCKAGE OF THE FUEL NOZZLE SCREEN
RESULTING IN REDUCED ENGINE PERFORMANCE OR FLAMEOUT.
SHOULD THIS GELLIKE MATERIAL BE DETECTED AT ANY POINT IN THE AIR-

CRAFT OR ENGINE FUEL SYSTEM, THE ENTIRE AIRFRAME AND ENGINE FUEL
SYSTEM SHOULD BE INSPECTED.
WARNING: TO PREVENT ENGINE FUEL SYSTEM CONTAMINATION, WHICH COULD CAUSE
ENGINE FLAMEOUT, AN EXTERNAL LOW PRESSURE FUEL FILTER SHOULD BE
USED ON ANY AIRCRAFT REFUELING FROM REMOTE FUELING SITES (DRUMS
ETC).
CAUTION: NOT ALL NO. 1 DIESEL FUELS, JP1, OR ARCTIC DIESEL FUELS WILL MEET THE
PRIMARY FUEL SPECIFICATIONS. IT IS THE RESPONSIBILITY OF THE OPERATOR
AND HIS SUPPLIER TO DETERMINE WHETHER OR NOT A GIVEN FUEL MEETS
THESE SPECIFICATIONS.
CAUTION: THERE IS NO TIME LIMIT FOR ENGINE OPERATION USING THE AVGASJET FUEL
MIXTURE AS LONG AS GRADE 80/87 AVGAS IS USED AND THE 1:2 VOLUME RATIO
IS OBSERVED. USE OF GRADE 100/130 (100L) AVGASJET FUEL MIXTURE SHALL
BE RESTRICTED TO 300 HOURS IN ONE OVERHAUL PERIOD DUE TO THE HIGH
LEAD CONTENT OF THE FUEL.
B. Fuel Specification
(1) Primary
Fuel conforming to the following military and commercial specifications are approved for
unrestricted use in 250 Series engines.
(a) MILT5624, grade JP4 and JP5
(b) MILT83133, grade JP8
(c) ASTM D1655, Jet B
(d) ASTM D1655, Jet A or A1
(e) JP1 fuel conforming to ASTM D1655, Jet A
(f) Arctic Diesel Fuel DFA (VVF800B) conforming to ASTM D1655, Jet A or Jet A1
(g) Diesel #1 fuel conforming to ASTM D1655, Jet A
720000
Page 26
Feb 10/04
Manufacturers Designation & Address Manufacturers Designation & Address
MILPRF7808 Series MILPRF23699 Series
(Formerly MILL7808 Series) (Formerly MILL23699 Series)
American PQ Lubricant 6899 Mobil Jet Oil II

American Oil & Supply Co. Mobil Oil Corporation
238 Wilson Avenue 3225 Gallows Road
Newark, New Jersey 07105 Fairfax, VA 22037
Brayco 880 Turbonycoil 600 (TN600)

Castrol Inc. NYCO S.A.
Specialty Products Division 66, ChampsElysees51
16715 Von Karman Ave, Suite 230 Rue De Ponthieu
Irving, California 92714 75008 Paris
EXXON Turbo Oil 2389 Aeroshell/Royco Turbine Oil 500

EXXON Company, U.S.A. Royal Lubricants Company, Inc.
P.O. Box 2180 River Road, P.O. Box 518
Houston, Texas 772522180 East Hanover, NJ 07936
Mobil Avrex S Turbo 256 Stauffer Jet II (Castrol 205)

Mobil Oil Corporation Stauffer Chemical Company
3225 Gallows Road 380 Madison Avenue
Fairfax, VA 22037 New York, New York 10017
Mobil RM201A Caltex RPM Jet Engine Oil 5

Mobil Oil Corporation Caltex Petroleum Corporation
3225 Gallows Road 380 Madison Avenue
Fairfax, VA 22037 New York, New York 10017
Mobil RM184A Chevron Jet Engine Oil 5

Mobil Oil Corporation Chevron International Oil Company
3225 Gallows Road 555 Market Street
Fairfax, VA 22037 San Francisco, California 94105
Stauffer Jet 1 American PQ Lubricant 6700

Stauffer Chemical Co. American Oil and Supply Co.
380 Madison Avenue 238 Wilson Avenue
New York, New York 10017 Newark, New Jersey 07105
720000
Page 30
May 1/01
WARNING: SNOW OR ICE SLUGS CAN CAUSE THE ENGINE TO FLAME OUT. BE SURE AVAILABLE
PREVENTIVE EQUIPMENT IS INSTALLED AND IN PROPER WORKING ORDER WHEN
FLYING IN CONDITIONS WHERE SNOW OR ICE BUILDUP MIGHT OCCUR. CONSULT
THE AIRCRAFT FLIGHT MANUAL FOR REQUIRED EQUIPMENT AND PROCEDURES
FOR FLIGHT IN FALLING/BLOWING SNOW.
WARNING: SAND AND DUST WILL ERODE COMPRESSOR VANES AND CAUSE THEM TO FAIL.
WARNING: SALT LADEN HUMIDITY AND CHEMICALS WILL CORRODE COMPRESSOR BLADES AND
VANES AND CAUSE THEM TO FAIL.
5. Operating Precautions
Observe the following precautions to reduce the danger of personnel injury or damage to the engine.
A. Before operating the engine, check the air inlet for foreign objects. Refer to Compressor Inlet Air
Blockage, PARA 1.C.(5), 720000, EngineInspection/Check if operation with inlet blockage is
suspected.
B. If the engine does not operate within Operating Limits, PARA 6., this section, take the designated
action.
C. If the aircraft is frequently operated in dusty or sandy areas, periodic erosion inspection is
recommended. Refer to Erosion Inspection, PARA 1.C.(9), 720000, EngineInspection/Check.
D. If a flameout has been experienced as the possible result of snow, ice, or water ingestion, refer to
Snow Ingestion Inspection, PARA 1.C(10), 720000, EngineInspection/Check.
E. If the aircraft is being operated following an extended period of inactivity, refer to Special
Inspections, Table 603, 720000, EngineInspection/Check, for recommended action.
F. If the engine is operated in a salt water environment it must be subjected to a water wash. Refer to
Salt Water Contamination Removal, PARA 5.A.(1), 723000.
G. If the installed engine will be shut down for more than five calendar days the compressor must
receive an application of preservative. Refer to Compressor Preservation, PARA 11.E., 720000,
EngineServicing.
720000
Page 32
Sep 15/00
Torquesensor Oil Pressure and Shaft Power Relationship

Figure 14
D. Oil Pressure
If the oil pressure is not within the following limits refer to Table 101, Troubleshooting.
(1) 94% N1 speed and above 120130 psig (872896 kPag)
(2) 85 to 94% N1 speed 90130 psig (621896 kPag)
(3) Below 85% N1 speed 50130 psig (345896 kPag)
(4) During start A positive indication must be obtained
when 59% N1 (idle) is reached.
NOTE: At altitudes above 5,000 ft (1524m), the oil pressure lower limit declines at the rate of 2
psig (13.8 kPag) per 1,000 ft (305m) to a maximum reduction of 20 psig (140 kPag).
NOTE: When operating in propeller beta control range the minimum limits can be 15 psig
(103 kPag) lower.
NOTE: During cold weather operation, 150 psig (1034 kPag) main oil pressure is allowable
following an engine start. When the 130 psig (896 kPag) limit is exceeded operate engine
at minimum power until normal oil pressure limits are attained.
NOTE: If the engine has been operated with less than the required oil pressure, except for
momentary fluctuation, inspect the oil system in accordance with Low Oil Pressure
Operation, PARA 10.C., 720000, EngineServicing.
720000
Page 34
May 1/03
Table 6 (cont)
(2) Refer to Special Inspections, item 12 or 14, Table 603, 720000, EngineInspection/Check. Also,
record temperature and duration in the Engine Log Book (pink pages, Turbine Assembly, Part IV,
Inspection Record).
(3) Momentary peak temperature of 1700F (927C) is permitted for no more than one second.
NOTE: The timeattemperature limits are not additive. The repeated, intentional use of
transient temperature limits can result in reduced turbine life and is not recommended.
Table 7
Output (Propeller) Shaft Torque Limits
Power T/M
at 100% N2 Torque Press.
hp (kW) lbft (N.m) psi (kPa) Time Limit
471 (352) 1218 (1651) 115 (793) 10 seconds

458 (342) 1185 (1607) 111 (765) 5 minutes
458 (342) 1185 (1607) 111 (765) Max. Continuous*
380 (283) 983 (1333) 92 (621) Normal Cruise
*This limit is FAA approved for continuous operation; but is authorized by the engine manufacturer
only during oneengineinoperative (O.E.I.) operation of multiengine aircraft, and emergency en-
gine operation.
E. Oil Temperature
Oil temperature shall be within the following range. If the maximum limit is exceeded, refer to Oil
Temperature Limit Exceeded, PARA 10.B., 720000, EngineServicing, for corrective action.
(1) Starting:
MILL7808J or later . . . . . . . . . . . . . . . . . . . . . . . 65F (54C) min.
MILL23699C or later . . . . . . . . . . . . . . . . . . . . . . 40F (40C) min.
CAUTION: IF THE THROTTLE IS ADVANCED FROM THE GROUND IDLE POSITION
BEFORE THE NORMAL OPERATING TEMPERATURE LIMITS ARE REACHED,
THE MAXIMUM OIL PRESSURE LIMITS SPECIFIED IN PARA 6.D., THIS
SECTION, MUST NOT BE EXCEEDED.
(2) Normal Operation
Above 40 psi (276 kPa) . . . . . . . . . . . . . . . . . . . . . 32F (0C) minimum
T/M pressure, 165 hp 32180F (082C) continuous
(123 kw) 180225F (82107C) 5
minutes 225F (107C) maximum
Below 40 psi (276 kPa) . . . . . . . . . . . . . . . . . . . . . 32F (0C) minimum

T/M pressure, 165 hp 32225F (0107C) continuous
(123 kw) 225F (107C) maximum
720000
Page 36
Sep 15/00
WARNING: TO PREVENT ENGINE FUEL STARVATION AND SUBSEQUENT FLAMEOUT, ANY

AIRCRAFT REQUIRING FUEL BOOST PUMP(S) SHOULD USE THESE PUMPS AT ALL
TIMES DURING FLIGHT OR AS DIRECTED IN THE AIRCRAFT FLIGHT MANUAL.
WARNING: TO PREVENT CRUCIAL DELAY IN REGAINING POWER IF AN ENGINE FLAMEOUT IS
ENCOUNTERED, AIRCRAFT EQUIPPED WITH AN AUTORELIGHT SYSTEM SHOULD
KEEP THAT SYSTEM ACTIVATED AT ALL TIMES WHILE THE AIRCRAFT IS IN FLIGHT.
7. Operating Procedures
CAUTION: BEFORE THE ENGINE IS OPERATED, MAKE SURE THE COMPRESSOR INLET IS
FREE OF DEBRIS. ALSO, MAKE SURE THE COMPRESSOR ROTOR IS NOT
FROZEN IF THE AIRCRAFT IS IN A FREEZING ATMOSPHERE.
CAUTION: EACH TIME THE PROPELLER IS SERVICED WITH GREASE, MAKE A BRIEF CHECK
RUN (APPROX. 5 MIN.) TO BE SURE GREASE IS NOT PASSING THROUGH THE
SEAL AND BEING INGESTED INTO THE ENGINE. WIPE ALL GREASE FROM THE
HUB AND INLET AREAS BEFORE RESUMING OPERATION.
A. Preflight Inspections
Before starting the engine, make a preflight inspection. Refer to Preflight and Postflight
Inspections, Tables 601, 720000, EngineInspection/Check.
The procedures which follow pertain to operation of the engine during: Starting, Taxi, Takeoff,
Flight, Landing, Shutdown, and Feathering. Before the first flight in any 24 hour period, and when
maintenance has been performed on the related parts, check the overspeed function of the
overspeed governor. Refer to Propeller Overspeed Governor Functional Check, PARA 7.P., this
section.
NOTE: In the operating procedures, Power Lever and Condition Lever are used to identify the
aircraft levers used to operate the coordinator Input Power Lever and the coordinator
Condition Lever respectively.
WARNING: TO ENSURE ADEQUATE WARNING OF POSSIBLE EMERGENCY ENGINE
OPERATING CONDITIONS, VERIFY THAT THE ENGINE WARNING SYSTEMS,
ENGINEOUT HORN, FILTER BYPASS LIGHT AND CHIP DETECTOR LIGHT, ARE
OPERABLE BEFORE EACH FLIGHT.
WARNING: OVERTEMPERATURE STARTS OR AFTERFIRES FOLLOWING SHUTDOWN WILL
CAUSE CRACKS IN THE FIRSTSTAGE WHEEL RIM. THESE CRACKS CAN
EVENTUALLY CAUSE A SECTION OF THE WHEEL TO BREAK OUT AND EXIT THE
ENGINE WITH POTENTIALLY DISASTROUS RESULTS.
CAUTION: FOR THE ULTIMATE SAFETY OF ALL PERSONNEL WHO COME IN CLOSE
PROXIMITY WITH THE ENGINE IN THE FUTURE, IT IS THE RESPONSIBILITY OF
THE PILOT AND MAINTENANCE PERSONNEL TO RECORD AND TAKE
RECOMMENDED CORRECTIVE ACTION WHEN OVERTEMPERATURE OCCURS.
B. Ground Starting
Two starting procedures are provided for the engine. The normal starting procedure is for starts in
ambient temperatures of 40F (4C) and above. Refer to Normal Starting, PARA 7.B.(1), this
section. The cold weather starting procedure is for starts in ambient temperatures between plus
39F (4C) and minus 65F (minus 54C). Refer to Cold Weather Starting, PARA 7.B.(2), this
section.
720000
Page 39
Sep 15/00
(1) Normal Starting

Start the engine as follows:
(a) Position the condition lever at FUEL OFFFEATHER and turn all switches off.
(b) Turn on the aircraft switches required to provide fuel to the engine.
NOTE: It is recommended that residual TOT be no more than 302F (150C) when the
throttle is opened and light off is attempted. Residual TOT can be reduced by
motoring the engine with the starter. If high ambient conditions are encountered
and the TOT cannot be reduced to 302F (150C), motor the engine until TOT is
stabilized before opening the throttle. Closely monitor TOT during the start.
(c) Place the power lever at the GROUND IDLE position.
CAUTION: DURING A START THE CONDITION LEVER MUST NEVER BE ADVANCED
OUT OF THE FUEL OFFFEATHER POSITION UNTIL AFTER THE
STARTER AND IGNITION EXCITER HAVE BEEN ENERGIZED AND THE
DESIRED CRANKING SPEED HAS BEEN ATTAINED. TO DO SO MIGHT
RESULT IN AN EXPLOSIVE LIGHTOFF OR AN OVERTEMPERATURE
START.
CAUTION: AN ENGINE FIRE, WITH THE RESULTANT FLAME EMANATING FROM THE
TAILPIPE, CAN OCCUR DURING START IF THE COMBUSTION CHAMBER
BECOMES OVERLOADED WITH FUEL BEFORE IGNITION TAKES PLACE.
TO EXTINGUISH THE FIRE, CONTINUE TO MOTOR THE ENGINE USING
THE STARTER, WITH THE CONDITION LEVER FULLY CLOSED AND THE
MAIN FUEL SWITCH OFF. REFER TO GROUND SHUTDOWN, PARA 7.J.,
THIS SECTION, FOR THE RECOMMENDED ACTION IF AN ENGINE FIRE IS
ENCOUNTERED DURING SHUTDOWN.
CAUTION: MONITOR OIL PRESSURE DURING START. DAMAGE TO ENGINE ROTOR
BEARINGS CAN RESULT IF A POSITIVE INDICATION OF OIL PRESSURE
IS NOT OBTAINED BY THE TIME IDLE SPEED IS REACHED.
(d) Energize the starter motor and ignition exciter.
(e) As N1 rpm accelerates through 1215% N1, move the condition lever to the maximum
(100% propeller speed) position to begin fuel flow.
NOTE: Do not wait for N1 peak out. Introduce fuel immediately upon reaching desired
N1 speed. Delay in moving the condition lever to the maximum position may
diminish battery capacity early in the start cycle.
CAUTION: THE IGNITION EXCITER IS QUALIFIED FOR CONTINUOUS DUTY
OPERATION. HOWEVER, USE OF THE IGNITION SYSTEM ON A
CONTINUOUS BASIS IS NOT RECOMMENDED BECAUSE OF
DEGRADATION OF THE SPARK IGNITER.
CAUTION: IF THE PROPELLER IS NOT ROTATING BY 25% N1, SPEED, ABORT THE
START. A SECOND OR THIRD START ATTEMPT MAY BE MADE. IF THE
CONDITION STILL EXISTS, REFER TO TROUBLESHOOTING TABLE 101.
CAUTION: IF PROPELLER UNFEATHERING DOES NOT BEGIN BY THE TIME N1
REACHES THE STABILIZED SPEED, SHUT DOWN THE ENGINE.
(f) Deenergize the starter and ignition exciter when 58% N1 speed is reached. The start is
completed when a stabilized N1 speed of 5965% is reached. Completion of the start
normally occurs 1545 seconds after moving the condition lever to the maximum position.
A positive indication of oil pressure must be obtained by this point in the start. If it is not,
shut down the engine and check to be sure that oil is available at the power and
accessories gearbox inlet. Monitor the measured gas temperature; do not exceed the
limits of Table 6. Propeller unfeathering will automatically occur during the engine start
transient.
720000
Page 40
May 1/03
Example Data Filled in by Maintenance/Operations

Figure 24
(f) Using Figure 27, determine the corrected TOT. Find the indicated OAT on the left vertical
scale and indicated TOT on the top horizontal scale. Moving right and down, you will
intersect at the corrected TOT value of 703C. For indicated TOT values under 650C,
consult the first page of Table 28. Graph this data as indicated in Figure 28.
(g) It should be noted that the data graphed in Figure 28 cannot always be directly compared
to the background data depicted in Figures 19 through 23. The background data is for
illustration purpose only to show long term degradation of a typical engine. Actual
graphed N1 and TOT data can vary from the example. The important thing to remember
is that the overall trend should be gradual. Step changes in the trend are significant and
their causes should be determined.
(h) If a baseline pressure altitude for performing the daily trend check procedure cannot be
established, the check can still be completed by correcting the torque input value to sea
level conditions prior to performing the check. (See Figure 29) For example, if flight
clearance is to climb and maintain 3000 feet, enter the chart at the baseline torque value
of 80% torque, move right to intersect the 3000 foot pressure altitude value and read 72%
torque as depicted. Accordingly, for this flight set the 72% on the aircraft torque gage,
record the readings, correct the data and plot the values as described earlier. The use of
a different baseline altitude for each check will require the torque correction chart depicted
in Figure 29 to be carried in the aircraft for reference.
(i) Reduced torque values may be required at high altitudes to remain within engine or
aircraft limitations. This can result in N1 readings below 95% speed that will allow the
engine bleed valve to open. If this data is plotted, it will erroneously appear as a step
change increase in the TOT trend. Step change increases in the TOT trend must be
compared to the trended N1 to assure the bleed valve is closed. Data taken while the
bleed valve is fully open or modulating will not be accurate.
720000
Page 62
Sep 15/00
Table 101 (cont)
Item Trouble Probable Cause Remedy
2 Engine fails to light off. (cont) Water or other contaminant in Check a sample of fuel from
fuel. the bottom of the tank, if con-
taminated, disconnect the
fuel line at the fuel nozzle,
drain all fuel then flush the
system with clean fuel.
Fuel nozzle orifice clogged. Check fuel pump filter, re-
place nozzle. (Refer to Power
Control System, para 1.A.,
731003.)
Fuel check valve fails to Replace fuel check valve.
open. (Refer to Cutoff Valve Opera-
tional Check, para 2.D.,
732002.)
3 Early lightoff. Fuel control cutoff valve not Make a fuel control cutoff
closed. valve operational check. (Re-
fer to Cutoff Valve Operation-
al Check, para 2.D.,
732002.)
4 Engine lights off but will not Loose pneumatic fitting, Pressurize the system to
accelerate to idle within the cracked accumulator, or check for leaks. (Refer to
normal time period. cracked pneumatic line caus- Fuel Control System Pneu-
ing air leak in control system. matic Leak Check, para 2.C.,
730000.)
Check for crack in air tubes
or outer combustion case.
Check for air seal leaks.
Dirty Pc filter. Clean Pc filter. (Refer to
Cleaning and Inspection,
para 3., 732003.)
Inadequate torque at starter Check condition of battery
pad. and starter to determine if
sufficient N1 cranking speed
is attainable.
Dirty compressor. Clean compressor and bleed
valve. (Refer to Compressor
Cleaning, para 5., 723000.)
Insufficient fuel supply to gas Check fuel system to make
producer fuel control. sure all valves are open and
pumps are operative.
Insufficient fuel pressure to Turn on aircraft boost pump.
fuel pump.
Gas producer fuel control or Disconnect the fuel line at the
power turbine governor by- fuel nozzle. Flush the system
pass valve or relief valve with clean fuel, then replace
stuck open. the control.
720000
Page 102
Sep 15/00
Table 101 (cont)
4 Engine lights off but will not Fuel nozzle partially clogged Clean fuel nozzle. (Refer to
accelerate to idle within the with carbon. Fuel Nozzle, para 2.,
normal time period. (cont) 731003.)
Fuel nozzle check valve Replace fuel nozzle.
stuck partially open.
Start derichment adjustment Make start derichment adjust-
too low. ment. (Refer to Engine Start-
ing Characteristic Adjust-
ments, para 3.C., 732002.)
Gas producer fuel control in- Replace control.
correctly adjusted or calibra-
tion has shifted.
Antiicing air valve open and Turn off engine antiice and
cabin heat on. cabin heat.
Foreign Object Damage Replace the case or com-
(FOD), eroded blades, vanes pressor assembly if damage
or abradable tip seal coating. or erosion exceeds accept-
able limits. (Refer to Inspec-
tion/Check, para 4.,
723000.)
Faulty power turbine gover- Replace governor.
nor.
Faulty N2 overspeed solenoid Replace solenoid valve.
valve. (250B17F/1 only)
5 Slow starts or low turbine Control schedule has shifted Turn the start/acceleration
temperature in the 3550% lean. adjuster cw to increase tur-
N1 speed range. bine temperature and de-
crease start time. Make a one
detent adjustment; then ob-
serve starting temperature.
One detent changes temper-
ature 3040_C (86104_F).
Make an additional one det-
ent adjustment if necessary.
(refer to Start/Acceleration
Fuel Flow Adjustment, para
3.C.(2), 732002.)
6 Engine lights off but flames Fuel nozzle partially clogged. Inspect fuel nozzle for carbon
out during ground starts at buildup. Clean or replace as
high altitude, especially necessary.
above 5,000 feet (1,524 me-
ters) during cold ambient
conditions.
Start derichment adjustment Make start derichment adjust-
too low. ment. (Refer to Start Derich-
ment Adjustment, para
3.C.(1), 732002.)
720000
Page 103
Sep 15/00
Table 101 (cont)
7 Low power and high TOT. Contaminated bleed valve jet. Clean bleed valve (Refer to
Bleed Valve Cleaning, para
5.C., 723000.)
8 Hot starts or high turbine Control schedule has shifted Turn the start/acceleration
temperature. rich. adjuster ccw to decrease tur-
bine temperature and to pre-
vent hot starts. Make a one
detent adjustment; then ob-
serve starting temperature.
One detent changes temper-
ature 3040_C (86104_F).
Make an additional one det-
ent adjustment if necessary.
(Refer to Start Acceleration
Fuel Flow Adjustment, para
3.C.(2), 732002.)
9 Acceleration temperature too Insufficient time allowed for Purge the engine by motoring
high during start. draining after an unsuccess- with the gas producer lever
ful starting attempt. and ignition switch OFF for
approximately 10 seconds
before attempting a second
start.
Reduced battery capacity Recharge or replace battery.
(This can produce low crank-
ing speed.)
High residual TOT in excess Motor engine with starter.
of 150_C (302_F). Leave the condition lever in
the FUEL OFFFEATHER
position and ignition OFF.
Depreciated starter which is Replace starter.
not capable of dry motoring
gas producer (N1) above
15%.
Condition lever in the RUN Review starting procedure.
position prior to and during
starter engagement.
Power lever positioned above Review starting procedure.
ground idle during start.
Dirty compressor. Clean compressor and bleed
Fuel nozzle valve stuck full Replace fuel nozzle.
open.
Excessive compressor air Check for leaks. Be sure that
leaking. engine antiice switch is off.
Bleed control valve stuck Replace bleed control valve.
closed.
720000
Page 104
Sep 15/00
Table 101 (cont)
14 Idle speed too low. (cont) Dirty compressor. Clean compressor and bleed
Gas producer fuel control idle Correct the setting. (Refer to
adjustment incorrectly set. Idle Speed Setting, para 3.A.,
732002.)
Loose pneumatic fitting or Pressurize the system to
cracked pneumatic line caus- check for leaks. (Refer to
ing air leak in control system. Fuel Control System Pneu-
matic Leak Check, para 2.C.,
730000.)
15 Idle speed too high. Incorrect gas producer lever Check lever position and rig-
setting. ging. (Refer to Rigging
Check, para 1.A., 760000.)
Malfunctioning tachometer. Replace tachometer.
Fuel control Py orifice con- Clean orifices, (Refer to para
taminated. 4.B., 732002.)
Gas producer fuel control idle Correct the setting. (Refer to
adjustment incorrectly set. Idle Speed Setting, para 3.A.,
732002.)
16 Oil pressure drops off Oil supply low. Check oil supply and refill as
severely. necessary.
Oil pressure transmitter or in- Check transmitter or indicator
dicator giving false indication. and repair or replace if nec-
essary.
Regulator valve sticking or Clean or replace spring.
broken spring.
Defective oil pump. Replace pump or send power
and accessory gearbox to an
overhaul facility. (Refer to
applicable part of Gearbox
Disassembly and Assembly,
para 2., 726000.)
17 Engine operated more than Low oil quantity. Remove engine and send to
30 seconds without oil pres- an Authorized Maintenance
sure. Center (AMC). (Refer to
EngineServicing, Engine
Operated With No Oil
Pressure, para 10.C1.,
720000.)
Improper servicing after oil Remove engine and send to
change. an Authorized Maintenance
Center (AMC). (Refer to
Engine Servicing, Engine
720000.)
720000
Page 106
Sep 15/00
Table 101 (cont)
17 Engine operated more than Oil pump failure. Remove engine and send to
30 seconds without oil pres- an Authorized Maintenance
sure. (cont) Center (AMC). (Refer to
EngineServicing, Engine
720000.)
18 Excessive oil pressure fluc- Air in sensing line. Bleed line.
tuation.
Gage records inaccurately. Check gage and transmitter.
Faulty pressure regulating Replace the valve.
valve.
Oil contamination. Drain and replace filter.
Inspect magnetic chip detec-
tors for metallic particles.
Thoroughly flush with engine
oil while motoring engine.
Drain and refill with engine
oil.
Low oil quantity. Check for excessive
consumption
Wear of filter housing due to Replace packings on the inlet
vibration of filter inlet and and bypass tubes and/or
filter bypass tubes. replace the filter housing
(as required)
Oil filter inlet tube assembly Dimensionally inspect tube
too short. length per para 2.D1.,
726000.
19 Low oil pressure. Lack of oil in reservoir. Fill reservoir with correct oil.
Gage records inaccurately. Check gage and transmitter.
Oil leaks. Check all piping connections
and the gearbox splitline.
(Refer to Gearbox Coverto
housing Assembly, para 2.1.,
726000, for assembly tech-
nique to prevent splitline leak-
age.
Clogged oil filter. Clean or replace oil filter. (Re-
fer to para 1.C., 726000.)
NOTE: If oil filter is clogged with carbon, inspect and clean the power turbine support pressure oil
nozzle, the power turbine support scavenge oil strut and the external scavenge oil sump.
(Refer to para 6.E. and 6.F., 725000.)
CAUTION: DO NOT MAKE A PRESSURE REGULATING VALVE ADJUSTMENT TO CORRECT
FOR A RAPID CHANGE IN OIL PRESSURE. THESE CONDITIONS ARE CAUSE TO
SUSPECT OTHER OIL SYSTEM PROBLEMS HAVE DEVELOPED.
720000
Page 107
Sep 15/00
Table 101 (cont)
19 Low oil pressure. (cont) Oil pressure not adjusted. Adjust oil pressure regulating
valve. (Refer to Oil Pressure
Regulating Valve, para 3.A.,
(726000.)
NOTE: Before attempting oil pressure regulator adjustment, make sure that minimum N1 RPM of
94% is attained during periods of reported low oil pressure readings.
Increase in oil pump internal Replace pump or send power
clearances or sheared drive. and accessory gearbox to an
overhaul facility. (Refer to ap-
plicable part of Gearbox Dis-
assembly and Assembly,
para 2., 726000.)
Oil contamination. Drain and replace filter. In-
spect magnetic chip detec-
tors for metallic particles.
Thoroughly flush with engine
oil while motoring engine.
If carbon and sludge deposits
are found, inspect the oil tank
for similar deposits. If
deposits are found, remove
and clean the airframe oil
tank and flush the airframe
engine oil system in
accordance with the
applicable airframe
manufacturers manuals.
Drain and refill with engine
oil.
Wear of filter housing due to Replace packings on the inlet
vibration of filter inlet and fil- and bypass tubes or replace
ter bypass tubes. the housing (as required).
Oil filter inlet tube assembly Dimensionally inspect tube
too short. length per para 2.D1.,
726000.
20 High oil pressure. Oil pressure gage and trans- Check gage and transmitter.
mitter records inaccurately.
CAUTION: EXCEPT FOR INITIAL ADJUSTMENT ON NEWLY INSTALLED ENGINES, DO NOT
ADJUST THE PRESSURE REGULATING VALVE TO CORRECT FOR HIGH OIL
PRESSURE. DO NOT MAKE A PRESSURE REGULATION VALVE ADJUSTMENT TO
CORRECT FOR A SUDDEN INCREASE OR RAPID CHANGE IN OIL PRESSURE.
THESE CONDITIONS ARE CAUSE TO SUSPECT OTHER OIL SYSTEM PROBLEMS
HAVE DEVELOPED (SUCH AS CLOGGED BEARING OIL JETS) AND CAN RESULT IN
BEARING FAILURE.
Pressure regulating valve im- Readjust oil pressure regulat-
properly adjusted. ing valve. (Refer to Oil Pres-
sure Regulating Valve, para
3.A., 726000.)
Clogged oil passage(s). Remove engine.
720000
Page 108
Sep 15/00
Table 101 (cont)
21 Oil consumption exceeds Loose fittings, connections, Check all fittings, connec-
0.05 gal (0.19 liter) per hour, or splitlines. tions, and splitlines for seal-
1.0 quart (0.9 liter) per 5 ant and proper torque. Wash
hours. entire engine and coat with
whitener in suspected area.
operate engine to locate
source of leakage. Refer to
Gearbox CovertoHousing
Assembly, para 2.I.,
726000, for assembly tech-
nique to prevent gearbox
splitline leakage.
Oil leakage from power tur- Replace seal. (Refer to Re-
bine carbon face seal. moval of the Oil Bellows
Seal, para 5.A., 725000.)
Leaking accessory oil seals Replace defective seals.
as evidenced by oil draining (Refer to Oil Seals
from weep hole (on gas pro- Replacement, para 1.B.,
ducer fuel control and power 726000.)
turbine governor) or from
drain on fuel pump.
22 Oil consumption in excess of Coking and carbon buildup in Clean power turbine support
1 quart (0.9 liter) per hour. power turbine support. scavenge oil strut, power tur-
bine support pressure oil
nozzle and the external scav-
enge oil sump. (Refer to para
6.E. and 6.F., 725000.)
Improper fit between the Send engine to an overhaul
power turbine inner and outer facility for repair.
shafts.
23 Oil blowing from gearbox vent Leaking accessory pad seal. Replace seal.
or oil venting in to exhaust
(on aircraft installations in
which gearbox vent is con-
nected to the exhaust collec-
tor.)
24 Oil spewing from diffuser vent Orifice improperly sized, Refer to Diffuser Vent Orifice
orifice. smaller orifice needed. Selection, para 1.B.,
720000,
EngineAdjustment/Test.
25 Oil spewing at compressor No. 1 bearing seal failure. Replace seal. (Refer to Re-
bleed control valve. placing the Compressor Front
Bearing and/or Oil Seal Re-
placement, para 3.,
723000.)
720000
Page 109
Sep 15/00
Table 101 (cont)
26 Oil temperature exceeds lim- Oil cooler air flow restricted. Check cooler; repair or re-
its of para 6.E., 720000, place. Inspect engine. (Refer
EngineDescription and Op- to Oil Temperature Limit Ex-
eration. ceeded, para 10.B.,
720000, EngineServic-
ing.)
Oil cooler bypass valve inop- Check valve, repair or re-
erative. place. Inspect engine. (Refer
to Oil Temperature Limit Ex-
ceeded, para 10.B.,
720000, EngineServic-
ing.)
27 Oil temperature exceeds Contamination or carbon Inspect and clean oil system
107_C (225_F) but remains buildup in the turbine. and passages. (Refer to Oil
less than 120_C (248_F) for System Maintenance, para
a period not exceeding 10 6.F., 725000.)
minutes.
28 Low power with high TOT. Dirty compressor. Clean compressor and bleed
valve. (Refer to compressor
Foreign object damage Replace the case or com-
(FOD), eroded blades, and pressor assembly if damaged
vanes. or erosion exceeds the ac-
ceptable limits. (Refer to In-
spection/Check, para 4.,
723000.)
New compressor case misa- If noise monitoring indicates
ligned at installation. rub, remove and reinstall the
case. (Refer to Compressor
Case Replacement, para 2.,
723000.)
Bleed control valve failed to Check compressor discharge
close. pressure sensing line for
leaks and for security.
Clean valve nozzle, filter and
jet. (Refer to bleed Valve
Cleaning, para 5.C.,
723000.)
Replace bleed control valve.
(Refer to para 2., 751002.)
Excessive compressor air Repair leaks.
leaks.
Faulty TOT indicator. Check calibration of TOT sys-
tem. Replace indicator as
necessary.
Antiicing air valve leaking. Check solenoid and tube fit-
tings for leaks, replace valve
as necessary.
720000
Page 110
Sep 15/00
Table 101 (cont)
29 Lower power with TOT below Gas producer control lever Adjust linkage to the gas pro-
max limit. not reaching maximum speed ducer fuel control. (Refer to
adjustment stop. Rigging Check, para 1.A.,
760000 and Coordinator
Rigging, Gas Produce Lever,
para 2.D., 761001.)
Gas producer control lever Correct the maximum speed
maximum speed adjustment adjustment setting. Adjust cw
stop not properly set. to increase N1 speed, one
turn equals approx one per-
cent. (Refer to Maximum
Speed Stop, para 3.B.,
732002.)
CAUTION: THIS IS AN OVERSPEED PROTECTION SETTING; MOVE IN ONE TURN
INCREMENTS.
Loose pneumatic fitting, Pressurize the system to
cracked accumulator, or check for leaks. (Refer to
cracked pneumatic line caus- Fuel Control System
ing an air leak in the control Pneumatic Leak Check, para
system. 2.C., 730000.)
Contaminated fuel control air Clean air circuit. (Refer to
(Pneumatic) circuits. Cleaning Gas Producer Fuel
Control Air Circuit, para 4.B.,
732002.)
L.P. Fuel Filter Blocked. Check bypass indicator. Re-
place filter element.
Aircraft fuel system restric- Refer to aircraft manual for
tion, contamination or leak- corrective action.
age.
Blocked fuel nozzle. Clean or replace fuel nozzle
(Refer to Inspection/Cleaning,
para 2., 731003.)
Faulty gas producer fuel con- Replace gas producer fuel
trol assembly. control assembly.
30 Low measured TOT at nor- Faulty TOT indicator. Check TOT system calibra-
mal or high power. tion. Replace indicator as
necessary.
Faulty TOT thermocouple as- Check TOT system calibra-
sembly. tion. Replace thermocouple
assembly. (Refer to Thermo-
couple Replacement, para 1.,
772001.)
31 Unable to obtain specified Foreign object damage Replace the case or com-
power. (FOD) eroded blades, vanes pressor assembly, if dam-
and/or abradable tip seal aged or erosion exceeds the
coating. acceptable limits. (Refer to
Inspection/Check, para 4.,
723000.)
720000
Page 112
Sep 15/00
Table 101 (cont)
31 Unable to obtain specified New compressor case misa- If noise monitoring indicates
power. (cont) ligned at installation. rub, remove and reinstall the
Case Replacement para 2.,
723000.)
32 Engine N1 or N2 overspeeds. Gas producer fuel control Check linkage for proper op-
linkage not properly set. eration and adjustment.
Defective gas producer fuel Replace defective control or
control or power turbine fuel governor.
governor.
Faulty N1 or N2 tachometer. Replace tachgenerator or
indicator.
Faulty propeller overspeed Replace propeller overspeed
governor. governor assembly.
NOTE: During ground run after overspeed incident, note the idle speed with the twist grip at the
30_ position. If idle speed is normal, suspect the governor if idle speed is high, suspect
the gas producer fuel control as the faulty component.
33 Fast decelerations. Dirty gas producer fuel con- Clean circuit. (Refer to
trol air circuit. Cleaning the Gas Producer
Fuel Control Air Circuit, para
4.B., 732002.)
34 Auto decelerations. Dirty gas producer fuel con- Clean circuit. (Refer to Clean-
trol air circuit. ing the Gas Producer Fuel
732002.)
35 Excessive exhaust torching Fuel nozzle malfunction. Replace fuel nozzle. (Refer to
during transients. para 1.A., 731003.)
Excessively rich gas producer Replace control.
fuel control.
Leaking accessory bleed Repair or replace lines.
lines.
36 Slow to accelerate from idle Dirty compressor. clean compressor and bleed
to power. valve. (Refer to Compressor
and/or abradable tip seal or erosion exceeds accept-
coating. able limits. (Refer to Inspec-
723000.)
723000.)
Bleed control valve malfunc- Replace bleed control valve.
tioning. (Refer to para 2., 751002.)
720000
Page 113
Sep 15/00
Table 101 (cont)
36 Slow to accelerate from idle Loose pneumatic fitting, or Pressurize the system to
to power. (cont) cracked pneumatic line caus- check for leaks. (Refer to
ing air leak in control system. Fuel Control System Pneu-
matic Leak Check, para 2.C.,
730000.)
Excessive generator load. Reduce electrical load.
Excessive compressor air Check for leaks and repair.
leakage.
Gas producer fuel control ac- Replace gas producer fuel
celeration schedule too lean. control.
Dirty gas producer fuel con- Clean circuit. (Refer to Clean-
trol air circuit. ing the Gas Producer Fuel
732002.)
37 Slow to accelerate to power Same as in preceding Correct as in preceding
while in flight. trouble. trouble.
Governor linkage incorrectly Check rigging. Correct link-
rigged. age as required.
38 TOT approx 30_C (54_F) Bleed control valve stuck Replace bleed control valve.
lower than normal at idle. closed. (Refer to para 2., 751002.)
39 Compressor surge during Dirty compressor. Clean compressor and bleed
starting or near the idle valve. (Refer to Compressor
speed. Cleaning, para 5., 723000.)
(FOD), eroded blades, vanes pressor assembly if damaged
and/or abradable tip seal or erosion exceeds the ac-
coating. ceptable limits. (Refer to In-
723000.)
723000.)
Excessively rich gas producer Replace gas producer fuel
fuel control. control. (Refer to para 2.,
731002.)
Bleed control valve stuck Replace bleed control valve.
closed. (Refer to para 2., 751002.)
40 Compressor surge during Bleed control valve stuck Replace bleed control valve.
starting. closed. (Refer to para 2., 751002.)
and/or abradable tip seal or erosion exceeds accept-
coating. able limits. (Refer to Inspec-
723000.)
720000
Page 114
Sep 15/00
Table 101 (cont)
40 Compressor surge during New compressor case misa- If noise monitoring indicates
starting. (cont) ligned at installation. rub, remove and reinstall the
723000.)
41 Compressor surge during ac- Bleed control valve failed to Replace bleed control valve.
celeration. open or closing early. (Refer to para 2., 751002.)
Excessively rich gas producer Replace fuel control.
fuel control.
42 Compressor surge during low Bleed control valve failed to Clean bleed valve filter, jet
power operation. open. and strainer. If condition still
exists, replace bleed control
valve. (Refer to Bleed Valve
Cleaning, para 5.C.,
723000.)
and/or abradable tip seal or erosion exceeds the ac-
coating. ceptable limits. (Refer to In-
723000.)
723000.)
43 More than 20 drops per min- Fuel pump drive shaft seal Replace fuel pump.
ute fuel leaking from fuel leaking.
pump overboard drain ports.
Gearbox seal leaking. If leakage is fuel, replace
pump; if leakage is oil, re-
place seal.
44 More than 5 drops per minute Gas producer fuel control fail- Replace fuel control. (Refer
fuel leakage from the fuel ure. to para 2., 732002.)
control.
45 Faulty torquemeter indication. Faulty airframe installed Replace transmitter.
transmitter.
Clogged torquemeter pres- Disassemble power and ac-
sure sensing oil line. cessory gearbox and clean or
send gearbox to an overhaul
facility. (Refer to applicable
part of Gearbox Disassembly
and Assembly, para 2.,
726000.)
720000
Page 115
Sep 15/00
Table 101 (cont)
50 Exhaust duct emitting sparks. Combustion liner damage. Inspect combustion liner and
repair or replace. (Refer to
Combustion Liner Inspection,
para 1.C., 724000.)
Turbine or compressor blade, Replace faulty component.
vane or seal damaged.
51 Excessive vibration. Loose engine mounts. Inspect for security and
condition of mounts.
Turbine wheel blade failure. Inspect the turbine wheel
blades. (Refer to Blade and
Vane Inspection, para 6.A.,
725000.)
Foreign object damage Replace the case or
(FOD), eroded blades, vanes compressor assembly if
and/or abradable tip seal damage or erosion exceeds
coating. the acceptable limits. (Refer
to Inspection/Check, para 4.,
723000.)
Bearing failure or accessories Check the magnetic inspec-
section internal failure. tion plugs for particles. If ac-
cumulated particles are
found, send engine to over-
haul.
Cause uncertain. Install engine in another air-
craft or in test stand for com-
parison. Send engine to over-
haul if excessive vibration
persists.
Propeller out of balance. Make a running balance of
the propeller. (Refer to Rotat-
ing Balance of Engine and
Propeller Assembly, para
1.C.(12), 720000 Engine
Inspection/Check.
NOTE: In addition to preventing smooth engine operation, unbalanced propeller vibration can be
detrimental to engine reliability and overhaul life. Accomplishment of a balance procedure on an
installed operational engine can reduce vibration to acceptable limits.
52 Unable to stop engine. Gas producer fuel control fuel Close the aircraft fuel shutoff
cutoff valve not closed. valve to stop the engine.
Then check control linkage
rigging or replace gas pro-
ducer fuel control if faulty.
53 Afterfire. Oil leak. See trouble condition, static
oil leakage, item 56.
Burner drain valve line ob- Check the drain lines. Clean
struction. or replace as necessary.
Sticking burner drain valve. Replace valve. (Refer to para
3.A., 724000.)
720000
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Table 101 (cont)
53 Afterfire. (cont) Fuel nozzle valve stuck open. Replace fuel nozzle. (Refer to
para 1.A., 731003.)
Fuel control not in cutoff. Make a fuel control cutoff
valve operational check.
(Refer to Cutoff Valve
Operational Check, para
2.D., 732002.)
Inline check valve stuck Replace inline check valve.
open.
54 Heavy smoking out exhaust Oil seepage past No. 5 bear- If suspected, visually inspect
following engine shutdown. ing oil bellows seal into hot for evidence of puddling in
(Light wisps of smoke are exhaust and collector. bottom of exhaust collector
normal and not cause for en- after engine has been inop-
gine rejection unless oil con- erative. If leakage is present,
sumption limits are exceed- replace No. 5 bearing oil bel-
ed.) lows seal (Refer to Oil Bel-
lows Seal, para 5.A.,
725000.)
Oil seepage past turbine oil Remove and inspect turbine
check valve onto hot turbine. check valve. (Refer to Tur-
bine Pressure Oil System
Check Valve, para 2.J.,
726000.)
Residual oil in No. 6 and 7 Remove external sump; in-
bearing area, depositing on spect and clean strut. (Refer
hot turbine parts. to Inspection and Cleaning of
Power Turbine Support Scav-
enge Oil Strut, para 6.E.,
725000.)
Excessive clearance of rotat- This is usually accompanied
ing knife seals located in No. by low power. If suspected,
6 and 7 bearing area. replace turbine.
Oil leakage in aircraft scav- Replace check valve.
enge oil check valve. Oil can
be found leaking from the
outer combustion case after
the engine has been inopera-
tive for an extended period.
55 Heavy smoking out exhaust. Contamination or carbon Inspect and clean oil system
buildup in the turbine. and passages. (Refer to In-
spection and Cleaning of
Power Turbine Support Scav-
enge Oil Strut, para 6.E.,
725000.)
56 Continuous exhaust smoking. Oil leakage from forward If oil consumption exceeds
compressor bearing oil seal limits, replace faulty compo-
or power turbine carbon face nent(s) as necessary.
seal.
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Table 101 (cont)
57 Static oil leakage from power Internal check valve stuck Clean or replace the internal
and accessory gearbox open. check valve. (Refer to the
breather. Lube Oil Filter Housing
Replacement, para 1.D.,
726000.)
Remove filter housing and
inspect housing and transfer
tubes (2) mating surfaces.
Check packings on housing
end of transfer tubes.
Replace defective items.
58 Oil or fuel leaking from the Oil seal leaking at gearbox. Identify if the leakage is fuel
fuel control weep holes. or oil. Oil leaks require
Leakage may be blue in col- replacement of the gearbox
or. seal. Fuel leaks require
replacement of the fuel
control. If the fuel or oil
leakage is blue in color this is
an indication of fuel control
drive bearing grease
washout, therefore replace
the fuel control.
59 Starter unable to rotate en- Turbine blade tip clearance. If engine will rotate after
gine immediately after shut- cooldown, no corrective
down. action required. If unable to
rotate engine after
cooldown, remove turbine
for further examination.
Binding at the diffuser rear Replace compressor.
seal.
60 Starter unable to rotate en- Binding of compressor, tur- Determine which major com-
gine. bine or gearbox. ponent is binding; replace
component or engine.
61 Propeller (N2) does not rotate Turbine wheel should knife Shut down. Repeat start pro-
by 25% N1 speed during (N2) rub. cedure. If not rotating after
start. second attempt, turn the pro-
peller by hand (either direc-
tion) before again repeating
the start procedure. (Refer to
Item 60 NOTE.) Replace tur-
bine if condition persists.
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Table 101 (cont)
61 Propeller (N2) does not rotate Carbon formation around ro- Ensure that the oil being used
by 25% N1 speed during tating labyrinth seals. is MILL7808F(G), or
start. (cont) MILL23699. Shut down.
Repeat start procedure. If not
rotating after second attempt,
turn the propeller by hand (ei-
ther direction) before repeat-
ing the start procedure. (Re-
fer to Item 60 NOTE.) If the
propeller cannot be turned by
hand, clean carbon from ro-
tating labyrinth seals. (Refer
to Cleaning Power Turbine
Labyrinth seals, para 7.A.,
725000.)
NOTE: To help alleviate turbine rub or carbon conditions which prevent the propeller (N2) from
turning by 25% N1 speed, turn the propeller (either direction) by hand after a start attempt and/or while
the engine is cooling down. If chatter is encountered, stop turning the propeller. Repeat the procedure
at the next convenient shutdown.
62 Engine tubing cracked or bro- Excessive vibration. Check the engine for possible
ken at the flare. vibration causes. (Refer to
Vibration Inspection, para
1.C.(2), 720000 Engine In-
spection/Check.)
63 Bearing noise at compressor Bearing failure. Inspect and/or replace com-
which may be accompanied pressor No. 1 and No. 2
by looseness of the impeller. bearings as required.
64 Magnetic plug warning light Engine metal generation. Refer to Magnetic Plug In-
illuminated. spection, para 10.H.,
720000 EngineServicing.
NOTE: Inspect magnetic drain plugs to determine extent of contamination due to bearing failure.
(Refer to Magnetic Plug Inspection, para 10.H., 720000, EngineServicing.
65 Propeller fails to feather. Control system rigging. Refer to Coordinator Rigging,
para 2., 761001.
Propellerpower turbine gov- Refer to PropPower Turbine
ernor. Governor Functional
Feathering Check, para 7.M.,
720000
EngineDescription and
Operation.
66 Excessive throttle or lever Aircraft control system. Refer to the appropriate air-
forces. craft manual.
Engine control system. Refer to rigging check, para
1.A., 760000.
67 Loss of power sharing during Incorrect aircraft rigging. Check rigging and adjust in
acceleration or torque split on accordance with aircraft
multiengine applications. manufacturers instructions.
720000
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Table 306
Torque Limits for Steel Couplings on Steel Fittings
Torque
Dash Turbine OD Wrench
No. Inches Size lb in. N.m
2 0.125 3/8 3540 3.94.5
3 0.187 7/16 65100 7.311.3
4 0.250 9/16 80120 9.013.6
5 0.312 5/8 150200 1722
6 0.375 11/16 200250 2228
8 0.500 7/8 325400 3745
10 0.625 1 475575 5465
12 0.750 1 1/4 660780 7588
16 1.000 1 1/2 720960 81108
20 1.250 2 12001500 136170
B. Fittings Without Backup Rings

Use this procedure to install universal fittings without backup rings.
(1) Run the nut on the fitting end back until the washer face is aligned with the upper inner corner
of the gasket groove.
(2) Lubricate the seal and place it in the groove. Use care not to damage seal.
(3) Screw the fitting into the boss until the seal barely touches the boss.
(4) Turn the fitting and nut together until the nut touches the boss.
(5) Put a wrench on the nut to prevent its turning, and position the fitting by turning it in up to 270
or unscrewing it up to 90.
(6) Hold the fitting in its proper position and tighten the nut against the boss.
7. Locknut Installation (See Figure 302)
Install locknuts (klincher or equivalent) with the locking shoulder on the lead side. Tightening presses
the nut against the bolted surface to create the stress required for locking. Nuts installed upside down
will not achieve this desired locking feature.
8. Airframe/Engine Interface Connections
When airframe provided fittings are installed into the engine, refer to Table 307 for the recommended
torque values.
9. Rigid Tube Inspection and Installation
When a component to which rigid tube assemblies are attached is replaced, remove all interfering tube
assemblies to permit easy removal and reinstallation of the component. This precaution will prevent
subsequent damage to the tube assemblies. Tubetofitting alignment should be checked for proper fit,
as described in Flared Tubes and Flanged Tubes, para 8.B. and 8.C. any time such a component is
installed.
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B. Oil Temperature Limit Exceeded

The maintenance actions required when oil temperature limits have been exceeded are governed
by the overtemperature conditions encountered. Specific conditions and their respective
maintenance action requirements are as follows:
(1) Engine oil temperature limit is exceeded during operation above 40 psi (276 kPa) TM pressure
or 165 hp (123 kW). Engine oil temperature exceeds 107C (225F) for a period not
exceeding ten minutes but remains less than 120C (248F). Oil pressure remains normal.
(a) Check for carbon deposits (coking).
(b) Inspect and clean or replace the oil filter.
NOTE: If an external scavenge oil filter is installed, refer to the applicable airframe
manual for service instructions.
(c) Inspect and clean the magnetic drain plugs.
(d) Reservice the oil system with new oil.
(e) Ground run the engine for 10 minutes.
(f) Reinspect the engine/scavenge oil filter(s) and the magnetic drain plugs. If no carbon
particles can be found, return the engine to service. If carbon particles are found, perform
oil system maintenance. (Refer to Oil System Maintenance, para 6.F., 725000.)
(g) Reinspect the oil filter and the magnetic drain plugs after five hours of engine operation.
If carbon particles are found, repeat the maintenance procedure.
(2) Engine oil temperature limit is exceeded during operation above 40 psi (276 kPa) TM pressure
or 165 hp (123 kW). Engine oil temperature exceeds 107C (225F) for a period not
exceeding 10 minutes but remains less than 120C (248F). Oil pressure abnormal.
(a) Overtemperature may adversely affect oil pressure regulation. Replace the oil filter
housing assembly. (Refer to Lube Oil Filter Housing Replacement, para 1.D., 726000.)
If normal oil pressure and oil pressure regulation is restored by replacement of the
housing assembly, send the removed housing assembly to an authorized facility for repair,
noting the reason for removal.
(b) Check for carbon deposits (coking). (Refer to para 10.E., this section.)
(c) Inspect and clean or replace the oil filter. (Refer to para 1.C., 726000.)
NOTE: If an external scavenge oil filter is installed, refer to the applicable airframe
manual for service instructions.
(d) Inspect and clean the magnetic drain plugs. (Refer to para 10.H., this section.)
(e) Reservice the oil system with new oil.
(f) Ground run the engine for 10 minutes.
(g) Adjust engine oil pressure as required.
(h) Reinspect the engine/scavenge oil filter(s) and the magnetic drain plugs. If no carbon
particles can be found, return the engine to service. If carbon particles are found, perform
oil system maintenance. (Refer to Oil System Maintenance, para 6.F., 725000.)
(i) Reinspect the engine/scavenge oil filter(s) and the magnetic drain plugs after five hours of
engine operation. If carbon particles are found, repeat the maintenance procedure.
(3) Engine oil temperature limit is exceeded during operation at 40 psi (276 kPa) TM pressure or
165 hp (123 kW) or less. Oil temperature exceeds 120C (248F) momentarily or 107C
(225F) for a period exceeding 10 minutes.
(a) Remove the engine and send it to an overhaul facility for inspection or repair as required.
(b) Tag the engine indicating that max allowable operating oil temperatures were exceeded.
Give maximum temperature and elapsed time.
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CAUTION: OPERATORS ARE TO MONITOR THE OIL FILTER EACH 25 HOURS OF OPERATION
FOLLOWING A CHANGE FROM MILL7808 OIL TO MILL23699, OR FROM
MILL23699 TO MILL7808. THIS IS TO BE DONE TO DETERMINE IF COKE,
WHICH WAS FORMED DURING PREVIOUS OPERATION WITH EITHER MILL7808
OIL OR MILL23699, IS BECOMING DISLODGED DURING PRESENT OPERATION
FOLLOWING THE OIL CHANGE. IF HEAVY OIL DEPOSITS ARE OBSERVED ON
THE ENGINE FILTER, IT IS SUGGESTED THAT THE ENGINE OIL BE CHANGED
AGAIN. THE OIL IS TO BE DRAINED WHEN THE OIL IS HOT TO OBTAIN THE
MAXIMUM BENEFIT. THE 25HOUR OIL MONITORING IS TO CONTINUE UNTIL THE
NEXT OIL CHANGE PERIOD.
CAUTION: USE OF OILS WHICH ARE NOT INCLUDED IN THE APPROVED OIL LISTING (PARA
4.C., 720000 ENGINEDESCRIPTION AND OPERATION) OR FAILURE TO DRAIN
OIL WITHIN THE PRESCRIBED INTERVAL GIVEN IN TABLE 602 WILL BE
CONSIDERED AS MISUSE UNDER ITEM (4) OF THE WARRANTY POLICY.
G. Emergency Oil Mix
CAUTION: REMOVE AND INSPECT THE OIL FILTER EACH 25 HOURS OF ENGINE
OPERATION IF THE TYPE OF OIL (MILL7808, MILL23699 OR DOD85734)
IS CHANGED.
CAUTION: THE FILTER INSPECTION IS TO DETERMINE IF COKE, WHICH WAS FORMED

DURING PREVIOUS OPERATION, IS BEING DISLODGED DURING THE INITIAL
OPERATION FOLLOWING THE OIL CHANGE.
CAUTION: IF HEAVY CARBON DEPOSITS ARE OBSERVED ON THE ENGINE FILTER, IT IS

SUGGESTED THAT THE ENGINE OIL BE CHANGED AGAIN. THE OIL IS TO BE
DRAINED WHEN THE OIL IS HOT TO OBTAIN THE MAXIMUM BENEFIT. THE
25HOUR OIL MONITORING IS TO CONTINUE UNTIL THE NEXT OIL CHANGE
PERIOD.
CAUTION: USE OF OILS WHICH ARE NOT INCLUDED IN THE APPROVED OILS LISTING
(PARA 4.C.(2)., 720000, ENGINEDESCRIPTION AND OPERATION) OR
FAILURE TO DRAIN OIL WITHIN THE PRESCRIBED INTERVAL GIVEN IN TABLE
602, 720000, ENGINEINSPECTION/CHECK WILL BE CONSIDERED AS
MISUSE UNDER ITEM (4) OF THE WARRANTY POLICY.
The emergency use of mixed oils (oils not in the same series; refer to para 4.C., 720000,
EngineDescription and Operation) is limited to five hours running time. Following an emergency
use of mixed oils, drain the system and clean the filter. (Refer to Oil Filter Replacement, para 1.C.,
726000.) Thoroughly flush the system with engine oil while motoring the engine. Drain and refill
with approved oil in accordance with Oil Change, para 10.E., this section.
H. Cleaning
Clean the lubrication system as follows:
(1) Clean the oil filter element and filter cavity in accordance with Oil Filter, para 1.C., 726000.
(2) Remove and clean the magnetic drain plug on the forward side of the power and accessory
gearbox. (Refer to para 11.I., this section.) While the magnetic plug is removed, motor the
engine with the starter and without ignition long enough to allow one to two ounces (3059
milliliters) of oil to flow from the opening. Observe flow for restriction and/or for extent of oil
contamination. Motoring flushes residual carbon particles from the power and accessory
gearbox. Reinstall magnetic drain plug; tighten to 6080 lb in. (6.89.0 N.m) and secure with
lockwire.
720000
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May 1/03
(3) Detach clamp, then disconnect the power turbine pressure oil tube at the connector (tee).
Loosen the coupling nut at the fireshield end of the pressure oil tube; loosen only enough to
permit movement of the tube from the connector. Remove the screen at the connector end of
the tube. While the tube is disconnected, motor the engine with the starter and without ignition
long enough to allow one to two ounces (3059 milliliters) of oil to flow from the tube. Flush
the screen in mineral spirits and shake dry. Reinstall the screen in the pressure oil tube.
Attach the tube to the connector. Tighten the coupling nut at the connector end of the tube to
200250 lb in. (2328 N.m); tighten coupling nut at the fireshield elbow end of the tube to
80120 lb in. (9.013.6 N.m). Secure tube clamp; tighten clamp nut to 3540 lb in.
(3.94.5 N.m).
I. Magnetic Plug Inspection
WARNING: IF A MAGNETIC PLUG WARNING LIGHT COMES ON DURING FLIGHT, LAND
AND INSPECT THE MAGNETIC PLUGS AS SOON AS POSSIBLE. THIS LIGHT
IS AN INDICATION OF CONDITIONS WHICH COULD CAUSE ENGINE FAILURE.
WHEN FLYING A MULTIENGINE AIRCRAFT, REDUCE THE AFFECTED ENGINE
OUTPUT POWER TO THE MINIMUM REQUIRED FOR FLIGHT AND LAND AS
SOON AS PRACTICABLE. IF THE LIGHT IS ACCOMPANIED BY ABNORMAL
NOISES, OIL PRESSURE OR TEMPERATURE, AND SINGLEENGINE FLIGHT
CAN BE MAINTAINED, SHUT DOWN AFFECTED ENGINE AND LAND AS SOON
AS PRACTICABLE. IF SINGLEENGINE FLIGHT IS NOT POSSIBLE, REDUCE
POWER OF AFFECTED ENGINE TO THE MINIMUM AND LAND AS SOON AS
POSSIBLE. AFTER LANDING, INSPECT THE MAGNETIC PLUGS ON THE
AFFECTED ENGINE FOR METAL CONTAMINATION PRIOR TO FURTHER
ENGINE OPERATION.
Two indicating type magnetic drain plugs are installed in the power and accessory gearbox and one
is installed in the propeller reduction gearbox. If a warning light is received in the cockpit, remove
and visually inspect the magnetic drain plugs. The contamination conditions which may be
encountered on the magnetic plugs are defined as follows:
(1) Paste
(a) Paste is the result of fine soft particles which come from normal wear due to gear mesh,
bearing rotation and/or spline engagement. These particles mix with oil or soft carbon to
form paste.
(b) This condition is normal and is the reason for the 100 hour cleaning interval. Paste
generally does not cause a warning light. If a light is encountered, make the magnetic
plug check in para 10.H. (3), this section.
(c) Clean magnetic plugs with solvent and brush. Wipe dry with clean cloth or blow dry with
filtered shop air. Reinstall, tighten to 6080 lb in. (6.89.0 N.m).
NOTE: Heavy accumulations of paste require inspection and cleaning of the magnetic
plugs at intervals of 25 to 100 hours. Cleaning paste from the plugs is
necessary to ensure that small chips, flakes, and slivers can be detected.
(2) Magnetic Particles
(a) Magnetic particles and debris, chips, flakes, and slivers are possible indications of bearing
or gear failure and/or abnormal wear within the engine.
(b) Chips or flakes exceeding 1/32 in. (0.79 mm) diameter or more than 4 slivers per event
are not acceptable.
1 Remove engine and send to an RollsRoyce Authorized Maintenance Center (AMC).
2 Prior to operation of the replacement engine, do the following:
a If a scavenge oil filter is installed and the filter bypass button has not extended,
clean the airframe provided engine oil lines and replace the scavenge oil filter.
720000
Page 335
Sep 15/00
b Confirm proper operation of the scavenge oil filter impending bypass indicator
by performing the functional check per Facet Service Bulletin No. 090589 (ref.
RollsRoyce TP CSL 2017) for aircraft equipped with this type of external
scavenge filter system.
c If the scavenge oil filter has bypassed, if the impending bypass fails the
functional test, or if no scavenge filter is installed, clean or replace the scavenge
oil filter, oil cooler, oil tank, and lubrication system oil lines per the airframe
manufacturers instructions. Drain and replace the engine oil. (Refer to
EngineServicing, Oil Change, para 10.E., 720000.)
(c) Chips or flakes less than 1/32 in. (0.79 mm) diameter or fewer than 4 slivers per event are
acceptable.
1 If a warning light is encountered, refer to para 10.H.(3), this section.
2 Reinstall the magnetic plug and tighten to 6080 lb in. (6.89.0 N.m).
(3) Magnetic Light Indication
Perform the following maintenance actions following each encounter of magnetic light
indications:
(a) Clean the magnetic drain plugs. Perform a 30minute ground run at power. Observe
engine operation limits and chip warning lights.
1 If operation is normal, remove, inspect, clean, and reinstall the three chip detectors.
Return engine to service.
2 If chips or flakes less than 1/32 in. (0.79 mm) diameter or fewer than four slivers are
encountered during the 30minute run, proceed to the next step.
(b) If a chip light is encountered during the first 30 minute ground run, the following steps
must be taken before the second 30minute ground run.
1 Drain oil.
2 Clean engine oil filter.
3 Flush the aircraft oil system to remove any circulating debris.
4 Clean engine chip detectors.
5 Service engine oil system with fresh, clean oil.
6 Perform a 30minute ground run at power. Observe engine operating limits and chip
warning lights. If operation is normal then remove, inspect, clean, and reinstall both
chip detectors. Return engine to service.
7 If a chip light is encountered during the second 30minute ground run, remove the
engine from service and send to an RollsRoyce Authorized Maintenance Center
(AMC). Clean the aircraft engine oil system per para 10.H.(2), this section.
NOTE: If a warning light illuminates within the next eight operating hours following
a 30 minute ground run, and the cause is determined to be an
accumulation of magnetic particles and debris (chips, flakes or slivers),
remove the engine and send to an RollsRoyce Authorized Maintenance
Center (AMC). Tag engine noting cause for rejection. This note is
applicable only after para 10.H. (3) (b), this section has been completed
(reference Oil Drain and Flush); otherwise, this is another event.
(c) A maximum of four occurrences of magnetic chip warning light encountered within any 50
hours of engine operation requires removal of the engine for shipment to an RollsRoyce
Authorized Maintenance Center (AMC).
720000
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Sep 15/00
(4) Operational Check

(a) If magnetic plugs are removed for scheduled maintenance, perform an operational check
prior to reinstallation. Connect harness lead and bridge plug with a suitable conductor.
Check each plug separately for proper cockpit indication.
(b) Reinstall magnetic plug, tighten to 6080 lb in. (6.89.0 N.m)
J. Tedeco Manual Zapper
When operating an aircraft utilizing the Tedeco Manual Zapper the following applies:
(1) First Time Chip Light comes on;
The Chip Pulse switch should be activated to on.
(a) If the chip light goes out after activation of the Chip Pulse switch then continue the flight,
make a log book entry accordingly and observe engine operation and warning lights.
(b) If the chip light remains on after activation of the Chip Pulse switch, land and inspect the
magnetic plugs as soon as possible. This light is an indication of conditions which could
cause engine failure. When flying a multiengine aircraft, reduce the affected engine
output power to the minimum required for flight and land as soon as practical. If the light
is accompanied by abnormal noises, oil pressure or temperature, and singleengine flight
can be maintained, shut down affected engine and land as soon as practical. If
singleengine flight is not possible, reduce power of affected engine to the minimum and
land as soon as possible. After landing, inspect the magnetic plugs on the affected engine
for metal contamination prior to further engine operation. Refer to para 10.I., this section,
and make a log book entry accordingly.
(c) If during the 30 minutes following the first activation of the Chip Pulse switch, the chip
light comes on, land as soon as possible. This light is an indication of conditions which
could cause engine failure. When flying a multiengine aircraft, reduce the affected
engine output power to the minimum required for flight and land as soon as practical. If
the light is accompanied by abnormal noises, oil pressure or temperature, and
singleengine flight can be maintained, shut down affected engine and land as soon as
practical. If singleengine flight is not possible, reduce power of affected engine to the
minimum and land as soon as possible. After landing, inspect the magnetic plugs on the
affected engine for metal contamination prior to further engine operation. Refer to para
10.I., this section, and make a log book entry accordingly.
(2) Second Time Chip Light Comes On:
If the chip light comes on a second time within 50 hours of the first time, follow the procedure
in paragraph (1) above.
(3) Third Time Chip Light Comes On:
If the chip light comes on a third time within 50 hours of the first time, do not actuate Chip
Pulse. Land and inspect the magnetic plugs as soon as possible. This light is an indication of
conditions which could cause engine failure. When flying a multiengine aircraft, reduce the
affected engine output power to the minimum required for flight and land as soon as practical.
If the light is accompanied by abnormal noises, oil pressure or temperature, and singleengine
flight can be maintained, shut down affected engine and land as soon as practical. If
singleengine flight is not possible, reduce power of affected engine to the minimum and land
as soon as possible. After landing, inspect the magnetic plugs on the affected engine for
metal contamination prior to further engine operation. Refer to para 10.I., this section, and
make a log book entry accordingly.
NOTE: If a magnetic drain plug warning light received in the cockpit is confirmed to be
caused by an indicating system malfunction and no metal is found on the magnetic
drain plugs, this chip light incident does not count toward the total of four chip lights
in 50 hours.
720000
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Sep 15/00
Quick Disconnect Magnetic Plug Wear Limits

Figure 303
12. Preservation and Depreservation
Areas of the engine requiring preservation are the oil system, fuel system and the compressor.
A. Inactive Engine Preservation.
Preserve stored engines (not in shipping container) or any engine installed in stored aircraft as
follows:
(1) Preserve the oil system in accordance with Oil System Preservation, para 11.B., if shutdown
period will exceed 45 days. Represerve at least each 90 days if stored outdoors and each 180
days if stored indoors.
(2) Preserve the fuel system in accordance with Fuel System Preservation, para 11.C., if
shutdown period will exceed 45 days. Represerve at least each 90 days if stored outdoors and
each 180 days if stored indoors.
(3) Preserve the compressor and engine gas path in accordance with Compressor Preservation,
para 11.E., if warranted by local corrosive conditions. Represerve at least each 30 days if
stored outdoors and each 90 days if stored indoors.
(4) Install compressor inlet cover. Attach No. 88 Absorbent Protective Dehydrating Agent, or
equivalent (MILD3464) to exhaust collector stack covers and install. Ensure that desiccant
does not contact metal surfaces. Inspect desiccant periodically (based on local humidity
conditions) and rejuvenate as necessary.
(5) During storage use a flagged wedge to hold the compressor bleed valve closed. Also, cover
the diffuser vent orifice hole and gearbox overboard vent.
(6) Store engines indoors if not installed in an aircraft or engine shipping container. Engine
Manufacturer recommends that installed engines be stored indoors if possible.
B. Oil System Preservation.
If the engine will be inactive for over 45 days, the oil system shall be preserved as follows:
720000
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Sep 15/00
(1) For engines not installed in airframe or shipping container

(a) Remove oil filter cap and magnetic plugs. Service as necessary.
(b) Using 6799790 adapter and speed handle, turn engine while supplying clean, approved
engine oil to the filter housing. Continue until fresh oil drains from gearbox.
(c) Install new filter cap and magnetic plug packings. Install cap and plugs. (Refer to Oil
Filter Replacement, para 1.C., 726000 and to para 9.C., this section.)
(2) For operable engines installed in airframe:
(a) Service engine oil system (Refer to para 10.E., this section.)
CAUTION: DO NOT EXCEED AIRFRAME MANUFACTURER STARTER ENGAGEMENT
LIMITS.
(b) Motor engine at least two minute to ensure oil flow to all engine bearings.
C. Fuel System Preservation.
If the engine will be stored for over 45 days the fuel system shall be preserved as follows:
(1) For engines not installed in airframe:
(a) Remove the hose from the fuel nozzle; place the open hose end in a bucket.
(b) Loosen the clamp supporting the two tubes (Po) and (P1) between the fuel control and the
fuel pump. Remove the control bypass (Po) tube and plug the (Po) opening in the fuel
control.
(c) Supply filtered (10 micron) MILL6081 grade 1010 oil (Atlantic Refining Co. No. 31100 or
equivalent) or alternate MILL7870A oil (Gulf Oil Corp. Gulflite 6 or equivalent) at 50
psig (345 kPag) to the fuel inlet of a static engine.
(d) Move the fuel control cutoff lever to the open position.
(e) When oil is observed flowing into the container, remove the oil supply to the pump and
move the fuel control cutoff lever to the closed position.
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND
AIR FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(f) Permit the excess oil to drain from the fuel system before removing the plug and
reassembling the fuel system components. Tighten hose coupling to 80120 lb in.
(9.013.6 N.m); tighten (Po) tube coupling nuts to 150200 lb in. (1723 N.m); tighten
clamp nut to 3540 lb in. (3.94.5 N.m).
(a) Remove the hose from the fuel nozzle; place the open hose end in a bucket.
(b) Supply MILL6081 grade 1010 oil (Atlantic Refining Co. No. 31100 or equivalent) or
alternate MILL7870A oil (Gulf Oil Corp. Gulflite 6 or equivalent) to the fuel pump inlet.
CAUTION: DO NOT EXCEED STARTER LIMITATIONS WHILE MOTORING THE
ENGINE.
(c) Move the condition lever to the maximum position and motor the engine with the starter
(without ignition). When oil is observed flowing into the bucket, move the condition lever
to the FUEL OFFFEATHER position. Remove the oil supply to the pump inlet.
(d) Permit excess oil to drain from the fuel control then reinstall the fuel line. Tighten hose
coupling to 80120 lb in. (9.013.6 N.m).
720000
Page 340
Sep 15/00
D. Fuel System Depreservation.

Depreserve the engine fuel system by making a normal start.
NOTE: In case of a false start or a start is not completed in a total time of one minute, return the
condition lever to FUEL OFFFEATHER position and motor the engine without ignition for
10 seconds.
E. Compressor Preservation
Application of preservative to the compressor shall be made as warranted by local corrosive
conditions encountered. In no case, when operating in a corrosive environment, shall the shutdown
period exceed 5 days without preserving the compressor.
(1) For engines not installed in airframe.
(a) Disconnect the fuel system pressure sensing (Pc) line from the Pc filter at the diffuser
scroll. Hold the Pc filter while disconnecting the coupling nut. Cap the line and the Pc
filter.
(b) Disconnect the bleed control valve pressure sensing (Pc) line from the elbow at the
diffuser scroll. Cap the line and the scroll fitting.
(c) Block the bleed control valve in the closed position using 6886204 compressor protector
cleaning kit.
(d) Ensure cockpit engine antiicing switch is off.
(e) Spray onequarter pint (0.l liter) of preservative into the engine while it is being motored
with the starter and without ignition (ignition circuit breaker pulled). Use RustLick No.
606, Rocket WD40, or equivalent for the preservation. Use a sprayer with a quick
opening valve and a nozzle sized to spray onequarter pint (0.l liter) of preservative in l to
3 seconds. Hold the can of sprayer 8 to l2 in. (2030 cm) in front of the compressor.
Allow the preservative to be drawn into the compressor while spraying in a circular motion
which covers the entire intake area. As an alternate method of application use an aerosol
pressuretype spray can. Spray preservative from the can for l5 to 20 seconds while the
engine is being motored. Spray in a circular motion which covers the entire intake area.
CAUTION: DO NOT EXCEED 10% N1 RPM MOTORING SPEED. DO NOT INJECT A
SOLID STREAM OF FLUID INTO THE COMPRESSOR.
(f) Reconnect the control system and bleed control valve pressure sensing lines. Tighten
coupling nuts to 80120 lb in. (9.013.6 N.m). On configurations having a Pc filter, hold
the filter while tightening the coupling nut.
(g) Remove the wedge which was used to block the bleed control valve in the closed
position.
(h) Install the inlet and exhaust collector covers and keep the engine in a static condition after
preservative application.
CAUTION: THIS EXCEPTION TO THE RECOMMENDED WATER RINSE IS FOR
PRESERVATION REMOVAL ONLY AND DOES NOT ALTER THE
REQUIREMENT FOR DAILY WATER RINSE FOLLOWING EXPOSURE TO A
SALT WATER ENVIRONMENT. (REFER TO COMPRESSOR CLEANING,
PARA. 5., 723000.)
(i) Before starting the engine, remove the preservative and soft contaminants by water
rinsing and drying the compressor in accordance with the procedure given in Compressor
Cleaning, para 5., 723000.
NOTE: Operation of the engine prior to removal of compressor preservative may
contribute to early contamination of the compressor blades with a resultant
decrease in compressor efficiency. The recommended water rinse may be
omitted only if available power is closely monitored and a compressor cleaning
schedule is established.
720000
Page 341
Sep 15/00
Table 601 (cont)
Item 3. Compressor Blades and Vanes
e. Any time the aircraft has been operated in an atmosphere known (or suspected) to be
corrosive, perform a water rinse of the compressor. (Refer to Compressor Cleaning,
PARA 5.A., 723000.)
f. Inspect for obvious foreign object damage.
Item 4 & 5. Accessory and propeller reduction gearbox
g. If a warning light is received, inspect and clean the magnetic drain plugs. (Refer to
PARA 11.I., 720000, EngineServicing.)
Item 6. Oil Supply
h. Check oil supply level. Check the impending oil filter bypass indicator.
NOTE: It is possible for the impending oil bypass indicator to extend during a start,
before the oil has warmed, and give an erroneous indication of a dirty oil filter.
If the impending bypass filter indicator is extended, run the engine until the oil
is at operative temperature and push the indicator button in. If the button
remains in throughout the normal speed range of the engine, the filter does
not require cleaning/ changing.
i. Check oil quantity immediately after shutdown (before oil has had time to drain into the
gearbox.)
Item 7. Fuel System, General
j. Check the accessible fuel system components, lines, and connections for evidence of
insecurity or leakage. Accomplish with the boost pump on if available.
Item 8. Electrical
k. Inspect electrical harness (250B17F/1 only) for loose, chafed, frayed or broken wires
and loose connectors.
l. Inspect ignition lead for burning, chafing, or cracking of conduit and for loose connec-
tors. Inspect for broken lockwire.
m. Inspect start counter for proper operation (increase in count) and for loose, chafed,
frayed or broken wires and loose connectors.
B. Scheduled Inspections
Scheduled inspections are made at periodic intervals in an effort to prevent engine malfunction and
serve in the role of preventive maintenance for the engine. The component to be inspected, the
nature of the inspection, and the elapsed time after which the inspection is to be performed are
given in the Inspection Checksheet, Table 602. The inspection times are hours of engine operation.
720000
Page 603
May 1/03
Table 602 (cont)
Item Inspection/Maintenance Action Reference Initial
100 Hour Inspection (cont)
6 Clean compressor with chemical wash solution as required if Para 5.B.,

operating in a smoggy area. 723000
7 Inspect the compressor scroll for cracks or breaks at the anti Para 1.C.(2), this
ice air valve and customer bleed port. If cracks or breaks are section
detected, check engine for possible vibration causes.
8 Inspect Pc filter for proper clamping and security Para 2.B.,

732003
9 Using a 10x power glass, inspect the condition of the Pc filter N/A
end fitting for distress/cracks, and the elbow in the scroll for
distress/cracks/proper alignment. No cracks are permissible in
either the Pc Filter or the Compressor Scroll.
10 Remove the ScrolltoPc Filter Tube Assembly and inspect for N/A
cracks using a 10x power glass. Pay particular attention to the
flared ends of the tube for cracks, and to the areas beneath the
floating ferrules for fretting damage. Tubes found to contain
cracks and/or excessive fretting damage are to be replaced by
new parts of the same part number as removed.
NOTE: Excessive fretting is present when the ferrule has

chafed the tube sufficiently to wear a step that can be
felt with a thumbnail or other inspection aid.
11 Check air tubes for cracks. Para 4,A.,

724000
12 Inspect the antiicing valve (all models) and overspeed sole- Para 5., 732100
noid valve (250B17F/1 only) for loose, chafed, frayed or bro- Para 2., 751001
ken wires, loose connectors and security of attachment.
13 Check antiicing valve for security, worn parts and proper op-
eration. Valve need not be removed or disassembled unless a
problem is detected.
14 Inspect compressor mount inserts for looseness or oil leakage. Para 4.E. and F.,
Replace if loose and check engine for possible vibration 726000
causes.
15 Inspect the turbine support assemblies and engine exhaust Para 8.A.,
ducts for condition of welded joints, for cracks and buckling. 725000
Check exhaust duct clamps for proper installation, condition
and torque.
16 Inspect and clean the turbine pressure oil system check valve. Para 2,J., 726000
720000
Page 605
May 1/02
Table 602 (cont)
17 Inspect and clean pressure oil tube screen assembly. N/A
18 Measure oil flow from the scavenge passage or external sump Para 6.D.,
of the power turbine support and from gas producer turbine 725000,
support.
Record actual flow here:
GP__________PT__________
19 Inspect, clean and check magnetic drain plugs. Para 11.I.,

720000
Engine Servicing
19.A Inspect and clean the fuel nozzle. If no airframe mounted fuel PARA 2.A.,
filter is installed, inspect the fuel nozzle filter. PARA 3.A.,
731003
20 Inspect the start counter for proper operation (increase in N/A

count) and for loose, chafed, frayed or broken wires and loose
connectors.
21 (250B17F/1 only) Inspect the electrical harness for loose, N/A

chafed, frayed or broken wires and loose connectors.
22 Check the condition of the bleed valve gasket (without remov- N/A
ing bleed valve). Replace gasket if air leaks (blowouts) can be
detected.
23 Inspect the outer combustion case for condition. Inspect the Para 2.B.,
weld joints of cases that do not have the brazed screen rein- 724000
forcement in the armpit area.
24 Clean the burner drain valve. Para 3.A.,

724000
25 Inspect the ignition lead for burning, chafing, or cracking of Para 2., 742002
conduit and loose connectors and broken lockwire.
26 Review engine records for compliance with all mandatory bulle- N/A
tins, inspections and airworthiness directives.
27 Review engine records for time or cycle limited parts, compo- N/A
nents, accessories or modules.
28 Enter component changes, inspection compliance, etc., in log- N/A

book as required.
720000
Page 606
Feb 10/04
Table 602 (cont)
200 Hour Inspection
In addition to the 100 hour inspection items, perform the follow-

ing:
29 Lubrication system maintenance
NOTE: The recommended oil change internal is 200 hours or

6 months, whichever occurs first. Recommended time
period may be extended to 300 hr intervals for those
items indicated by an asterisk (*) provided an external
oil filter of a type that has a valid STC (Supplemental
Type Certificate) is installed on the engine.
*(a) Drain oil system. PARA 10.E., 720000

Engine Servicing
(b) Remove, inspect and clean the oil filter. PARA 1.C.,
Note any accumulation of metal chips, debris or carbon 726000
particles. Conduct further inspection of the lube system
and/or gear train/bearings if metal chips or debris are
found. See Items 36 and 37 (300 Hour Inspection) if
carbon particles are found.
NOTE: Follow STC manufacturers recommendations regard

ing replacement/cleaning of external oil filter elements.
Inspect removed elements for any accumulations of
metal chips, debris or carbon particles. It may prove
helpful to cut apart disposable (paper) filter elements
to facilitate this inspection. If chips, debris or carbon
particles are found, proceed with additional inspection/
maintenance as outlined in Item 29b.
(c) Inspect magnetic chip detector plugs. PARA 10.H.,

720000,
Engine Servicing
*(d) Refill oil system. PARA 10.E.,

720000
Engine Servicing
300 Hour Inspection
In addition to the 100 hour and appropriate 200 hour inspection

items, perform the following:
720000
Page 607
May 1/02
Table 602 (cont)
CAUTION: INSPECTION FREQUENCY SHALL BE BASED ON THE NATURE OF THE EROSIVE

AND/OR CORROSIVE ENVIRONMENT. THE OPERATING ENVIRONMENT MAY DICTATE A
MORE FREQUENT INSPECTION INTERVAL. FOR NONCOATED COMPRESSOR
WHEELS, THE INSPECTION SHALL NOT EXCEED 300 HOURS OR 6 MONTHS. FOR
COATED COMPRESSOR WHEELS, INSPECTION SHALL NOT EXCEED 300 HOURS OR 12
MONTHS. IF ANY PARENT METAL IS EXPOSED DUE TO CORROSION AND/OR
EROSION, THE INSPECTION REQUIREMENT SHALL REVERT BACK TO 300 HOURS OR 6
MONTHS.
30 Inspect the compressor case when operating in an erosive PARA 1.C.(9),
and/or corrosive environment. this Section
CAUTION: WHEN THERE IS EVIDENCE THAT THE FUEL PUMP FILTER HAS BEEN BYPASSED, THE
GAS PRODUCER FUEL CONTROL INLET FILTER, THE FUEL NOZZLE FILTER, THE
GOVERNOR FILTER AND THE HIGH PRESSURE FUEL FILTER, IF APPLICABLE, MUST BE
CLEANED. (REFER TO SPECIAL INSTRUCTIONS, TABLE 603) IF ANY CONTAMINATION
IS FOUND IN THE FUEL NOZZLE FILTER, THIS WILL REQUIRE THAT THE FUEL
CONTROL BE SENT TO AN AUTHORIZED REPAIR FACILITY FOR INTERNAL CLEANING.
REFERENCE MUST ALSO BE MADE TO THE AIRFRAME MAINTENANCE MANUAL FOR
FUEL SYSTEM MAINTENANCE FOLLOWING FUEL CONTAMINATION.
31 If the aircraft is equipped with an engine fuel filter differential PARA 1.F.,
pressure warning system, replace the throwaway filter only 731001
when an indication of contamination is obtained or every 300
hours, whichever comes first. If the aircraft is not equipped
with a differential pressure warning system, replace the fuel
filter every 300 hours unless operating experience demon-
strates that smaller time increments are advisable. Before dis-
carding filter, inspect for signs of contaminants. If any are
found, inspect the entire fuel system and clean if necessary.
32 Perform a fuel pump bypass valve operational check whenever PARA 1.D.,
a fuel filter is replaced. 731001
33 Purge air from the filter bowl area of the single element pump. PARA 2.F.,
730000
34 Deleted
35 Inspect and clean the No. 1 bearing oil pressure reducer. PARA 3.A.(2),
723000
36 Visually inspect turbine external sump. Clean internal carbo- PARA 6.E.(4),
nous deposits from sump. 725000
37 Inspect the power turbine support scavenge strut. Clean inter- Para 6.E.,
nal carbonous deposits from strut. 725000
38 Remove, clean and inspect Pc filter every 300 hours or earlier PARA 2.A.,
as engine performance dictates. 732003
720000
Page 608
Feb 10/04
Table 603 (cont)
Item Occurrence Component or System Required

Action *
Oil System, al1. (cont)
2. Flush the engine oil system and clean the main and scavenge oil filters.
3. Flush the airframe oil system including oil coolers (refer to applicable airframe
manual).
4. Reinstall filters and fill the cavity with fresh oil. Fill the oil tank with fresh oil.
5. Perform 30minute ground run at power observing cockpit gauges, warning lights
and caution panel for normal condition. Check indicated oil level within 15 minutes
after shutdown.
6. After ground run, remove and inspect main and scavenge oil filters and magnetic
chip plugs. If no accumulated debris is present, release aircraft for flight. During
the next 30 hours of operation, check engine oil filters and magnetic chip plugs at
approximately 10hour intervals to determine if additional debris has accumulated.
If debris is present, follow instructions for magnetic chip plug inspection procedure.
Oil Filter
am. At each oil change, remove, clean, and reinstall the oil filter. (Refer to Oil Filter, PARA
1.C., 726000.)
an. After 50 hours of operation or if chip indication occurs within the first 50 hours on a
new, repaired or overhauled engine, check the oil filter(s) and magnetic chip plugs for
contamination. Also, if decreased oil pressure is noticed during operation, check the
engine oil filter(s) for contamination at that time. If debris is found, proceed as follows:
1. Drain engine and airframe oil systems. Pay particular attention for any metallic
debris in the oil. Swab the oil tank and note any foreign material.
2. Flush the engine oil system and clean the main and scavenge oil filters.
3. Flush the airframe oil system including oil coolers (refer to applicable airframe
manual).
4. Reinstall filters and fill the cavity with fresh oil. Fill the oil tank with fresh oil.
5. Perform 30minute ground run at power observing cockpit gauges, warning lights
and caution panel for normal condition. Check indicated oil level within 15 minutes
after shutdown.
6. After ground run, remove and inspect main and scavenge oil filters and magnetic
chip plugs. If no accumulated debris is present, release aircraft for flight. During
the next 30 hours of operation, check engine oil filters and magnetic chip plugs at
approximately 10hour intervals to determine if additional debris has accumulated.
If debris is present, follow instructions for magnetic chip plug inspection procedure.
Turbine Pressure Oil System Check Valve
ao. Any time the turbine is removed from the engine, clean and inspect the check valve.
(Refer to Turbine Pressure Oil System Check Valve, PARA 2.J., 726000.)
720000
Page 616
May 1/03
Table 701
Cleaning Engine After Using Extinguisher Material
Follow on or
Extinguisher Immediate Final Cleaning
Material Action Requirement
1. Milspec: OF555C Water rinse to remove residue. Same as immediate action.

Steam clean if required on external
Animal Protein surfaces. If ingested perform com-
pressor cleaning, para 5., 723000.
2. Detergent Foam Water rinse to remove residue. Steam Same as immediate action.
clean if required on external surfaces.
If ingested perform water rinse, para
5.A., 723000.
3. Milspec: MilF22287A WARNING: USE WITH ADEQUATE External surfaces can be

VENTILATION cleaned of glaze by using mix-
Dry chemical PKP ture of 60% isopropyl and 40%
Chemical Composition: isobutyl alcohol then steam
Potassium Bicarbonate Remove as much loose powder as clean.
covered with silicone. possible using either vacuum tools or
Methyl Polysilidoxane to compressed air at 30 psig. If PKP has
prevent absorption of been ingested use mixture of 60% iso-
moisture. propyl and 40% isobutyl alcohol in-
jected or sprayed into compressor in-
let while motoring on starter (cold en-
gine) followed by water rinse, para
5.A., 723000.
4. MilSpec: MilB38741 WARNING: DO NOT BREATH There is no residue from the

Halon 1211 EXHAUST FUMES. Halon 1211.
Chemical Composition: At ambient temperature below 25F

Bromochlorodi Fluro (4C), start engine and run idle for 5
methane to 10 minutes to evaporate all liquid.
CF2ClBr
Above 25F (4C), no action is re-
quired except that to accelerate evap-
oration, i.e., running engine at idle.
If starting of the engine is not possible,

provide heat from an external source
to evaporate the Halon 1211.
720000
Page 703
Sep 15/00
Table 701 (cont)
Follow on or
5. MilSpec: MILB49394D WARNING: USE WITH ADEQUATE Accomplish liquid cleaning

VENTILATION upon return to home station.
Halon 1011
Note: Engine internal

Chemical Composition: Clean externally and internally as If airplane was flying when the
Bromo chloromethane much as possible with a mixture of agent was applied by the fixed
CH2BrCl 60% isopropyl and 40% isobutyl alco- fire extinguisher system, no
hol. FD680 Type II is acceptable as further action is required. If
an alternate agent for external clean- the airplane was on the
ing. Steam clean the exterior. Start ground when applied, as soon
engine and run at ground idle for five as the engine can be operated
minutes. and the inlet has been in-
spected, the engine should be
Note: When steam cleaning is not motored for one minute then
available the following procedure is started and operated at
recommended. Clean and neutralize ground idle for five minutes.
all exterior surfaces. Wash all wetted No further action is required
surfaces with a rag saturated with sol- as a result of usage of fire ex-
vent Spec PD608 Type II. Wash tinguisher agents.
this with 10% solution of Sodium Bi-
carbonate, Spec OS 576 Allow solu- Halon 1011 is not soluble.
tion to remain on surfaces until bub-
bling stops. Wipe solution, rinse with Residue material can be re-
water and dry. moved with alcohol mixture.
Note: If engine was static when the

agent was applied to the inlet duct or
oil cooler, these should be cleaned the
same as exterior surfaces.
6. MILSpec: No action required. No action required. Halon

MILB12218B 1301 will not leave a residue.
Halon 1301
Chemical Composition:
Bromotrifluoromethane
CF3Br
7. Mil Spec: BBC101B No action required. No clean up required.
Carbon Dioxide CO2 (gas)
720000
Page 704
Sep 15/00
Table 701 (cont)
Follow on or
8. Light Water * Water rinse to remove residue. Steam Same as immediate action.
Foam clean if required on external surfaces.
If ingested, perform water rinse, para
5.A., 723000.
*Registered Trademark of 3M Company
720000
Page 705
Sep 15/00
ENGINESTORAGE INSTRUCTIONS
1. General
Engines shall be prepared for storage and/or shipment in accordance with the following paragraphs.
Engines placed in storage must be inspected every 30 days. Refer to para 7., this section.
2. Preservation
A. Engine Preservation
(1) Drain the oil from the power and accessory gearbox by removing the bottom drain plug. Clean
and replace the plug after the oil has been drained.
(2) Preserve the compressor in accordance with Compressor Preservation, para 11.E., 720000,
EngineServicing.
(3) If the engine is to be stored for less than 45 days no further preservation is required.
(4) If the storage period will exceed 45 days, or the engine is being prepared for shipment,
continue with the preservation as follows:
(a) Preserve oil system in accordance with Oil System Preservation, para 2.B., this section.
(b) Preserve fuel system in accordance with Fuel System Preservation, para 2.C., this
section.
(c) Preserve engine in accordance with, Inactive Engine Preservation, para 11.E., 720000,
EngineServicing.
(d) Install compressor inlet cover. Attach No. 88 Absorbent Protective Dehydrating Agent, or
equivalent (MILD3464) to exhaust collector stack covers and install. Ensure that
desiccant does not contact metal surfaces. Inspect desiccant periodically (based on local
humidity conditions) and rejuvenate as necessary.
(e) During storage use a flagged wedge to hold the compressor bleed valve closed. Also,
cover the diffuser vent orifice hole and gearbox overboard vent.
(f) Store engines indoors if not installed in an aircraft or engine shipping container.
RollsRoyce recommends that installed engines and engines in shipping containers be
stored indoors if possible.
B. Oil System Preservation
If the engine will be inactive for over 45 days, the oil system shall be preserved as follows:
(1) For engines not installed in airframe or shipping container:
(a) Remove oil filter cap and magnetic plugs. Service as necessary.
(b) Install new filter cap and magnetic plug packings. Install cap and plugs. (Refer to Oil
Filter Replacement, para 1.C., 726000 and to para 10.H., 720000,
EngineServicing.)
(c) Using 6799790 adapter and speed handle, turn engine while supplying clean, approved
engine oil to the oil inlet fitting. Continue until fresh oil drains from gearbox.
(a) Service engine oil system. (Refer to para 10.E., 720000, EngineServicing.)
CAUTION: DO NOT EXCEED AIRFRAME MANUFACTURER STARTER ENGAGEMENT
LIMITS.
(b) Motor engine approximately one minute to ensure oil flow to all engine bearings.
720000
Page 901
May 1/02
COMPRESSOR SECTIONMAINTENANCE PRACTICES

1. Compressor Assembly Replacement (See Figure 201)
WARNING: FAILURE TO PROPERLY ASSEMBLE COMPONENTS/PARTS OF THE ENGINE
COULD RESULT IN AN ENGINE FAILURE.
A. Removal
(1) Remove the propeller reduction gearbox. Refer to Reduction Gearbox Replacement, para 1.,
721000.
(2) Remove compressor oil supply and scavenge tubes from the compressor front support and
from the propeller and power and accessory gearboxes.
(3) Remove fuel control system compressor discharge pressure (Pc) sensing tube. Remove tube
from the bracket mounted Pc filter and from the elbow at the scroll. Hold the Pc filter while
disconnecting the coupling nut.
(4) Remove the compressor discharge pressure sensing tube at the compressor bleed control
valve and at the diffuser scroll fitting.
(5) Remove the pressure elbow and fitting from the diffuser scroll. Discard packing.
(6) Remove the three bolts, nuts and washers and separate the compressor bleed control valve
and gasket from the bleed adapter. Discard gasket.
(7) Remove the antiicing line at the compressor front support and at the antiicing air valve.
(8) Disconnect the antiicing line at the antiicing air valve and at the antiicing solenoid valve.
(9) Remove the two bolts and separate the antiicing air valve from the diffuser scroll. Discard
packing.
(10) (250B17F/1) only) Remove N2 overspeed cooling air line from the bleed manifold and the N2
overspeed fitting.
(11) Remove the turbine assembly from the engine. (Refer to the Turbine Assembly Replacement,
para 1., 725000.)
(12) Lubricate (engine oil) the spur adapter gearshaft bearing guide (23006778) and install it on the
compressor spur adapter gearshaft (See Figure 202).
(13) If the compressor assembly is to be reinstalled, count and record the number of shims at each
mounting pad prior to complete removal of the compressor. Save the shims for reuse.
(14) Remove the nuts and washers at the two pads inboard on the gearbox and remove the three
bolts at the outboard pads. Note the position of the three different bolts and one washer used
at these pads.
(15) Separate the compressor from the gearbox. Save the shims found at the compressor
mounting pads for possible reuse. Remove 23006778 bearing guide from the spur adapter
gearshaft. Discard packings.
(16) Inspect the spur adapter gearshaft splines and compressor splined adapter internal splines.
(Refer to para 4.G., this section).
(17) Inspect the compressor mounting inserts in the gearbox housing for looseness. Refer to Insert
Inspection, para 4.E., 726000.
723000
Page 201
Sep 15/00
(3) Install and tighten bolt and nut (7) in the rear flange of the bottom half. Use the bolt hole which
is diametrically opposite the top case half bolt.
(4) Loosen the four corner bolts in the horizontal flanges. Allow the horizontal flange to reposition;
then retighten the four bolts (8) to the minimum torque necessary to close the horizontal
splitlines.
(5) Install and tighten one bolt and nut (9) in the front flange at the center hole position (90
degrees from the horizontal flanges).
(6) Loosen and tighten each of the four corner bolts in the horizontal flange using sequence (10)
thru (17).
(7) Install and tighten the remaining 10 horizontal flange bolts and nuts. Tighten all bolts, (18) thru
(27), starting from the rear and alternating from side to side.
(8) Install and tighten the remaining 12 bolts and nuts (28) in the rear flange and the two bolts and
nuts (29), plus nameplate, in the front flange.
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND AIR
FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(9) Attach the antiicing air tube to the antiicing air valve and to the front support. Tighten
coupling nuts to 200250 lb in. (2329 N.m).
(10) Install the propeller reduction gearbox. (Refer to Propeller Reduction Gearbox Replacement,
para 1.B., 721000.)
(11) Attach the compressor pressure and scavenge oil tubes:
(a) Install the packing in the front support scavenge fitting. Tighten 3 fitting bolts to l720 lb
in. and safety wire (2.02.3 N.m). Install the gearbox elbowtofront support scavenge oil
tube. Tighten coupling nuts to 150200 lb in. (1723 N.m).
(b) Install the gearbox teetopressure reducer pressure oil tube. Tighten coupling nuts to
65100 lb in. (7.311.3 N.m).
(12) Apply engine oil or petrolatum to the bleed manifold flange and RTV 732 to bleed adapter
mating flange.
(13) Install bleed adapter to bleed manifold; tighten bolts and nuts within l5 minutes of applying
RTV sealant.
(14) Apply antiseize compound to the bolt threads; then install the bleed control valve and gasket
on the compressor bleed adapter flange.
(15) Retain with three nuts, bolts and washers. Tighten the 1/428 nut to 7085 lb in. (7.99.6
N.m); tighten the remaining two nuts to 3540 lb in. (3.94.5 N.m).
(16) Install the bleed control valve pressure sensing line between the elbows at the valve and the
fitting at the scroll. Tighten coupling nuts to 80120 lb in. (9.013.6 N.m).
(17) Position engine in turnover stand with the compressor inlet at the top.
(18) Turn the compressor rotor using 6799790 engine turning adapter through the startergenerator
pad. Use a wrench to rotate the turning adapter. Minor blade tip rub (evidenced by feel or
noise) is acceptable. The rotor should not lock up.
(19) As an alternate method, motor the engine with the starter and without ignition to 1015% N1
speed. Listen for noise indicating a rub condition caused by case misalignment.
(20) Check run the engine after compressor case replacement. (Refer to Check Run, para 1.,
720000, EngineAdjustment/Test.)
723000
Page 211
Sep 15/00
3. Compressor Front Bearing and/or Oil Seal Replacement (Engine Removed)

This is the procedure for replacing the compressor front bearing or oil seal. Replace parts with engine
removed from the aircraft and installed in 6795579 turnover stand. Turn engine to a vertical position in
the stand with compressor inlet at the top. Replace seal as follows: (See Figure 206)
CAUTION: TO PREVENT ASSEMBLY DIFFICULTIES AND TO MINIMIZE POSSIBLE PART
DAMAGE, DO NOT REMOVE THE FRONT SUPPORT FROM THE COMPRESSOR
UNLESS THE ENGINE IS VERTICAL, WITH THE COMPRESSOR INLET ON TOP.
A. Removal
(1) Remove the pressure and scavenge oil lines between the gearbox and the compressor front
support. Discard packing.
(2) Remove the oil pressure reducer from the compressor front support. Discard packing.
NOTE: Any time the compressor front bearing and/or front bearing oil seal is replaced or the
oil system has been contaminated, disassemble and inspect the oil pressure reducer.
(a) Remove the internal retaining ring; then separate the restrictor from the oil pressure
reducer body. (See Figure 206)
(b) Clean all debris from the restrictor and the body using mineral spirits and a soft bristle
brush.
(c) Inspect the restrictor for burrs and/or damage to the lands. Replace restrictor if either
condition exists.
(d) Reassemble the oil pressure reducer by installing the restrictor threaded end first into the
body. (See Figure 206) Secure with the internal retaining ring. Be sure the retaining ring
is properly seated in the groove in the body.
(e) Lubricate a new packing and install it with the oil pressure reducer in the compressor front
support. Tighten to 5075 lb in. (5.68.5 N.m).
(3) Remove the line between the antiicing air valve and the compressor front support.
(4) Remove six bolts and nuts at the front support flange. The identification plate is removed by
this operation; note its location.
(5) Loosen, but do not remove, the compressor case (horizontal) splitline nuts and bolts.
CAUTION: USE CARE WHEN REMOVING THE FRONT SUPPORT IN ORDER TO PREVENT
DAMAGE TO EITHER THE NO. 1 BEARING ROLLERS, WHICH MUST PASS
THROUGH THE ID OF THE CARBON SEAL, OR THE NO. 1 CARBON SEAL.
(6) Separate the compressor front support from the compressor assembly by lifting the front
support straight off the compressor assembly.
NOTE: The bearing housing, No. l bearing outer race, and the No. l carbon seal will remain
in the front support.
(7) If investigating an oil leak remove the bearing housing retaining nut; then remove the bearing
housing from the front support. Discard packing.
(8) Remove the No. l carbon seal internal retaining ring from the bearing housing, then remove the
No. l carbon seal using 23033035 puller.
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(9) Remove the No. l bearing outer race internal retaining ring then remove the No. l bearing outer
race and damper segments using 23033034 puller.
CAUTION: DO NOT HOLD OR TURN THE N1 GEAR TRAIN THROUGH THE SPARE DRIVE
PAD. THIS COULD RESULT IN DAMAGE TO THE GEARBOX.
CAUTION: THE COMPRESSOR FRONT BEARING CAN BE DAMAGED EASILY. REPLACE
BEARING IF AT ANY TIME DURING REMOVAL OR INSTALLATION THE
BEARING IS DROPPED, OR LOADED THROUGH THE ROLLERS TO THE INNER
RACE.
(10) Remove the bearing retaining nut using a socket wrench with a broach depth no more than
7/16 in. (11 mm) (SnapOn SW 181 or equivalent). Hold the rotor from turning using 6799790
adapter in the startergenerator pad on the gearbox cover.
(11) Remove the No. l bearing inner race and roller assembly using 23033027 puller, then remove
the No. l seal mating ring using the same puller (See Figure 207).
B. Installation
(1) Install the No. 1 bearing housing in 2303303l holding fixture.
(2) Coat the No. 1 bearing damper groove with VVP236 Petrolatum.
(3) Install the damper segments and replacement No. l bearing outer race using 23033032 drift.
(4) Install washer and secure by installing the internal retaining ring into the forward groove of the
bearing housing.
(5) Install the replacement No. 1 carbon seal using 23033033 drift. Secure the seal by installing
the internal retaining ring into the aft groove of the bearing housing.
(6) Heat the seal mating ring and bearing to 300 50F (149 29C) to aid assembly. Install the
seal mating ring (pulling lip forward) and the bearing (pulling lip forward) using 23033030 drift.
(7) Install washer on the compressor rotor. Secure with a nut. Tighten nut to l20l30 lb in. (l4l5
N.m) above the torque due to locknut drag. Hold the rotor from turning using 6799790 adapter
in the startergenerator pad on the gearbox cover.
(8) Install lubricated packing on the bearing housing. The bearing housing requires packings in
three locations:
(a) Aft groove
(b) Forward groove
(c) 1.35l1.355 in. dia.
(9) Visually align the pin of the bearing housing with the hole in the compressor front support; then
install the bearing housing in the front support.
(10) Lubricate the threads of the bearing housing with antiseize compound.
(11) Secure the housing to the front support with a nut. Tighten nut to 3540 lb in. (3.94.5 N.m).
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Removing the Compressor Front Bearing and Seal Mating Ring

Figure 207
CAUTION: DO NOT FORCE THE SUPPORT FLANGE INTO THE COMPRESSOR CASE
PILOTLOOSEN THE COMPRESSOR CASE HORIZONTAL SPLITLINE BOLTS
AS NECESSARY FOR EASE OF ASSEMBLY; REMOVE ONE CASE HALF, IF
NECESSARY.
(12) Install the front support on the compressor assembly. Use care when slipping the carbon seal
over the No. l bearing rollers. This part is indexed correctly when the scavenge fitting is
located at the six oclock position on the compressor.
(13) Install the identification plate and six supporttocompressor case bolts and nuts. Tighten
bolts to minimum torque necessary to seat the front support.
(14) Tighten compressor case splitline bolts and nuts. (For torque and tightening sequence, refer
to para 2.D., this section.)
(15) Tighten front supporttocompressor case bolts and nuts to 1015 lb in. (1.11.7 N.m) plus
locknut drag.
(16) Attach the antiicing air tube to the antiicing air valve and to the front support. Tighten
coupling nuts to 200250 lb in. (2328 N.m).
(17) Attach the compressor pressure and scavenge oil tubes:
(a) Install the packing in the front support scavenge fitting. Tighten three fitting bolts to l720
lb in. (2.02.3 N.m) and safety wire. Install the gearboxtofront support scavenge oil
tube. Tighten coupling nut to 150200 lb in. (1723 N.m).
(b) Install the gearbox teetopressure reducer pressure oil tube. Tighten coupling nuts to
65100 lb in. (7.311.3 N.m).
(18) After complete assembly of the compressor, check the compressor rotor for freedom of
operation. If compressor drag or rubbing is detected either by feel or by sound, investigate to
determine the cause by removing one or both halves of the case assembly. Minor blade tip
rub is acceptable.
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(19) Check run the engine after seal or bearing replacement. (Refer to Check Run, para 1.,
720000, EngineAdjustment/Test.)
4. Compressor Front Bearing and/or Oil Seal Replacement (Engine Installed)
This is an alternate procedure for replacing the compressor front bearing and/or oil seal. It is
accomplished while the engine is installed and in a horizontal position.
CAUTION: THIS ALTERNATE PROCEDURE INVOLVES GREATER RISK OF PART DAMAGE AND
ASSEMBLY ERROR THAN THE PREFERRED PROCEDURE (PARAGRAPH 3., THIS
SECTION). THE ALTERNATE PROCEDURE IS RECOMMENDED FOR SKILLED
MECHANICS HAVING APPROVAL OF THEIR DISTRIBUTOR.
A. Removal and Installation
(1) Support the compressor rotor in the compressor case by carefully installing shim stock
between the firststage wheel blade tips and the compressor case. Install the shim stock
through the open end of the compressor front support at three equally spaced locations. One
location shall be at the six oclock position.
CAUTION: IN ORDER TO ENSURE REMOVAL OF THE SHIM STOCK AFTER COMPLETION
OF THE BEARING AND/OR SEAL REPLACEMENT, ATTACH A STRING OR
STREAMER TO THE PROTRUDING END OF THE SHIM STOCK BEFORE IT IS
INSERTED INTO THE COMPRESSOR.
(2) Replace the compressor front bearing and/or oil seal in the same manner as used in the
Engine Removed procedure (para 3.A. and 3.B., this section).
(3) Once the compressor front support is properly installed, remove the shims from between the
firststage wheel blade tips and the case halves.
(4) Check run the engine. (Refer to Check Run, para 1., 720000, EngineAdjustment/Test.)
5. Inspection/Check
The cleaning and preservation practices which are necessary for the proper maintenance of the
compressor are described in para 5., this section.
WARNING: CORROSION OR EROSION WILL CAUSE DAMAGE TO COMPRESSOR BLADES AND
VANES WHICH CAN RESULT IN ENGINE FAILURE.
A. Diffuser Vent Orifice Inspection
Inspect the diffuser vent orifice for evidence of spewing or for looseness. If spewing has been
encountered, resize the orifice. (Refer to Diffuser Vent Orifice Selection, para 1.B., 720000,
EngineAdjustment/Test.)
B. Blade and Vane Inspection
NOTE: Do not remove both case halves at the same time.
NOTE: Before reworking any blades or vanes, refer to Blade Damage and Vane Damage, paras
C and D, which follow.
The design of the compressor case permits inspection of blades and vanes by removing the
compressor bleed control valve, bleed adapter and one compressor half case. (Refer to Case
Replacement, para 2., this section.) Remove the compressor and send it to an authorized overhaul
or repair facility if vane rub marks are found on the hub area of the compressor rotor wheels during
the blade and vane inspection. Rework all nicks, dents and corrosion pits by blending.
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(26) Install the coordinator. (Refer to Coordinator Assembly, para 2.A., 732005).
(27) Install the check valvetofire shield pressure oil tube with screen. Tighten coupling nuts to
150200 lb in. (1723 N.m).
(28) Install the spark igniter lead. Tighten coupling nut to 5070 lb in. (5.67.9 N.m).
(29) Install all drain hoses at the exhaust collector support, fire shield and burner drain valve.
(30) Connect the thermocouple lead to the aircraft terminal block. Tighten chromel (small) nut to
1015 lb in. (1.11.7 N.m) and alumel (large) nut to 3040 lb in. (3.44.5 N.m).
(31) On the 250B17F/1 engine, install the electrical harness and attach N2 overspeed pickup
leads. Tighten nuts to 1317 lb in. (1.51.9 N.m).
(32) Make a check run of the engine. (Refer to Check Run, para 1.B., 732005.)
2. Firststage Turbine Nozzle and Firststage Turbine Nozzle Shield
Replace firststage turbine nozzle components using the applicable part of the following procedure.
A. Removal
(1) Remove the turbine and install it in the 6798089 supporting adapter. Attach the turbine
assembly to the supporting adapter at the three exhaust collector support bolt holes, with the
gas producer support up. (Refer to Turbine AssemblyRemoval, para 1.A., this section.)
NOTE: It may be necessary to reverse the three turbine attaching studs on the supporting
adapter plate from an under side mounting position to a top side mounting position.
(2) Clamp 6798045 holding wrench on the supporting adapter. The wrench fits through the power
turbine drive and on the gas producer turbine rotor drive spline. The wrench is secured by two
handknobs.
(3) Remove the four bolts securing the gas producer and power turbine pressure oil manifold.
Remove the manifold and discard the two packings (See Figure 202).
(4) Remove the two positioning plugs and separate the firststage turbine nozzle shield from the
turbine (See Figure 202).
(5) Remove Gtype retaining ring.
(6) Remove the gas producer turbine sump and nut assembly using 6798047 sump wrench.
(7) Remove and discard metallic Ering gasket.
(8) Remove the gas producer turbine bearing oil nozzle using 6796920 puller.
(9) Remove the bearing retaining plate.
(10) Remove the spanner nut using 6798046 bearing locknut wrench. (This nut has a lefthand
thread.)
(11) Remove the No. 8 bearing and then the rotating labyrinth seal using 6795590 puller.
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b Extract and clean the drill bit frequently. The No. 22 drill bit can be used to a
depth of 2.625 in. (66.68 mm). This is the oval section.
c Clean the restricted inner end of the passage using the No. 27, 0.144 in. (3.66
mm) drill (10). The drill should enter to a depth of 3.125 in. (79.38 mm). Do
not use a power drill.
d Flush the passage frequently during cleaning using shop air or a handsquirt oil
can forcing oil through the pressure oil nozzle. As an option, motor the engine
as necessary to flush out carbon.
(b) Force shop air or engine oil (in a hand pumptype oil can) through the power turbine
support pressure oil strut to dislodge any loosened carbon.
(c) Clean carbon accumulation from inside the external sump. Rinse the sump with
petroleum solvent and dry.
(5) Assemble the oil passage components as follows:
(a) Lubricate and install new packing with the power turbine support pressure oil nozzle.
(b) Lubricate two packings and install with the gas producer support pressure oil manifold.
Apply antiseize compound to the four retaining bolts. Tighten bolts to 3540 lb in.
(3.94.5 N.m) and secure with lockwire.
(c) Blow through the installed manifold with clean compressed air to ensure that it is clear.
(d) Install the fire shield access panel. Secure with eight bolts and nuts. Tighten bolts to
2226 lb in. (2.52.9 N.m).
(e) Apply Permatex 1372 sealer lightly to the packing. Install packing at the power turbine
support drain port. Install the external sump; retain with two bolts. Tighten bolts to 40 lb
in. (4.5 N.m) and secure with lockwire. Apply torque in small equal increments.
(f) Install the scavenge oil tube between the external sump and the elbow at the fire shield.
Tighten coupling nuts to 150200 lb in. (1723 N.m).
(g) Install the coordinator. (Refer to Coordinator Assembly Installation, para 1.B., 732005.)
F. Oil System Maintenance
To minimize oil system problems, the maintenance action given in 100 hours Inspections, Table
602, 720000, EngineInspection/Check, should be observed. Each operator must be aware of
the symptoms of oil system difficulties in order that corrective action may be taken as quickly as
possible.
WARNING: MAINTAIN THE COMPLETE OIL SYSTEM IN ACCORDANCE WITH ENGINE AND
AIRCRAFT INSTRUCTIONS. FAILURE TO MAINTAIN THE OIL SYSTEM CAN
RESULT IN SUDDEN ENGINE STOPPAGE.
(1) Symptoms:
If any of the following symptoms have occurred or are in existence, return the engine to a
maintenance facility immediately for turbine cleaning and inspection.
(a) Oil consumption in excess of one quart (0.9 liter) per flight hour.
(b) Heavy smoking out the exhaust.
(c) Heavy carbon deposits or blockage of the power turbine support scavenge oil strut and
external sump.
(d) Oil temperature exceeds 107C (225F) for a period of less than ten minutes, but remains
less than 120C (248F).
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NOTE: If a ferry flight to the maintenance facility is necessary, make the following check
before flight.
1 Disconnect the scavenge oil tube from the turbine external sump. Place a container
under the sump scavenge fitting.
2 Motor the engine for 15 seconds without ignition.
a If a solid stream of oil flows from the sump fitting, reconnect the scavenge oil
tube to the sump. Torque the coupling nut. Proceed to the maintenance facility
(a ferry flight of less than four hours may be made).
b If no flow or if oil trickles from the sump fitting, replace the turbine and change
the engine oil before further flight. (Refer to Turbine Assembly, Removal, para
1.A., this section and Oil Change, para 10.E., 720000, EngineServicing.)
(2) Corrective Action:
Clean, inspect and repair the turbine having any of the symptoms given in para 6.F.(1) as
follows:
(a) At the maintenance facility, remove the turbine from the engine. (Refer to applicable part
of Turbine Assembly, Removal, para 1.A., this section.) Mount the turbine on 6799955
fixture. Retain the fixture at the rear flange of the gas producer support using the two
bolts. Position vertically with the turbine and exhaust collector on top.
(b) Remove the firewall shield (Refer to applicable part of Turbine AssemblyRemoval, para
1.A., this section.)
(c) Remove the 24 nuts and bolts from the exhaust collectortopower turbine splitline and
carefully lift the turbine and exhaust collector support, with the power turbine rotor
assembly, from the power turbine support.
(d) Carefully remove loose carbon from the No. 67 bearings sump area.
CAUTION: DO NOT USE CARBON REMOVER ON THE STATIONARY MEMBER OF
THE LABYRINTH SEAL ON THE SUMP COVER. CARBON REMOVER WILL
DAMAGE THE NICKELGRAPHITE SURFACE.
(e) Carefully remove carbon and coke deposits from the rotating labyrinth seal knives.
(f) Soak the turbinetocompressor coupling in methylethylketone or Pentatone ECS for 60
minutes. Repeat the process until all carbon is dissolved. Following the soak, clean any
remaining carbon from the part using methylethylketone or Pentatone ECS and a soft
bristle brush.
(g) Install a suitable plug in the power turbine inner shaft at the No. 6 bearing end.
(h) Fill the shaft with methylethylketone or Pentatone ECS. Allow the shaft to soak for 60
minutes; repeat the soak until all carbon is dissolved.
(i) Following the soak, clean any remaining carbon from the part using methylethylketone or
Pentatone ECS and a soft bristle brush. Dry with shop air.
(j) Inspect the turbinetocompressor coupling for circumferential rub. Replace the coupling
if any evidence of rub exists.
(k) Inspect the power turbine inner shaft ID for corrosion pitting. If pitting is found, send the
turbine to an Overhaul Facility for inner shaft replacement.
(l) Flush the gas producer turbine oil passage. (Refer to applicable part of Gas Producer
Turbine Support Pressure Oil Manifold Replacement, para 5., this section.)
(m) Inspect and clean the power turbine support scavenge oil strut and external sump. (Refer
to applicable part of Inspection and Cleaning of Power Turbine Support Scavenge Oil
Strut, para 6.E., this section.)
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(n) Clean the ID of the power turbine support pressure oil nozzle to make sure it is free of
carbon deposits. (Refer to applicable part of Cleaning the Power Turbine Support
Pressure Oil Nozzle, para 6.F.(3), this section.)
(o) Reassemble turbine. (Refer to applicable part of Installation, Firststage Turbine Nozzle
or Firststage Turbine Nozzle Shield Replacement, para 2.B., this section.)
(p) Install the turbine on the engine assembly. (Refer to applicable part of replacing the
Turbine Assembly, Installation, para 1.B., this section.)
(q) Change the engine oil. (Refer to Oil Change, para 10.E., 720000, EngineServicing.)
(r) After the system has been filled, remove the magnetic drain plug on the bottom of the
power and accessory gearbox.
(s) Motor the engine with the starter and without ignition long enough to allow one to two
ounces (30 to 59 milliliters) of oil to flow from the opening.
(t) Observe flow for restriction and/or for extent of contamination. Motoring flushes carbon
particles from the gearbox sump.
(u) Reinstall the magnetic drain plug; tighten to 6080 lb in. (6.89.0 N.m) and secure with
lockwire.
(v) Perform an oil flow measurement check. (Refer to Oil Flow Measurement, para 6.D., this
section.)
(w) Replenish the oil supply tank with approved engine oil.
(x) Motor the engine with the starter and without ignition until an indication of oil pressure is
attained. When pressure is evidenced start the engine and operate at idle for five
minutes.
(y) Monitor oil pressure continuously during the five minute run.
(3) Cleaning the Power Turbine Support Pressure Oil Nozzle
Clean the pressure oil nozzle as follows:
(a) Inspect and clean as required the power turbine support scavenge oil strut. (Refer to
Inspection and Cleaning of the Power Turbine Support Scavenge Oil Strut, para 6.E., this
section.)
(b) Remove the pressure oil lines between the gearbox and gas producer and power turbine
pressure oil manifold.
(c) Remove the four bolts and remove the gas producer and power turbine pressure oil
manifold. (Refer to applicable part of Gas Producer and Power Turbine Pressure Oil
Manifold, para 5, this section.)
(d) Remove the power turbine pressure oil nozzle if it is possible to do so without damaging
the nozzle or the flange. If the nozzle cannot be removed without causing damage, clean
the nozzle while it is installed.
(e) Flush the nozzle often during the cleaning using oil from a handsquirt oil can or shop air.
(f) Clean and inspect the power turbine pressure oil nozzle as follows:
NOTE: Dash number details (1), (2), etc., refer to detail parts of 23003267 power
turbine support cleaning kit.
1 Using a No. 52 (0.063 in. (1.61 mm) drill (3), clean the upper 1.25 in. (32 mm) of the
power turbine pressure oil nozzle. (See Figure 210.) Flush the nozzle and orifice
several times during the cleaning process.
2 Using the 0.050 in. (1.27 mm) spiral (round) saw blade (6), clean accumulated
carbon from the remainder of the nozzle. Use a twisting motion (See Figure 210).
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3 Clean the nozzle jet orifice using a No. 56 (0.047 in. (1.18 mm) twist drill (4) (See
Figure 211).
4 Establish the alignment holes on a horizontal plane (See Figure 212).
5 Visually inspect for perpendicularity of the jet hole wire. Any visible deviation from
perpendicular is cause to scrap and replace the jet nozzle (See Figure 212).
6 Ensure that the oil nozzle jet orifice is clean by inserting MS 20995 C41 stainless
steel safety wire, 0.041 in. (1.04 mm) diameter (7) through from the top of the
nozzle (See Figure 211). The safety wire contacts the end of the nozzle at 3.125 in.
(79.4 mm) depth.
a Using flat nose pliers, continue turning and pushing the wire into the nozzle until
it is felt to exit out the jet orifice.
b This penetration must be positively felt. Repeat as necessary.
7. Cleaning
A. Cleaning Power Turbine Labyrinth Seals
CAUTION: DO NOT USE CARBON REMOVER ON THE STATIONARY MEMBERS OF THE
LABYRINTH SEALS. CARBON REMOVER WILL DAMAGE THE
NICKELGRAPHITE SURFACE.
Clean carbon buildup from the power turbine labyrinth seals as outlined in Oil System Maintenance,
para 7.F.(2), this section.
8. Approved Repairs
A. Turbine and Exhaust Collector Support Crack Repair
CAUTION: TO PREVENT ELECTRICAL ARC BEARING DAMAGE, SEPARATE THE
EXHAUST COLLECTOR FROM THE ENGINE/TURBINE AND REMOVE THE NO.
5 BEARING BEFORE THE WELD REPAIR IS MADE.
Weld repair any cracks found in the exhaust ducts or outboard structure of the turbine and exhaust
collector support.
(1) Weld cracks in the exhaust ducts (areas 9 and 10 of Figure 213) using gas tungstenarc
process with 299 W Mo (AMS 5784 weld rod.
(2) Weld cracks in the outboard structure (area 3 of Figure 213) using gas tungstenarc process
with hastelloy W (AMS 5786) weld rod.
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Removing or Installing Idler Spur Gear Support Shaft

Figure 211
(19) Remove the bearing from the housing end of the gearshaft using 6796946 drift and 6796950
plate with detail 13. Remove the gear and bearing from the idler gear support shaft. Remove
retaining ring and separate bearing from gear.
(20) Remove the three idler gear support shafts from the gearbox cover using 6795614 puller and
pusher (See Figure 211). Discard two packings.
(21) Remove lockwire and separate the magnetic plug from the gearbox cover. Discard packing.
(22) Use 6796941 seal replacement kit to replace defective gearbox cover seals.
C. Gearbox Housing Disassembly
Disassemble the gearbox housing as follows: (See Figure 212)
(1) Remove the fuel control and oil pump spur gearshaft. Remove the bearings using 6796946
drift and 6796950 plate with details 13 and 14. Rotate bearings during removal to avoid
brinelling the raceways.
(2) Remove the tachometer and governor power train spur gearshaft. Remove the bearings using
6796946 drift and 6796950 plate with details 7 and 12. Do not remove the spring pin.
(3) Unlock the key washer and remove the power train idler spur gear bolt, key washer, and
keyway bearing retaining washer.
(4) Lift the gear and bearing from the idler gear support shaft. Remove two bolts; then pull the
shaft from the gearbox housing using 6795614 puller and pusher.
(5) Remove the bearing from the gear by removing the internal retaining ring.
(6) Lift the helical power takeoff gearshaft roller bearing outer race and rollers from the gearbox
housing.
(7) Remove lockwire; then remove the torquemeter support shaft nut using 6795597 wrench and
6795974 aligning fixture (See Figures 213 and 214). Remove packing and washer. Discard
the packing.
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CAUTION: BE SURE THE CHECK VALVE IS INSTALLED WITH THE ARROW POINTING
TOWARD THE REAR OF THE ENGINE.
(g) Inspect check valve for external leakage at first engine operation after valve installation on
the engine. No leakage permitted.
3. Adjustment/Test
A. Oil Pressure Regulating Valve (See Figure 215)
CAUTION: EXCEPT FOR INITIAL ADJUSTMENTS ON NEWLY INSTALLED ENGINES, DO
NOT ADJUST THE PRESSURE REGULATING VALVE TO CORRECT FOR HIGH
OIL PRESSURE. DO NOT MAKE A PRESSURE REGULATING VALVE
ADJUSTMENT TO CORRECT FOR A SUDDEN INCREASE OR RAPID CHANGE
IN OIL PRESSURE. THESE CONDITIONS ARE CAUSE TO SUSPECT OTHER
OIL SYSTEM PROBLEMS HAVE DEVELOPED.
(1) Make necessary changes in the engine oil pressure by adjusting the pressure regulating valve.
(Refer to Gearbox Housing Lubrication System Components Disassembly, para 2.D., this
section.)
NOTE: During the initial check run of a newly installed engine the pressure regulating valve
may be adjusted to increase or decrease oil pressure as per specified limits. A direct
reading gage is to be utilized anytime an adjustment to the pressure regulating valve
is required.
(a) Remove the lockwire.
(b) Using a wrench, turn the regulating valve clockwise to increase and counterclockwise to
decrease the oil pressure. An approximate adjustment may be made by bottoming the
valve and then backing it out 51/2 turns. One turn of the adjustment will change the oil
pressure approximately 13 psig (90 kPag). Oil pressure is 120130 psig (827896 kPag)
at 82C (180F) oil temperature.
4. Inspection/Check/Repair
A. Oil Leakage Inspection
Inspect the power and accessory gearbox for oil leaks. Replace the seal assembly if excessive oil
leakage is detected at the accessory pad locations (See Figure 231).
B. Magnetic Plug Inspection (Refer to para 10.H., 720000, EngineServicing for inspection
procedure.)
(1) Operational Check.
(a) If magnetic plugs are removed for scheduled maintenance, perform an operational check
prior to reinstallation. Connect harness lead and bridge plug with a suitable conductor.
Check each plug separately for proper cockpit indication.
(b) Reinstall magnetic plug, tighten to 6080 lb in. (689.0 N.m).
C. Startergenerator Gearshaft Female Spline Inspection
(1) Remove the startergenerator.
(2) Clean the female splines of the startergenerator gearshaft and the male splines of the
startergenerator driveshaft with mineral spirits and a soft brush.
(3) Using a bright light, inspect the splines in accordance with the criteria depicted in Figure 232.
NOTE: A sharp pointed scribe, 0.020 in. (0.51 mm) radius, should be used to detect a wear
step. A 0.010 in. (0.25 mm) feeler gage can be helpful in visually comparing the
depth of the wear step.
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FUEL AND CONTROL SYSTEM MAINTENANCE PRACTICES

1. General
WARNING: WATER OR CONTAMINATION IN THE FUEL CAN CAUSE FLAMEOUT OR POWER

LOSS.
WARNING: AIR LEAKS IN THE FUEL SYSTEM OR THE PNEUMATIC SENSING SYSTEM CAN
CAUSE FLAMEOUTS, POWER LOSS OR OVERSPEED.
WARNING: PERFORM A VACUUM CHECK OF FUEL SYSTEM LINES AND COMPONENTS

ANYTIME A FUEL SYSTEM COMPONENT IS REMOVED OR REPLACED TO ENSURE
NO ENGINE OR AIRFRAME FUEL SYSTEM LEAKS ARE PRESENT.
WARNING: FAILURE TO PROPERLY ASSEMBLE COMPONENTS/PARTS OF THE ENGINE

COULD RESULT IN AN ENGINE FAILURE.
WARNING: PROPER TIGHTENING OF ENGINE TUBING CONNECTIONS IS CRITICAL TO

FLIGHT SAFETY. CORRECT TORQUE VALUES MUST BE USED AT ALL TIMES.
EXCESSIVE TORQUE ON PNEUMATIC SENSING SYSTEM CONNECTIONS
RESULTS IN CRACKING OF THE FLARE CAUSING AN AIR LEAK WHICH CAN
CAUSE FLAMEOUT, POWER LOSS, OR OVERSPEED.
A. Fuel System Maintenance
Fuel system maintenance consists of checks, adjustment, cleaning, servicing, and replacement of
the various system components. These functions can be performed with common hand tools and
the recommended special service tools. Figure 201 illustrates the components which make up the
fuel system.
B. Fuel System Air Leaks
The two principal reasons for fuel system air leaks are loose lines and damaged or impaired fittings.
NOTE: Loose lines can develop from improperly tightened Bnuts. Damaged fittings are the
result of incorrect handling or improper installation procedures. Insufficient tightening of
the Bnut allows wear of the fitting through normal operating vibrations applied to a loose
flare.
(1) When a loose line is detected, proceed as follows:
(a) Remove the line and check the flares for wear, bends, dents, feathered edges or other
deformities.
(b) Inspect nipple portion of fitting for damage, grooves or wear. Detect grooves in the
mating surface by placing a small metal straight edge on the beveled surface and viewing
for gaps.
(c) Determine the cause of irregularities and take steps to correct the situation.
1 Tube clamping should be in accordance with the 250B17F Series Parts Catalog
(Publ. No. GTP 52434).
2 If a tube requires replacement, the fitting to which it mates should also be replaced.
(d) For detailed installation instructions, refer to Rigid Tube Inspection and Installation,
PARA 8., 720000, EngineServicing.
730000
Page 201
Sep 15/00
D. Fuel System Filters

The filters which are maintained as a part of the engine assembly fuel system include: a fuel pump
fuel filter, a gas producer fuel control fuel filter, and a fuel nozzle filter. In addition to the fuel filters,
the control system has a Pc air filter in the fuel control and an engine (system) Pc filter in the
pressure sensing line from the diffuser scroll.
CAUTION: WHEN THERE IS EVIDENCE THAT THE FUEL PUMP FILTER HAS BEEN
BYPASSED, THE GAS PRODUCER FUEL CONTROL INLET FILTER, THE FUEL
NOZZLE FILTER, THE GOVERNOR FILTER AND THE HIGH PRESSURE FUEL
FILTER, IF APPLICABLE MUST BE CLEANED. (REFER TO SPECIAL
INSPECTIONS, TABLE 603, 720000, ENGINEINSPECTION/CHECK, FOR
DETAILS.) IF ANY CONTAMINATION IS FOUND IN THE FUEL NOZZLE FILTER,
THIS WILL REQUIRE THAT THE FUEL CONTROL BE SENT TO AN
OVERHAUL/REPAIR FACILITY FOR INTERNAL CLEANING. REFERENCE MUST
ALSO BE MADE TO THE AIRFRAME MAINTENANCE MANUAL FOR FUEL
SYSTEM MAINTENANCE FOLLOWING FUEL CONTAMINATION.
(1) Fuel Pump Filter
The fuel pump filter element is replaceable and has a 5 micron nominal, 15 micron absolute
rating. Aircraft having a differential pressure (bypass) warning system shall have the pump
filter replaced when a warning light is observed. Aircraft not equipped with the bypass warning
system shall have the pump filter replaced every 300 hours. (Refer to Replacing Filter in
Single Element Fuel Pump, PARA 1.F., 731001.)
(2) Gas Producer Fuel Control Filter
The filter element in the fuel control is cleanable and has a rating of 45 microns. The filter
shall be inspected for contamination and cleaned if required any time a fuel pump filter bypass
is known or suspected to have taken place. (Refer to Cleaning the Gas Producer Fuel Control
Fuel Filter, PARA 4.A., 732002.)
(3) Fuel Nozzle Filter
The filter element in the fuel nozzle has a rating of 105 micron. The filter must be inspected
for contamination. If any contamination is found, the fuel nozzle and the gas producer fuel
control must be sent to an authorized maintenance facility for cleaning and inspection. Refer
to Inspection of the Gas Producer Fuel Control Fuel Filter, PARA 3133.
(4) Engine (system) Pc Filter
The bracket mounted Pc filter shall be removed and cleaned when dictated by engine
performance. (Refer to Table 101, EngineTroubleshooting, 720000, and to Pc Filter,
Section 732003.)
E. Purging the Fuel System
WARNING: THE FUEL/AIR DISCHARGE DURING PURGING IS IRRITATING TO THE EYES
AND HIGHLY FLAMMABLE. MECHANICS MUST TAKE SUITABLE MEASURES
TO PROTECT THEIR EYES AND PREVENT FIRE.
WARNING: MAKE SURE THAT THE AIRCRAFT IS ADEQUATELY GROUNDED. (SEE
AIRCRAFT MANUFACTURERS INSTRUCTIONS FOR PROPER GROUNDING
PROCEDURES.)
(1) Maintenance of the fuel system can result in air entrapment in the fuel lines. To prevent
subsequent false starts or flameouts, purge air from the fuel system whenever any of the
following conditions are encountered:
(a) The low pressure fuel filter element or the fuel pump assembly has been replaced.
730000
Page 212
Sep 15/00
(b) The fuel lines have been opened (anywhere between the fuel tank and the fuel nozzle).
(c) The engine has flamed out because of fuel exhaustion.
(d) The engine has been motored without fuel in the tank.
(e) The fuel pump fuel filter bowl has been drained without start or boost pumps on.
(f) The engine has been shut down using the emergency fuel shutoff valve.
(g) The fuel control is replaced.
(h) Any symptom indicative of air being entrapped in the system is observed.
(2) Purge the fuel system as follows:
(a) Disconnect the input to the ignition exciter.
WARNING: BE AWARE OF THE POTENTIAL FIRE HAZARD OF FUEL IN AN OPEN
CONTAINER.
(b) Disconnect the fuel supply hose from the fuel nozzle and place the hose in a clean
container.
(c) Open the condition lever to the maximum (100% propeller speed) position.
(d) Motor the engine for approximately 15 seconds or until there is no evidence of air coming
from the fuel supply hose.
(e) Move the condition lever to the FUEL OFFFEATHER position and reconnect the fuel
supply hose to the fuel nozzle. Tighten coupling nut to 80120 lb in. (9.014.7 N.m).
(f) Reactivate the ignition system.
NOTE: If any fuel system component (including piping) is removed/installed or any line
is opened during maintenance, check the pneumatic portion of the control
system for leaks. (Refer to Fuel Control System Pneumatic Leak Check, PARA
2.B., this Section.)
F. Purging Air from Single Element Pump Filter Bowl
WARNING: THE FUEL/AIR DISCHARGE DURING PURGING IS IRRITATING TO THE EYES
AND HIGHLY FLAMMABLE. MAKE SURE TO PROTECT EYES AND PREVENT
FIRE.
WARNING: MAKE SURE THAT THE AIRCRAFT IS ADEQUATELY GROUNDED (SEE
AIRCRAFT MANUFACTURERS INSTRUCTIONS FOR PROPER GROUNDING
PROCEDURES.)
(1) Remove lockwire from the upper drain plug in the filter bowl cover.
(2) Deactivate the ignition system.
(3) Turn on the aircraft boost pump.
(4) Loosen the upper drain plug (approx 1/2 turn) until a solid stream of fuel is emitted. Use a
shop towel to catch the spray. Retighten the plug to 4065 lb in. (4.57.3 N.m).
(5) Turn off the aircraft boost pump.
(6) Remove any fuel that may have spilled in the engine compartment.
(7) Secure the drain plug with lockwire.
(8) Purge the fuel system. (Refer to Purging the Fuel System, PARA 2.E., this Section.)
730000
Page 213
Sep 15/00
FUEL PUMP AND FILTER ASSEMBLYMAINTENANCE PRACTICES

1. General
Replace the complete pump assembly if it is found to be the cause of engine malfunction (See Figure
201).
A. Removal
Remove the fuel pump and filter assembly from the engine as follows:
(1) Remove the following from the pump:
(a) Fuel supply hose
(b) Fuel controltopump bypass (Po) tube.
(c) Pumptofuel control inlet fuel (P1) tube.
(d) Pump seal drain line.
(2) Remove the three selflocking nuts and washers which secure the fuel pump to the power and
accessory gearbox housing. Remove pump from mounting studs.
(3) Remove the mounting flange gasket. Discard packing.
(4) Remove the two unions and bushing from the pump and keep them for installation in the
replacement pump. Discard packings.
B. Installation
Install the replacement fuel pump and filter assembly on the engine as follows:
CAUTION: DO NOT BUMP, JAM OR APPLY EXCESSIVE PRESSURE TO LARGE SPLINED
END OF DRIVE SHAFT. PUMP PERFORMANCE MAY BE IMPAIRED.
(1) Lubricate three packings and install one each with the unions in the control bypass return port
and one with the union in the pump discharge return port. Tighten the union to 75110 lb in.
(8.512.4 N.m). Install the bushing into the fuel pump inlet port. Tighten the bushing to
150200 lb in. (1723 N.m).
(2) Install a new fuel pump drive packing seal.
(3) Install gasket on mounting pad.
(4) Coat pump drive splines and packing with engine oil. Coat the fuel fitting with MILL6081 oil
(Atlantic Refining Co. 31100, or equivalent), and the studs with antiseize compound.
(5) Install pump on mounting studs. Install three washers and selflocking nuts.
(6) Tighten mount pad nuts to 7085 lb in. (7.99.6 N.m). Tighten fuel line coupling nuts to
150200 lb in. (1723 N.m).
NOTE: Be sure the procedures and precautions of Rigid Tube Inspection and Installation,
para 8., 720000, EngineServicing, are observed when installing fuel system
tubes.
(7) Install the fuel controltopump bypass (Po) fuel tube. Tighten coupling nuts to 150200 lb in.
(1723 N.m).
(8) Install the pumptofuel control inlet fuel (P1) tube. Tighten coupling nuts to 150200 lb in.
(1723 N.m). Clamp fuel control P1 and Po tubes together. Tighten clamp nut to 3540 lb in.
(3.94.5 N.m).
731001
Page 201
Sep 15/00
1. Propeller Governor Max Speed Stop

2. Propeller Governor Lever
3. Propeller Control Oil Port
4. Power Turbine Max Speed Stop
5. Power Turbine Lever
6. Py Pressure Port
PropellerPower Turbine Governor Assembly

Figure 201
(2) Coat the drive splines with Lubriplate 130A, 930AA or equivalent.
CAUTION: IF THE BEVEL GEAR LUGS ARE NOT FULLY SEATED IN THE COUPLING
SLOTS, INSTALLATION OF THE GOVERNOR WILL BEND THE DRIVE LUGS.
(3) Rotate the prop governor coupling in the reduction gearbox by hand until the slots of the
coupling are fully engaged with the lugs of the prop governor driven bevel gear. When
engagement is made the coupling will no longer turn and the coupling will be slightly below the
drive pad face.
CAUTION: TO ENSURE THAT PROPER ALIGNMENT IS ACHIEVED BETWEEN THE
GOVERNOR, DRIVE SHAFT AND BEVEL DRIVE GEAR AT THE TIME OF
GOVERNOR INSTALLATION, ENSURE THAT NUTS ARE SECURED IN PROPER
SEQUENCE.
(4) Position the governor assembly with a new gasket on the drive pad. Hold the governor flush
with its mating mounting pad and tighten the top RH nut first. Next install and tighten the lower
LH nut. Then install remaining two nuts. Tighten the nuts to 7085 lb in. (7.99.6 N.m).
(5) Attach the propeller operating (servo) oil tube to the governor assembly. Tighten coupling nut
to 80120 lb in. (9.013.6 N.m). Tighten the elbow jam nut to 5580 lb in. (6.29.0 N.m).
NOTE: Be sure the procedures and precautions of Rigid Tube Installation, para 323, are
observed when installing fuel system tubes.
732001
Page 202
Sep 15/00
(6) Thoroughly clean inside the removed Py line using mineral spirits. Shake then air dry. Attach
the line to the governor and to the fuel control. Tighten the coupling nut to 80120 lb in.
(9.013.6 N.m). Tighten the elbow jam nut to 5580 lb in. (6.29.0 N.m).
(7) Attach linkages to the power turbine lever and propeller governor lever. (Refer to Coordinator
Rigging, para 2.A. and 2.B., 761001.)
(8) Make appropriate entry relative to governor assembly replacement in the Engine Log.
(9) Check run the engine after propellerpower turbine governor replacement. (Refer to Check
Run, para 1., 720000, Engine Adjustment/Test.)
(10) Perform the propellerpower turbine governor functional feathering check. (Refer to
PropellerPower Turbine Governor Functional Feathering Check, para 7.N., 720000, Engine
Description and Operation.)
3. Adjustments
The adjustment that can be made on the propellerpower turbine governor is the propeller governor
maximum speed stop.
A. Maximum Speed Stop Adjustment
NOTE: Do not make the max speed stop adjustment if 105% N2 speed can be reached. Also, do
not use this adjustment to correct normal maintenance items such as oil leaks caused by
damaged packings in the propeller and beta valve system, misrigging or faulty aircraft
gages, tachometers etc.
(1) Remove the lockwire securing the max speed stop screw and locknut (See Figure 201).
(2) Adjust the screw counterclockwise to increase or clockwise to decrease power turbine (N2)
speed. One turn changes N2 speed 2530 rpm.
(3) After the adjustment has been made, tighten the screw locknut to 1822 lb in. (2.02.5 N.m)
and secure with lockwire.
(4) Following an adjustment of the maximum speed stop, adjust the propeller governor control
cable rod end to ensure that the propeller governor lever contacts the maximum speed stop.
(5) Make a rigging check. (Refer to Rigging Check, para 1.A., 760000.)
CAUTION: N2 SPEED MUST NOT EXCEED 105% DURING CONTINUOUS OPERATION.
(6) Check run the engine to ensure that N2 speed is within acceptable operating range after the
maximum speed stop adjustment has been made. (Refer to Check Run, para 1., 720000,
Engine Adjustment/Test.)
732001
Page 203
Sep 15/00
1. Throttle Lever 5. Control Bypass (Po)

2. Fuel Cutoff Lever 6. Overspeed Bleed (Py)
3. Control Inlet Fuel (P1) 7. Sensing Pressure (Pc)
4. Metered Fuel Flow (P2)
Gas Producer Fuel Control

Figure 201
CAUTION: MAKE SURE THE PROCEDURES AND PRECAUTIONS OF RIGID TUBE
INSPECTION AND INSTALLATION, PARA 7., 720000, ENGINESERVICING
ARE OBSERVED WHEN INSTALLING FUEL SYSTEM TUBES.
CAUTION: HOLD FUEL CONTROL FITTINGS WITH ONE WRENCH WHILE TIGHTENING B
NUT TO FITTING WITH ANOTHER WRENCH.
(3) Install in reverse of removal. Prior to installation, thoroughly clean inside the Py line using
mineral spirits. Shake, then air dry.
(4) Tighten mount pad nuts to 7085 lb in. (7.99.6 N.m).
NOTE: Be sure the procedures and precautions of Rigid Tube Installation, para 8.,
720000, EngineServicing, are observed when installing fuel system tubes. Hold
fuel control fittings with one wrench while tightening B nut to fitting with another
wrench.
(5) Tighten fuel inlet and bypass lines coupling nuts to 150200 lb in. (1723 N.m).
(6) Tighten fuel outlet line coupling nut to 80120 lb in. (9.013.6 N.m).
(7) Tighten fuel control air line coupling nuts to 80120 lb in. (9.013.6 N.m).
(8) Attach linkages to the fuel cutoff lever and gas producer lever. (Refer to Coordinator Rigging,
PARA 2.C. and 2.D., 761001.)
(9) Check the fuel control lever travel using the cockpit control. The lever stop arm on the fuel
control must bottom out on the maximum and minimum speed stops. (Refer to Rigging Check,
PARA 1.A., 760000.)
NOTE: During rigging of the linkage, the primary points of significance are the 305 mark and
full travel, minimum stop to maximum stop. Ground Idle position is established with
the pointer at the 305 mark on the quadrant.
732002
Page 202
Sep 15/00
PROPELLER OVERSPEED GOVERNORMAINTENANCE PRACTICES

1. Replacement
A. Removal
Remove the propeller overspeed governor as follows: (See Figure 201)
(1) Loosen the coupling nut and separate the propeller positioning (servo) oil tube from the
governor.
(2) Remove the electrical lead from the propeller overspeed checkout solenoid.
(3) Remove the air tubes from the Py pressure cross.
(4) Remove the three nuts and washers which secure the governor to the power and accessory
gearbox. Remove the governor and gasket from the mounting studs.
NOTE: If a new overspeed governor is to be installed, transfer the fitting from the replaced
governor. Use the wooden shipping block to protect the shaft from the work bench.
B. Installation
Install the propeller overspeed governor as follows:
(1) Coat the drive splines with Lubriplate 130A, 930AA or equivalent.
CAUTION: PRIOR TO INSTALLATION OF THE PROPELLER OVERSPEED GOVERNOR, BE
CERTAIN A SEAL IS NOT INSTALLED IN THE POWER AND ACCESSORY
GEARBOX ASSEMBLY. IF SEAL IS PRESENT, THEN REMOVE THE SEAL.
CAUTION: BE CERTAIN THE GOVERNOR DRIVE PILOT IS PROPERLY INSERTED INTO
THE GEARBOX.
(2) Position the governor and gasket on the drive pad and secure with three washers and nuts.
Tighten nuts to 7085 lb in. (7.99.6 N.m).
(3) Attach servo oil tube to the overspeed governor. Tighten coupling nut to 80120 lb in.
(9.013.6 N.m).
NOTE: Be sure the procedures and precautions of Rigid Tube Installation, para 8.,
720000, Engine Servicing, are observed when installing fuel system tubes.
(4) Attach the Py air tubes to the Py pressure cross. Tighten coupling nuts to 80120 lb in.
(9.013.6 N.m).
(5) Attach the electrical lead to the checkout solenoid.
(6) Make appropriate entry relative to overspeed governor replacement in the Engine Log.
(7) Check run the engine after propeller overspeed governor replacement. (Refer to Check Run,
para 1., 720000, EngineAdjustment/Test.)
732004
Page 201
Sep 15/00
Legend for Figure 201
1. Nut (2) 7. Bracket, Clamp, Bolt, Nut

2. Electrical Harness 8. N2 Overspeed Solenoid Valve
3. Clamp (2), Bolt, Nut 7. Connector
4. Engine/Airframe Connector 9. N2 Overspeed Solenoid Valve
5. N2 Overspeed Control Connector 10. N2 Overspeed Pickup
6. N2 Overspeed Control
4. Magnetic N2 Speed Pickup

A. Removal
(1) Disconnect two harness lugs from pickup studs (See Figure 201).
NOTE: N2 speed pickups P/N 23052285 and subsequent incorporate wrenching flats on the
electrical stud spacer. When removing the retaining nuts from the pickup studs, use
a 7/32 inch wrench on the spacer flats for torque reaction.
(2) Cut lockwire and loosen jam nut.
(3) Unscrew pickup.
B. Installation (Cool Engine Only)
(1) Measure distance from high point on power turbine coupling nut to outer surface of receptacle
(dimension A, Figure 203); nominally 4.209 in. (106.91 mm).
(2) Measure distance from pickup tip to bottom of square mounting head (dimension B, Figure
203); nominally 5.085 in. (l29.l6 mm).
(3) Determine dimension C, Figure 203, using the following formula:
C = (BA) + 0.025 in. (0.64 mm)
NOTE: The nominal value for dimension C is 0.901 in. (22.89 mm).
(4) Advance pickup until distance from bottom of pickup mounting head to surface of receptacle
equals the value determined for dimension C within 0.005 in. (0.13 mm). Each full turn
advances the pickup 0.050 in. (1.27 mm).
732100
Page 202
Sep 15/00
SPARK IGNITER LEADMAINTENANCE PRACTICES

1. Replacement (See Figure 201, 742000)
WARNING: MAKE SURE THAT THE IGNITION SWITCH IS OFF BEFORE REMOVING THE SPARK
IGNITER OR THE SPARK IGNITER LEAD ASSEMBLY AS DANGEROUSLY HIGH
VOLTAGES MAY BE PRESENT.
A. Removal
(1) Remove the lead from the ignition exciter and the spark igniter.
(2) Detach from retention clamps and from the aft flange of the firewall shield.
B. Installation
(1) Attach lead to retention clamps and at the aft flange of the firewall shield. Tighten nuts to
3540 lb in. (3.94.5 N.m).
(2) Connect lead to ignition exciter and spark igniter. Tighten igniter coupling to 7090 lb in.
(7.910.2 N.m); tighten exciter coupling to 5070 lb in. (5.67.9 N.m).
2. Inspection/Check
A. Inspect the outer part of the lead for braid damage; replace lead if damage is excessive.
B. Inspect ends of the lead to be sure all parts are intact.
742002
Page 201
Sep 15/00
Legend for Figure 201
1. Not Used 17. Bolt (2)

2. Antiicing ValvetoFront 18. Reducer
Support Tube 19. Packing
3. Nut (2), Bolt (2), Bracket, 20. Bleed Valve Sensing Tube
Clamp (2) 21. Compressor Bleed Valve
4. Nut, Bolt, Clamp (2) 22. Nut (3)
5. Air Valve 23. Washer (3)
6. Seal 24. Bolt (3)
7. Bolt (2) 25. Gasket
8. Body 26. Elbow
9. Piston 27. Nut
10. Spring 28. Packing
11. Spring Retainer 29. Pressure Probe Elbow
12. Reducer 30. Nut
13. Seal 31. Packing
14. Antiicing ValvetoSolenoid 32. Plug (2)
Valve Tube 33. Packing (2)
15. Solenoid Valve 34. Cap (250B17F, B17F/2
16. Nut (2) engines only)
D. Antiicing Solenoid Valve Installation

(1) Install the valve in the bracket at the horizontal firewall shield. Retain with two bolts and nuts.
Tighten nuts to 3540 lb in. (3.94.5 N.m) and secure with lockwire.
(2) Connect the air tube between the antiicing valve and the antiicing solenoid valve. Tighten
nuts to 65l00 lb in. (7.3ll.3 N.m).
(3) Connect the electrical harness to the solenoid.
3. Inspection/Check
A. Check operation of the antiicing valve as follows:
(1) Activate the antiicing system.
(2) Proper operation is accomplished if the effect of antiicing air flow on engine performance is
within the limits specified in Antiicing System, para 3.D., EngineDescription and Operation,
720000.
B. Check operation of the antiicing solenoid valve as follows:
(1) Activate the antiicing system. A slight increase in TOT indicates flow of antiicing air.
WARNING: ANTIICING AIR IS HOT ENOUGH TO CAUSE SEVERE BURNS. DO NOT
CHECK AIR FLOW BY FEEL.
(2) Check for air flow from the rear of the antiicing solenoid valve. Air flow from the valve when
the system is activated indicates the solenoid valve is operating correctly.
4. Cleaning
Clean antiicing air valve components in mineral spirits.
751001
Page 204
Sep 15/00
BLEED AIR CONTROL SYSTEMMAINTENANCE PRACTICES

1. General
Bleed air system maintenance includes cleaning, testing and replacing the bleed control valve.
2. Bleed Air Control Valve (See Figure 201, 751001)
Test the bleed control valve on an installed engine. Clean the bleed valve if it does not operate in the
range given in Figure 13, 720000, EngineDescription and Operation. Clean valve in accordance with
Bleed Valve Cleaning, para 5.C., 723000. Replace the bleed control valve as follows if cleaning does
not bring the valve into the desired operating range.
A. Removal
(1) Disconnect the compressor discharge pressure sensing tube assembly by loosening the
coupling nut at the valve elbow.
(2) Remove the three bolts, nuts and washers. Separate the bleed control valve and gasket from
the mounting flange on the bleed valve adapter. Discard gasket.
(3) Remove the elbow from the bleed valve. Discard packing.
B. Installation
(1) Lubricate new packing and install it on the elbow. Install the elbow in the replacement bleed
valve. Do not tighten the jam nut at this time.
(2) Apply antiseize compound to bolt threads then install the replacement bleed control valve and
gasket on the mounting flange. For P/N 23039904 and prior bleed valves, retain with one
1/428 bolt and nut, two No. 1032 bolts and nuts, and three washers. Assemble with
washers beneath bolt heads. Tighten 1/428 nut to 7085 lb in. (7.99.6 N.m). Tighten No.
1032 nuts to 3540 lb in. (3.94.5 N.m). For P/N 23038951 and subsequent bleed valves,
retain with three No. 1032 bolts and nuts, and three washers. Assemble with washers
beneath bolt heads. Tighten nuts to 3540 lb in. (3.94.5 N.m).
(3) Attach the compressor discharge pressure sensing tube assembly to the bleed control valve
with the coupling nut. Tighten the elbow jam nut to 5580 lb in. (6.29.0 N.m), after final elbow
positioning is determined. Secure nut with lockwire. Tighten coupling nut to 80120 lb in.
(9.013.6 N.m).
751002
Page 201
Sep 15/00

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Operation and

First Edition 1 November 1989 250B17F

Publication ref. GTP52432

Proprietary rights legend

E2003 RollsRoyce Corporation

Federal Aviation Administration Approved

Preliminary Edition 1 February 1988

Preliminary Edition 1 July 1988

First Edition 1 November 1989

First Revision 1 February 1993

Second Revision 15 December 1995

Third Revision 15 December 1996

Fourth Revision 15 December 1997

Fifth Revision 15 July 1999

Sixth Revision 15 September 2000

Seventh Revision 1 May 2001

Eighth Revision 1 May 2002

Nineth Revision 1 May 2003

Rolls-Royce Proprietary Data Uncontrolled Printed Copy

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COMMERCIAL SERVICE INFORMATION

Commercial Service Letters Date Incorporated

250B17F CSL TP CSL 2004, REV. NO. 4 Apr 15/93

250B17F CSL TP CSL 2007, REV. NO. 4 Apr 15/93

Maximum oil consumption . . . . . . . . . . . . . . . . . . . . . . . 1 qt in 5 hr (0.9 liter in 5 hr)

SHOULD THIS GELLIKE MATERIAL BE DETECTED AT ANY POINT IN THE AIR-

Manufacturers Designation & Address Manufacturers Designation & Address

MILPRF7808 Series MILPRF23699 Series

(Formerly MILL7808 Series) (Formerly MILL23699 Series)

American PQ Lubricant 6899 Mobil Jet Oil II

Brayco 880 Turbonycoil 600 (TN600)

EXXON Turbo Oil 2389 Aeroshell/Royco Turbine Oil 500

Mobil Avrex S Turbo 256 Stauffer Jet II (Castrol 205)

Mobil RM201A Caltex RPM Jet Engine Oil 5

Mobil RM184A Chevron Jet Engine Oil 5

Stauffer Jet 1 American PQ Lubricant 6700

Torquesensor Oil Pressure and Shaft Power Relationship

Output (Propeller) Shaft Torque Limits

471 (352) 1218 (1651) 115 (793) 10 seconds

Below 40 psi (276 kPa) . . . . . . . . . . . . . . . . . . . . . 32F (0C) minimum

WARNING: TO PREVENT ENGINE FUEL STARVATION AND SUBSEQUENT FLAMEOUT, ANY

(1) Normal Starting

Example Data Filled in by Maintenance/Operations

Table 101 (cont)

Item Trouble Probable Cause Remedy